frepubliaation ioaue. for EPA libraries
and State Solid Waste Management Agencies
530SW150A
SYSTEMS ANALYSIS STUDY
OF SOLID WASTE COLLECTION MANAGEMENT
Volume I
This final report (SW-150c.l) describes uork performed
for the Federal solid waste management program
under grant no. S800279
and is reproduced as received from the grantee
Volume I reports on network coding,
network selection, and information system tasks.
Volume II contains simulation tasks.
Copies of both volumes will be available from the
National Technical Information Service
U.S. Department of Commerce
Springfield, Virginia 22161
U.S. ENVIRONMENTAL PROTECTION AGENCY
1977
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This report has been reviewed by the U.S. Environmental Protection
Agency and approved for publication. Its publication does not signify
that the contents necessarily reflect the views and policies of the
U.S. Environmental Protection Agency, nor does mention of commercial
products constitute endorsement or recommendation for use by the
U.S. Government.
An environmental protection publication (SW-150.1) in the solid waste
management series.
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PREFACE
A Solid Waste Collection Study was initiated in Wichita
Falls, Texas, in October, 1972. The objective of the project
was to demonstrate the use of automation techniques in
supporting solid waste management. Automation techniques
were demonstrated in two major areas:
Resource scheduling, measuring, and reporting for manage-
ment control
Operational simulation for evaluation of management
strategies and options
The management control area encompassed three substantial
tasks. 'i'hey were:
Tae development and demonstration of automated techniques
for coding a solid waste collection network.
'The development and demonstration of automated techniques
for selecting efficient collection routes through a network
and optimizing resource assignments to collection routes.
The development and implementation of an automated solid
waste management information system.
Tlic simulation and strategy evaluation area encompassed two
substantial tasks. They were:
The development of a simulation model that will represent
any of several solid waste collection environments.
The demonstration of the model as a tool for evaluating
management strategies and for developing collection system
optimization recommendations.
The work effort and results of these five major project
tasks are reported in the two volumes ,of this project final
report. The network coding, network selection, and information
system tasks are included in Volume I. The simulation tasks
are in Volume II.
111
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TABLE OF CONTENTS
Page
Preface lil
List of Tables v
List of Figures VI
Introduction to Volume I 1
Section One - Automated Techniques for Coding a
Collection Network 5
Chapter I - Introduction 5
Chapter II - Automated Procedure for Coding
a Network 9
Chapter III - Computer Programs 25
Chapter IV - Evaluation of the Automated
Method 29
Section Two - Automated Techniques for Selecting
an Efficient Collection Route and
Balancing Route Assignments 35
Chapter I - Introduction 35
Chapter II - Route Selection 36
Chapter III - Route Evaluation 51
Section Two References 69
Section Three - Solid Waste Management Information
System 71
Chapter I - Introduction 71
Chapter II - System Components 73
Chapter III - System Inputs 77
Chapter IV - System Data Files 81
Chapter V - System Programs 85
Chapter VI - Management Reports 107
Chapter VII - Data Collection Procedures 117
1v
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LIST OF TABLES
Page
Link Card Format 19
Network Plot Program Card Format 26
Costs and Times for Digitizing a
Collection Network 31
4 Input Data Control Card Format for
Route Selection Program 47
5 Odessa Collection Route Mileage
Comparison 49
6 Wichita Falls Collection Route
Mileage Comparison 49
7 Run Identification Card Format 56
8 Collection Conditions Card Format .... 56
9 Initialization Data Card Formats 78
10 Operational Data Card Formats 79
11 Data File Summary 83
12 Error Codes Generated by Master
Route Program "MSTRUT" 90
13 Error Messages Generated by the
Equipment Update Program "CSW030 .... 93
14 Error Messages Generated by the
Daily Edit - Pass 1 "CSW040" 96
15 Error Messages Generated by the
Daily Edit - Pass 2 "CSW050" 101
16 Landfill Card Edit Tests and
Error Messages 119
17 Service Center Card Edit Tests and
Error Messages 122
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LIST OF FIGURES
Figure Page
1 Graphic Overview of Volume I .......... 3
2 Network Coding Elements ............. 6
3 Digitizing Equipment ............... 10
4 Prepared Base Map ................ 12
5 Plotted Node Overlay Map ............. 14-
6 Overlay Superimposed on Street Network ...... 16
7 Computer Listing of Digitized Nodes ....... 20
8 Network Overlay Map ................ 21
9 Coded Network Listing .............. 22
10 Automated Coding Procedure ............ 23
11 Wichita Falls Feasibility Test Area ....... 30
12 Division of Wichita Falls Collection
Network into Network Areas for
Route Selection ................ 38
13 Continuous Route Plot for a Network
Area in Wichita Falls ............. 42
14 Route Selection Procedure ............ 45
15 Route Evaluation Procedure ............ 54
16 Route Evaluation Program Output-
Load Summary .................. 58
17 Route Evaluation Program Output-
Collection Vehicle Summary ........... 59
18 Route Evaluation Program Output-
Route Summary ................. 60
19 Route Evaluation Program Output-
Summary Report ................. 61
20 Route Assignments for Wichita Falls
Container-Train System ............. 64
v1
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LIST OF FIGURES
(Continued)
Figure Page
21 Solid Waste Information System
Components 74
22 Program System Diagram 86
23 Master Routes List and Route Summary .... 88
24 Master Equipment List 92
25 Daily Activity Edit Report 95
26 Daily Equipment Activity Report 99
27 Daily Equipment Summary 100
28 Weekly Route Summary Report 103
29 Weekly Truck Summary Report 104
30 Weekly Landfill Report 105
31 Weekly Down Time Report 106
32 Master Route List and Route Summary .... 108
33 Master Equipment List 109
34 Daily Activity Edit Report 110
35 Daily Equipment Activity Report . .. . . . Ill
36 Daily Equipment Summary 112
37 Weekly Route Summary Report 113
38 Weekly Truck Summary Report 114
39 Weekly Landfill Report 115
40 Weekly Down Timo Report 116
41 Landfill Data Collection Form 118
42 Daily Exception Data Collection Form .... 121
vii
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INTRODUCTION TO VOLUME I
In most cities solid waste collection and disposal are
high cost activities making up 10% to 15% of the total
municipal budget. A large, relatively unskilled, labor
force is required. The work load varies substantially by
day of week and season of year. Total work load and individ-
ual work rates are poorly defined. Performance measurements
are largely unspecified thus efficiency levels are not
determined and resource allocation projections are not made.
Solid waste managers have an urgent need for system
control tools and management control information. This volume
of the final report presents a set of system control tools
that will allow a manager to:
Balance collection crew workloads.
Conveniently adjust resource allocations to match daily or
seasonal variations in the workload.
Consider pertinent daily operational information in
identifying equipment and personnel problem areas.
Consider-weekly and annual operational summaries in project-
ing future disposal needs, personnel requirements,
equipment requirements, and capital investment levels.
The control tools presented in this volume are:
A set of computer programs for selecting efficient collec-
tion routes
A set of computer programs for partitioning the efficient
routes into balanced one-day work segments based on daily
and/or seasonal parameters
A set of computer programs for processing operational data
to produce daily and weekly management control reports
Each of these tools requires that the collection network be
rc-prosonhed in a computer-readable form. This representation,
it c:on:;l r uelud manual Ly is a tedious, costly, error-prone
activity. Thin volume also presents an automated means of
constructing the collection network representation.
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The system control tools that have been developed are
discussed in the order in which they will be utilized by a
solid waste manager. The material to be presented is
outlined as follows:
Section OneAutomated Techniques for Coding a Collection
Network
Section TwoAutomated Techniques for Selecting an
Efficient Collection Route and Balancing Route Assignments
Section ThreeSolid Waste Management Information System
A graphic overview of this volume and the material to be
presented in each of the three sections is presented in
Figure 1.
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CHAPTER I
IiJTKuDUCTlUJ
The residential collection function is the major cost
component of the municipal solid waste collection and disposal
operation. Automated methods (discussed in the next section of
this volume) have been developed to reduce residential collection
cost by:
Identifying and implementing collection routes that minimize
non-collection travel
Balancing resource assignments to work loads so that each
collection crew accomplishes its equitable portion of the
work task each day
These automated methods depend on an accurate, coded representation
of the street and alley network utilized by the collection vehicles.
The basic elements of the coded network are illustrated in
Figure 2. They are the link and the node. A link is a street
segment or an alley segment which can be traversed by a collection
vehicle-. A node is the termination point of a link, usually the
intersection of two or more links. Residences or businesses
requiring solid waste collection are associated with the link used
to service them.
Each node in a coded network is defined by a unique ID number
and by a pair of geographic coordinates. Each link is defined by
the two nodes which terminate the link. Each link is described
by attributes such as length and surface type. Servicing
requireuents are describeu in terms of the land parcels to be
serviced, and optionally, the general characteristics of the
neighborhood such as average lot size or average floor space.
