Landfill Mining: Current Trends


Landfill mining is a term used to describe a process whereby landfilled solid waste is excavated and processed for beneficial purposes.

The beneficial purposes can include recovery of recyclable materials, recovery of soils for use as daily or intermediate cover in active landfills, or recovery of land area for redevelopment. As urban sprawl has continued in many metropolitan areas, landfills—which previously were located in areas relatively distant from the population centers—are less so, and the value of those properties for redevelopment have increased.

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In the US, however, the term “landfill mining” has increasingly become a misnomer, as the primary driver has been to reclaim the old footprint and develop it to meet current Subtitle C regulations (i.e., typically at a minimum installing a bottom-lining system with leachate controls) and gain valuable additional airspace for active waste filling. The reclamation of recyclable materials—like plastics, metals, and glass, and plastics and paper for energy recovery—are secondary and do not typically justify the total cost to reclaim them with natural gas energy, both abundant and relatively “cheap.”

As pointed out in the recent International Solid Waste Association (ISWA) publication on landfill mining, the concept of mining landfills is not new. Some 60 examples have been cited in solid waste literature since the first reported project in Israel in the 1950s. Landfill mining is a practice not unique to any particular country or even region. The practice has both advantages and disadvantages, which are summarized in Table 1.

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Planning Aspects
An overview of the entire landfill mining process is helpful to be able to properly plan all of the parts of the process and have contingency plans ready if something does not go according to plan. Table 2 presents a summary overview of the overall aspects to consider on a mining project.

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What About Recyclables?
Some landfill owners have opted to separate and sell recyclables obtained from a reclamation project; however, the value of these materials is elusive. Cal Recovery, Hercules, CA, conducted a study for EPA of the Collier County, FL, landfill mining demonstration process in 1993, and concluded that plastic and metal were the only viable recyclables, but were not of acceptable quality for the resale market. They indicated that the actual “cost” of mining and separating the recyclables was about $115 per ton. Extrapolating that cost to today’s dollars would cost approximately $250 per ton. This cost is high, relative to the price being paid for recyclables as discussed in the section on benefit-cost.

Construction Timeframe
Basic landfill mining equipment may include the following:

  • Waste excavation: hydraulic excavators (backhoes)
  • Waste screening (large objects): grizzly screen
  • Waste screening (smaller objects): trommel screen
  • Screen feed: front-end loader
  • Waste hauling: dump trucks

The production of a landfill mining operation is mainly dependent on the size and number of pieces of equipment deployed, the types of soils used during landfill operations (e.g., sandy versus clayey materials), the types of waste disposed, weather conditions, liquid levels in the landfill, and gas emissions. More equipment means more production, but more equipment also means additional capital costs.

Certain types of waste are more difficult to excavate and process than others, which can slow productivity. High liquid levels and highly saturated wastes require additional steps to excavate and process, which, again, slows production. Inclement weather is a less controllable factor; however, the timing of major excavation efforts can be scheduled to take advantage of seasons with less inclement weather. Lastly, health and safety issues associated with gas emissions such as combustible gases, odorous gases, and such must be considered and can negatively impact surrounding properties if not controlled properly, ultimately impacting the excavation and processing activities.

Equipment involved in the waste excavation activities typically limits the actual capacity of an operation. This equipment is involved in excavating compacted waste, loading trucks, and moving as the excavation progresses. The other machines in a landfill mining operation, such as shredders, screens, magnets, and conveyors are generally static (i.e., they are not moved for periods of time), and are processing materials that have had some loosening and separation, and are for one function only, so their capacity usually does not limit the operation.

If you are considering implementing a landfill mining project, you should be realistic about the time it will take to complete the project. This timeline needs to coordinated with the overall landfilling activities of a site, assuming it’s an active landfill, and remaining site life calculations. A mining project and the necessity to dispose of much of the excavated materials back into the new landfill can temporarily increase the landfill tonnage by up to 80% over your normal throughput, if everything except the cover soils are put back in the landfill.

Take for example, an old landfill 40 feet high with a base dimension of 800 feet long by 500 feet wide, about a 9-acre footprint. That landfill will contain approximately 383,000 cubic yards of material. Working with three large bucket excavators (total bucket capacity 36 cubic feet), it would take at least a year, or more, to complete excavating, working nine hours a day, 6 days a week, without bad weather delay.

The most efficient approach is to stockpile recovered soils near or with other onsite cover stockpiles in order to handle the materials only once. However, this approach may not always be feasible. If that is the case, all of the mined soil may have to be temporarily stockpiled separately. Soils can make up to 40% of the materials mined from old landfills. In our previous example, that would amount to approximately 153,000 cubic yards of soil, which would be equivalent to a 4-acre stockpile area 40 feet high.

Benefit–Cost Assessment

A benefit–cost assessment should be conducted to justify pursuing a landfill mining project. One way to approach a benefit–cost assessment is to compare the estimated cost of mining the landfill cell against the value of the “new” airspace that created by mining and used for future landfilling (Table 3), or the value of the reclaimed property. We typically would not include the value of any separated recyclables, because the value of these recovered materials generally is inconsequential.

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Table 2 summarizes a simple cost analysis for an example landfill mining project at an active landfill based on the following assumptions:

  • Landfill cell volume = 383,000 yd³.
  • Volume of reclaimed soil = 20% of volume, and it will be reused as cover soil in the active landfill.
  • Remaining materials excavated = 42%, and is disposed in adjacent active landfill.

If we further assume that the landfill is reclaimed at an average cost of $4 per cubic yard, then the reclamation cost (383,000 yd³ x $4 per cubic yard) is equal to $1,532,000. Clearly, in this example, the reclamation benefit far outweighs the cost. If cover soil has to be purchased from an outside source, there could be another savings benefit by reusing the recovered soil. At higher tipping fees, the benefit gets even better.

Looking again at the potential value of recyclables, in this case plastics, the market price paid for plastics is down. If the plastics were of a quality to be acceptable on the market, at a price of 12 cents per pound, the value of the recyclable plastic is $240 per ton. Contrasting that to $250 per ton for mining and separation extrapolated from the Collier County study, plastic reclamation would not provide any significant monetary benefit.

Case Studies
Perdido Landfill
A pilot study was performed in 2008 that involved the excavation of 2.5 acres of an unlined cell at the Perdido Landfill in Escambia County. The main goal of the project was to acquire air space for future disposal.

Excavated waste was processed the following ways:

  • separating the waste with a shaker screen following shredding,
  • utilizing a shaker screen without shredding, and
  • using a trommel screen for screening.

After field testing was conducted, it was found that the trommel screen proved to be the most effective at separating the waste from the cover soil, with waste shredding being the most time consuming of the three.

Soil constituted approximately 70% of the unlined cell. This recovered soil was stock piled at the site to be used at a later date for cover material. The excavated refuse was returned to the landfill for disposal. In regard to cost benefit analysis, the project proved to be worth the investment. The value of the acquired airspace outweighed the mining costs themselves. The total cost of mining was $8.60 per yard with a total of 54,000 cubic yards being excavated, 38,000 cubic yards of which was reusable cover soil.

Naples Landfill
The Collier County Solid Waste Management Department was involved in managing and performing a landfill mining project at the Naples Landfill in 1986. This was one of the first landfill recovery projects to occur in the US. No federal or state regulations regarding landfill mining were in place when the project began. At the time, the site was an unlined 33-acre MSW facility.

