Solid Waste & Recycling Oct-Nov 2010 by Annex Business Media

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Solid Waste & Recycling Canada’s magazine on collection, hauling, processing and disposal October/November 2010 $10.00

CPMP No. 40069240

An EcoLog Group Publication

WINE BOTTLE REFILLING

Programs uncorked from coast to coast — page 8

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Solid Waste & Recycling

CONTENTS October/November 2010 Volume 15, Number 5

Canada’s magazine on collection, hauling, processing & disposal

COVER STORY

Wine Bottle Refilling

FEATURES

CleanTech Canada

IC&I WASTE: OFFICES

Ontario’s first zero-waste office tower by Roxanne Dixon

(PAGES 24-27)

ELECTRIC CARS: EV1 Plug-in car technology by John Nicholson

GREEN ENERGY: EFFICIENCY Energy master plans by Jerry Carter & Zach Platsis

RECYCLING EQUIPMENT: SCALES Four common scales for recycling centres. by Don Halbert & Larry Behrens

TRANSPORTATION EQUIPMENT: TRUCKS 2010 specs for heavy haulers by Samantha Parlier

Cover art by Charles Jaffé

From Newfoundland to British Columbia, from Oregon to Quebec, operations are opening up to reuse (not just recycle) empty wine bottles. Our 3Rs expert takes a look. by Catherine Leighton

DEPARTMENTS Editorial Up Front

Regulation Roundup

Product Stewardship

Organic Matters

Ad Index

Waste Business

Blog

NEXT EDITION Supplement: Annual Buyers’ Guide & Directory, CleanTech Canada Single-stream recycling report, bioreactor landfill, asphalt recycling, MRF equipment, roll-off containers and bins. Space closing: November 22; Artwork required: November 26. Advertisers, contact Publisher Brad O’Brien at 1-888702-1111 ext. 2.

Recycling equipment, pg. 18

Transportation equipment, pg. 28

Organic matters, pg. 34

October/November 2010 www.solidwastemag.com 3

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swr o-n 2010 editorial pg 4-5.indd 4

clear: producers must meet government-set environmental targets and WDO was to audit producers against those targets.

3. Nope, the ministry was

1. Replaced John Gerretsen -- environment minister during the hazardous waste eco fee fiasco. Insiders say the minister and his staff failed to properly prepare other Cabinet members for the implications of proposed Waste Diversion Act reforms that would have promoted extended producer responsibility (EPR).

Anatomy of a Letter

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The decision making process must be accountable

The current WDA and supporting framework leave too much room for interpretation as to the specific roles and responsibilities of Ministry of the Environment (MOE), Waste Diversion Ontario (WDO), Industry Funding Organizations (IFOs), Industry Stewardship programs (ISPs), and Steward Self-Managed programs (SSMs) in achieving the Government’s waste policy objectives. This broad interpretation lends itself to protracted and costly bureaucratic wrangling. Moreover, we submit that the role of consumers in the system needs to be clarified in the legislation both in the context of the Government’s direction towards Full Producer Responsibility, and to ensure that consumers are fully knowledgeable about environment 4. Code for “we want you to mandate visible fees” (the very thing that sank the program). policies in order to make informed purchasing decisions.

We are all concerned that, as reflected in the 2008 discussion paper and the 2009 Minister’s Report, the roles and responsibilities for each link in the Ontario waste reduction value-chain would remain inappropriately vague under the revised WDA.

2. Um, no. Those discussion papers advocate Individual Producer Responsibility (IPR) in which companies are free to meet standards any way they choose. Apparently the same industries that complain about command-and-control regulation also reject opportunities to design their own programs!

n October, 2010 the Ontario Liberal government backpedaled on a program via which producers would have paid to safely dispose an expanded list of household hazardous wastes. The move was in response to public outcry over confusing and inconsistent eco fees that some retailers placed on certain products. Result? A watereddown program funded by taxpayers. A close look at a letter to the environment minister highlights how industry exploited the confusion.

Roles and responsibilities must be clarified

As you know, this process formally began fully two years ago as part of the WDA Review process with the October 2008 release of the Government’s discussion paper. All of our organizations have filed formal comments in response to the 2008 discussion paper and in response to the October 2009 Minister’s Report on the Waste Diversion Ace 2002 Review. The concerns that we expressed in those comments remain. In some cases, events over the intervening period have only served to heighten those concerns.

The organizations whose names appear at the bottom of this letter recognize that waste is an important issue for Ontario and have shown leadership in addressing waste and diversion of waste in Ontario, and in many cases, other jurisdictions as well. In recent group discussions, we have concluded that there is an urgent need for us to meet with you, in order to outline our collective concerns relative to the ongoing review of the Waste Diversion Act (2002) and related waste issues.

Re: Waste Diversion Act, 2002 review: next steps

Dear Minister;

The Honourable John Wilkinson Minister of the Environment 77 Wellesley Street West 11th Floor, Ferguson Block Toronto, ON M7A 2T5

October 1, 2010

EDITORIAL

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12. Frustrated that they failed to introduce the western-Canada style used oil material program, was found to be contrary to Ontario’s objectives in promoting the 3Rs.

10. Newspapers have largely gotten a free ride in the blue box, providing “inkind” advertising for promoting recycling.

est and least effective waste electronics stewardship program.

6. Ontario has the world’s costli-

letter to MOE.indd 1

9. AIAMC concerned about

13. Vociferous supporter of ecofees and a key player on a number of Ontario IFOs and WDO.

Association of International Automobile Manufacturers of Canada potential eco-fees on autoCanadian Appliance Manufacturers Association mobiles, when none have been suggested by the Canadian Community Newspapers Association Ontario Government Canadian Consumer Specialty Products Association Canadian Manufacturers & Exporters Canadian Newspaper Association 11. The CPCA rep chairs StewCanadian Paint and Coatings Association ardship Ontario and chaired the Canadian Petroleum Products Institute July 22, 2010 WDO board meeting Canadian Vehicle Manufacturer’s Association in which the MHSW plan that exCanadian Wireless Telecommunications Association panded eco fees was approved! Consumers Council of Canada CropLife Canada Retail Council of Canada

With our sincere regards:

We look forward to meeting with you, at the earliest opportunity, to discuss these concerns in more detail and the process you envision to address them. Please contact Mr. Emmanuel Morin at the Canadian Wireless Telecommunications Association (emorin@cwta.ca) who will facilitate communication and correspondence with the rest of our group.

To summarize Minister, all of us are concerned that the WDA and supporting framework are outdated and in need of significant overhaul. If this does not happen soon, Ontario will simply not be competitive relative to other jurisdictions and will not meet its intended objectives. It is in our collective interest to ensure that the Act’s purpose is clear, that the associated roles and responsibilities are clearly defined, that accountability exists within the governance structure, and that program implementation and communication are well executed and coordinated in order to avoid a repeat of the problems with this summer’s eco-fee expansion.

At present, the Government has essentially devolved policy-making, materials-designation, fee-setting and program-approval functions to WDO. We strongly submit that WDO operates without any meaningful checks and balances, and without proper financial or operational transparency. Unfortunately, there is nothing in the 2008 discussion paper or 2009 Minister’s Report to suggest that Government is committed to rectifying this situation.

We are also concerned that, as reflected in the 2008 discussion paper and the 2009 Minister’s Report, there would remain a significant lack of accountability with respect to who makes which decisions, and the impact those decisions have on Ontario consumers and businesses.

The decision making process must be accountable

in the legislation both in the context of the Government’s direction towards Full Producer Responsibility, and to ensure that consumers are fully knowledgeable about environment policies in order to make informed purchasing decisions.

08/10/10 10:45 AM

8. Change is coming, but it may be too late for EPR which is likely set back years, with taxpayers continuing to pay for weak programs. Ontario’s environment ministry says it will establish a special team to investigate incorrect or misleading fees charged by retailers. Consumer representatives will sit on the independent waste diversion boards from now on. Reporting and third-party audits will be increased. Stewardship Ontario has announced it will review its programs to ensure they’re delivered more efficiently and effectively. One wonders, has anyone been fired over this? Who is accountable?

7. Hallelujah!

added is rife with conflict of interests, generally incapable of undertaking economic impact analysis AND not subject to freedom of information laws!

5. 100% correct. They should have

08/10/10 10:46 AM

Solid Waste & Recycling

UPFRONT

Canada’s magazine on collection, hauling, processing & disposal

Guy Crittenden Editor gcrittenden@solidwastemag.com Brad O’Brien Publisher bobrien@solidwastemag.com Jamie Ross Account Manager jross@solidwastemag.com Sheila Wilson Art Director Kim Collins Market Production Selina Rahaman Circulation Manager Carol Bell-Lenoury Mgr EcoLog Group Bruce Creighton President Business Information Group Contributing Editors Michael Cant, Rosalind Cooper, Maria Kelleher, Clarissa Morawski, Usman Valiante, Paul van der Werf

OUR TOP LETTERS blogsw.solidwastemag.com

Hi, my name is Rosalind and I’m one of your blogsw.solidwastemag. com readers. I’d like to thank you for the excellent information I’ve found on editor’s blog; it’s always a great pleasure to read your articles and I count to become a loyal reader. I live in Modesto, California where I try to increase the awareness on clean energy sources among my family and friends. Sincerely,