Manual encoding of the collection network is a slow, tedious,
costly, error-prone task. The most common errors are:
The assignment of two ID numbers to a single node
The assignment of the same ID number to two nodes
The specification ol an erroneous link between two unassociated
nodes
The inaccurate or erroneous specification of node coordinates
The first two orror typor usually occur at base map boundaries.
Tar thirci usually occurs when ID number digits are transposed.
Erroneous coordinates are a result of poor base maps, poor
scaling technique or tired and bored personnel.
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This section of this final report volume describes an
automated digitizing method for encoding a solid waste
collection network. The method, compared to the manual
encoding method, is very fast, very accurate and much less
expensive. Chapter II describes the automated procedure
and illustrates the encoding results. The computer programs
are described in Chapter III. Chapter IV presents an
evaluation of the method and a comparison with manual
encoding results.
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CHAPTER II
AUTOMATED PROCEDURE FOR CODING A NETWORK
The essential elements of the automated procedure are the
digitizer and its associated mini-computer. The pilot study
digitizing was performed on an Auto-Trol Model 3990 system. A
Bendix Datagrid system, an H. Dell Foster RSS 4MGT system, and
perhaps other systems, are also suitable for the digitizing task.
The Auto-Trol system is shown in Figure 3. The base map to
be digitized is secured to the large inclined surface. The operator
manipulates a cursor which is cable connected to a mini-computer.
The cursors exact position is continuously sensed by an electronic
grid associated with the inclined surface. As the cursor is
positioned over each map node, the operator depresses a button which
causes the X and Y coordinates of the cursor location to be
transmitted to the mini-computer. The computer assigns a sequential
unique ID number to the set of coordinates. It then punches the X
coordinate, Y coordinate and ID number into a card. The information
is also recorded on a magnetic disk storage device. The Auto-Trol
system also includes a cable connected keyboard for supplemental
data entry.
The automated network coding procedure encompasses seven
separate steps. These steps are described below:
(1) A set of base maps of the street and alley system is manually
prepared for digitizing by writing the following information
on the maps for each link:
Link type (street or alley)
Link direction for one-way streets
Number of residential units assigned to each
collection link (for workload projections, commercial
establishments receiving collection crew service are
represented in residential unit equivalents)
Land use data items such as average floor space can also be
recorded for each link or optionally for each map sheet.
The map sheets must be reasonably accurate. Typical city
base maps at 1" = 200' or 1" = 400' are adequate. A sample
of a prepared base map is shown in Figure 4.
(2) The prepared map is placed on the digitizer board. The
operator digitizes the network nodes by:
Placing the cursor over each map node
Pressing a button which causes the X and Y coordinates of
the cursor location to be punched into a card and written
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DATA ENTRY
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DIGITIZING EQUIPMENT
Figure 3
ANDf»SON-WUSH!»f AND ASSOCIATIS, INC.
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on a magnetic disk. An automatically incremented
sequence number (node ID number) is also punched
and recorded for each node.
(3) The data cards are read by a computer program and a
geograpnic plot of each node and its ID number, is made
on an overlay map of identical scale to the base map. A
sample overlay map is shown in Figure 5.
(4) Tne oase map is placed on the digitizer board overlaid
by the plotted map (see Figure 6). Using the data entry
keyboard (see Figure 3), links are established by
entering an A node ID, a D node ID and the data items
(sec Stop J) previously written on the map. As the data
entry for ouch link is completed it is recorded on
nuiqnctic disk, thon combined with the node coordinate
i nf(irm.it ion already on disk to produce a punched card for
i-.tc-h lank. A listing or the link cards is also produced.
Tiu torn'at of the link cards produced in the pilot study
is shown in Table 1. A sample of the produced listing
is shown in Figure 7.
(5) The link cards are read by a computer program and the
network is plotted on an overlay map. A sample overlay
map is shown in Figure 8. Each node is represented by
a small square, each non-collection link by a dashed
line, and each collection link by a solid line. One-
way-travel links are identified with arrowheads. Note
on Figure 8 how easy it is to discover misconnected
nodes and erroneously coded one-way-travel links. A
listing of the network links is also produced. A sample
of tho J ist i iu) i ;; shown in Figure 9.
(fa) Tlu> original basts map and the plotted overlay are used
to verify tho coding of collection links, link direction,
node location, number of residential units, etc.
(7) The link cards are corrected as necessary to establish
an accurate, validated, coded network. The coded network
then becomes input to the route selection and route
balancing procedures discussed in Section Two of this
volume.
This seven step procedure is presented graphically in Figure
10. This detailed graphic conforms to the generalized graphic
presented in the upper third of Figure 1.
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PREPARED BASE MAP
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TABLE 1. LINK CARD FORMAT
COLUMNS CONTENT
1-5 A Node II)
6-14 X Coordinate
15-23 Y Coordinate
24-28 B Node ID
29-37 X Coordinate
38-46 Y Coordinate
47-50 Link Distance (computed)
51 Link Direction (1 = one-way; 2 = two-way)
52 Link Surface (1 = paved; 2 = unpaved)
53 Link Class (1 = street; 2 = alley)
54 Collection Type (1 = one-side; 2 = two-side)
55-56 Number of Carry-outs
57 Carry-out Class (based on distance from curb)
58-61 Map Sheet Number
62 Network Area (collection area of City)
63-64 Number of Residential Units
65-68 Average Floor Area *
69-73 Average Income *
74-75 Average Persons Per Residential Unit *
* These items were entered one time for each map sheet, but
were punched into each link card.
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NUMBER LINK SEQUENCE INDICflTOR
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CUI1PUTER PROGRAflS
The automated procedure diagrammed in Figure 10 has four
automated steps. Lach step utilizes one or more computer
programs. The programs used in steps 2, 3, and 4 are the
property of the digitizing service bureau. They are not
described in this report. The programs utilized in step 5,
to produce the plotted network overlay, were developed as
a part of this demonstration project. These programs are
described below.
Vlic link network deck is read by a program written in G
level FUi-lTRA^ IV for an IBM System/360 computer. The program
calls numerous plotter command subroutines developed originally
by the Cal-Comp Corporation. The purpose of this program is
to produce plot commands which can be used to produce an over-
lay representation of the coded network.
The program represents each node by a small square. Each
non-collection link is represented by a dashed line connecting
two nodes. Each collection link is represented by a solid
line. A one-way link, either collection or non-collection,
is identified by an arrowhead at the midpoint of the link.
The program accepts several input parameters by which the
user can specify:
the size of the node square
the lengtu and width of the arrowheads
the scale of the plotted map
An arrowhead on a very short link could overlap the node symbol,
thus the user can specify the shortest link that should
accomodate an iirrowhead. The user can also specify a map sheet
number. Plotting will be restricted to link records contain-
ing the specified map number. If the network is represented
on several map sheets, this option allows the plotting of a
single sheet without segmenting the input data.
The parameters are entered on a single card whose format
is presented in Table 2. The program accepts two other input
formats. The parameter card is followed by an unspecified
number of. title cards which are followed by an unspecified
number of network link cards. The format of the title cards
is presented in Table 2. The; link card format is presented
in Table 1. Lxamplcr, of title plotting and network plotting
symbols are presented in Figure 8.
25
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TABLE 2. NETWORK PLOT PROGRAM CARD FORMAT
CARD
TYPE
Parameter
COLUMNS
CONTENT
Title
Link
1 Card ID
2-5 Plot Scale
6-14 X Coordinate of S/W Corner of Map
15-23 Y Coordinate of S/W Corner
24-25 Height of Node Square
26-27 Length of Arrowhead
28-29 Link Distance below which Arrowhead
Plotting will be Inhibited
30-33 Map Sheet Number
1 Card ID
2-3 Height of Plotted Letters
4-12 X Coordinate of Lower Left Corner
of First Letter
13-21 Y Coordinate of Lower Left Corner
22-23 Number of Letters in Title
24-79 Text of Title
(See Table 1)
REMARKS
In ft per in.
In ft
In ft
In hundredths
of an in.
In hundredths
of an in.;
zero inhibits
arrowhead
plotting
In hundredths
of an in.
If blank or
zero, all links
are plotted
II mil
In hundredths
of an in.
In ft
Including blanks
26
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The program produces plotter commands and a listing of
the network links. The listing is illustrated in Figure 9.
The input parameter and the plotted title are presented at
the top of the listing. The DIR column indicates one-way
or two-way links, the PLOT column indicates whether a link was
plotted (Y) or not plotted (N) based on a test of the map
sheet number.
The plotter commands are written on a magnetic tape.
This tape is then read by a NOVA computer which drives a
Gerber plotter. The NOVA program accepts all plotter commands
generated by the System 360 plot subroutines. The NOVA
program is written in assembly language.