The three main goals of the project were to: (1) determine if an alternative method to traditional landfill closure was available and more economically feasible, (2) develop a low-cost system to separate the waste, and (3) provide performance data for this system to assist with optimizing the design of said waste processing system. However, the main underlying premise of the project was to reuse the soil portion within the waste mass since cover soil was relatively expensive and limited in the area. At the completion of the project, the site had successfully mined 5 acres of waste and was able to utilize the recovered material for cover, as it showed high levels of decomposition.

In total, 292 tons of waste were processed, with 171 of those tons reusable as cover soil. The waste was excavated at a cost of approximately $115 per ton. In regard to funding, the project received the “Innovations” award from the Kennedy School of Government at Harvard University; therefore, much of the project cost was covered by the award funds. The total cost to the County for this project was only $40,000. Without the award funding, a similar project is estimated to have a total cost of $1.2 million.

Frey Farm Landfill
In 1990, a municipal solid waste combustor (MWC) was constructed by the Lancaster County Solid Waste Authority in Lancaster, PA. The WTE facility had available capacity when built, which was filled through landfill mining and then spot waste until Lancaster County grew into the plant’s full capacity. Since the waste in the lined landfill was less than five years old, a landfill mining project was a viable option for them. The facility was to utilize a mixture of new waste and reclaimed waste from the landfill as its augmented MWC input stream.

The waste was excavated from the landfill and processed using a 1-inch trommel screen. Approximately 56% of the excavated material from the landfill was acceptable for intake at the MWC, with 41% being composed of soil. Only 3% of the total excavated material was neither combustible nor able to be used as cover soil at the landfill, and had to be returned back into the landfill for disposal.

In order for the input wastestream of the MWC to achieve the necessary energy value, it had to be composed of 75% new waste and 25% reclaimed mined waste. While the project itself was cash flow neutral (revenue gains versus expenditures), it resulted in added value of reusing dirt for cover and reusing the cubic yard landfill space a second time. Once those assets were factored in, the overall gain was positive $13.30 for every ton of material excavation.

Lessons Learned
Some of the lessons learned over the last few decades from landfill mining in the United States include:

  • Personnel and equipment typically assigned to normal landfill operations generally have the skills and capabilities to perform landfill mining activities, assuming they are available, but if not, these activities can be contracted out to experienced contractors.
  • If there is soil and groundwater contamination under the landfill, sufficient time should be allocated in the schedule to remediate the area, preferably before re-lining and filling of waste.
  • The quality of recyclables in old landfills (say something more than 10 years old) is questionable for sale in the marketplace. Unless there are extenuating circumstances (i.e., like those of the Frey Farm mining project), the cost of separating recyclables will likely be higher than the potential revenue from the marketplace.
  • One needs to be realistic and conservative about the timeframe needed to mine an old landfill. Contingency delays for bad or seasonal weather, equipment breakage, or uncovering hazardous materials should be included in the schedule.
  • There are many good case histories of landfill mining in the US that can be reviewed to become familiar with many of the variables that were encountered, costs, equipment, and how well the particular project went.

References
Cobb, Curtis E. and Konrad Ruckstuhl.

SPM Group, Inc. Mining and Reclaiming Existing Sanitary Landfills. Aurora, CO.

Fisher, Harvey and David Findlay 1995. “Exploring the Economics of Mining Landfills.” Waste 360, July 1995.

Innovative Waste Consulting Services LLC. Landfill Reclamation Demonstration Project, June 2009.

International Solid Waste Association (ISWA) 2013. Landfill Mining, prepared by the Landfill Working Group.

USEPA. Solid Waste and Emergency Response. EPA530-F-97-001, July 1997.

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ABOUT WIH RESOURCE GROUP

Celebrating a decade in business, WIH Resource Group is a global provider of professional technical and management support services to a broad range of markets, including waste management, recycling, financials, transportation, M&A due diligence and support, alternative fuel fleet conversions, facilities, environmental, energy for private sector business and government clients.

WIH Resource Group is a leader in all of the key markets that it serves. WIH Resource Group provides a blend of global reach, local knowledge, innovation and technical excellence in delivering solutions that create, enhance and sustain the world’s built, natural and social environments.  WIH Resource Group serves clients in more than 175 key markets internationally.

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Land of Waste – American Landfills & Waste Generation


The average American tosses 4.4 pounds of trash every single day. It may not seem all that astonishing on the surface, but with 323.7 million people living in the United States, that is roughly 728,000 tons of daily garbage – enough to fill 63,000 garbage trucks.

That is 22 billion plastic bottles every year. Enough office paper to construct a 12-foot-high wall from Los Angeles to Manhattan. It is 300 laps around the equator in paper and plastic cups, forks, and spoons. It is 500 disposable cups per average American worker – cups that will still be sitting in the landfill five centuries from now.

Approximately half of the 254 million tons of yearly waste will meet its fate in one of the more than 2,000 active landfills across the country – and you probably live, work or socialize closer to one than you may think.

How Close Is Too Close? 

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The easiest way to know you’re living near a landfill is by smelling it, right? Wrong.

The easiest way to know you’re living near a landfill is by smelling it, right? Wrong.

The United States is home to thousands of inactive landfills – and some have found new life and purpose as public parks.

But most are out of sight, out of mind. The West Coast is practically overflowing with landfills: There are a dozen in the Los Angeles area alone, though most are now closed. New Yorkers hailing from Manhattan, Brooklyn, Bronx, and Queens have no problem beating up on Staten Island, a borough practically built on top of what used to be the world’s largest garbage dump.

Even the Sunshine State isn’t immune to taking some of the load. Landfills linger in the heart of Miami and West Palm Beach, though they pale in comparison to the dump deluge in Tennessee and the Carolinas.

A Tale of Thousands of Dumps

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Landfills have a long and relatively unsorted history. Before the first municipal dumps appeared on the map in the 20th century, humans either burned their garbage or buried it on the outskirts of town to avoid disease. The circa 1937 Fresno Municipal Sanitary Landfill is considered the first modern, sanitary landfill of its kind, and future landfills followed suit.

At first, they weren’t much more than man-made craters in the earth – a dramatic step up from the first municipal dump established in ancient Athens but still pretty crude. They were environmental disasters, leaching contaminated liquid into the soil and groundwater, and releasing overwhelming amounts of methane into the air.

The 1976 Resource Conservation and Recovery Act changed all of that. The law requires landfills to be lined with plastic, clay or both, effectively killing the old idea of a “dump,” or those old-school craters.

The Landfill Evolution

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Over the last hundred years, the number of dumps and landfills has dramatically increased across the country – as seen in the time lapse above – to accommodate the growing population’s garbage disposal needs.

That’s a Ton of Trash

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Las Vegas may be the city of sin, but its home state Nevada is the land of garbage, with a whopping 38.4 tons of waste per person in its landfills.

Idaho, North Dakota, and Connecticut are the only three states in the country with less than 10 tons of landfill waste per person – putting Pennsylvania, Colorado, and California to shame, with their average of 35 tons of landfill garbage per person.

That’s not to say that these state residents are necessarily producing all of this landfill waste themselves. The trash trade is a $4 billion industry, and many state landfills are only too happy to take garbage from other states.

Transport fees are cheapest in the South and Midwest – as low as $19 per ton in states like Alabama. Ohio, for example, is famous for accepting as much as 3.4 million tons of out-of-state waste per year, to the tune of $35 per ton. The most offensive giver of trash was New York, accounting for nearly 32 percent of Ohio’s out-of-state total, with New Jersey not far behind.