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Tire stewardship event

Award-winning magazine Solid Waste & Recycling magazine is published six times a year by EcoLog Information Resources Group, a divi sion of BIG Magazines LP, a div. of Glacier BIG Holdings Company Ltd., a leading Canadian business-to-business information services company that also publishes HazMat Management magazine and other information products. The magazine is printed in Canada. Solid Waste & Recycling provides strategic informa tion and perspectives on all aspects of Canadian solid waste collection, hauling, processing and disposal to waste managers, haulers, recycling coordinators, landfill and compost facility operators and other waste industry professionals. Canadian Publications Mail Product Sales Agreement No. 40069240 Information contained in this publication has been com piled from sources believed to be reliable, thus Solid Waste & Recycling cannot be responsible for the absolute correctness or sufficiency of articles or editorial contained herein. Articles in this magazine are intended to convey information rather than give legal or other professional ad vice. Reprint and list rental services are arranged through the Publisher at (416) 510-6798. Return undeliverable Canadian addresses to: Circulation Department, Solid Waste & Recycling 12 Concorde Pl, Ste 800, Toronto, ON M3C 4J2 Call: (416) 442-5600 Fax: (416) 510-5148 E-mail: srahaman@bizinfogroup.ca From time to time we make our subscription list available to select companies and organizations whose product or service may interest you. If you do not wish your contact information to be made available, please contact us via one of the following methods: Phone: 1-800-268-7742 Fax: 416-510-5148 E-Mail: jhunter@businessinformationgroup.ca Mail to: Privacy Officer Business Information Group 12 Concorde Pl, Ste 800 Toronto, ON Canada M3C 4J2 Solid Waste & Recycling, USPS 018-886 is published bimonthly by Business Information Group. US office of publication: 2424 Niagara Falls Blvd, Niagara Falls, NY 14304-0357. Periodicals Postage Paid at Niagara Falls, NY. US postmaster: Send address changes to Solid Waste & Recycling, PO Box 1118, Niagara Falls, NY 14304.

Lyle Clarke (Stewardship Ontario), Jeremy Laurin (ISCM), Shirley Speakman (MaRS/IAF), Andrew

Horsman (Ontario Tire Stewardship), Fred Hausmann (FRED Group)

n September 28, 2010, processors, manufacturers and industry representatives gathered at an event put on by Stewardship Ontario (SO) and Ontario Tire Stewardship (OTS) to launch two documents created by SO and OTS that constitute a “Welcome to Ontario” resource to market entrants (foreign or domestic) that employ or would employ

recycled materials. With over 70 pages of useful information, the documents are available through SO and OTS as well as Environmental Business Consultants (EBC) with whom the event was held in conjunction. The event included presentations and a networking session. Visit www.ebccanada.com

We acknowledge the financial support of the Government of Canada through the Canada Periodical Fund (CPF) for our publishing activities. © 2010 All rights reserved. No part of this publication may be reproduced without prior consent. Print edition: ISSN-1483-7714

Online edition: ISSN-1923-3388

PAP Registration No. 10991

The Forest Stewardship Council logo signifies that this magazine is printed on paper from responsibly managed forests. “To earn FSC certification and the right to use the FSC label, an organization must first adapt its management and operations to conform to all applicable FSC requirements.” For more information, visit www.fsc.org

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DURHAM WINS SWANA AWARDS (AGAIN!)

he Regional Municipality of Durham, Ontario’s Works Department was once again recognized internationally for its waste management practices, when it was announced as an award winner from the Solid Waste Association of North America (SWANA) for the fourth year in a row. “To be recognized by SWANA four years in a row is a huge honor,” said Cliff Curtis, Commissioner of Works. “This is a tribute to the programs we have in place to increase diversion in our communities, and the co-operation of our residents who ensure the success of these programs.” The 2010 Marketing Gold Excellence Award was presented for the Region’s Green Bin Education and Compliance Program. The Region’s Agricultural Bale Wrap Recycling Program earned it the 2010 Special Waste Management Gold Excellence Award. Contact joanne.paquette@durham.ca

Durham Region staff (left to right) Gioseph Anello (Manager, Waste Planning & Technical Services), Craig Bartlett (Manager, Waste Operations), Mirka Januszkiewicz (Director, Waste Management), Regional Councilor Charlie Trim (Chair of the Works Committee) and Cliff Curtis (Commissioner of Works).

OWMA golf tournament

Rain didn’t stop the intrepid players in this fall’s Ontario Waste Management Association (OWMA) golf tournament. Shown here (left to right) are John Lackey (SWANA Ontario Chapter), Joe Hruska (Municipal Representative, CPIA) and Matt Risko (Machinex Recycling Services). Photo by Brad O’Brien (Publisher, Solid Waste & Recycling magazine).

Halifax waterfront recycling pilot

aterfront Development Corporation (WDC), Nestlé Waters Canada, and RRFB Nova Scotia announced in September the Halifax waterfront public spaces recycling program — the first of its kind in Atlantic Canada. The initiative involves a usage study and incorporates new technology. Public spaces recycling captures the last mile of recyclables — items normally collected through Nova Scotia’s deposit-refund and curbside recycling programs but left by

consumers in areas such as like parks, streetscapes, and other public spaces. Four-stream receptacles, manufactured by Big Belly Solar, are located along the Halifax Harbourwalk, from the ferry terminal to Tall Ships Quay. The eco-friendly receptacles feature a solar powered waste compacter that reduces collection frequency by up to 80 per cent, saving time, money and reducing pick-up emissions. Visit my-waterfront.ca

Colin MacLean, President & CEO of Waterfront Development Corporation, beside the new recycling bins.

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COVER STORY

by Catherine Leighton “Transportation and sanitization of the refillables costs $0.20 while new bottles typically range between $0.85 and $1.20.”

New programs move up the 3Rs hierarchy from recycling to reuse

Refillable Wine Bottles R

ecently I ran errands with my partner’s seven-year-old cousin that included returning used wine and beer bottles to the Beer Store (TBS), where these are receiving a deposit-refund in Ontario. The child was puzzled. I explained that most of the beer bottles would be refilled, while the wine bottles would be smashed up and recycled. Why the different treatment, she wondered? The question is perhaps one we should all be asking. In fact, some wineries across North America are successfully running refillable programs for their bottles. In addition, groups in British Columbia and Newfoundland plan to implement large-scale wine bottle refilling regimes. These programs recognize the environmental and economic benefit of refilling used beverage containers as opposed to merely recycling them and have developed innovative approaches for refilling success. Naturally, reuse of glass bottles significantly offsets the extraction of virgin material for manufacturing; refillables are thus less energy intensive and generate less air and water pollution. According to the environmental not-for-profit organization INFORM, a 298 gram refillable glass bottle that makes eight roundtrips uses 78 per cent less glass than a 167 gram single-use container. If this same refillable bottle can be recovered

and refilled 25 times, 93 per cent less glass is required. In addition to lowering material consumption, refilling preserves the valuable “embodied energy” of a glass container (as producing new bottles is energy intensive). Clarissa Morawski, Principal of CM Consulting, explains that the “cost of heating water does not even come close to the savings that are incurred from not having to manufacture new bottles.” Refillable bottles can be washed with less water due to technological advances. INFORM estimates that (including washing) refillable glass bottles use 47 per cent to 82 per cent less water than single-use containers. There are many different ways that refillable wine bottle programs can be successful. From refilling bottles consumed in the winery restaurant, to bottle-your-own-wine services to a wine syndicate using economies of scale and banding together to save costs.

Wine Bottle Reuse Project, Newfoundland

A new and exciting project is taking place in St John’s, Newfoundland. Ever Green Environmental Corporation and the Industrial Outreach Group from the Faculty of Engineering and Applied Science at Memor-

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COVER STORY

The Burrowing Owl estates Okanagan Valley vineyard.

ial University are researching a Wine Bottle Reuse Project that would enable the recovery and reuse of wine bottles from Newfoundland-based wineries. The group has developed (and intends to patent) a process to sanitize and remove labels from various types of containers in one integrated system. Ed Drover, Ever Green Board Chair, explains that the “processes for recovery and reuse of glass alcohol containers are well defined and established, as is de-labeling for small volumes of containers. We now have a process that can address sanitization, de-labeling, recovery and reuse of hundreds of thousands of containers annually in a single integrated industrial process.” During the washing process, a single wine bottle enters the washing machine where the labels are removed and the bottle is sanitized. The washer can sanitize between 2,000 and 3,000 wine bottles per day. If a winery wishes to wash more, they can simply purchase a second bottle washing machine. “The bottle washing machine is designed to be small, and very cost effective to produce,” explains Mike Wadden, President of Ever Green.