27
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LMAKItK IV
EVALUATION OF THE AUTOMATED METHOD
FEASIBILITY TEST
As a first step in the evaluation of the automated
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WICHITA FALLS FEASIBILITY TEST AREA
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TABLE 3. COSTS AND TIMES FOR DIGITIZING A COLLECTION NETWORK
ITEM
Number of nodes
Number of links
ODESSA
PILOT TEST
853
1472
WICHITA FALLS
PROJECTION
6000
10000
Node digitizing time
Node plotting time
Link digitizing time
Total network time
4.17 hr
0.50 hr
17.25 hr
21.92 hr
29.33 hr *
3.50 hr *
117.22 hr *
150.05 hr
Digitizing time per node
Plotting time per node
Digitizing time per link
17.6 sec
2.1 sec
42.2 sec
17.6 sec
2 .1 sec
42.2 sec
Node digitizing cost (at $21/hr) $87.50
Node plotting cost (at $76/hr) $38.00
Link digitizing cost (at $21/hr & $8/hr) $294.00
Total network cost $419.50
$618.00**
$270.00**
$2000.00**
$2888.00
Digitizing cost per node
Plotting cost per node
Digitizing cost per link
10. 3C
4.5C
20.0$
10. 3C
4.5C
20. 0£
* Projections based on average time per link and per node.
** Projections based on average cost per link and per node.
31
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in Table 3 should then be applicable rates for a larger network
of multiple map sheets. The rightmost column of Table 3 presents
time and cost projections for the City of Wichita Falls (10,000
links and 6,000 nodes).
Total work hours are estimated to be 150 hours, or a little
less than one man-month. Total cost is estimated to be $3,000.
Add to this:
Approximately one man-month (at $1,000/month) for preparing
base maps (step 1 of Chapter II)
Approximately one man-month (at $1,000/month) for validating
and correcting data (steps 6 and 7 of Chapter II)
Approximately $500.00 for computer time and plotter time in
step 5
The estimated total cost for digitizing and validating the
street and alley system of a city the size of Wichita Falls is
$5,500. The estimated total effort is three man-months. The
estimated project calendar time is three months.
MANUAL PROCEDURES
In a previous study, the street and alley network of the
City of Wichita Falls was coded using manual procedures. This
effort is described in pages 7-11 of Volume I of the June, 1971
Final Report of Project G06-EC-00135. Coding and validating
the Wichita Falls network using manual procedures required about
two man-years at a cost of approximately $25,000. Calendar time
for the effort was about one year although coding errors are
still occasionally discovered. With experience gained-on the
Wichita Falls effort, the project team estimates that a future
network of similar size could be coded and validated manually
in about nine months at a cost of $20,000.
CONCLUSIONS
The automated procedures for coding a street and alley
network have been tested and found feasible. Comparing the
automated procedures and the manual procedures for network
coding and validation, the evaluation is as follows:
The automated procedure requires about 1/8 of the effort
The automated procedure is about 1/4 as costly
The automated procedure results in significantly fewor errors
in the completed network
Thus, on the basis of this comparison, the automated procedures
are more cost-effective than the manual procedures used
previously.
32
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It is the conclusion of this study and the recommendation
of the project team that the automated procedures form an
economic and effective mfethod of coding a street network.
The project team further concludes that the benefits of a
coded network to a solid waste administrator far outweigh
the cost of automated network coding. Some of the
beneficial products of the network are presented in Sections
Two and Three of this volume.
33
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SECTION TWO
AUTOMATED TECHNIQUES FOR SELECTING AN EFFICIENT
COLLECTION ROUTE AND BALANCING ROUTE ASSIGNMENTS
-------
CHAPTER I
IJTMDUCTIO.I
Productivity in solid waste collection depends on the efficiency
and balance of collection routes. Efficient, well-balanced collection
routes minimize non-collection and delay times, and provide for an
equitable distribution of workload among collection crews. Automated
techniques which have been developed during the course of this study
for designing efficient, well-balanced collection routes are presented
in this section.
The automated techniques constitutes a.heuristic-deterministic
approach as defined by Shuster and Schur. ^' However, used in
conjunction with the automated network coding techniques presented
in Section One, the disadvantage of costly, time-consuming, error-
prone data preparation normally associated with the heuristic-
deterministic approach does not exist. Consequently, the advantages
of computer analysis can be more economically realized in collection
route design.
Also, the computer programs used are based on manual procedures
that are easily understood by solid waste managers. Thus, this
particular heuristic-deterministic approach should not mystify the
routing problem. Instead, it enables solid waste managers to more
readily consider the impact of changes in collection systems and
conditions or. routing.
The automated routing techniques developed are utilized in a
two-phase, route design procedure as follows:
Route selection
Route evaluation
During route selection, an efficient continuous route through a
collection network is found. Then, during route evaluation, the
contiruous route is divided into efficient, well-balanced collection
routes. The objectives, data requirements, procedures, computer
programs, and demonstration of these phases are discussed in this
section. Route selection is presented in Chapter II, and route
evaluation in Chapter III.
35
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ROUTE SELECTION
OBJECTIVE
The objective of route selection is to find a continuous route
through a collection network that minimizes non-collection time
and certain delay times. The route selection procedure determines
a single continuous route that, includes all collection links and
a minimum of non-collection links. In addition, it prohibits or
limits the necessity of certain delay causing manuevers such as
left turns, U-turns, and backing. The continuity of the route
selected facilitates route evaluation and implementation.
NETWORK DATA REQUIREMENTS
The route selection procedure requires a computer readable
geographic coded network. The required network data is a deck of
.1 ink cards that describes each link in the collection network. The
following data are needed for each link:
A node ID and X-Y coordinates
B node ID and X-Y coordinates
Link distance
Link direction (1 = one-way; 2 = two-way)
Link surface (1 = paved; 2 = unpaved)
Link class (1 = street; 2 = alley)
Collection type (1 = one-side; 2 = two-side)
Network area (collection area of the city)
Number of residential units
These data are provided by the automated network coding techniques
presented in Section One. However, if the network .data is not
prepared using the automated network coding techniques, the network
data should be edited to ensure that:
The network is closed.
There arc not any duplicate node ID's.
Data fields are correct.
The link card format for these data is the same as that shown in
Table- 1 of Sec I j on One:.
36
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PROCEDURE
The route selection procedure, which finds an efficient
continuous route through a collection network, consists of the
following steps:
(1) The link cards which define the collection network are sorted
by network area. Network areas are collection areas of a
city that are designated in the first step of the automated
network coding procedure described in Section One. The
collection network of a city is divided into collection areas
that conform to man-made and natural network barriers such
as major streets, expressways, railroads, parks, open spaces,
rivers, lakes, gullies, hills, and mountains. This division
of the collection network helps to ensure that:
Routes will be compact and not fragmented or overlapping.
Route crossings of network barriers will be minimized.
Extremely long and unnecessary non-collection distances will
be avoided.
In addition, division of the collection network into collection
areas can significantly reduce the computer time required by
the route selection program, because its run time varies
exponentially with the number of links in the network being
processed. Experience in Wichita Falls indicates that excessive
run times can be avoided if the number of links in a network
is less than 3000. The division of the Wichita Falls collection
network is shown in Figure 12.
(2) The link cards of each network area are edited to ensure that
each network is closed.
(3) Each set of network area link cards is input to the route
selection program to find an efficient continuous route through
each network area. The route selection program outputs a
description of a continuous route in the form of a route deck
composed of the appropriate sequence of link cards each
containing the following link data:
A node ID
n node TD
Link type indication (blank = collection; N = non-collection)
The route deck together with the original set of link cards is
input to a computer program that produces a new continuous
route deck composed of the appropriate sequence of link cards
each containing the original link card data shown in Table 1 of
Section One.
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However, before the continuous routes can be selected for
each network area, the beginning point for each route must be
specified as input to the route selection program. Since the
continuous routes selected are to be tied together to form one
continuous route for the entire collection network, the location
of beginning points depends on the order in which the individual
collection routes are to be combined. A knowledge of the
particular collection network and system involved together
with routing heuristics are used by the route designer to
determine an order for combining these routes that would yield
a single efficient continuous route. The following routing
heuristics listed by Shuster and Schur^' are applicable in
determining such an order:
The route should not be fragmented, but compact.
The route should be started as close to the headquarters
as possible, taking into account heavily traveled and
one-way streets.
Heavily traveled streets should not be collected during
rush hours.
It is best to start the route near the upper end of a
ono-way street, working down it through the looping process.
When practical, steep hills should be collected on both
sides of the street, working downhill.
Higher elevations should be at the start of the route.
For two-side collection, it is generally best to route with
long, straight paths across the network before looping.