Landfill Gases, a Top Concern

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Landfill gas is a dangerous, virtually invisible concoction generated in the most natural way possible: the bacterial decomposition of organic material. The result is half methane and half carbon dioxide and water vapor, with trace amounts of oxygen, nitrogen, hydrogen and nonmethane organic compounds, or NMOCs, which can cause smog if uncontrolled.

In the past, environmentalists have been more concerned by carbon dioxide emissions, but now, they are worrying about methane. Even though methane doesn’t linger as long as carbon dioxide, it is far more effective at absorbing the sun’s heat and contributing to global warming. For the first 20 years after it meets the atmosphere, methane is 84 times more potent as a greenhouse gas than carbon dioxide.

The population-heavy states of California and Texas are currently facing the greatest problem with landfill-produced methane, but the repercussions of this problem could eventually affect the entire world.

Visualize Your Garbage

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It can be hard to wrap our minds around the impact of our waste in terms of landfill gas and metrics that stretch into the billions. So let’s scale it down.

Your 4.4 pounds of daily trash is approximately the weight of a modest-sized pumpkin that you would carve on Halloween. Add up all those “pumpkins” over the seasons and they come in at 1,606 pounds – or the size of your average cow. But if you pack that trash into cubed feet, you’re looking at the height of the Leaning Tower of Pisa.

The waste tally for a family of four is even grimmer. That yearly haul weighs as much as an Asian elephant and stacks up to the height of the Golden Gate Bridge.

Think that’s bad? The annual weight of trash for the entire country equals 254 million tons, or 1.2 million blue whales, and would reach the moon and back 25 times, a journey of 11,534,090 miles.

Not all hope is lost, though. Keep reading to learn about how you can cut back on your waste.

Going Green

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Now, more than ever, Americans are hopping on the recycling bandwagon. Last year marked the all-time high for recycling: 34.3 percent of our garbage, or 87.2 million tons, could have ended up in a landfill but didn’t. Bravo, America!

But though recycling has increased in recent years, so has trash generation. More than 60 million plastic bottles still find their way to landfills and incinerators on a daily basis. Six times as many water bottles were thrown away in 2004 than in 1997.

Clearly, there is still work to be done. And you can make a difference.

Conclusion

Whether we are a running out of landfill space in America is a hotly debated topic, but that doesn’t mean we should produce garbage like there is no tomorrow. Here are some tips to help reduce your personal waste:

  • Bring reusable bags when you go shopping, and choose reusable containers for packing meals.
  • Buy in bulk whenever possible. Beware of double packing – or individually wrapped items that are repackaged and sold as bulk.
  • Compost your food scraps and yard waste whenever possible.
  • Cut back on junk mail – you receive more than 30 pounds of it per year.

Methodology

We analyzed the EPA’s Greenhouse Gas Reporting Program data on landfills to determine the per capita waste in tons for each state. We also looked at the total sum of landfill gasses by state. For the graphic titled “Visualizing the Impact of Our Waste,” we used the EPA’s average estimate of 4.4 pounds of trash produced per person per day to calculate the yearly waste average per person, per family of four, and for the entire United States.

To calculate the height of the waste tallies, we assumed that loose residential waste weighs 225 pounds per cubic yard, and converted this to square footage. To compare these heights and weights with real world animals and objects, we used http://www.bluebulbprojects.com/measureofthings/.

Sources

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You can share the images on this page freely. But please give credit to the authors by linking back to this page, so your readers can learn more about this project and the related research.

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ABOUT WIH RESOURCE GROUP

Celebrating a decade in business, WIH Resource Group is a global provider of professional technical and management support services to a broad range of markets, including waste management, recycling, financials, transportation, M&A due diligence and support, alternative fuel fleet conversions, facilities, environmental, energy for private sector business and government clients.

WIH Resource Group is a leader in all of the key markets that it serves. WIH Resource Group provides a blend of global reach, local knowledge, innovation and technical excellence in delivering solutions that create, enhance and sustain the world’s built, natural and social environments.  WIH Resource Group serves clients in more than 175 key markets internationally.

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The Story of the Fourth of July


We celebrate American Independence Day on the Fourth of July every year. We think of July 4, 1776, as a day that represents the Declaration of Independence and the birth of the United States of America as an independent nation.

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But July 4, 1776 wasn’t the day that the Continental Congress decided to declare independence (they did that on July 2, 1776).

It wasn’t the day we started the American Revolution either (that had happened back in April 1775).

And it wasn’t the day Thomas Jefferson wrote the first draft of the Declaration of Independence (that was in June 1776). Or the date on which the Declaration was delivered to Great Britain (that didn’t happen until November 1776). Or the date it was signed (that was August 2, 1776).

So what did happen on July 4, 1776?

The Continental Congress approved the final wording of the Declaration of Independence on July 4, 1776. They’d been working on it for a couple of days after the draft was submitted on July 2nd and finally agreed on all of the edits and changes.

July 4, 1776, became the date that was included on the Declaration of Independence, and the fancy handwritten copy that was signed in August (the copy now displayed at the National Archives in Washington, D.C.) It’s also the date that was printed on the Dunlap Broadsides, the original printed copies of the Declaration that were circulated throughout the new nation. So when people thought of the Declaration of Independence, July 4, 1776 was the date they remembered.

In contrast, we celebrate Constitution Day on September 17th of each year, the anniversary of the date the Constitution was signed, not the anniversary of the date it was approved. If we’d followed this same approach for the Declaration of Independence we’d being celebrating Independence Day on August 2nd of each year, the day the Declaration of Independence was signed!

How did the Fourth of July become a national holiday?For the first 15 or 20 years after the Declaration was written, people didn’t celebrate it much on any date. It was too new and too much else was happening in the young nation. By the 1790s, a time of bitter partisan conflicts, the Declaration had become controversial. One party, the Democratic-Republicans, admired Jefferson and the Declaration. But the other party, the Federalists, thought the Declaration was too French and too anti-British, which went against their current policies.

By 1817, John Adams complained in a letter that America seemed uninterested in its past. But that would soon change.

After the War of 1812, the Federalist party began to come apart and the new parties of the 1820s and 1830s all considered themselves inheritors of Jefferson and the Democratic-Republicans. Printed copies of the Declaration began to circulate again, all with the date July 4, 1776, listed at the top. The deaths of Thomas Jefferson and John Adams on July 4, 1826, may even have helped to promote the idea of July 4 as an important date to be celebrated.

Celebrations of the Fourth of July became more common as the years went on and in 1870, almost a hundred years after the Declaration was written, Congress first declared July 4 to be a national holiday as part of a bill to officially recognize several holidays, including Christmas. Further legislation about national holidays, including July 4, was passed in 1939 and 1941.

Regardless, Happy Independence Day America from your friends at WIH Resource Group !!!

U.S. Pocket Constitution Book To learn more about the Constitution — the people, the events, the landmark cases — order a copy of “The U.S. Constitution & Fascinating Facts About It” today!  Call to order: 1-800-887-6661 or order pocket constitution books online.
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For more information, Visit our website by CLICKING HERE and contact us today to see how we can best serve you by phone at 480.241.9994 or by e-mail at admin@wihrg.com

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ABOUT WIH RESOURCE GROUP

Celebrating a decade in business, WIH Resource Group is a global provider of professional technical and management support services to a broad range of markets, including waste management, recycling, financials, transportation, M&A due diligence and support, alternative fuel fleet conversions, facilities, environmental, energy for private sector business and government clients.

WIH Resource Group is a leader in all of the key markets that it serves. WIH Resource Group provides a blend of global reach, local knowledge, innovation and technical excellence in delivering solutions that create, enhance and sustain the world’s built, natural and social environments.  WIH Resource Group serves clients in more than 175 key markets internationally.