“It can go to where the bottles are, rather than trucking the bottles [to one centralized facility].” This system is economically and environmentally beneficial because it avoids additional transportation of bottles. Testing of the prototype will be conducted in November. The project is being funded by the Multi-Material Stewardship Board’s Solid Waste Management Innovation Fund and the Government of Canada’s Atlantic Canada Opportunities Agency (ACOA). Ever Green will supply half a million refillable wine bottles that will result in annual reductions of approximately 2,500 metric tonnes of greenhouse gases (GHGs). Charlene Johnson, Minister of Environmental Conservation, explains that “by enabling a continuous reuse of recoverable wine bottles, we will realize significant environmental savings in the manufacture, transportation and reprocessing of glass materials.” In addition to the positive environmental impact, the Wine Bottle Reuse Project will create jobs for Newfoundlanders and benefit the economy. Keith Ashfield, Minister of National Revenue, Minister of ACOA

“Coatings can be added to bottles to make them much more resistant to scuffing and scratching.” October/November 2010 www.solidwastemag.com 9

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Wine Bottle Refilling for Ontario

n 2007, Ontario implemented the Ontario Deposit Return Program bottle program in Ontario. First, Ontario consumes a high percentage of (ODRP) requiring a 10 or 20 cent deposit return on wine and spirit local wine, so vintners could benefit from a supply of inexpensive sanitized beverage containers. Three years after the program’s implementation, used bottles. According to the Grape Growers of Ontario and the Liquor the numbers show that ODRP successfully captured, Control Board of Ontario (LCBO), in 2006-2007 sorted and recycled 80 per cent of glass wine and spirit Ontarians consumed 54.1 million litres of local Ontario containers. The Beer Store (TBS) has a five-year contract wine and 84.7 million litres of imported wine. If all the to take back the containers for recycling. However, local wine was sold in refillable bottles, then 67.3 million the Ministry of Public Infrastructure Renewal is open bottles would not have to be produced, thus eliminating to discussing the feasibility of establishing a refillable the production of approximately 26,930 mt of glass. wine program after the contract ends in 2012. Thus, Refillable wine bottles save energy, reduce waste and this is the ideal time for the province to conduct an prevent pollution. economic and environmental feasibility study to assess Second, refillable bottle programs benefit from the potential benefits of such a program. short transportation distances and Ontario has a dense Although Ontario doesn’t refill its wine bottles, it population in close proximity to the wine industry. Over does have extensive experience in the area of refilling. eight million people live in the Greater Golden Horseshoe Since 1927, TBS has used a deposit return system region. The distance between the centre of this area and to capture and refill its used beverage bottles. The the Niagara Peninsula is approximately 100 kms. This program has been extremely successful and TBS is a reduces the amount of energy used to transport the wine leader in extended producer responsibility. According between consumers, retailers and producers. to TBS’s 2010 annual Responsible Stewardship Third, Ontario has an established system (the ODRP) report on environmental impacts, 67 per cent of beer in place to collect the empty wine bottles. Refillable containers sold at TBS are refillable. TBS is known for programs require high return rates to ensure economic excellent recovery rates: In 2009 and 2010, 99.9 and environmental viability. Current ODRP recovery Resealable bottle. per cent of the refillable glass bottles were recovered rates are already high and are expected to improve as and reused an average of 15 times. This avoided the the program matures. The ODRP infrastructure could be production of 1.2 billion beer bottles and 120,318 mt of GHG emissions. adapted to include a refillable wine bottle program. A number of factors could contribute to the success of a refillable wine Packaging waste experts agree that Ontario should evaluate the

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18/10/10 11:34 AM

o possibility of implementing a refillable wine bottle program. Clarissa Morawski, Principal of CM Consulting, explains that implementing a refillable program “could put the Ontario wine industry in an economically advantageous position over foreign competitors.” Usman Valiante, Senior Policy Analyst at the Corporate Policy Group, believes that there’s a real opportunity, now that there’s a deposit-refund system at the LCBO. “I think we should do some work to study the full economic costs and the environmental benefits,” he says. Issues that still need to be studied include bottle scuffing issues and the initial economic investment to purchase a “float” of refillable Industry Standardized Bottles (ISB) for white and red wine. If a refillable program is deemed beneficial, it could be ready for implementation when the five year TBS contract is over in 2012. Julian Cleary, a Ph.D. Candidate in the Geography Department at the University of Toronto, says, “With the deposit-refund system for wine and liquor containers in the province and a large indigenous wine industry, if there is any place in North America where a refillables system could be pursued, it’s Ontario.” — Catherine Leighton

Burrowing Owl bottles.

and Minister for the Atlantic Gateway, says, “This investment through ACOA is a win-win situation. It will help Ever Green Environmental achieve significant economic benefits, it will help create jobs, and it will benefit the environment through the recycling of old wine bottles.”

Burrowing Owl Estate Winery, BC

The Burrowing Owl Estate Winery in British Columbia is one example of a winery successfully using refillable glass wine bottles.

Since 2002, its refillable program has been focused on capturing and refilling the bottles consumed in its restaurant, the Sonora Room. Empty bottles are transported to a local bottle washing company called Mission Bottlewashing Ltd. Clarissa Morawski, Principal of CM Consulting, explains that when wineries use a standardized refillable bottle they save on upfront purchasing costs. “Because you’re reusing a bottle you don’t have to purchase it 10 to 15 times,” she says. Chris Wyse, president of Burrowing Owl,

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COVER STORY

P &

Winemaker Bertus Albertyn.

estimates that the transportation and sanitization of the refillables costs $0.20 while new bottles typically range between $0.85 and $1.20.

Springhouse Cellar Winery, Oregon

A different sort of success has been achieved by Springhouse Cellar Winery in Hood River, Oregon. All of Springhouse Cellar’s products are available in refillable glass bottles for consumption on or off the winery property. There are over 1,000 refillable containers in circulation. When customers bring their empty refillable bottles, they can purchase a 1-litre refillable container at the same price as a single-use 750mL container. Not only does this provide an economic incentive to return the empties, but it also encourages customer loyalty. Springhouse Cellar is dedicated to waste minimization. The company seals its bottles with swing-top closures instead of traditional corks. Winery owner James Matthisen esti-

mates that half of the winery’s sales are from refillables. The winery believes that “in the wine business the simplest thing we can do is use fewer resources, ship less wine, and sell more wine locally.”

also available through the Société des Alcools du Québec (SAQ). Customers save between 15 and 40 per cent when choosing Vin en Vrac’s refillable program instead of purchasing from the SAQ. Since Vin en Vrac customers own the wine bottles they refill, the program does not require the infrastructure for recapturing, sorting, washing and transporting bottles.

L’entrepôt du Vin en Vrac, Quebec

The Okanagan Purchasing Group, BC

Quebec’s L’entrepôt du Vin en Vrac sells wine from wineries in Argentina, Australia, Chile, France, Italy, South Africa, Spain and the United States. This innovative program allows consumers to bottle and purchase bulk wine using self-serve refill counters. Customers simply bring their clean used wine bottles, then rinse, fill, seal and label their bottles using the equipment provided. All wines are

OUR CUTTING EDGE IS LEAN AND

In 2009, ten wineries and winemakers in the southern Okanagan Valley joined forces to create a steering committee to examine the possibility of implementing a reusable wine bottle system. In July 2010, the “Okanagan Purchasing Group” was formed by 20 shareholders comprised of independent winery owners and wine consultants. The group will act as a central purchasing agent for winery equip-

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COVER STORY

The Ever Green team (left to right): Mike Wadden (President, COO), Leigh Puddester (Chair, CEO MultiMaterials Stewardship Board), Ed Drover (Chair), Environment Minister Charlene Johnson, Nicholas Krouglicof (Baader-Canpolar and Industrial Research Chair, Machine Vision, Faculty of Engineering and Applied Science, Memorial University), Andy Fisher (Associate Dean of Undergraduate Studies, Faculty of Engineering and Applied Science, Memorial University), Mark Duff (Manager of Business Programs, ACOA).

ment and supplies. The Okanagan Purchasing Group produces 150,000 cases of wine annually. Michael Bartier, a winemaker from Road 13 Vineyards, explains that this is still a relatively small amount of wine when compared to global wine production. This centralized purchasing company will allow the shareholders to obtain bulk rate pricing from suppliers for winery equipment and supplies. Moreover, the formation of this company represents the first step towards developing a refillable system. A preliminary economic study for the Okanagan Purchasing Group has found that refillables could save wineries money. Dr. Ian Stuart, a Professor of Operations Management in the Faculty of Management at the University of British Columbia, estimates that with 840,000 bottles flowing through a new refillable system annually, wineries can expect to save $0.46 per refilled bottle.

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In addition to the economic benefits, Stuart has found there are significant environmental benefits. He explains that currently wine bottles in BC get crushed and used in landfills. “Other wine bottles,” Stuart says, “get shipped down to glass manufacturers where they get crushed further and made into new bottles, meaning there’s still a lot of energy being consumed throughout that recycling process.” Three factors make refilling wine potentially successful for the Okanagan Purchasing Group. First, the local market represents a large percentage of the winery sales. Second, there’s a glass washing facility in close proximity to the region. As a result, transporting bottles back for washing and refilling is economically feasible. Third, British Columbians have experience returning containers because there is an established system to return bottles in place. Bartier has conducted a study that concludes that there are no significant barriers to implementing a communal refillable-wine bottle system for the region of Southern Okanagan Valley. An Industry Standardized Bottle (ISB) would streamline refillable programs by reducing the need to spend additional time and space sorting different types of bottles. Bartier adds that bottle scuffing and sterilization still need to be addressed. Julian Cleary, a PhD Candidate in the Geography Department at the University of Toronto, suggests that “there are coatings that you can add to bottles to make them much more resistant to scuffing and scratching.” Across the country the different refillable wine bottle programs are demonstrating what is possible beyond conventional curbside recycling. This magazine will report on future successes and challenges as the new and existing programs expand. (See sidebar on options for Ontario, page 10.)

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Catherine Leighton is Special Projects Coordinator at the Recycling Council of Ontario (RCO) in Toronto, Ontario. Contact Catherine at catherine.e.leighton@gmail.com

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I C & I WA S T E

by Roxanne Dixon “The company provided continuous support and training, as well as recording and monitoring of the program.”