Thus, the beginning points are usually located on boundaries
between network areas which are to contain adjacent segments of
the overall continuous route. Although the choice of a beginning
point can affect the amount of non-collection distance in the
continuous route selected, this effect is normally of secondary
significance in comparison to the impact of the practical
considerations referred to above.
(4) The continuous route deck of each network area is input to
the plot program, described in Section One, to plot the con-
tinuous route selected for each network area on a map overlay.
The map overlay is then superimposed on a street network map
and readily checked for any illogical wandering or doubling
back. Manual adjustments are easily made to the continuous
route by removing the unnecessary non-collection links from
40
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the route deck and modifying the link sequence accordingly.
A plot of the continuous route selected for one ol the- network
areas in Wichita Falls in shown in Figure 13.
(5) The continuous routes are combined into one continuous route
for the entire collection network. Usually the ending point
of one continuous route does not coincide with the beginning
point specified previously of the continuous route which is
to follow. If it does, the route decks of the two routes are
simply added together in the proper sequence. If it does not,
manual adjustments to the route decks are necessary in order
to change the ending point and/or beginning point so that they
do coincide. These adjustments merely involve adding, removing,
and/or rearranging a few link cards. Once the route decks
have been adjusted, they are added together in proper sequence
to form the route deck of a single continuous route.
If the discrepancy between the locations of the ending
point of one route and the beginning point of the following
route is believed to be too great for ready manual adjustment,
steps 3 and 4 of this procedure can be repeated for the network
area in question using a more appropriate beginning point.
However, this is normally not necessary because the manual
adjustments required are usually minor.
(6) The single continuous route deck is input to the plot program
to plot the single continuous route on a map overlay. The map
overlay is superimposed on a street network map for final
review. Desired revisions are made on the map and to the
route deck accordingly.
The route selection procedure is presented graphically in Figure 14,
which conforms to the computer-route-selection block of the general"
ized graphic presented in Figure 1 of Section One.
i ROUTE SELECTION PROGRAM
j
L.
The route selection program is the computer program used to
find an efficient continuous route through a collection network.
i^, It was written as part oi the original Wichita Falls solid waste
study, and it is described in that study's final report. '
1 Initially, the route selection program was designed to simply
select a path through a collection network that passes over all
collection links at least once and contains a minimum of non-
I
L
L
collection distance. However, it has since been modified to
41
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42
-------
IT'^rfc ??$£?- :T""'' " I ! v "' '
jj, . I I7" 1>-M- ' r ' : i. ;, a 3i
CONTINUOUS ROUTE PLOT FOR A
NETWORK AREA IN WICHITA FALLS
Figure 13
PINNEIL ANDERSON - WILSHIRE AND ASSOCIATES, INC.
43
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© 0
45
L
-------
pcuiaiL u vwicu-j raiHji> of route sclfcLJon ciitoria to be used.
1'hc additional critfi La are intended to enable the route
selection program to not only minimize non-collection distance,
but also minimize potential delays due to left-turn, L-turn,
and backing maneuvers.
The additional route selection criteria incorporated into the
route selection program are the following:
If there is a choice between two or more collection links and
one is a dead-end link, always collect the dead-end link first.
Avoid U-turns if possible.
If there is a choice between two or more collection links, the
one selected depends on the run option and link option specified.
The run and link options available are as follows:
Run options:
Always choose a street first.
Always choose an alley first.
Always choose a link of the same class as the preceding link.
Always choose the shortest or longest link, depending on
the link option chosen, regardless of link class.
Link options:
Always choose the shortest link of the class specified by
the run option chosen.
Always choose the longest link of the class specified by
the run option chosen. '
The run and link options chosen are input to the route selection
program on a control card. Also on the control card are the
identification numbers of the node at which the continuous route
is to start and the network area. The control card format is
shown in Table 4. Thus, the inputs to the route selection program
consist of the control card followed by the link cards of the network
area. (The link card format is shown in Table 1 of Section One).
Several runs of the route selection program were made in
Wichita Falls with various combinations of run and link options.
In every case, the specification of the shortest-link, link option
resulted in continuous routes with less non-collection distance than
when the longest-link, link option was specified. In general, the
combination of run and link options which resulted in the most
efficient routes was"always choose the shortest collection link
regardless of link class." However, in network areas with nearly
all street collection and very little alley collection, it was
better to always choose the shortest alley. Therefore, the choice
run option should take into accbtl|it the link class of the collection
links in the network area. '":*£>
46
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TABLL; 4. INPUT DATA CONTROL CARD FORMAT
FOR ROUTE SELECTION PROGRAM
CARD COLS. DA'J'A
l-'j Starting node ID number
8 Run option {S - always choose a street first;
A - always choose an alley first; L - always
choose a link of the same class as the preceding
link; blank - always choose the shortest or
longest link, depending on the link option
chosen, regardless of link class)
] 0 I, ink option (S - <»Jways ciioo.sc: the shortor.t
link ol tho el;iss ^-specified by the run opt. ion
raosfii; L. - uJwriy.s choose the Longest link of
the class specified by the run option chor.en)
12-14 Network area ID number
16 Punch option (P - printed and punched output
of continuous route description; blank -
printed output of continuous route description)
47
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ROUTE SELECTION DEMONSTRATION
The route selection procedure was tested on a collection
area in Odessa, Texas, and was used to establish a continuous
collection route for the satire city of Wichita Falls. The
xesuits G£ these applications of the route selection procedure
are briefly discussed in the reKsainder of this chapter.
The collection area in Odessa used to test the automated
network coding techniques was also used to test the route
selection procedure. This area, which is shown in Figure 4 of
Section One, contained 853 nodes and 2785 links, and it encom-
passed about J/6 of the city. Since the area is not divided
by any man-made or natural barriers, it was processed as a
single network area. The link cards were prepared using the
automated network coding techniques.
Two runs of the route selection program were made. The
same beginning point was used in both runs. However, in the
first run (Run 1) , the run and link options used were to "always
choose the longest link regardless of link class." And in the
second run (Run 2) , the run and link options used were to "always
cnoose the shortest link regardless of link class."
A comparison of the mileage of the two routes selected and
the existing route in the area is shown in Table 5. The computer
selected routes contain about 10 miles less non-collection
distance than the existing route contains. And, the non-collection
distance of the route selected in Run 2 is about 1.5 miles less
than that of the route selection in Run 1. Thus, the shortest-
link, link option yielded a more efficient route than did the !
longast"link, link option, which agrees with results of Other "*
runs in Wichita Falls discussed in another report. '*)
j
Wichita Falls J
As discussed previously, the collection network in Wichita
Falls was divided into 13 network areas shown in Figure 12. The
route selection procedure was used to find an efficient continuous
route for the entire city.
A mileage comparison between the continuous route selected
and the 40 existing routes, which were determined manually, is
shown in Table 6. The continuous route has over 100 miles less
nor,- col lection distance than do the existing routes. Solid waste
is collected twice a week in Wichita Falls. Therefore,
implementation of the continuous route selected would result in
200 miles per week less travel on collection routes by collection
crews .
48
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TABLE 5. ODESSA COLLECTION ROUTE MILEAGE COMPARISON
Uoutr
Existing
Run 1
Run
Collection Distance
mier;
28.2
28.2
28.2
Percent
51
62
64
^on-Collection Distance
Miles
26.8
17.5
16.1
Percent
49
38
36
Total Distance
Mi Ics
55.0
45.7
44.3
TABLE 6. WICHITA FALLS COLLECTION ROUTE MILEAGE COMPARISON
Route
Existing
Continuous
Collection Distance
Miles
287.5
287.5
Percent
54
68
Non-Collection Distance
Miles
240.8
138.3
Percent
46
32
Total Distance
Miles
528.3
425.8
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In Wichita Falls, the average fuel consumption rate and the
average non-collection speed on collection routes have been
found to be equal to 5 gallons per mile and 12.5 miles per hour,
respectively. Therefore, the 200 miles per week reduction
translates into a savings of 40 gallons of fuel per week and
16 collection-crew hours per week. The 16 collection-crew
hours is equivalent to 2 collection-crew days or one collection
route. Also, additional collection-crew time savings would
probably be realized because it is likely tnat the continuous
route selected requires fewer left-turn, U-turn, and backing
n.uneuvcrs than do the existing routes.
CONCLUSIONS
The route selection procedure described in this chapter
lias consistently selected continuous collection routes that
contain considerably less non-collection distance than do
existing, manually selected routes. Also, the routes it has
selected contain a minimum of delay causing maneuvers such as
left-turns, U-turns, and backing. However, this route selection
procedure does not guarantee the selection of the most efficient
route. But instead, it provides a rational, economical method
of designing collection routes that will be as efficient, and
usually more efficient, tnan tnose that are designed manually.