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California Recycling Levels Fall Below 50% for First Time in Years


California’s overall recycling rate fell to 47 percent in 2015, below the 50 percent or better rates achieved since 2010, and far short of the 75 percent goal set by the legislature for 2020. That is a decrease of 3 percent from both 2014 and 2013, according to newly-released data from California Department of Resources Recycling and Recovery (CalRecycle).

CALRECYCLES

News of the lower recycling rate comes as hundreds of recycling centers around the state have closed over the past year as the economics of recycling have been turned on its ear in California. RePlanet, which closed nearly 200 recycling centers itself earlier this year, said the state reduced fees it pays to recycling centers to handle all those plastic bottles and other containers.

Teresa Bui, a legislative and policy analyst with Californians Against Waste, said “Recyclers across all industries are hurting. The low commodity prices for paper, plastic and metals are all driven by low oil prices. It’s cheaper to by virgin materials to make new PET bottles than purchase recycled PET.” Ironically, economic growth in the state burdens the system with more waste generation resulting in higher amounts of material heading to the landfill instead of being recycled.

FULL PRESS RELEASE FROM CALRECYCLES – June 24, 2016

California Recycling Levels Fall Below 50% for First Time in Years

California’s overall recycling rate fell to 47 percent in 2015, below the 50 percent or better rates achieved since 2010, and far short of the 75 percent goal set by the legislature for 2020.

The newly-released data from California Department of Resources Recycling and Recovery (CalRecycle) shows that disposal amounts increased by 2 million tons in 2015 compared to 2014, resulting in more waste, higher costs and an additional 200,000 tons of direct greenhouse gas emissions.

“At a time when Governor Brown and State Policy Makers are receiving deserved recognition for the adoption of many Nation-leading policies to reduce pollution and protect the environment, the downturn in the State’s recycling efforts stands out as an embarrassing blemish,” said Mark Murray, Executive Director of the environmental group Californians Against Waste.

Contributing to the recycling drop are low commodity prices, closed recycling centers and cheap disposal alternatives. The low commodity prices for paper, plastics and metals are driven by low oil prices, which in turn makes processing and producing virgin materials from natural resources appear to be cheaper.

Low commodity prices have resulted in the closure of more than 662 recycling centers in California over the last 12 months, with potentially hundreds more closing after July 1, unless urgency legislation is enacted to restore recycler reimbursements to 2015 levels.

In addition to low commodity prices, recyclers and composter must also compete with artificially low priced disposal options that fail to incorporate their true environmental and regulatory costs.

While new policies have been adopted in an effort to increase recycling (including requirements for businesses to recycle and compost), sporadic enforcement, under investment and slow implementation have undermined program effectiveness and failed to offset increased consumer consumption of disposables.

“It’s been more than a quarter century since California policy makers committed to cutting waste disposal in half, and for most of that period consumer support, manufacturer responsibility, and targeted investment all contributed to achieve 50 percent or better recycling levels,” said Murray.

“But increased fracking and continued taxpayer subsidies for non-renewables and cheap disposal have created and uneven playing field for market-based recycling and composting efforts,” said Murray.

“California’s recycling future is at a crossroads. Greater attention and investment, and updated regulatory scheme is needed to ensure that the California does not backslide on the great environmental and economic strides that have been made to conserve and recycle finite resources.

“It is time for Governor Brown and the legislature to come together to develop a framework that puts California back on the path to sustainable materials management. We have over a quarter century of experience to help us identify which policies and programs have proven successful in the past and should be replicated or expanded.

“We need to ensure that that the economic incentives and regulatory requirements support the growth of recycling, composting, and recycled material-based manufacturing or suffer the consequences increased disposal and taxpayer costs, and a degraded environment.”

Californians Against Waste is a non-profit organization dedicated to conserving resources, preventing pollution and protecting the environment through the development, promotion and implementation of waste reduction and recycling policies and programs.

Contact: Brendan Ward
brendanward@cawrecycles.org
(916) 443-5422

Source: CalRecycles and WIH Resource Group, Inc

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ABOUT WIH RESOURCE GROUP

Celebrating a decade in business, WIH Resource Group is a global provider of professional technical and management support services to a broad range of markets, including waste management, recycling, financials, transportation, M&A due diligence and support, alternative fuel fleet conversions, facilities, environmental, energy for private sector business and government clients.

WIH Resource Group is a leader in all of the key markets that it serves. WIH Resource Group provides a blend of global reach, local knowledge, innovation and technical excellence in delivering solutions that create, enhance and sustain the world’s built, natural and social environments.  WIH Resource Group serves clients in more than 175 key markets internationally.

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Renewable Portfolio Standards drive the waste-to-energy industry


There is one single, constant driver that can propel the WTE industry forward or hold it back, and that’s renewable portfolio standards (RPS). These RPS’s are policies in 29 states and Washington, DC to increase renewable energy, usually from wind, solar, biomass, and sometimes landfill gas and municipal solid waste.

USA Renewables by State

How much capital is allocated to each of these sources depends on what “tier” within the RPS it is placed. Tier 1 generates more revenue than tier 2, allowing WTE technologies in this higher category to compete with solar and wind, which are the energy-producing forerunners right now. While biomass, biogas, and other WTE grew by 15% since 2008, wind grew by 65% in 2014 alone.

Then there is a market driver at the federal level: the Public Utility Regulatory Policy Act (PURPA). The law requires utilities to buy electricity from a qualified facility, but to only pay what it would cost the utility to produce that electricity.

“So they pay a relatively small amount, which rarely pencils out for renewable energy producers,” said Brian Lips, DSIRE project manager at North Carolina Clean Energy Technology Center. “But the RPS places [renewable energy producers] in a position where they don’t have to compete with fossil fuels; rather they compete against other renewables.”

Sometimes biomass, one of the more widely used WTE sources, is in tier 1 on the RPS. But what counts as biomass gets tricky as there is no standard definition; so feedstocks under this umbrella vary but could include organic materials like trees, crops, and animal waste.

How Maryland pays out for trash-to-energy

One state standing out on the WTE front is Maryland, the only state in the country that places trash-burning incinerators in tier 1, according to Energy Justice Network Founder and Director Mike Ewall. This incentive drew New York-based Energy Answers International to Baltimore, where it got a permit in 2010 to build what would have been the largest incinerator in the country — one that environmentalists vehemently protested, arguing the emissions would threaten public health.

Just last week, following a long, hard fight between Energy Answers and its opponents, Maryland announced that the incinerator project is no longer valid, stating the permit became void after an extended construction delay.

Some states have left trash incineration out of the RPS altogether, such as New York, which only allows the burning of biomass. However, that state is subsidizing crop burning. “Rarely can you make it work to grow crops just to burn them; it’s too expensive. But New York and Iowa have burned grass and or trees for electricity,” said Ewall.

Meanwhile, commercial scale trash-burning incinerators seem to be fading from the landscape. One to be built in West Palm Beach will be the first such plant launched in 20 years, at least on a new site. Many others are shuttering or at risk of closing, with the number currently in operation having fallen under 80 for the first time in decades, largely because of their cost.

Introducing more energy sources to the playing field

In quest of new options, Pennsylvania, Ohio, and West Virginia have put fossil fuels in their RPS, bringing a whole new category onto the playing field. “They are the first ones [and only ones] to do this,” said Ewall. He added that Ohio has put nuclear in their portfolio in addition to fossil fuels. And a fairly new industry direction is to pelletize trash and market it to existing boiler plants for energy.