Eliminating Waste The HBC Simpson Tower in Toronto

rban real estate tenants have become increasingly aware of environmental issues and many are requesting that property managers do more to reduce waste generation from commercial buildings. Certain waste and recycling service providers are helping property managers reduce and even eliminate waste. On such service provider is Turtle Island Recycling — the company responsible for orchestrating a first in the waste management field: a zero waste event at the Metro Toronto Convention Centre in 2007. Since then Turtle Island has helped a number of high-profile commercial locations implement strategies to move them towards a zero waste designation. Some of the company’s clients have been recognized by organizations such as the Recycling Council of Ontario (RCO) for their waste minimization efforts. Ontario’s environment ministry recently highlighted the HBC Simpson Tower in Toronto for its zero waste designation, achieved as a result of implementing Turtle Island’s unique zero waste program. For the Simpson Tower office building, the company’s environmental staff evaluated all the material generated from the building and concluded that a zero waste program could be successfully implemented in short order. The company then set up three separate services: paper recycling, multi-material recycling (plastic, metal, glass) and organics composting. Custodial staff were instructed to not collect improperly sorted material; tenants received regular reminders on how to properly use the bins for the three streams. Special collection was arranged to recycle special materials that couldn’t be placed in any of the three diversion streams. These materials included ink cartridges, fluorescent bulbs and electronics. The company provided continuous support and training, as The HBC Simpson tower in Toronto, Ontario. (inset: Turtle Island’s active well as recording and monitoring of the program. paper sort line.) Turtle Island maintains what it considers the most effective waste copy rooms and meeting rooms. All materials generated in these areas are sortation line in the Greater Toronto Area (GTA) at its local waste transcollected in a desk-side bin, then processed at the transfer facility. fer station. This line enables the removal of recyclables from the general non-hazardous comingled material stream. Roxanne Dixon BSc., pgcert. EMA, is an Environmental Specialist with By diverting organics at the source, the comingled stream Pub−2009−E.jpg can be Turtle Island Recycling Corp. in Toronto, Ontario. Contact Roxanne at more effectively mined for recyclables. Materials in this stream are rdixon@turtleislandrecycling.com mostly generated within the office area, including office work stations,

October/November 2010 www.solidwastemag.com 17

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by Don Halbert & Larry Behrens

RECYCLING EQUIPMENT

“Scale equipment capable of repeatable and dependable weighing is crucial for improving billing accuracy and the overall bottom line.”

The Right Scale System Four scales to get the most out of recycling

eight is a key factor in the recycling industry: the buying and selling of recycled materials are based upon the weight of collected items. To optimize profits or, in some cases, to only pay for precisely materials purchased, scale equipment capable of repeatable and dependable weighing is crucial for improving billing accuracy and the overall bottom line. As a plethora of scale systems are available, selecting the proper

equipment for a recycling operation is an important task. The selection process involves examining the type of materials to be recycled, including the average weight of each load, as well as the value of the commodity. The four scale systems typically used for recycling applications are rail scales, truck scales, floor scales and forklift scales. All provide a viable weighing solution, but each differs in load capacity and increment size, making some better suited for certain application requirements than others. Generally, the smaller or more valuable the load, the more precise the weight measurements must be in order to attain the proper balance of efficiency and effectiveness.

Rail scales

To accurately weigh the heaviest of commodities, a rail scale delivers an ideal solution for loads of 400,000 lbs and beyond. These high-capacity scales can be modular decks spaced to match up below the axles of the cars to be weighed, or sections of instrumented rail that can be installed right on the existing ties and ballast. Rail scales can be configured for static or in-motion weighing. Many systems use RFID tags and readers for more complete data tracking. Besides total car weights, rail scales can also be set up to provide readings for individual trucks, axles and even wheels. For approved, legal weighing at capacities above 200,000 pounds, the rail scale must be set for a 50-pound increment size. The scale is connected to a digital instrument that records transactions and displays the weight. Many peripheral devices can be connected to the instrument such as a printer, PC or remote display. Rail scales can be used for recycled paper such as leftover rolls from media printing companies, which quickly accumulate in weight and are difficult to lift and ship by truck. Instead, a rail car may be used to collect and transport a large amount of materials at once. After it’s loaded, the car is weighed on the rail scale, which confirms the weight of the recycled paper. This also prevents the under- or overloading of the rail car, thus ensuring the safe utilization of each car. Scrap metal recycling is also an ideal fit for a rail scale. These materials are often bulky and difficult to bundle or sort, so a collection and weighing system requiring no further packaging is often desirable. A rail scale can prevent overloaded cars from leaving the recycling yard, resulting is savings of very costly overload fines and shipment delays (as overloaded cars are separated and parked until an appropriate amount of material is removed).

Truck scales

Rail scales.

Truck scales can be used to weigh virtually any commonly recycled material, making them perhaps the most versatile solution for recycling applications. As commodities such as newspaper, cardboard, bottles and various metals are often refined and baled for consistency before shipping, these packages can be easily transported via truck. A truck scale

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then weighs vehicles as they arrive at or depart the recycling center, allowing site managers to carefully monitor each transaction. Truck scale systems consist of both a rugged platform and a digital instrument to record transactions and display the weight. For standalone weighing applications or situations where a level of automation is desired, this indicator can be incorporated into a control system adjacent to the platform that requires no scale operator on duty. A driver simply stops on the scale and provides an identification number, as well as any other necessary data about the transaction. The vehicle then exits the scale to be loaded or unloaded. Afterward, the vehicle returns to the scale so that an outgoing weight can be acquired; the controller prints a ticket displaying the weight and driver/truckload data, with all collected

information stored in the controllerâ&#x20AC;&#x2122;s database or, in some cases, wirelessly transmitted to recycling center computers (a significant advantage in remote applications). With a maximum increment size of 20 pounds to be legal and approved, truck scales provide accuracy suitable for loads weighing tens of thousands of pounds. Many scales handle up to 270,000 lbs., tackling a broad range of commodities while facilitating efficient, unobtrusive weighing.

Floor scales

For electronic equipment, fine metals and any commodities that deliver a higher per-pound value, a floor scale provides high-accuracy weighing. Scales should boast a mere onepound graduation â&#x20AC;&#x201D; an important feature in applications where even small variations or

inconsistencies can make a difference to the bottom line. Floor scales are usually located centrally at a recycling center, so forklift drivers and other personnel can access the scale conveniently when traveling from all areas of the building. A forklift driver stops on the scale or sets a pallet/container on it so the load weight can be derived. The scale system may include a simple indicator that allows the operator to record and electronically print the captured weight information. This data collection and documentation process may also be automated through the use of a more sophisticated weight indicator such as one that incorporates bar code scanners to record the product ID for each load and a WiFi interface to communicate weights to a PC data collection system. Many floor scales come equipped with ramps

20 www.solidwastemag.com October/November 2010

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RECYCLING EQUIPMENT

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— often one on each side — to help facilitate motorized vehicle access and accommodate various traffic patterns. Forklift drivers may need to adjust their routes and/or wait their turn to access the scale, but when profits from materials this valuable are at stake, many recyclers agree it’s worth the wait. Scales should combine flexibility — with a range of platform sizes and capacities up to 50,000 lbs. — with workplace safety. A non-slip scale surface and sturdy feet, combined with the low-profile or pitmounted options, ensure that the loading, weighing and unloading processes are as risk-free as possible. A durable powder coat finish on the scale surface will ensure it withstands frequent use in busy recycling center environments. In addition, stainless steel floor scales offer superior corrosion resistance for harsh environments.

Forklift scales

Forklift scales integrate weighing and data management into recycling operations, allowing users to weigh bundled and palletized recycled materials en route. This advantage expedites operations by allowing forklift drivers to take commodities directly to storage upon delivery, tracking the weight, origin and storage location during transport. The data can then be transmitted wirelessly from the warehouse to management’s computers for simple reference, facilitating instantaneous, accurate weight data acquisition — and improving billing and inventory management. During installation, a scale unit is bolted onto a forklift carriage, allowing drivers to lift, weigh, move and record the weight of a load all at once. This design makes the scale a suitable solution for both new and retrofit applications, as the installation causes no damage to forklifts and

THAT’S HOW MANY COMPUTERS GET JUNKED EVERY YEAR. Electronic waste—including computers, hard drives, phones, printers, AV equipment and small appliances —contains many toxic substances as well as reusable precious metals. For businesses and the environment, it’s a major recycling issue. For you, it’s an opportunity. By utilizing Shred-Tech’s e-waste technologies, you can ensure that post-consumer electronics are efficiently and economically recycled. In short, it’s a way to expand your offerings, your customer base, and, ideally, your profits. Make a difference by choosing from our e-waste capabilities and entire line of reduction/recycling solutions.

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RECYCLING EQUIPMENT

able weighing. Then, the driver uses an incab instrument to manage data collection and communicate weight data to recycling center computers for simple reference. Forklift scales are ideal for smaller loads; some provide legal-for-trade weighing of loads up to 5,000 lbs. With a 5 lb. graduation, forklift scales are better suited for items such as plastic and glass, rather than expensive electronics that may be billed by the gram. For

the right type of commodity, the time savings afforded by forklift scales result in a fast return on investment. Don Halbert is Global Product Manager, Forklift Scales and Larry Behrens is Global Product Manager, Truck and Rail Scale, for Avery Weigh-Tronix in Fairmont, Minnesota. Canadian customers can visit the company’s website at www.averyweigh-tronix.ca

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CleanTech Canada THE FUTURE OF ELECTRICAL VEHICLES IN CANADA

BRIGHT OR NOT-SO-MUCH?

ho killed the Electric Car? is a 2006 conspiracy-type documentary on the creation, limited commercialization, and deliberate destruction of General Motors EV1 electric vehicle during the 1990s. The film downplays the fact that the car cost far more and offered far less than comparable gas-powered vehicles. Flash forward to 2010 and GM is on the cusp of launching a new electric vehicle, the Chevy Volt. The wealthy and environmentally conscience amongst us can now have their electrical vehicle at a starting price of $41,000 US. (This does not include government rebates.) Not too far behind the Chevy Volt will be a battery-powered Ford Focus, Mitsubishi i-MiEV, the Nissan LEAF, and Toyota Prius Plug-In Hybrid. Despite the view among some that e-vehicles are new technology, they only need to look around the world to see them in use. According to Electric Bikes Worldwide Reports, there are approximately 40 million light e-vehicles in use around the world. A good number of the world’s golf courses utilize electric golf carts. In Nepal, a fleet of 400 e-buses operate within the city and Toronto’s iconic street cars are powered by electricity (as in many other cities).