In .uld i t. i on , I,he con! inuou:; route1 provided by this
pi oci'duro f'.ie il i t.ut«.:hi the ut i I i/.ution of automated techniques
£or route evaluation or balancing. Tnus, equitable collection
route assignments can be readily determined to account for
seasonal variations in workload and changes in collection
systems. Also, the route deck of the continuous route can
easily be adjusted to incorporate changes in the collection
network and consequently enable timely evaluation of collection
route assignments.
The automated techniques for route evaluation developed in
this study are discussed in the next chapter.
50
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CHAPTER 111
ROUTE EVALUATION
OBJECTIVE
The objective of route evaluation is optimum utilization of
collection resources. Route evaluation is intended to equitably
distribute the solid waste collection workload among collection
crews. Thus, the route evaluation procedure is used to divide the
efficient continuous collection route determined by route selection
into efficient, well-balanced collection route assignments.
ROUTE DATA REQUIREMENTS
The route evaluation procedure requires a computer readable
description of a continuous collection route. The required route
data is a deck of link cards that describes in sequence each link
of the continuous route. The following data are required for each
link:
A node ID and X-Y coordinates
B node ID and X-Y coordinates
Link distance
Number of residential units
Average floor area per residential unit
Average number of persons per residential unit
Average income per residential unit
Number of carry-outs
Carry-out class (based on distance from curb)
Sequence number
These data are provided as output from the route selection procedure
presented in Chapter II. However, if the route data deck is
prepared by other means, it should be edited to ensure that the
route is continuous and that the data fields are complete and
correct. The link card format for these data is the same as that
shown in Table 1 of Section One , with the link sequence number
in card columns 76-80.
PROCEDURE
The route evaluation procedure, which divides a continuous
collection route into well-balanced collection route assignments,
consists of tho following steps:
51
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(1) The values of the collection system parameters and environ-
mental factors are determined. These data define the collection
conditions under which the continuous route is to be evaluated.
The collection system parameters to be specified are the following:
Collection vehicle capacity
Length of collection day
Minimum time left in collection day to allow collection
vehicle to begin to collect another load
Average collection vehicle travel time to and from disposal
site between loads; or in the case oT a container-train
system, average waiting and dumping time of train between
loads
And, the environmental factors to be specified are the following:
Month of the year
Number of days since- the last collection
a Weather coefficient which indicates the degree to which
the collection operation is hampered by adverse weather
condit ions
Thus, the route evaluation procedure can be applied to determine
equitable collection route assignments for a wide variety of
collection conditions.
(2) The route data deck and the collection conditions are input to
the route evaluation program. The route evaluation program
determines the number of collection route assignments in the
continuous collection route. And, for each assignment, it
computes the amount of solid waste to be collected, the time
required, and the points on the continuous route at which
the assignment begins and ends. In addition, the route
evaluation program summarizes the link data descriptions of
the links contained within each assignment.
(3) The points at which each collection route assignment begins
and ends are plotted on the map overlay of the continuous
collection route prepared in the route selection procedure
described in Chapter II.
(4) The route assignments plot and the route evaluation program
output are reviewed to determine the rationality of the route
assignments. Tt may be desirable to make minor adjustments
lo the beginning and ending points of some route asniqnmontn
in ordor to improve- the routf aH.siqnmonts as to] lows:
52
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1
L
Eliminate non-collection links at the beginning and end of
route assignments
Increase compactness of route assignments
Avoid crossing network barriers within route assignments
Refine workload balance between adjacent route assignments
The adjusted route assignments are plotted on a map overlay
of the continuous route. However, if major adjustments are
indicated, the impact of system parameters on route assignments
should be considered. In other words, changes in the collection
system may be necessary to achieve well-balanced route assignments.
(5) The plot of the adjusted route assignments is reviewed to
determine the better direction of travel by a collection vehicle
on the continuous route within each route assignment. If the
better direction of travel corresponds to that indicated by the
beginning and ending points of the route assignment, no action
is taken. However, if the opposite direction is the better
direction of travel, then the route assignment's link sequence
is reversed. The selection of the better direction of travel
is based on a knowledge of the particular collection network
involved and the heuristics of routing used in step 3 of the
route selection procedure described in Chapter II.
(6) The route data deck is sorted according to adjusted route
assignments into route assignment link card decks. Each route
assignment deck is input to the plot program to produce a
map overlay of each route assignment. Each map overlay is
superimposed on a street and alley map to provide a route map
for each route assignment.
The route evaluation procedure is presented graphically in Figure 15,
which conforms to the computer collection assignment block of the
generalized graphic presented in Figure 1 of Section One.
ROUTE EVALUATION PROGRAM
The route evaluation program is the computer program used to
divide a continuous collection route into well-balanced, collection
route assignments. It was written as a part of the original
Wichita Falls solid waste study, and it is described in that
study's final report.
L
L
53
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O
UJ
O
O
g m
jS"3 S
1O 0 O
T
O
54
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Inputs
Inputs to the route evaluation program consist of the
following:
Run identification card (see Table 7)
Collection conditions card (see Table 8)
Continuous route data cards (see Table 1)
The formats of these cards are presented in the tables referenced
above.
The original route evaluation program did not consider the
following factors in predicting the workload along a collection
route:
Number of persons per residential unit
Income per residential unit
Number and class of carry-outs
However, the results of subsequent studies in Wichita Falls have
indicated that:
The amount of solid waste generated along a route is affected
by the number of persons and average income of the residential
units on the route.
The time required to complete a route is affected by the number
and class of carry-outs on the route.
Therefore, the original route evaluation program has been modified
to accept a more detailed description of the collection route which
includes these factors.
Outputs
Outputs of the route evaluation program consists of a series
of load, collection vehicle, and route summaries. The original
route evaluation program has been modified to provide summaries
which contain the following information for each load, collection
vehicle or route assignment, and the entire continuous route:
Identification of beginning and ending points
Amount of solid waste collected
Total time roquired
Total collection and non-collection distances
Total number of residential units served
Average floor area, average number of persons, and average
income per residential unit served
Total number of each class of carry-out served
55
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TABLE 7. RUN IDENTIFICATION CARD FORMAT
CARD COLS.
1-40
41-44
45-64
DATA
City
Run ID number
Date
TABLE 8. COLLECTION CONDITIONS CARD FORMAT
CARD COI.S.
1-0
7-8
9-10
11-14
19-22
23-26
DATA
Collection vehicle capacity (pounds)
Month of year (l=Jan.; 2=Feb., etc.)
Number of days since the last collection
(1=3 days, 2=4 days)
Weather coefficient (1.00 indicates dry
wcathc-r conditions. Other weatner
conditions can be defined and specified
as less than 1.00 to provide a range of
conditions from extremely wet to dry)
Length of collection day (hours)
Average travel time to and from disposal
site plus dump time between loads; or
average waiting and dumping time between
loads (hours)
Minimum allowable time left in collection
day to start another load (hours)
56
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Examples of these summaries are shown in Figures 16, 17, and 18.
The original route evaluation program has also been revised
to output a summary data card for each route assignment which
contains the same information that it prints in the route's
collection vehicle, or route assignment, summary. These cards
can be input to a computer program that prints these data in the
summary report format shown in Figure 19. This summary report
facilitates review of the route assignments.
Applications
The most obvious use of the route evaluation program is to
determine equitable route assignments for a continuous collection
route under a given set of collection conditions. However, because
the route evaluation program accounts for the effects of changes in
values of collection system parameters and environmental factors,
it also has some other applications.
The route evaluation program considers the effects of changes
in the following environmental factors:
Month of the year
Number of days since last collection
Weather conditions
Therefore, for a given continuous collection route and collection
system, the route evaluation program can be used to develop an
optimal route assignment strategy for seasonal or daily variations
in collection workload due to these factors.
In a similar manner, the route evaluation program can be used
to determine the effects of collection system parameters on route
assignments. Consequently, for a given continuous route and set
of environmental factor values, the route evaluation program can
provide a basis for selecting the best collection system parameter
values (e.g., optimum collection vehicle capacity or optimum length
of collection day).
The following collection vehicle performance characteristics
are used in the route ovaluation program to compute tho time
required to complete a collection route assignment:
Non-collection speeds
Collection times per residential unit
Collection times per carry-out for each carry-out class
57
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LOAD NO. 1, TRAIN NO. 11
START COLLECTION NODE NO. 41680 (SEQ. NO. 19530)
END COLLECTION NODE NO. 26243 (SEQ. NO. 20360)
AMOUNT OF SOLID WASTE COLLECTED 3613 LBS.
COLLECTION TIME 1.36 HRS
WAITING AND DUMPING TIME 0.25 HRS
COLLECTION DISTANCE 2.79 MILES
NON-COLLECTION DISTANCE 2.55 MILES
NO. OF RESIDENTIAL UNITS SERVED 143
AVG. FLOOR AREA PER RESID. UNIT SERVED 949 SQ.FT.