Some of the growing options — and their price tags — are sparked by regulations mandating the amount of electricity that utilities must derive from renewable resources.

“In California where 50% of energy has to come from renewable sources, utilities may pay more. But in North Carolina where just 12.5%  has to be renewable, utilities have more bargaining power,” explained Lips.

The renewable energy market is particularly strong in New Jersey, and Hawaii has the most ambitious goal in the country: 100% renewable energy by 2045, he said. The island state has two motivators: outrageously high electricity rates as it burns imported oil, and its vast renewable energy resources.

How the Federal Clean Power Plan is driving state policies

More change may be on the horizon if EPA’s Clean Power Plan unfolds. It’s part of Obama’s push, claimed to curb greenhouse gas emissions from fossil fuel and coal-fired power plants, which would allow for natural gas and renewable energies such as biomass, incineration, and natural gas.

Analysts project this law will be a major market driver, and it’s already proving to be, at least in the natural gas front. There are about 300 proposals for gas-fired plants in the United States now, according to Ewall.

“Most were underway before EPA adopted the plan. But they were [further] fueled by the rule. So Clean Power would be a major driver to push for natural gas,” he said.

Source: Waste Dive

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Missouri $120 Million Animal Waste-to-Energy Operation to Start in 2016


A $120 million animal waste-to-energy (WTE) operation in Missouri is under way and should begin operations by mid-2016.

utah013-digesters

St. Louis-based Roeslein Alternative Energy is nearly 50-percent through Phase One of the project, which will generate renewable natural gas (RNG), from several of food producer Smithfield Foods Inc.’s Missouri farms, according to a news release. Phase One involves the installation of impermeable covers and flare systems on the 88 existing manure lagoons at Smithfield Foods large hog finishing farms in northern Missouri. The developments were disclosed at Ruckman Farm, is one of nine Smithfield Foods Missouri hog production facilities involved in the project. That is one of the largest concentrations of finishing hogs in the Midwest. Smithfield Foods in based in Smithfield, Va.

The project will produce about 2.2 billion cubic feet of pipeline-quality RNG, or the equivalent of 17 million gallons of diesel fuel annually.

“The technology we have developed is ready to be deployed commercially in a project that makes both economic sense and environmental sense,” said Rudi Roeslein, founder and president of Roeslein. “This is not just about converting the manure from almost two million pigs into renewable energy. It’s about taking environmental sustainability to a new level.”

The project began in 2014 and remains on schedule. Phase Two involves fabricating and installing technology to purify the biogas captured by the impermeable covers and developing an inter-connection to a natural gas pipeline operated by ANR, which transverses Ruckman Farm. Roeslein projects RNG to enter the pipeline in the summer of 2016.

Duke Energy in North Carolina agreed to buy a portion of the RNG to help meet clean energy requirements for power generation.

Part of the next phase, Horizon Two, will add biomass from native prairie grasses to create RNG. Roeslein intends to supplement the hog manure feedstock with that prairie grass biomass. The intent of Horizon Two is to provide an economic incentive to convert highly erodible or marginal land, currently used for commercial agriculture production.

RNG production will double under Horizon Two.

“We are developing a mixture of grasses and native species that provide ecological services, wildlife habitat and biomass that will be co-digested with manure,” Roeslein said. “We hope to demonstrate the concept on a small scale at Ruckman, move it to other farms and then hopefully across the Midwest.”

The project initially was a valued at $80 million, characterized as an anaerobic digestion plant developed in collaboration with Princeton, Mo.-based Murphy-Brown of Missouri LLC (MBM), Smithfield’s livestock production subsidiary.

Some North American zoos have recently made moves to capitalize on its animal waste by converting it to energy.

Earlier this year the Detroit Zoo announced a crowdsourcing plan to raise funds to purchase a biogas system to process 400 tons of waste annually into energy. The zoo has partnered with the Michigan Economic Development Corporation, who will match the $55,000 the zoo needs.

The Toronto Zoo in Canada also has plans to use animal waste as energy. With more than 5,000 animals on-site, the zoo anticipates it can process about 3,000 tons of animal waste and 14,000 tons of food waste a year from a large Canadian grocery chain, creating 500 kilowatts of generating capacity and about 4 million kilowatts of output.

Source: Waste 360 Magazine

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Issues to Consider for Converting Your Garbage Truck Fleet to Natural Gas


Issues to Consider for Converting Your Garbage Truck Fleet to Natural Gas

ARTICLE OVERVIEW
This article looks at the practical implications for waste management firms and organizations, both private and public sectors, for moving their fleets to alternative fuels including what the options are, as well as some of the challenges and the benefits. This Article provides a high level of key issues to consider and “how to” guide on the subject looking at the practical considerations of making the switch including infrastructure. Many fleet managers and owner/operators are weighing their options when it comes to purchasing natural gas trucks vs. diesel trucks. The big question is “When it comes to diesel or natural gas trucks, which is best for my bottom line?” If fleet managers and owner/operators want to make an informed decision about their business, it is crucial to understand the differences between diesel and natural gas trucks.

A growing number of fleets have already made the switch to natural gas after weighing the benefits and challenges. Private waste companies such as Waste Management and Republic Services are buying thousands of new natural gas vehicles (NGVs), based mainly on the economics of switching. The public sector is lagging behind private haulers in making the switch largely because governments have a harder time securing the capital needed to buy the new equipment, even though there is typically an eventual payoff. However, some cities and other local governments are moving in the same direction as the private sector in order to generate the economic and environmental benefits that are available from compressed natural gas (CNG).

INTRODUCTION
Every day in every major City, Town or Community, one vehicle type, besides school buses, passes through every residential street – the garbage / recycling collection truck. Garbage Trucks (aka as refuse collection vehicles – RCVs) operate daily in various parts of every residential part of every City, collecting garbage, green waste, recyclables, food waste and bulk waste. In most cities or towns, these trucks are still powered by traditional diesel or biodiesel, spewing tons of carcinogens and relatively high amounts of CO2 into our atmosphere and our communities.

Those plumes of diesel exhaust emit dangerous levels of CO2 and in the United States alone approximately 180,000 refuse trucks operate and burn approximately 1.2 billion gallons of diesel fuel a year, releasing almost 27 billion pounds of the greenhouse gas, CO2. Every gallon of diesel fuel burnt emits more than 22 pounds of CO2.

In the U.S., there has been increasing interest in fuelling waste and recycling collection fleets using alternative fuels, primarily either from CNG from the gas-utility grid, or in some cases from landfill or biogas (aka bioCNG) captured at their own waste processing facilities.

CNG OR LNG FUEL
There are two types of natural gas fuels – compressed natural gas (CNG) and liquefied natural gas (LNG). Each has its own advantages and disadvantages. CNG is the lower priced of the two fuels and is much more readily available. CNG requires somewhat more payload displacement for equal fuel capacity vs. LNG. However, the disparity had been reduced in recent years due to lighter CNG-storage cylinders and more efficient cylinder configurations on the trucks. The other major challenges with LNG are the fuel delivery, storage and actual vehicle fueling. For the purposes of discussion, this article focuses on CNG, since it is a more readily available both in terms of fueling facilities and vehicles, the abundance of infrastructure, and lower cost.

FUEL ECONOMY & COSTS COMPARED TO DIESEL
Garbage trucks have poor fuel efficiency, typically around 3 miles per gallon, which has been compounded in recent years since the price of diesel has hovered around $4+ per gallon for the last five years.