Canadian opportunities In Canada there are two e-vehicle companies: ZENN (Zero Emission No Noise) Motor Company and Dynasty Electric Car Corporation. ZENN, centered in Toronto, has over 500 of its low-speed e-vehicles in operation around North America but has moved from selling e-vehicles to developing and deploying technologies. Dynasty, headquartered in Delta, British Columbia, has been selling neighbourhood electric vehicles (NEVs) since 2001. The sales challenge for the company in Canada is that their NEV can only be legally driven on roads in British Columbia. Greater potential sales are available in the U.S., where 45 states allow low-speed vehicles on roads, and overseas — specifically China and India. The development and sale of e-vehicles is only one opportunity

by John Nicholson

“Experts and car industry executives believe a majority of initial e-vehicle purchases will come through fleet sales.”

available to Canadian companies as the move toward e-vehicles grows. There are tremendous challenges and opportunities related to the provision of electricity to re-charge the growing number of e-vehicles in Canada. Electricity generation, transmission, and distribution will all be affected as e-vehicles become more common in Canadian driveways.

The future of e-vehicles Hybrid vehicles that combine gas and electric motor, considered as a harbinger of pure e-vehicles, have proven it’s possible to wean consumers away from gasoline-powered automobiles. In 2009, it was estimated that 1.5 per cent of all passenger cars sold were hybrids. More interestingly, worldwide sales of hybrid cars increased 33 per cent from 2008 to 2009. It appears that e-vehicles are here to stay. With advances in technology, more government incentives, and the reduced cost of vehicles as more are produced, it’s likely that the prediction that one in 20 vehicles on the road in 2020 will be electric may actually come true. One example of a government incentive is the Ontario program that provides up to $10,000 in rebates for purchasers of plug-in vehicles. Add the further incentive of green license plates that will allow e-vehicles to use the High-OccupancyLanes on major highways and one can easily envision a growing legion of smug and sophisticated e-car drivers in Ontario and other provinces. An online survey conducted by the Consumer Electronics Association (CEA) found that 40 per cent of respondents would be willing to test drive an e-vehicle. The CEA study shows that consumers are concerned about their relative cost, reliability, battery life, driving distance before recharge (approximately 160 kilometres), and time for battery recharge (anywhere from 20 minutes to eight hours). Experts and car industry executives believe a majority of initial e-vehicle purchases will come through fleet sales. An example of a fleet purchase is the plan by the Ontario government is to have 20 per cent of eligible new public sector passenger vehicle purchases to be electric by 2020. The environment and potential cost savings (1.25 cents per kilometre vs. 7.5 cents per kilometre for a gas-powered car) are the two primary reasons cited for considering an e-vehicle according to the CEA study. Government incentive program wills help sell some cars but they won’t last. The ability of auto companies to get beyond first adapters and the environmentally conscious and assuage concerns will determine the overall success of the e-vehicle market. John Nicholson, M.Sc., P.Eng. is based in Toronto, Ontario. Contact John at john.nicholson@ ebccanada.com

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CleanTech Canada COST, EFFICIENCY AND OPERATIONAL BENEFITS FOR INDUSTRIAL AND MANUFACTURING COMPANIES

ENERGY MASTER PLANS

by Jerry Carter & Zach Platsis

ot too long ago, making decisions about a company’s energy management and sustainability was a fairly uncomplicated process for most facility managers. But today it’s different. For industrial and manufacturing companies with large campuses or multiple facilities, possibly operating with different production systems and scattered across various geographic locations, managing such a task can become a significant challenge. The importance of the problem is magnified even further for those facilities that have high energy usage, deal with hazardous materials or have sizable waste disposal issues. The solution for resolving the integration of energy and sustainability projects and assets in large industrial, manufacturing and institutional facilities is a fully integrated energy master plan. This is a long-term, broad-scoped plan that puts in place a company’s strategy to optimize all facets of energy efficiency and sustainability. Although the components of the energy master plan are not entirely new, the necessity of putting this all together into a single integrated package is a new approach, something that many larger companies are now recognizing they need in order to make smarter

energy decisions. This approach allows energy managers to recognize opportunities for conservation, sustainable design and renewable energy that more narrowly-focused energy audits might not.

Four stages of an integrated plan An integrated energy master plan is individualized for each company, but includes the following four-stage parameters: 1) Investigation: The first phase of an integrated and comprehensive energy master plan is investigation. What is a company trying to achieve with such an initiative? What is, and what is not to be considered within the scope of the plan? This involves interviewing key personnel relative to known and unknown problems regarding energy, production and maintenance issues. It also includes identifying constraints, such as financial, physical, cultural, zoning and any other limitations that may be intervening factors in an energy strategy. The investigation also includes review of historical utility bills, a review of the company’s carbon footprint and emissions, gathering of relevant facility, electrical and mechanical drawings, specification sheets and automated energy management system records.

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CleanTech Canada

2) Visioning: This phase brings together key decision makers, such as the CEO, the head of energy or the head of facilities, to understand what their vision is. Is it to reduce energy consumption over a period of time, to manage risks, or to add renewable energy? What exactly is their goal, their vision? How do these goals tie in to the overall business objectives of the company, including factors such as product line changes and expansions, and facility build-outs or acquisitions that would influence decisions? What do they want to end up with ten years from now, so that can be backed up into a five- or ten-year plan. It presents an in-depth review of the findings from the Investigation phase, including quantifying and visualizing system consumption and output; benchmarking to baseline and best practice systems; summarizing objectives and critical issues; identifying opportunities to pursue; and considering potential paths to follow. Critical to this phase is a clarification and modification of the vision for the energy plan, as needed to achieve its stated goals, and to determine what is to be included and not included in the plan, as well as to determine how to manage constraints. 3) Analysis: A company now looks at all of the opportunities available, compared with the clarified vision and plan. It more

Speaking for nearly 300 public and private member organizations, the Ontario Waste Management Association’s business is to protect the environment through the proper management of waste and recyclable materials. The OWMA takes an active role as a center of influence promoting new standards and regulatory policies designed to improve the quality of waste management services. We are currently seeking a

closely investigates those technologies that can be utilized, and assembles basic costs and a phasing schedule to stagger the introduction of the technology as deemed most effective. A multiple-approach master plan is then drafted. This part of the plan assesses energy and water efficiency, facility and equipment enhancements, heat and water recovery, control systems, sustainable systems, utility billing rate structure, peak shaving and shifting, and onsite power generation including renewable energy. 4) Deliverables: The last phase encompasses finalizing the energy master plan. This comprehensive plan includes an investment plan, energy targets, building sustainability targets, emissions and carbon footprint targets, operational targets, informational targets, and maintenance and upkeep targets. The plan also identifies final budget and resource commitments. This section phases in all of the technologies and how the capital spend will be administered. It puts together any kind of internal communications tools that will be needed — everything needed to understand what this plan is, how to communicate the plan, how to present it to management, and then how to implement the plan. For optimized feasibility, integrating both facility and process systems with a company’s overall sustainability objectives is ideal for a complete and integrated approach. Jerry Carter is Senior Associate, LEED AP BD+C and Business Leader for SSOE Group’s Sustainable and Renewable Solutions in Toledo, Ohio. Contact Jerry at jcarter@ssoe.com Zach Platsis, LEED AP O+M, is Energy Specialist for SSOE Group’s Sustainable and Renewable Solutions in Toledo, Ohio. Contact Zach at zplatsis@ssoe.com

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by Samantha Parlier “An aftertreatment catalyst using copper zeolite is much more efficient than one with iron zeolite at reducing NOx.”

Heavy Haulers Advice on choosing 2010-compatible specs

eavy haulers that transport loads above 120,000 pounds gross combination weight (GCW) must carefully specify their trucks for both durability and power. An over-spec’d truck may reduce fuel mileage and increase acquisition costs, while an under spec’d truck may not be sufficient move the load, or may increase maintenance costs. The challenge is to achieve the right balance between the truck’s job requirement and expected annual mileage to help produce the lowest operating cost per mile.

2010 engines: SCR or EGR

This year that challenge is increased with 2010 federal engine emissions standards in the United States and Canada. When it’s time to purchase new trucks, these standards may necessitate some changes to the heavy hauler’s current equipment configurations. Heavy haulers can choose an

engine aftertreatment approach that utilizes selective catalytic reduction (SCR) technology in combination with exhaust gas recirculation (EGR), or an in-cylinder approach through increased EGR. Both technologies use EGR to circulate a portion of an engine’s exhaust gas back to the engine cylinders and a diesel particulate filter (DPF) to remove particulate matter from the exhaust. A critical difference is the amount of exhaust gas recirculated back to the engine; the enhanced EGR approach uses a significantly higher level of recirculated exhaust gases. SCR also mixes a reactant — most commonly a solution of urea and de-ionized water known as diesel exhaust fluid (DEF) — with the nitrogen oxides (NOx) in exhaust gases. The exhaust then passes through a decomposition reactor, where the DEF reacts with the NOx to convert it into nitrogen and water. Increased EGR reduces NOx by boosting the amount of exhaust

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gases in the engine cylinder, then slowing and cooling the combustion process and burning off pollutants. The increased heat created with the enhanced EGR approach requires greater engine cooling capacity. Increased EGR also requires more fuel to be injected into the DPF for active regenerations. SCR doesn’t rely on engine heat to treat emissions, so SCR-based engines offer the advantage of higher fuel economy. Since SCR doesn’t narrow the engine’s maximum speed range for optimum efficiency, or its “sweet spot,” to attain emission reductions, fleets also can still maintain fuel economy at lower or higher engine speeds. It’s important for heavy haulers choosing SCR to consider DEF tank capacity and placement. Also, not all SCR technology engines are the same. An aftertreatment catalyst using copper

Changes to 2010 federal engine emissions standards in the United States and Canada may necessitate changes to the heavy hauler’s current equipment configurations.