AVG. MO. OF PEOPLE PER RESID. UNIT SERVED 2.3
AVG. INCOME PER RESID. UNIT SERVED $5435.
NO. OF TYPE-ONE CARRY OUTS 2
NO. OF TYPE-TWO CARRY OUTS 0
NO. OF TYPE-THREE CARRY OUTS 0
TOTAL CUMULATIVE TIME 1.61
COLLECTION TERMINATED ON TRAIN CAPACITY
LOAD NO. 2, TRAIN MO. 11
::::x x:::::::: x::::x x x:::::: x:: x::x:: x
START COLLECTION NODE NO. 26243 CSEQ. NO. 20370)
END COLLECTION NODE NO. 25433 (SEQ. NO. 21270)
AMOUNT OF SOLID WASTE COLLECTED 3619 LBS
COLLECTION TIME 1.45 HRS
WAITING AND DUMPING TIME 0.25 HRS
COLLECTION DISTANCE 2.05 MILES
NON-COLLECTION DISTANCE 2.34 MILES
NO. OF RESIDENTIAL UNITS SERVED 159
AVG. FLOOR AREA PER RESID. UNIT SERVED 944 SQ.FT.
AVG. NO. OF PEOPLE PER RESID. UNIT SERVED 2.1
AVG. INCOME PER RESID. UNIT SERVED $5192.
NO. OF TYPE-ONE CARRY OUTS 0
NO. OF TYPE-TWO CARRY OUTS 4
NO. OF TYPE-THREE CARRY OUTS 0
TOTAL CUMULATIVE TIME 3.31 HRS
COLLECTION TERMINATED ON TRAIN CAPACITY
ROUTE EVALUATION PROGRAM OUTPUT - LOAD SUMMARY
Figure 16
58
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SUMMARY - TRAIN NO. 11
x x x x x x:: x x x x x x x:: x x x x x x x
START COLLECTION NODE NO. 41680 (SEQ. NO. 19530)
END COLLECTION NODE 37922 (SEQ. 22460)
TOTAL AMOUNT OF SOLID WASTE COLLECTED 20509 LBS
TOTAL CUMULATIVE TIME 8.10 HRS
TOTAL COLLECTION DISTANCE 9.54 MILES
TOTAL NON-COLLECTION DISTANCE 7.12 MILES
TOTAL NO. OF RESIDENTIAL UNITS SERVED 807
AVG. FLOOR AREA PER RESID. UNIT SERVED 1193 SQ.FT
AVG. NO. OF PEOPLE PER RESID. UNIT SERVED 1.9
AVG. INCOME PER RESID. UNIT SERVED $5640.
TOTAL NO. OF TYPE-ONE CARRY OUTS 2
TOTAL NO. OF TYPE-TWO CARRY OUTS 7
TOTAL NO. OF TYPE-THREE CARRY OUTS 0
ROUTE EVALUATION PROGRAM OUTPUT - COLLECTION VEHICLE SUMMARY
Figure 17
59
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ROUTE SUMMARY
START (.OLI.F.CTION NODE NO. 22918 (STQ. NO. 0)
END COLLECTION NODE NO. 15649 (SEQ. NO. 58630)
TOTAL AMOUNT OF SOLID WASTE COLLECTED 860930 IBS
TOTAL CUMULATIVE TIME 316.07 MRS
TOTAL COLLECTION DISTANCE 287.51 MILES
TOTAL NON-COLLECTION DISTANCE 138.31 MILES
TOTAL NO. OF RESIDENTIAL UNITS SERVED 28279
AVG. FLOOR AREA PER RESID. UNIT SERVED 1178 SQ.FT.
AVG. NO. OF PEOPLE PER RESID. UNIT SERVED 2.5
AVG. INCOME PER RESID. UNIT SERVED $9579.
TOTAL NO. OF TYPE-ONE CARRY OUTS 136
TOTAL NO. OF TYPE-TWO CARRY OUTS 744
TOTAL NO. OF TYPE-THREE CARRY OUTS 696
NO. OF TRAINS REQUIRED . 40
60
ROUTE EVALUATION PROGRAM OUTPUT - ROUTE SUMMARY
Figure 18
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The values used for these variables in the route evaluation program
are for the container-train system in Wichita Falls. However, the
route evaluation program could easily be modified to include values
of these performance characteristics for other types of collection
systems. If such a revision was made, the route evaluation program
could determine collection route assignments for the various types
of collection systems. And thus, it could be used to provide a
basis ior selecting the best type of collection system for a given
continuous collection route and set of environmental conditions.
ROUTE EVALUATION DEMONSTRATION
The route evaluation procedure was demonstrated using the
continuous collection route selected for Wichita Falls. It was
used to assign balanced collection routes to the trains of the
container-train system currently being used in Wichita Falls. Also,
the route evaluation program was used to illustrate the impact on
collection workload of various changes in the collection conditions
in Wichita Falls.
Route Assignments
The residential solid waste collection system in Wichita Falls
is a container-train system. It is composed of 20 trains and 5
container transfer vehicles which are organized into 5 convoys.
Kach convoy consists of a container transfer vehicle assigned to
A trains. The trains collect the solid waste from the residential
units. And, the container transfer vehicle dumps the trains on
their routes when they become full and hauls the solid waste to
the disposal site.
In Wichita Falls, solid waste is collected on a residential
collection route twice a week: either on Monday and Thursday or
Tuesday and Friday. Each train is assigned two collection routes:
a Monday-Thursday route and a Tuesday-Friday route. Therefore,
there are 40 collection route assignments in Wichita Falls.
The existing route assignments were made manually in 1968.
At that time, an effort was made to balance the routes on the basis
of a subjective estimate of workload. In addition, an attempt
was made to lay out the routes of the convoys so as to minimize
the travel of the container transfer vehicles. Consequently, the
train routes of a convoy are usually overlapping.
62
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Today, the performance of the collection crews indicates that
these routes are not balanced. Some crews complete their routes
in 4 to 5 hours while other crews need 8 to 9 hours to complete
theirs. Of course, because of changes that have occurred in the
residential areas, the fact that the routes are not balanced is
not surprising. New residential developments and population shifts
have increased the amount of solid waste generated in some areas
and reduced It in others. Also, the alley paving program conducted
by Wichita Falls since 196B has reduced the workload in areas
where alleys have been paved. And other changes affecting workload
could probably be cited.
Therefore, the route evaluation procedure was used to determine
40, well-balanced, collection route assignments for the 20 trains
in Wichita Falls. The route deck for the continuous route selected
for Wichita Falls was input to the route evaluation program together
with the following collection conditions:
Collection vehicle capacity 3600 pounds
Length of collection day 8.0 hours
Minimum allowable time left in collection
day to start another load 45 minutes
Average waiting and dumping time 15 minutes
Month of the year June
Number of days since the last collection 4
Weather coefficient 1.00
Four days since the last collection (Monday or Tuesday collection)
in June is representative of heavy workload conditions in Wichita Falls.
The collection route assignment summary report output by the
route evaluation program is shown in Figure 19. It is evident that
the route assignments indicated in this output are reasonably
well-balanced. The time required by most of these assignments is
about 8 hours. Minor manual adjustments to these assignments were
made to eliminate unnecessary non-collection distance at the
beginning and end ot" some aasignments and to refine the workload
balance between adjacent assignments. These adjusted route assign-
ments are shown in Figure 20.
It should be noted that the route assignments are balanced on
the basis of time required to complete them. And, the time
required to complete them is not merely a function of the number
of residential units served, but also depends on the following
factors:
Collection and non-collection distances traveled
Number and class of carry-outs served
63
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Amount of solid waste collected, which is a function of
characteristics of the residential units served such as floor
area, number of persons, and income
The route evaluation procedure enables the effects of these factors
to be considered.
Impact of Collection Conditions
The route evaluation program was used to compute the impact
on the continuous collection route workload of various changes in
collection conditions in Wichita Falls. The following is a
summary of the changes considered and their workload impact:
If carry-out service was eliminated, the total workload would
be reduced by about 32 hours. For an 8-hour collection day,
this 32 hours reduction is equivalent to 4 route assignments.
Thus, the total number of 8~hour, collection route assignments
required by the continuous collection route would be reduced
from 40 to 36. And, for twice-a-week collection, this is
equivalent to a reduction in number of trains required of 2,
from 20 to 18 trains.
If the workloads of the container transfer vehicles were better
balanced and/or if the location of disposal sites were more
convenient, it might be possible to reduce the average waiting
and dumping time of trains between loads. If this time was
reduced by 5 minutes, the total workload would be reduced by
about 16 hours. For an 8-hour collection day, this 16 hours
reduction is equivalent to 2 route assignments. And, for
twice-a-week collection, this is equivalent to a reduction in
number of trains required of 1.