Currently, CNG is competitively priced with diesel. The price of a diesel gallon equivalent (DGE) of CNG has steadily fallen compared to the price of a gallon of diesel. Although the market price of natural gas was fairly volatile in the previous decade, it has stabilized due to significant increases in discovery and production of natural gas in the U.S. It now appears the price of natural gas has decoupled from the price of oil and has therefore not been as volatile as gasoline and diesel prices.

The expansion of natural gas vehicle (NGV) usage holds the promise of reducing carbon emissions, lessening dependence on foreign oil, and lowering fuel and transportation costs. Viability of natural gas as a transportation fuel has grown partly because the availability of shale gas resources has dramatically expanded and gasoline and diesel prices have spiked. NGVs are also appealing because the high-pressured fuel system is sealed, so very little fugitive emission occurs during fueling and use.

Natural gas trucks can save on fuel costs, but the up-front costs are significant. The most costly element is installing a natural gas fueling station, which depending on its size, can cost several million dollars to permit, design, and construct. An alternative to constructing a new fueling facility is to locate a nearby facility that allows third-party access for fueling. In addition, fleet maintenance facilities have to be upgraded to accommodate CNG fleet maintenance, which requires gas detection as well as improved ventilation to manage possible gas leaks that can be ignited through an inadvertent spark.

The trucks themselves can also cost between $30,000 and $50,000 more than their basic diesel counterparts. However the savings for operating NGVs add up quickly. A DGE of CNG costs less than $1.15 to produce, including the cost of the gas commodity, electrical power for system operation and a maintenance allowance .

LANDFILL BIOGAS (BIOCNG) & RENEWABLE NATURAL GAS (RNG)
Fueling a vehicle with food waste was a concept made famous by the movie Back to the Future in the 1980s. Now, almost 30 years later, what was once a futuristic idea has become a reality. In some places, garbage trucks run on the methane captured from the same landfills where they drop off their payloads.

Biogas, also known as renewable natural gas (RNG), produced at locations such as landfills dairy farms, or anaerobic digesters can supply gas to onsite fueling infrastructure for vehicles such as refuse haulers and dairy trucks. Bacteria breaks down organic waste to produce the methane, which is then filtered and compressed for use in the trucks as a vehicle fuel creating RNG.

There is equipment costs associated with refining RNG for use as vehicle fuel, which includes processes to remove moisture, CO, CO2 and heavier hydrocarbons. Once the RNG has been refined, equipment and installation costs for a fueling station using RNG are similar to those for a fueling station that is connected to a utility pipeline. Increased use of CNG vehicles opens the door to use of RNG. The great news it that RNG is a fully sustainable fuel and with over 30 percent of municipal solid waste (MSW) being food waste and green material, refuse fleets are uniquely positioned to capitalize on a “closed-loop” approach, collecting and processing organic waste to produce RNG for fueling vehicles hauling the same waste.

Producing RNG captures greenhouse gas (GHG) emissions from agricultural waste and landfills that would otherwise migrate into the atmosphere, turning a costly pollution problem into a revenue-generating product that serves regional climate goals. In fact, RNG has the lowest carbon intensity (CI) values of all fuels rated for California’s Low Carbon Fuel Standard. According to the California Energy Commission (CEC), CNG from landfill gas and dairy-digester biogas reduces life-cycle GHG emissions to 85–90 percent below those of diesel fuel, while biomethane derived from high-solids anaerobic digestion can reduce life-cycle GHG emissions to roughly 115 percent below those of diesel. And the operating economics are good, as the cost of the gas commodity is zero, though the processing system does have capital and operating costs.

The use of landfill gas as a vehicle fuel is becoming more common as organizations seek to cut their greenhouse gas emissions and take advantage of the availability and sale of renewable energy. In July 2014, the EPA finalized the Renewable Fuel Pathways II Final Rule to identify additional fuel pathways under the Renewable Fuel Standard (RFS) Program.

 

BENEFITS OF CNG
The expansion of natural gas vehicles (NGV) usage holds the promise of reducing carbon emissions, lessening dependence on foreign oil, and lowering transportation costs. Viability of natural gas as a transportation fuel has grown partly because the availability of shale gas resources has dramatically expanded and gasoline and diesel prices have spiked. NGVs are also appealing because the high-pressured fuel system is sealed, so little evaporative emission occurs during fueling and use.

MUNICIPALITIES ARE REQUIRING CNG TRUCKS
Cities, Counties and States are increasingly requiring that CNG refuse trucks be used as a condition of granting solid waste and recycling collection contracts. While California jurisdictions have been leading the charge, the town of Smithtown, NY also pioneered this approach in 2006, becoming the first locality outside of California to mandate use of CNG trucks for refuse collection. The approach has since become commonplace elsewhere. Even in communities that do not mandate use of CNG trucks, proposing to use a CNG fleet can improve a firm’s competitive position in the bidding and evaluation process, with the promise of lower contract costs for fuel, reduced emissions and lower noise pollution.

FLEET OPERATIONAL ASSESSMENT
In determining whether it is practical and cost effective to consider converting a garbage truck fleet to CNG, it is necessary to perform the proper due diligence by reviewing the operations and fleet needs as follows:

  • Existing vehicle requirements for conversion to CNG / fleet vehicle-replacement schedules;
  • Typical fuel use per day including travel routes, mileage, stops, capacity by vehicle type;
  • Maintenance capabilities including facilities operational requirements, location, and personnel knowledge and training;
  • Expected growth in services, customers, etc. as related to future vehicle numbers and use; and
  • Proximity to customers with the potential for CNG fueled fleets.
    Feasibility of locating a CNG-fueling facility at the fleet yard, including consideration of adequate space, electrical power, and vehicle circulation.
  • Evaluation of fast-fill (fueling 1-3 NGVs simultaneously within 5-10 minutes, similar to a conventional petrol fueling sequence) vs. time- or slow-fill (fueling the entire fleet simultaneously with individual dispenser hoses installed at NGV-parking spaces, typically over 8-10 hours each night).

The answers to these primary factors are critical in assessing the practicality of converting a fleet to CNG.

FLEET VEHICLES COST – BENEFITS ANALYSIS
In addition to the due diligence collected from the fleet operational assessment, fleet managers should assess the qualitative and quantitative comparisons of using CNG for new RCVs such comparisons to include:

  • Cost of new vehicles;
  • Lead time between vehicle order and delivery;
  • Cost of diesel fuel;
  • Five (5) and ten (10) year spreads on a miles per equivalent gallon basis based on projected supply/demand of fleet use in the US of various fuels;
  • Fuel tank capacity, fueling frequency, and mileage;
  • Expected vehicle performance in terms of productivity, number of stops, starts, unit life, speed, performance, acceleration, vehicle range, etc.;
  • Emissions based on expected use of the fueling options;
  • Cost per mile comparison;
  • Payload capacity impacts;
  • Gross Vehicle Weight, weight difference and impact on route numbers or timing of routes;
  • Noise generation comparison; and
  • Analysis on issues stemming from the mounting of the fuel tanks to the body, specifically addressing:  1. Height restrictions; and 2.Tank serviceability by mechanics and required fall protection.