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zeolite is much more efficient than one with iron zeolite at reducing NOx at normal engine operating temperatures, adding up to two per cent fuel economy compared to engines using iron zeolite

Engine cooling

Heavy haulers rarely run trucks with engines under 15 litres. Most choose engines rated at 475 hp and 1,750 lb-ft of torque and higher. Engine cooling is always a serious consideration. As these trucks can spend extended periods pulling a heavy load up hills at slow speeds with little air circulation, the radiator package is critical. Dual cowl-mounted air cleaners keep such big engines breathing easy, rather than under-hood air cleaners Walinga VC2336 6/11/07 2:36 PM

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Wheelbase & frame rails

The truck’s wheelbase is an especially important consideration when spec’ing a heavy hauler. Local length and weight regulations generally dictate the ideal length. Some US states closely follow the Federal Bridge Formula, which can dictate the number of axles required and how they’re spaced. However, any longerthan-necessary wheelbases reduce maneuverability, which is critical for negotiating heavy haul tractors on crowded job sites. To haul heavy loads, frame rails typically need to be reinforced. The amount of reinforcement will depend on the truck’s wheelbase and axle capacities An inserted 3/8-inch frame is usually required for most heavy haul tractors, but two Page 1 inserts can be obtained. The longer the

wheelbase and the more axle capacity you add, the more rigid the frame needs to be.

Axles

The rear axle ratio choice will also affect “startability” but must be chosen carefully to ensure a good balance between cruise speed and low gearing. Startability of 15 to 20 per cent is recommended for most heavy-haul applications. You typically don’t want to spec anything faster than a 4.11:1 ratio unless you’re running a two-speed rear axle or an auxiliary transmission. In extreme applications involving bridge decks or oilfield equipment, you may see ratios upwards of 10:1 or even 12:1. For haulers running long distances at highway speeds, the ratio chosen should be as low as

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without10:48 undermining startability. As EMF a possible 12/12/08 AM Page 1

a rule of thumb, pick the rear axle ratio for efficiency on the highway, and get the startability required from your transmission ratios.

Durability is another issue to consider when spec’ing the rear axles. The 46,000-pound axles with heavy wall housings are most common for heavy haul tractors. For extreme heavy

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haul applications, planetary axles with capacities up to 150,000 pounds may be spec’d. Traction needs will also dictate axle choices. Wheel differential locks or a cross lock on at least one drive axle is recommended. Automatic Traction Control is an option on antilock brake systems that control wheel spin on slippery surfaces, which can be a big help when starting a load on a muddy job site. Heavy haulers in need of pusher axles to comply with local weight and axle requirements can choose from steerable and nonsteerable types. A 20,000-pound steerable is most common, but a 22,000-pound nonsteerable is also available if needed. Operators who run non-steerable pushers often have to lift the pusher to negotiate corners or they end up scrubbing the tires. Steerable pushers offer the benefit of improved tire life because the axle will steer through the corner rather than scrubbing the tires. This also reduces the stress on the truck in these situations. A versatile configuration is a 22,000-pound steer axle, 46,000-pound tandem drive axles, and a 20,000-pound steerable pusher. And fleets running lift axles may want to consider upgrading their braking system. A four-channel antilock brake system is standard, but a six-channel system is recommended for anyone running lift axles because it will help prevent flat-spotting of the lift-axle tires.

Fifth wheel positioning

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Proper fifth wheel positioning is also critical to ensure full use of the rated capacity of all axles, especially the front. Front axles rated at 20,000 pounds are most common. But a 22,000-pound rating will accommodate extralegal loads. At those kinds of ratings, heavy haulers need wide-aspect front tires not only to handle the load, but also to meet some states’ tirewidth requirements. The rule is typically 600 pounds per inch of tire width, but it can get as low as 500 pounds per inch width. Mounting 425/65R22.5 tires on the front will be good for up to 22,000 pounds on the steer axle in most states. Bit wider 445 section tires maximize tire width and improve flotation over loose surfaces. Pay attention to steering geometry and wheel. Many manufacturers may install a single steering gear with an assist ram but dual steering gears on front-axle ratings 16,000 pounds and above are better. Heavy haulers often find themselves on job sites maneuvering

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at slow speeds, which places a lot of pressure on the steering system. An oil cooler on the steering system maintains safe operating temperatures under demanding conditions.

Suspensions and transmissions

Rear suspensions on heavy haulers have historically been mechanical types, but air suspensions are also popular. The ride is better and drivers have more operational flexibility. By lowering the air suspension, a driver can back under and pick up a lowboy trailer instead of using skid ramps and ramming into the trailer in order to couple it to the tractor. The approach to spec’ing transmissions for heavy haulers is similar to that of power: the more, the better. In this case it’s ratios. Heavy haulers typically choose an 18-speed manual, but in very heavy applications, options include a two-speed auxiliary transmission or twospeed rear axle. In both cases, they double the number of available ratios, allowing improved

startability and driveability. A two-speed auxiliary transmission will double the reduction, while a two-speed rear axle will increase the reduction by a third. A two-speed axle works well up to about 190,000 lbs. GCW, but above that auxiliary transmission is recommended.

Driver performance

Finally, heavy haul truck operators should look at driver performance-related items to help them gain operational efficiencies. Since heavy haulers often deal with large, oversize loads, look at specifying as much glass area as possible and plenty of mirrors. Four-way adjustable, cowl-mounted mirrors can be complemented with convex mirrors. The cowl mounting helps because the mirrors are not subjected to countless door slams and stay in adjustment longer than door-mounted types. Pick low-replacement cost windshields, when available. Most vocational fleets replace at least one windshield side per truck annually.

Two-piece flat-glass windshields with ropedin seals can be replaced in 30 minutes for less than a hundred dollars, which can save thousands of dollars over the truck’s life. Many heavy haulers want a sleeper to enable them to run farther without risking logbook hours violations, but seek a more cost-effective solution than paying for the extra length of a big sleeper. An extended day cab might be the right choice for heavy haulers who don’t not need a sleeper, but are still looking for a little extra room in the cab. To enhance truck productivity and the driving experience, consider adding a navigation system with communication, diagnostics, and infotainment technologies. Samantha Parlier is Vocational Marketing Manager for Kenworth Truck Company in Kirkland, Washington. Contact Samantha at samantha.parlier@paccar.com

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N-Viro

by Paul van der Werf “The process can take SSO as a substrate to produce a biofuel with approximately 50 per cent the fuel value of coal.”

Using lime stabilization to process organic wastes

iosolids is what remains of the solids after treatment of sewage at a wastewater treatment facility. Despite their name, they can be either solid or liquid form; they consist of organic matter and inorganic components. In Canada it’s estimated that about 650,000 tonnes of dry biosolids are generated annually. (That works out to about 20kg from each of us, in case you were wondering!) Biosolids are handled in a number of different ways after treatment, including landfill and even ocean dumping. In recent years alternate uses have been pursued, primarily various forms of land application. Land application is not without its problems. Odour generation has been a key issue in some jurisdictions and the chemical composition and quantity of undesirable chemicals has become a source of considerable debate. Various treatment approaches can be used prior to land application. Lime or alkaline stabilization is one method. This chemical process results in rapidly increased pH through the addition of a product containing lime such as calcium oxide (CaO) also known as quicklime, or calcium hydroxide (Ca(OH)2 known as hydrated lime This rapid increase of pH facilitates an exothermic reaction and results in a period of high temperatures. The result is a stabilized and pathogen-reduced product that can be land applied.

The N-Viro process

N-Viro Systems Canada LP (N-Viro) has been slowly building a base of business in Canada since it was established in 1990. The company has developed biosolids processing facilities in: Leamington, Sarnia, and Niagara Region, in Ontario; and Halifax, Nova Scotia and Summerside, Prince Edward Island, in Atlantic Canada. These plants produce more than 90,000 tonnes of soil amendment annually. N-Viro uses a patented Advanced Alkaline Stabilization with Sub sequent Accelerated Drying process. Biosolids are received and blended with 30-40 per cent (based on wet weight of biosolids) of an alkaline admixture. The admixuture consists of industrial by-products such as cement kiln dust, lime-kiln dust, and/or fly ash and is supplemented by CaO. The amount of admixture added is a function of the desired temperature of the process. After mixing the mixture is sent to a dryer. The process results in conditions unfavourable for microbial life and results in the destruction of pathogens. It also helps stabilize heavy metals. The material is dried to 60-65 per cent solids and is then directed to a curing area where temperatures from the chemical reactions and the heat of the dryer increase the temperature of the materials to between 52-62°C and a pH of greater than 12. ... continues on page 36

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... continued from page 34

“A key difference in our process compared to other organic waste processing processes is that it takes hours rather than months to produce a viable product,” states Robert Crane, Vice President of Plant Operations for N-Viro. “It can also be much less odourous.” “For us what’s most important is the product that is made,” continues Crane. “It’s biologically stable; the pathogen reduced product has a solids content of about 60 per cent, and is a low odour, lime-like material with fertilizer qualities. “It’s the only product of its kind that carries a label approved by the Canadian Food Inspection Agency, Fertilizer Division. This label allows the product to be exempt from virtually all of the provincial guidelines that govern the application of Non-Agricultural Source Material (NSAM) to agricultural lands. Under this label process, it must meet a guaranteed minimum analysis.” The final product is marketed through local brokers who have an understanding of local market needs. This final product is different than compost.