If the trains were replaced by packer trucks with a capacity of
14,000 pounds, the total workload would be reduced by nearly
48 hours. Thus, for an 8-hour collection day, twice-a-week
collection, this means that it would take 17 packer trucks to
replace the 20 trains. (To simulate packer truck travel to and
from the disposal site between loads, an average time of 45
minutes was used for the average waiting and dumping time.
Also, it was assumed that the collection rates of the packer
trucks were the same as those of the trains. Therefore, the
effect of capacity was the primary factor considered in this
particular route evaluation.)
If a 4-day work week was instituted in Wichita Falls, the length
of the collection day would be 10 hours. And, for a 10-hour
collection day, 32 collection route assignments would be required.
Thus, for twice-a-week collection, a 4-day work week would enable
a reduction of 4 trains, from 20 to 16.
67
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J
j
These examples illustrate the uae of the route evaluation program
as a means to evaluate tha effects of certain changes in the solid
waste collection system- and thus, serve as a solid waste collection
management tool.
CONCLUSIONS
The route evaluation procedure described in this section is
an effective means of balancing collection routes. In conjuntion
with the automated network coding techniques and the route selection
procedure, it forms an economical method for designing efficient,
well-balanced collection routes.
68
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SECTION TWO
REFERENCES
1. Shuster, Kenneth A. and Dennis A. Schur, Heuristic Routing For
Solid Waste Collection Vehicles, Pulication (SW-113), U . S .
Environmental Protection Agency, 1974.
2. Systems Analysis Study Of The Container - Train Method Of Solid
Waste Collection And Disposal: Route Selection And Evaluation,
Final Report, Vol.II, Solid Waste Collection and Disposal
Demonstration Project, Grant No. G06-EC-00135, June, 1971.
69
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SECTION THREE
SOLID WASTE MANAGEMENT
INFORMATION SYSTEM
-------
CHAPTER I
INTRODUCTION
This section presents a description of the computer augmented
management information system developed for the Solid Waste* Division.
The system provides accurate and timely information for use in
effective allocation and control of the Division's resources.
An earlier information system, used in support of research as
well as for management control, provided detailed weight information
on each dump of each collection trailer. It also provided daily
operational and maintenance cost information on each equipment piece
and daily cost and performance information on each employee. The
system functioned well in support of the research activities, but
buried division managers in a mass of data.
f
The revised information system, described in this section,
provides to the division administrators, on a daily and weekly basis,
only those information elements which are most pertinent to the
management control process.
An overview of the system components is followed by a description
of system inputs and data files. The program logic is presented in
narrative form followed by samples of the management reports produced
by these programs. The final chapter presents guidelines and
procedures for accomplishing the daily data collection on which the
information system depends. This chapter can be detached and
distributed as a users manual.
71
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CHAPTER II
SYSTEM COIIPONEUTS
The information system components and component relationships
are depicted in Figure 21. The system is a two phase process.
During the file maintenance phase, source data cards are read
and two reference data files are breated or modified. The first file
contains descriptive information on each collection vehicle. The
second file contains the route description with one record for each
link of each residential collection route. Fixed container and convoy
routes are each represented by a single record.
The file maintenance programs are run to create the reference
files when the system is initialized. These programs are also run
as needed to modify data elements on the reference files. The
outputs of the file maintenance programs are:
The disk resident route description file
The disk resident equipment roster file
A listing of the equipment rosters, to be used as a reference
document
o A listing of the route description, to be used as a reference
document
A listing of invalid input cards with associated diagnostic
messages
The data collection/reporting phase programs, on a daily basis,
read source data cards containing:
City owned truck, weight and time data collected at the landfill
Private vehicle, weight and data collected at the landfill
Assignment change data (e.g. temporary modification to the city
owned equipment roster)
Equipment breakdown and crew change data
The daily outputs of the data collection/reporting phase
programs are:
Daily control information which is tabulated in summary form and
stored in special purpose records in the reference files
A management report which presents weight, cost, and landfill trip
information for each city owned collection vehicle
73
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c\j
L J:
-------
A management report which presents weight information for
privately owned collection vehicles
A listing of invalid input cards with associated diagnostic
messages
The data collection/reporting phase programs, on a weekly basis,
read tabulated information from the summary portion of the reference
files and produce five management reports. The reports present:
A weekly summary of weight, cost and landfill trip information for
each collection route
A weekly summary of weight, cost and landfill trip information for
each city owned collection vehicle
A weekly summary of weight and landfill information for privately
owned collection vehicles
A weekly summary of breakdown information for each city owned
vehicle
A weekly summary of costs and weight information for each
landfill
In addition to weekly totals, these reports present year-to-date
information on selected data elements.
75
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LHAMhK 111
SYSTEM IJPUTS
Source data cards are read by the information system programs
in five different formats. Route cards and equipment cards are
read by the maintenance phase programs. Landfill cards (city and
private vehicle) and daily exception cards are read by the reporting
phase programs. Each of these data sources is described below.
ROUTE CARDS
Each collection route is described as a set of connected route
segments called links. Each link is identified by a starting point
called an "A node" and an ending point called a "B node". A given
link's B node is the following link's A node. Each link has several
attributes. These attributes are represented as data elements in a
punched card. Each link is represented by one card and each route
by the set of cards corresponding to its links. Link cards in a
route set are in order by the occurrence of the link in the route.
The format of the route link card is shown in Table 9.
Data are also gathered on fixed container and convoy routes.
Route segments are not coded for these routes. Each fixed container
or convoy route is represented in the data file by a single record.
The format of this route card is also shown in Table 9.
CITY EQUIPMENT CARDS
Each city owned vehicle is represented to the system by a single
punched card. The format of this card is shown in Table 9.
CITY VEHICLE LANDFILL CARDS
The information system programs will present control information,
concerning city owned collection vehicles, to management on a daily
basis. The control data collected and presented daily consist of
collection performance data and system cost data. The collection
performance data are collected each time a collection vehicle visits
a landfill. Each visit is represented by one punched card. The
format of this landfill card is shown in Table 10.
I'KWATK VEHICLE LANDFILL CARDS
The information system programs will present cont.ro] information,
concerning privately owned collection vehicles, to management on a
daily basis. These data are collected each timo a private vehiole
visits a landfill. The format of the landfill card is shown in
Table 10.
77
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TABLE 9. INITIALIZATION DATA CARD FORMATS
CARD TYPE
CARD
COLUMNS
CONTENTS
REMARKS
Residential Route
2-6
7-11
12-15
16-18
20-22
23-26
27
28
29-30
74-79
80
Fixed Container Route 16-18
80
Convoy Route
Equipment
16-18
80
1-5
7
9-10
12-13
15
17-21
23-25
26-28
29-33
35-39
41-45
46-50
52-56
58-62
A Node
B Node
Link distance
Route number
Number of residential
units on the link
Map sheet number
Street surface
Street type
Number of containers
Card sequence number
Card type
Route number
C ard type
Route number
Card type
Equipment number
Equipment type
Capacity
Year of purchase
Make
Tare weight
Mon-Thur route
assignment
Tues-Fri route
assignment
Standard daily
personnel costs
Average daily
overhead costs
Average daily
maintenance costs
Convoy daily
personnel costs
Average convoy daily
overhead costs
Average convoy daily
maintenance costs
in feet
001 to 099
l=paved; 2=unpaved
l=street, 2=alley
100-199
'R'
200-299
R'
P»packer;
M=mother truck;
V=private hauler;
T=container train;
A=alley container;
L=land fill equip,
in cubic yards
C=Chevrolet;
F=Ford;
I=International;
D=Dodge; G=GMC;
0=0ther
in pounds
Landfill equipment
assigned to
LF1 or LF2
Dollars and cents
Dollars and cents
Dollars and cents
Dollars and cents
Dollars and cents
Dollars and cents
78
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TABLE 10. OPERATIONAL DATA CARD FORMATS
CARD TYPE
CARD
COLUMNS
CONTENTS
REMARKS
Landfill
Daily exception
1-4
5
6-11
12-16
17-21
22
23-25
26-30
80
1-6
7-11
17
18
19-20
80
Time of day
AM or PM
Date
Equipment number
Gross weight (net wt.
for private vehicles)
Landfill number
Route assigned (if
different from
standard assignment)
Last node collected
(applies to packer
trucks on residential
routes only)
Card type
Date
Equipment number
Short crew indicator
HHMM
A' or 'P'
MMDDYY
priv.haulers=99999
in pounds
route nbr
sequence nbr
'L1
MMDDYY
non-blank=short
crew
Out of service indicator non-blank=out
of service
Hours out of service in hours
Card type 'S'
79
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DAILY EXCEPTION CARDS
System performance data are captured each day. These data
include:
Equipment breakdown records
Deviations from the standard crew size
These data are punched for input to the information system programs.
The format of the daily exception card is shown in Table 10.