OPERATIONAL AND FINANCIAL IMPACT ANALYSIS
Conducting a operational and financial impacts analysis includes reviewing personnel (headcount) requirements for repairs, fleet maintenance, and operations of the fleet assuming vehicle replacement schedule for the next five (5) and ten (10) years with CNG vehicles, including the following:

  • Expected service life of the vehicle
  • Routine/scheduled maintenance requirements including timing and materials;
  • Required maintenance including maintenance facility requirements/modifications and personnel;
  • Vehicle inspection requirements (including fuel tanks) and licensing fee comparisons;
  • Cost and availability of replacement parts, including if vehicle fuel type increases in use or is phased out of manufacture;
  • Number and skill level of personnel for maintenance;
  • Initial and ongoing training requirements for service and maintenance personnel;
  • Comparison of cost of in-house maintenance and/or outsourcing maintenance;
  • Modifications to the maintenance garage as needed to make the garage CNG-safe;
  • Initial and ongoing training requirements for mechanics and drivers; and
    Identifying local private sector repair and service facilities and providers.

FUELING FACILITY SITE ANALYSIS
The US Department of Energy Alternative Fuels Data Center website offers a free alternative fueling station locator for finding alternative fueling stations near a specific address or ZIP code or along a route in the United States. It allows users to enter a state to see a station count and specific fueling facility locations (see http://www.afdc.energy.gov/locator/stations/)

In the event a local CNG fueling facility is not available, a fueling facility will need to be designed and constructed. In this scenario, it is important to consider the following as part of the decisions as to where to site the facility:

  • Location of natural gas distribution lines in relation to the planned CNG facility and requirements to adequately serve the compressors;
  • Location of electrical service in relation to the planned CNG facility and the cost and requirements to adequately connect and operate the compressors;
  • Footprint of the locations to house the entire solid waste fleet;
    Footprint of the locations to house required vehicle maintenance structures and the requirements and costs for those maintenance structures/changes to existing structures;
  • Logistical comparison of each with respect to ingress and egress as related to CNG fueling;
  • Operational cost impact including any route modifications required of each CNG refuse trucks based on vehicle fueling requirements;
  • Operational cost impact including any route modifications of all non-CNG refuse trucks including vehicle fueling requirements;
  • Design-engineering and permitting requirements including timing;
    estimated infrastructure costs;
  • Maintenance and operational costs for the station(s) and related equipment;
  • Useful life of major station equipment and estimated replacement cost;
    Consideration of developing a coop or shared-use CNG facility with nearby fleet(s), as well as consideration of the public sale of CNG as a revenue stream;
  • Suitability of time-fill and fast-fill CNG station(s) and/or a combination thereof; and
  • Should procuring for such services be required, estimating the timing for the possible design, permitting, and construction for all locations, including a temporary station (if applicable) needs to be considered.

If a fueling facility is to be designed and constructed, it is necessary to determine a baseline for function and performance for the needed CNG fueling facility, as required to meet the planned use. Once the key design parameters have been determined – i.e. number of fast and/or time-fill dispensers, standard cubic ft. per minute (SCFM) capacity of the compressor system, compressor-redundancy levels etc. – site-specific configurations and conceptual equipment layouts will be prepared that account for variations in gas-supply pressure, total available space, and even shape of the space (perhaps a single duplex skid would fit better than two separate skids at a given site). This would also include assessing cost and operational factors for fast-fill vs. time-fill solutions, such as reduced fueling-labor costs for time fill, verses reduced dispenser costs and improved fuel-use tracking for fast-fill configurations.

Once the equipment configuration and conceptual site layout for two or three candidate locations has been established, that information can be used to prepare preliminary construction-cost estimates for the fueling facility. This needs to include site-specific allowances for ancillary factors, such as paving, fencing, lighting, supply-utility upgrades, and added sound-mitigation requirements.

FUELING FACILITIES LOCATION IMPACTS
In the event a local CNG fueling facility is not available, a fueling facility will need to be designed and constructed. In this scenario, it is important to consider the following as part of the decisions as to the optimal location(s) of permanent fueling station(s). Some of the critical factors that need to be included in the analysis are:

• Permitting, design and construction costs;
• Timing of permitting;
• Selection of a suitable design-consulting firm to prepare engineered drawings and specifications;
• Selection of Equipment;
• Operational and maintenance costs of the station(s);
• Analysis of the long term costs or operational benefits;
• Operational impact (if any) on the routing of the RCVs.

Optimal projects should assume a RCV fleet-replacement schedule for the next five (5) and ten (10) years is accomplished with CNG vehicles.

Optimal fueling facility locations should also consider opportunities to provide service to the public and/or commercial customer(s) whose fleets may be served by a conveniently sited station(s). With a production cost of less than $1.15 per DGE and a typical sale-price range of $2.00 to $2.90 per DGE, a reasonable margin per DGE is available.

It is also important to note that it may be necessary to determine if a temporary (or mobile) fueling facility will be required, and if so, the costs, operational requirements, timing of completion, location, and the vehicle fueling capacity of the temporary station.

GRANT AND FUNDING OPPORTUNITIES
It is important to conduct research and identify funding and grant opportunities as well as any tax or government rebates or credits for which a specific fleet may qualify. Various incentives may be available in the forms of tax credits, grants, rebates and voucher-based vehicle price buy-downs which can further accelerate payback period for fleet conversions.

Along with Federal incentives, several states such as California, Colorado, Florida, Texas and Indiana offer strong incentive programs for purchasing vehicles that run on CNG. Other states offer incentives as well, and some states offer incentives for building CNG fueling infrastructure.

The federal government has for several years provided for an excise tax credit of 50 cents per gasoline gallon equivalent (GGE) of CNG used as a transportation fuel to be claimed on tax filings, as well as a tax credit of up to $30,000 of the cost of building CNG fueling infrastructure. The federal tax credits expired on the last day of 2014; however there is a high likelihood that during its current session, Congress will renew these tax credits retroactive to the first of January 2015. Depending on the type and amount of incentives received, ROIs for fleet conversions to CNG RCVs can be reduced to just two or three years. A listing of incentives available for deploying CNG trucks can be found at http://www.afdc.energy.gov/laws and at ngvamerica.org/government-policy/federal-incentives/.

OTHER CONSIDERATIONS
The recent discoveries of massive natural-gas reserves in the U.S. are creating greater scales of economy in support of long-term planning and fleet conversions to NGVs. NGVs are helping the U.S. and Canada to break free of dependence on foreign oil. According to the Environmental Protection Agency, NGVs typically emit 25 percent less greenhouse gases than diesel-powered vehicles.

In addition, natural gas is lower priced than diesel, approximately $1.50 to $2.50 less per gasoline gallon equivalent (DGE), depending on whether the CNG is purchased at a retail location or is produced at a fleet’s own facility. About 50 percent of new garbage trucks and 25 percent of new buses in the U.S. operate on natural gas. In several cities, all RCVs and buses are now running on natural gas, either in city collection fleets or contracted private-sector fleets.

While diesel prices have declined in recent months, fleet owners and managers need to take a long-term view about petroleum costs and fleet conversions to CNG. The U.S. Energy Information Administration (EIA) has projected that natural gas prices will remain significantly lower than the price of petroleum for at least the next two decades and that natural gas prices will exhibit only one-third the price volatility of diesel fuel.

Fleet standardization in terms of vehicle type, manufacturer, model, chassis, body and other specifications is an excellent way to gain greater productivity out of fleet operators, fleet maintenance, reducing spare parts inventory, and increased utilization the fleet.

If you are considering the switch to a natural gas fleet, work with experienced experts such as WIH Resource Group to assist you in deciding what is best for your business.

ADDITIONAL RESOURCES
Alternative Fuels Data Center (AFDC)http://www.afdc.energy.gov/ – The Alternative Fuels Data Center (AFDC) is a comprehensive clearinghouse of information about advanced transportation technologies. The AFDC offers transportation decision makers unbiased information, data, and tools related to the deployment of alternative fuels and advanced vehicles.