“It’s essentially a lime product and functions as a liming agent. The process also reduces the nutrients lost during the composting process with resulting higher levels of all nutrients including nitrogen, phosphorus, potassium and micronutrients.” “Based only on N-P-K and lime values, N-Viro has a purchased ‘value’ five times the amount as compost,” according to Crane. “The product delivers higher levels of nutrients making it closer to a fertilizer. It has diverse uses included building and topdressing recreational fields, supporting urban forestry projects, agricultural fertilizer programs, building and maintaining roadsides for long term release of nutrients, and site reclamation (due to its alkalization abilities). “The agronomic qualities have shown dramatic improvements in tree growth for forestry production while still maintaining board strength. It can reduce the time from planting to tree harvest by half (nine years vs. 20 for some tree species).” Finally, the process may also have some potential for processing source-separated organics (SSO). Crane says the process can take SSO as a substrate to produce a biofuel with approximately 50 per cent the fuel value of coal. The process can also be used to help shorten the SSO composting process. It’s clear that lime or alkaline stabilization has some application and benefits, and represents another tool for keeping organic wastes out of landfill. Paul van der Werf is president of 2cg Inc. in London, Ontario. Contact Paul at www.2cg.ca

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by John Nicholson

WA S T E B U S I N E S S

“I’ve heard estimates for the cost of landfill mining ranging from $8 to $15 per tonne.”

Gold in Them Thar Landfills! Landfill mining: Is it worth it?

t an environmental conference two years ago, I was awoken during a presentation about the value of material currently stored in municipal landfills across Canada. The value was estimated to be in the billions of dollars. At the time, I wasn’t sure if I should rush for the door and get into the landfill mining business, start listening more intently, or go back to my nap. Landfill mining is not new. It was first introduced in the 1950s as a means of remediation — fixing a leak or removing hazardous materials. What’s new is the idea that it can be profitable.

Value of material

The value in landfills can be found primarily in the metal content. Before recycling became fashionable (and mandatory), people threw out everything: single stream straight to the dump. This means that older landfills contain metals and (depending on the commodity price for ferrous or non-ferrous metal) the cost of excavating waste and processing it through a magnetic separator (removes ferrous metal) and eddy current

separator (removes non-ferrous metal) may be worth it. Another aspect long overlooked in North America is the high BTU value of some landfilled material. During the course of processing and separating landfilled material, high-BTU value material is concentrated. This material could then be utilized by a waste-to-energy facility (small incinerator or gasification unit) either constructed at the landfill or nearby. Approximately forty percent of the material in a typical municipal landfill is organic. When processing for metal, the organic fraction could also be separated out and then anaerobically composted. The advantage of the anaerobic process is that it produces methane that could be used to generate heat, electricity, or both.

Hidden costs/hidden assets

One hurdle to landfill mining is the obtaining of regulatory approval. The history of landfill mining in Canada has been mixed. Excavating a landfill can produce two huge nuisances, mostly odour and dust. Further-

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WA S T E B U S I N E S S

more, there may be health and safety as well as environmental issues. A well thought out plan is needed before digging into a landfill. Another issue with landfill mining is that there’s always a question about what could be unearthed. Ask any longtime landfill operator and you’ll hear stories about asbestos, car batteries, liquid-containing drums, propane tanks, and lots of other nasty things being deposited over the years. If you uncover leaking drums during your landfill mining project, your profit margin may drop to zero and it the project itself has just turned into a remediation job. However, on the flip side, a major asset created through landfill mining is new air space. I’ve heard estimates for the cost of landfill mining ranging from $8 to $15 per tonne. If the material that’s not recycled is shredded and re-compacted, a great deal of air space could be created. Depending on the location of the landfill in Canada, the operator could refill the space at gate rates ranging from $20 to $40 per tonne, or higher.

Finding success

According to Environment Canada, there are over 800 municipal landfills in the country, yet fewer than 50 capture methane. With the rising cost of electricity combined with imminence of greenhouse gas emissions (GHG) trading, retrofitting a landfill with a landfill gas (LFG) collection system to generate electricity may soon become a very profitable venture. With CO2e trading currently trading at $20 per tonne, capturing one tonne of methane from a landfill has the potential to generate $400 in emission credits (methane is 20 times more harmful a GHG than CO2). Several companies in Canada specialize in installing LFG systems. In certain cases I’ve heard of companies talking about doing it for a deep discount in exchange for the right to utilize the methane to produce electricity and claim GHG credits. A growing list of companies around the world view the material in landfills as cheap feedstock. One U.S.-based company has developed a patent technology to produce com-

posite railroad ties from the plastics extracted from landfills. The process is such that it can use mixed plastics containing up to 20 per cent foreign material (dirt, wood, paper, etc.). Plastic recycled from a landfill fits the bill is an ideal feedstock for the manufacture of the railroad ties. Several Canadian-based companies are de veloping systems to create biofuel from the organic matter found in landfills. The success of processing landfill waste to make biofuel is very much dependent on the worldwide price of oil. (See “Blog” article, page 46.) For landfill mining to really work, a company will need to consider all of these factors, calculating all the costs associated with excavating and processing, weighed against the potential revenue from selling heat, electricity, metal, recyclable material, and additional landfill airspace and possible GHG credits. John Nicholson, M.Sc., P.Eng., is a consultant based in Toronto, Ontario. Contact John at john.nicholson@ebccanada.com

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by Rosalind Cooper, LL.B “The Commissioner’s report identifies a concern regarding stewards paying a flat fee per unit product within each material category.”

Waste Initiatives across Canada Manitoba stewardship plan

roduct Care Association, a non-profit corporation established by industry, has developed a product stewardship program plan for submission to Manitoba Conservation pursuant to the requirements of the Household Hazardous Material and Prescribed Material Stewardship Regulation under the Waste Reduction and Prevention Act. Product Care manages all or parts of stewardship programs in British Columbia, Alberta, Saskatchewan, Nova Scotia and New Brunswick for certain products. A draft of the product stewardship program plan, which covers specific categories of household hazardous waste (including household paint, fluorescent lamps, flammable liquids, pesticides and other products) was the subject of stakeholder consultation sessions throughout the summer. The objective of the program plan is to increase industry’s role and responsibility for waste management, and implementation of

comprehensive programs to improve consumer accessibility to recycling and disposal programs. The regulation defines a “steward” as “the first person who, in the course of business in Manitoba, supplies a designated material to another person; or a person who, in the course of business in Manitoba, uses a designated material obtained in a supply transaction outside of Manitoba. The members of Product Care are companies that distribute products in Manitoba and that will fund the program by remitting ecofees based on the quantities of product sold. Once the program plan is approved by Manitoba Conservation, implementation of the plan will begin, including: identification and qualification of collection sites, transporters and processors; creation of a communication strategy; registration of stewards; and final cost analysis, budget development and fee setting. The program plan is intended to

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cover a five-year period from April 1, 2011 to March 31, 2016, at which time the plan will be reviewed.

BC expands recycling reg

British Columbia has made amendments to the Recycling Regulation to expand the electronic and electrical product category and include additional products. Specifically, the following products have been added: desktop/portable scanners, fax machines and copying equipment; telephones and telephone answering systems; mobile devices designed to connect to a cellular or paging network, including phones, cellular personal digital assistants and pagers; electronic or electrical audio visual and consumer equipment (including radio sets, cameras and video recorders designed for non-professional use, projectors, audio players, recorders, headphones, microphones, amplifiers, equalizers and speakers); fluorescent light bulbs and lamps sold for residential use; thermostats; and batteries for use in an electronic or electrical product. The amendments took effect on July 1, 2010.

Ontario haz-waste program

On July 1, 2010, Stewardship Ontario launched the Consolidated Phase of the new “Orange Drop Program” that was designed to facilitate the management of municipal hazardous or special waste materials by consumers. This phase of the program was intended to build upon the original 2008 Municipal Hazardous or Special Waste Program (referred to as Phase I of the program). Under Orange Drop, the existing nine types of hazardous and special waste materials were expanded to 22 addition product types. The program was intended to shift the cost of end-of-life management of these materials from municipalities to manufacturers and importers. However, the Consolidated Phase was temporarily suspended on July 20, 2010 as a result of public opposition and negative publicity around inconsistencies in the eco fees; different fees were sometimes charged to consumers on similar products and between retail locations. The fees were announced at the same time as the Harmonized Sales Tax in Ontario.