Alternative Fuels Vehicles Group on Linked Inhttp://goo.gl/SvYYTN – The Alternative Fuel Vehicles (AFV) Group on Linked In was created as a catalyst for sharing information on AFVs and promoting the use of AFVs and fleet conversions. The AFV Group was founded and is sponsored by WIH Resource Group (http://www.wihrg.com). The AFV welcomes new members and encourages member participation in the Alternative Fuel Vehicles Group (AFV) discussions.

California Natural Gas Vehicle Partnershiphttp://www.cngvp.org/ – The California Natural Gas Vehicle Partnership is an alliance of air quality, transportation and energy agencies; vehicle and engine manufacturers; fuel providers; transit and refuse hauler associations; and others interested in supporting and increasing deployment of natural gas vehicles throughout California. The website provides additional NGV facts, general industry news and success stories.

CNG Nowhttp://www.cngnow.com/ – The official Pickens Plan site promotes natural gas for transportation and provides information on vehicles, fueling and energy news.

NGVAmericahttp://www.ngvamerica.org/ – This national trade association promotes development of the U.S. market for natural gas vehicles, and advocates for supportive federal policies, publishes a weekly newsletter and provides fact sheets and other resources for NGVs and CNG facilities.

NGV Global – http://www.ngvglobal.com/ – The International Association for Natural Gas Vehicles provides news and information on the industry from around the world.

Natural Gas Vehicle Technology Forumhttp://goo.gl/RZAgSA – Run by the Clean Vehicle Education Foundation and supported by the Department of Energy and the California Energy Commission, the NGVTF aims to advance natural gas vehicle and infrastructure technology and deployment.

Natural Gas Vehicle Institutehttp://www.ngvi.com/ – The Natural Gas Vehicle Institute provides training and consulting to address a full range of natural gas vehicle and fueling needs.

CALSTARThttp://www.calstart.org/ – The nonprofit CALSTART works with the public and private sectors to develop advanced transportation technologies and help clean transportation companies succeed.

Energy Information Administrationhttp://www.eia.gov/naturalgas/ – Statistics on and analysis of natural gas supply, production and use from the U.S. Department of Energy.

ABOUT THE AUTHORS
Bob Wallace, MBA is the Founder and a Principal of WIH Resource Group, Inc. and has over 27 years of experience in waste and recycling collections programs management, transportation / logistics operations, alternative fuels (CNG, LPG, RNG, LNG & biodiesel), Fleet Management, Operational Performance Assessments (OPAs), Waste-by-Rail programs, recycling / solid waste operations, transfer stations, landfills, planning and development. Mr. Wallace has extensive experience in working with clients in both the private and public sectors. Prior to WIH Resource Group, Mr. Wallace served as the Director of Transportation & Logistics for Waste Management, the largest provider of waste management and recycling services in North America. He can be reached at bwallace@wihresourcegroup.com or 480.241.9994. For more information visit http://www.wihrg.com

Reb Guthrie is a Principal and co-founder of Fuel Solutions Inc. He has managed most of the projects performed by the company since its inception 1n 1994, including the assessment, specification, development and installation of more than 130 CNG fueling stations for municipalities, transit authorities, counties, school districts and federal agencies throughout the U.S. Reb’s recent project-management work includes providing lead technical consulting to the Los Angeles County MTA in the procurement of a $6.2 million fast-fill CNG facility at Division 13 in downtown Los Angeles, and the design and construction supervision of a $2.1 million fast- and time-fill fueling facility for the City of Denver Sanitation Department. He has also been certified by the NGV Institute and Southern California Gas Company as an NGV Fueling Facility Planner. Reb has a BS in Economics from the College of Business at Arizona State University.

Published & Written by: WIH Resource Group, Inc.

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SOURCE: WIH Resource Group & Fuel Solutions

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Contact WIH Resource Group
For more information, Visit our website by CLICKING HERE and contact us today to see how we can best serve you by phone at 480.241.9994 or by e-mail at admin@wihrg.com

WIH Resource Group’s Diversified Client-Specific Services include:

  • Waste Management Consulting
  • Recycling Programs Optimization
  • Alternative Fuels for Truck Fleets
  • Research & Polling – Customer Satisfaction Surveys
  • Landfill Operations Consulting
  • Business and Assets Appraisals & Valuations
  • Collection, Processing, Transfer & Disposal Procurement
  • M&A Due Diligence
  • Waste to Energy & New Technology Evaluation Environmental Services
  • Expert Testimony/Litigation Support
  • Facility Planning & Design
  • Finance and Economic Analysis
  • Mergers, Acquisitions and Divestitures
  • Operations & Performance Assessment (OPAs)
  • Planning – Solid Waste, Recycling and Program
  • Program Management & Capital Project Planning
  • Rates, Financial Analyses & Appraisals
  • Rates and Regulatory Support
  • Recycling Program Design
  • Renewables / Clean Energy Technology

Click here to request more information about these services & WIH Resource Group

RELATED LINKS: http://www.wihrg.com

Clean Green Renewable Energy

ABOUT WIH RESOURCE GROUP
WIH Resource Group is a global leader and provider of comprehensive waste management consulting, recycling, transportation / logistical and business solutions, specializing in, among other services, waste management operational performance assessments, financial analysis. transportation / logistics, alternative fuel solutions, solid waste planning, waste and recycling market studies, business development, business valuations, due diligence and Mergers and Acquistions (M&A) transactional support and environmental services.

WIH Resource Group’s experience includes the oversight of operations, maintenance, finance, human resources, business development, sales, safety and environmental compliance while maintaining responsibility for multi-million dollar publicly and privately held assets including: a variety of collection operations, Sub-title D and hazardous and Class II landfills, transfer stations, intermodal facilities, recycling centers, buyback centers, material recovery facilities, vehicle and container maintenance operations, call centers and payment processing operations.

Based in Phoenix, Arizona, the company serves both private companies and public sector Agency clients throughout North America and internationally.  To learn more about WIH Resource Group, Inc. visit http://www.wihrg.com .

For Additional information on WIH Resource Group, Inc. contact:
Bob Wallace, Principal & VP of Client Solutions
WIH Resource Group – Waste Management, Recycling and Logistical Solutions
Email: admin@wihrg.com Phone: 480-241-9994

Website: http://www.wihrg.com
Daily News Blog: http://www.wihresourcegroup.wordpress.com
Follow WIH Resource Group on Twitter: http://twitter.com/wihresource

WIH Resource Group’s White Paper on Compressed Natural Gas (CNG) Fuel Use in Refuse Collection Vehicles Industry is Available for Purchasing:   The entire 65-plus page report and Appendices: $299.00 US Funds – Visa and Mastercard Accepted.

CLICK HERE to Order Your Copy today!

Phone: 480.241.9994 ~ E-mail: admin@wihrg.com

Should you have any questions about this news or general questions about our diversified services, please contact Bob Wallace, Principal & VP of Client Solutions at WIH Resource Group and Waste Savings, Inc. at admin@wihrg.com

Feel free to visit our websites for additional information on our services at: http://www.wihrg.com and our daily blog at https://wihresourcegroup.wordpress.com

Follow Bob Wallace and WIH Resource Group on Twitter: http://twitter.com/wihresource

Be sure to check out Invigorated Solutions, Inc.

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About Invigorated Solutions

Passionate about life, learning, love and sharing their experiences of life, Bob & Tracy Wallace enjoy sharing their invigorated (energizing) solutions / advice and useful life tips for living life to the fullest on their popular life development blog, “Invigorated Solutions”.  Click HERE to visit our website for more valuable information.

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