Shortly after suspension of the program, the Environmental Commissioner of Ontario issued a report stating that the program didn’t meet the criteria for a true stewardship program, pointing out that stewards only pay for end-of-life management costs for the portions of their products collected through the program, not materials going directly to landfill, which remain the financial responsibility of municipalities. The commissioner was also concerned about stewards paying a flat fee per unit of products within each material category, whereas the fee should vary according to a specific product’s environmental attributes. The commissioner argued there’s no motivation for companies to design for the environment. He recommended that stewards finance all waste management costs, including the cost of disposing of products not captured by the program, and that steward fees should differ based on the end-of-life costs of responsibly managing that product’s waste. On October 12, 2010, the Ministry of the Environment issued an announcement that it was terminating the program that took effect on July 1, 2010. The existing program will continue to operate, but the ministry intends to establish a special team to investigate incorrect or misleading fees being charged by retailers. The ministry also intends to request consumer representation on the independent boards that deliver waste diversion programs and to improve oversight by including provisions for both increased reporting and third-party audits. In response, Stewardship Ontario issued a statement that it intends to undertake an education program for consumers to address concerns and will establish a Consumer Advisory Committee to reflect public interest and ensure consumer concerns are addressed when developing and implementing programs. Stewardship Ontario also announced that it will be undertaking a complete review of all its programs to ensure that they are delivered as efficiently and effectively as possible. Rosalind Cooper, LL.B., is a partner with Fasken Martineau DuMoulin LLP, with offices across Canada. Ms. Cooper is based in Toronto, Ontario. Contact Rosalind at rcooper@tor.fasken.com

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Cradle to Cradle

Eco-design a materialized view on the environment

he average consumer buys a product for two reasons, because it’s needed or on a whim. One way or another, only a min ority of us are particular about the products we purchase in terms of environmental im pacts and health effects. The composition of a product is a mystery in itself and any list of ingredients oftentimes contains words that are unpronounceable chemical names that can damage our health or the environment, chem icals present during manufacturing, at the time of use, and/or at the time of disposal. An example is a carpet that while being used (walked on, etc.) releases chemicals and fine fibre particles into the environment, facili tating respiratory illness or increasing allergies. William McDonough and Michael Braun gart — authors of Cradle to Cradle call this “product plus.” Consumers bring home prod ucts and also components about which they’re unaware. In order to comply with fire safety regulations, for instance , many carpets have melamine-reinforced backing, though mel amine has been linked to cancer and possible kidney damage. The consumer’s odyssey as a hostage con tinues with products at the end of the product lifecycle. What is one to do with the old item? Dispose via landfill or incineration? Recover energy? Recycle it? And if the latter, will it be upcycling, recycling or downcycling? In the case of some materials, recycling may yield an environmental impact, even if we prefer it to disposal. None of this is really in the consum er’s mind; disposal or recycling decisions are often in the hands of a municipality or private waste hauler.

There arises, therefore, an urgent need to change designers’ approach to product design, as well as to educate a new generation of en vironmentally-oriented consumers.

The “techno-sphere”

The modern closed-loop concept is sometimes called “cradle to cradle” or design for environ ment (DfE), the design and manufacture of products that anticipates their complete reuse or recycling into new products at end-of-life. DfE also takes into account energy use and environmental impacts through every stage of a products lifecycle from virgin material harvesting, manufacturing, distribution, useful life and end-of-life management. In biological terms we would call the in itial resources the “nutrition” for the next pro cess. We need new related terms such as tech nical metabolism, technical nutrient, value of the nutrient and others. Technical metabolism describes the industrial production processes capable of maintaining and re-using valuable natural and synthetic inorganic materials in relatively closed production cycles. Technical metabolism occurs in our “techno-sphere.” As mentioned, DfE should be part of an educational process that affects everyone in the interaction: the designer, retailer, consum er, recycler or waste disposer. During a small study conducted at the Department of Design at the Faculty of Arts in Kosice, Slovakia, the responses of art and design students were evaluated in relation to a number of eco-design questions. The respondents were familiar with eco-design, yet single thing they were able to imagine was the use of ecological material or

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design that would be harmless to the environment. The source of their information was listed as a school or website. Only nine per cent of respondents had heard of the new model of the closed lifecycle or terms like cradle to cradle. None of the respondents considered the health impacts of design upon the consumer throughout a product’s lifecycle. The study showed that current consumers as well as future young designers are unfamiliar with the environmental proposition of a truly smart product. To design this product is not at all easy, and existing products often cannot be changed at once and in their entirety. The very design of a product reflects the designer’s attitude towards the environment — whether it’s the material itself, material and energy flows, or product lifecycle and environmental or health impacts, etc. Regular customers currently must either follow the path of either self-education or more or less fully entrust DfE to designers, hoping for the best.

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Our generation seems to prefer cheaper and less environmentally-friendly products to the alternatives that sometimes appear more expensive, because their prices take the environment into account in every phase of the lifecycle and, moreover, won’t harm human health. Often, sellers who are an intermediary in conjunction with the designer, dealer and consumer, hear comments such as these: “At this moment I’m not prepared to spend more money” or “I don’t need higher quality; it’s only for occasional use or a temporary solution” or “this product is needed for our child only; he doesn’t need anything better; we’ll wait until he’s older.” From those statements it’s clear that many consumers favor the price of the product over quality, completely ignoring environmental impacts and potential health effects. This attitude may be changing, but until it does so more fully, it may be difficult to motivate designers to move in the right direction. This contradiction is evident in our assumption that the consumer motivates the designer. It’s actually the designer who has to motivate consumers to buy a product, and get them excited by sound environmental design. This article was adapted from a longer paper by Lucia Kopilcakova, M.Sc., of the Faculty of Management from Presov University and Alena Paulikova, M.Sc., Ph.D., Associate Professor in the Mechanical Engineering Faculty at the Technical University in Kosice; Slovak Republic. Contact Lucia at lucka_ke@hotmail.com

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Advertisersâ&#x20AC;&#x2122; Index Company

Page #

October/November 2010

Company

Page #

AECOM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Mack Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

AMRC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

Miller Thompson . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Battery Broker Environmental Services Inc. . . . . . . . . . . . . . . . . . . . . . . . 43

Molok . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

BFI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

Newalta . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Bulk Handling Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

Norseman Plastics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

Canadian Scale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

OWMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

Canadian Renewable Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Covanta Energy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 Curroto Can . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 EcoSafe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 EMF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Environmental Business Consultants (J. Nicholson) . . . . . . . . . . . . . . . . . . 43 Eriez Magnetics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Geoware . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Glad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Golder Assoc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Groundworx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Paradigm Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Paul Van der Werf (2CG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 RBRC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Recycle City . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Rehrig Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Reseau Environmental . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Samuel Strapping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Schuyler Rubber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Sebright . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Sheehan Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

T Harris . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

Shred-Tech . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Integrated Municipal Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

Trux Route Management Systems Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

Lafleche Environmental . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43

Veolia Environmental . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

Laurin Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Voghel Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

Liebherr . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

Vulcan Scales . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

Lubo USA/Van Dyk Balers Corp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

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October/November 2010 www.solidwastemag.com 45

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BLOG

by Gordon Quaiattini “In Canada, renewable fuels contribute an annual positive economic impact in excess of $2 billion.”

Enerkem: Investing in The Future

t the end of August this year dignitaries and officials gathered to break ground on the new Enerkem plant in Edmonton, signaling the dawn of a new era in waste management and alternative fuel production. When completed, this facility — the first of its kind — will convert municipal waste into ethanol and methanol, creating advanced transportation fuels while at the same time reducing local emissions of greenhouse gases and delivering a sustainable alternative to traditional landfilling. It’s the ultimate win-win-win: for our environment, for consumers and for cities confronted with the challenge of handling growing amounts of garbage. The plant will initially produce up to 36 million litres of biofuels each year, making positive use of 100,000 tonnes of sorted municipal solid waste that would otherwise take up space in landfills. It could be the shape of things to come — not only for Canada, but for the world. This initiative is just the latest example of how innovative thinking is helping us confront — and begin to reduce — our reliance on crude oil. The urgency to do so is growing. The highly respected International Energy Agency (IEA) predicts that global energy use will rise by 40 per cent by 2030 as compared to 2007. Oil prices will increase substantially. Supply will be stretched. We’ll all be paying more for gas and heating oil. And our environment will be paying the price of increased emissions and increased energy use related to fuel production. That’s why potentially revolutionary projects like the Enerkem facility are so important. And that’s part of the reason that the federal government has established a Renewable Fuels Standard to mandate that a minimum amount of ethanol — currently 5 per cent — be included in all gasoline. Fulfillment of that policy alone will cut carbon emissions by 4.2 megatons, the equivalent of removing one million cars from our nation’s roads. Renewable fuels, such as ethanol and biodiesel, have in recent years entered the mainstream of our energy supply. Both available for sale across the country, blended with traditional gasolines. Both can be used right now in all modern vehicles. And both offer tangible benefits to the people, companies and governments that use and rely on them. The positive influence of biofuels in Canada is proven and growing.

A recent third-party assessment found that renewable fuels contribute an annual positive economic impact in excess of $2 billion — an impact that will only grow as projects like the Enerkem plant come online. Communities and families are benefiting from the construction and operation of biofuels facilities, and by increased farm incomes related to renewable fuel manufacturing. Ethanol and biodiesel production means good jobs, real economic growth and more taxes being paid to all levels of government. “Even making allowance for the opportunity costs of alternate investments, and the opportunity costs of alternate feedstock sales, renewable fuels plants in Canada represent a positive net economic benefit,” concludes the assessment from the independent econometric firm Doyletech Corp. This influence will expand as the industry develops the next generation of advanced biofuels — made from such things as farm and forestry residue and, as we’re seeing in Edmonton, from municipal waste. The Enerkem project is unique in its detail but several of the benefits that will accrue from it are common to other biofuels facilities, including: • Combating climate change by reducing greenhouse gas emissions as compared to gasoline and diesel fuel. • Attracting the good, quality jobs of the burgeoning green-energy economy. • Developing the technologies and processes that will help establish Canada as a world leader in clean technology and renewable energy. Ultimately, our world will be one in which clean-burning renewables have usurped traditional gasoline as the world’s primary transportation fuel — bringing significant economic and environmental benefits and the comfort of domestic energy security. That day remains far off. But investments in projects like the new Enerkem facility — and in the science that will drive the operation — are investments in the future: in creating good jobs, in helping Canada move beyond oil, and in doing our part to protect our planet for future generations. Gordon Quaiattini is President of the Canadian Renewable Fuels Association in Ottawa, Ontario. Contact Gordon c/o Lindsey Ehman, l.ehman@greenfuels.org

46 www.solidwastemag.com October/November 2010

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