80
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CHAPTER IV
SYSTEM DATA FILES
The system utilizes two reference data files. These files are
disk resident and contain information about the equipment and routes
of the Solid Waste Collection System. The files are maintained
(created or updated) by the programs of the maintenance phase.
They are accessed daily by the programs of the data collection/
reporting phase. (See Figure 21.)
MASTER CITY EQUIPMENT DATA FILE (EQUIPREF) ,.
This file contains one record for each piece of city owned
equipment involved in the solid waste collection operation. Each
record contains equipment data plus weekly and yearly statistical
data on equipment performance. The equipment data portion of each
record is essentially the same information as found on the equipment
input cards (see Table 9). The file is organized sequentially and
is in order by equipment number. The file is created and updated
by the Equipment Update program "CSW03O".
MASTER ROUTE DATA FILE (RTEMASTER)
This file contains information about the routes traveled by the
solid waste collection vehicles. For residential routes there is a
record for each route link, while fixed container and convoy routes
are represented by a single record each. The record data elements
are essentially the same as found on the route input cards (see Table 9]
A cumulative residential units field has been added to the residential
route links to assist in the reporting of daily performance. Two
additional link records, with sequence number 999998 and 999999, have
been added to each route to hold the weekly and yearly statistical
data. The file is created with indexed sequential organization and,
thus, individual route links within a specified route may be accessed
directly. Link sequence number and route number form the record key.
Fixed container and convoy route records have a pseudo link number
of zero to complete the key. The file contains approximately 7,000
records. The Master Route Program creates a tape from the existing
file and update cards. This tape is then used to create or rebuild
the file.
TEMPORARY DATA FILES
In addition to the two master data files mentioned above, a
number of temporary working files are necessary to the operation of
the system. These are described as follows:
Hold Old Route and Hold New Route (UTILITY 1. UTILITY 2)These
files are used in the update process of the Master Route Program.
The updated revision of a route is built in the Hold New Route
file while a copy of the route in its original form is built in the
81
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Hold Old Route iile. It no errors are encountered during the
update process, the Hold New Route file is written to the tape.
If errors are found, the tape is built from the Hold Old Route
tile. This interlock mechanism prevents the loss of existing
data through update errors.
Temporary Equipment (TEMPREF)This file is used in many of the
programs in the system when fields pf the equipment records, are
being updated (both data and statistics). In general the
individual equipment records are read from the Master Equipment
file, updated and placed on the Temporary Equipment file. When
all updates are complete, the temporary data is transferred to
the Master file. If errors occur, the transfer is inhibited.
Daily Input (CSWDDATA)This file is a temporary holding area for
the daily JLandfill and exception data. It is created by the
Daily Edit Pass 1 program "CSW 040" after the input data has been
thoroughly edited for keypunch errors and coding errors. If no
errors are found, this hold file becomes the input to the Sort
Utility "CSW 045". During this phase, it is sorted by time-of-day
within equipment number. The daily exception csrc^s are given a
pseudo time of 0000 which forces them to the front of the data on
each peice of equipment. The sorted file is then used as input
to the Daily Edit Pass 2 program.
Data file information is summarized in Table 11. A few small
files are used to hold summary lines and error lines for subsequent
report generation. These files are identified in Table 11.
82
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TABLE 11. DATA FILE SUMMARY
ID
RTE MASTER
BACKUPRTES
UTILITY 1
UTILITY 2
UTILITY 3
UTILITY 4
TEMPREF
EQUIPREF
CSWDDATA
CSWACTVT
FILE CHARACTERISTICS RESIDES ON
ISAM, Record size=37
Blocked 10
Sequential , Record
Unblocked
Sequential , Record
Unblocked
Sequential , Record
Unblocked
Sequential , Record
Unblocked
Sequential , Record
Unblocked
Sequential , Record
Blocked 10
Sequential , Record
Blocked 10
Sequential , Record
Blocked 20
Sequential , Record
size=37
size=37
size=37
size=54
size=83
size=114
size=114
size=22
size=79
Disk
Tape
Disk
Disk
Disk
Disk
Disk
Disk
Disk
Disk
CREATED BY
UPDATED BY
ISAMUTIL
CSW05D
CSW060
MSTRUT
MSTRUT
MSTRUT
MSTRUT
MSTRUT
CSW030
CSW050
CSW060
CSW030
CSW050
CSW060
CSW040
CSW045
CSW050
READ BY
MSTRUT
CSW050
CSW060
ISAMUTIL
MSTRUT
MSTRUT
MSTRUT
MSTRUT
CSW030
CSW050
CSW060
CSW030
CSW050
CSW060
CSW045
CSW050
CSW050
CSWSUMRY
Blocked 10
Sequential,Record size=26
Blocked 20
Disk
CSW050
CSW050
83
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CHAPTER V
SYSTEM PROGRAMS
The Solid Waste Management Information System is made up of
six computer programs. The programs are written in ANS COBOL as
described in IBM manual GC28-6394.
The programs are in two functional groups. The programs
which maintain the Master Route and Master Equipment data files are
referred to as the File Maintenance Subsystem. The programs which
process the daily data cards and produce daily and weekly reports
are called Data Collection/Reporting Subsystem. A program system
diagram is provided in Figure 22.
FILE MAINTENANCE SUBSYSTEM
Master Route Program "MSTRUT"
Description--In general this program is a merge of the existing
Route Master File wit;h update cards to produce a New Route File
on magnetic tape. This tape may then be used to reload the Master
Route File. The tape also serves as a backup copy of the Master
File. The update cards provide the capabilities of inserting,
changing or deleting file records.
The Master Route File is organized with the route link records
of each route in order by sequence number. These routes are then
in order by unique route number. The process steps leading to an
updated route are as follows:
(1) The existing route file is read to initialize the input buffer.
(2) An update card is read.
(3) If the route number on the update card is less than the route
number in the input buffer, the update card is out of order
(unless a new route is being added with a route number smaller
than the existing lowest route number) and is skipped. If
the route number on the update card is greater than the route
number in the input buffer the existing route file is written
sequentially to the tape file (New Route File) until a route
number in the input buffer is equal to or greater than that
on the update card. When the two route numbers are equal,
the specified route is in update status.
(4) The murqe continues with the route being updated. However, as
cvirh link is road from the existing file it is first written to
u liolclimj lilr (Hold Old Route). The rout e is carefully edited
for 1-oler,ineo or data errors and an updated copy is written to
85
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another holding file (Hold New Route). If no crrorn wore
found during the edit process, the tape file IP writ ton from
the updated copy of the route. If errors were foxind, the
route is restored from Hold Old Route. A copy of the Master
Route lising report is made only for those routes successfully
updated. If an action is taken to a fixed container or convoy
route, a report listing the current routes is generated.
In addition to providing the update capability for the Master Route
File, this program serves two other purposes. First, running this
proqram with no old route files and using a master route deck of
punched cards, will create a tape which may be used to initialize
the Master Route File. Second, running the program with the
existing Master Route File and no update cards will create a tape
containing all the records of the current file. This tape, then,
becomes a backup of the Master Route File for that day. It is
suggested that such a tape be created once a month to protect
against data loss should a failure occur on the direct access
device holding the Master Route File.
(1) Master Route File
(2) Update CardsThere are two basic card formats for the Update
Cards. The first is used to change an existing route link or
to insert a new route link. The format for this type card is
the same as for the Route Card described in Table 9. The
second type of Update Card is used to delete route links
from the file. It's format is:
Col. 1-5 - Sequence number of first link to delete.
Col. 6-10 - Sequence number of last link to delete. If only
one link is to be deleted, columns 6-10 should
be the same as columns 1-5.
Col. 11-15 - Blank
Col. 16-18 - Route number
Col. 19 - Blank
Col. 20-25 - The word "DELETE"
Output
(1) Updated Route File on tape
(2) Printed reports:
Master Route Listing (see Figure 23)
Special Error Listing
Route Summary (see Figure 23)
87
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CITY OF WICHITA FALLS
SOLID WASTE DIVISION
MASTER ROUTE LIST
ROUTT 236
RUN OATf 07- 15-74
' f'AU (JOB
A B LINK SURF STRT NUMBER MAP SEQ
NODE NODE DIST CODE CODE RES. UNITS NBR NBR
31417 314JS 700 P S
31418 31712 90 P S
31712 33600 255 U A
17
11
109A
109A
109A
130600
130610
130620
""ROUTE SUMMARY-"
ROUTE 236 HAS 710 RESIDENTIAL UNITS
MAP SHEETS TRAVERSED BY THIS ROUTE ARE 109A 109B 116D
STREET
PAVED UNPAVED
ALLEY
PAVED UNPAVED
TOTAL
COLLECTION DISTANCE 36,950
NON-COLL. DISTANCE 16,630
TOTAL DISTANCE 53,580
0
0
0
440
800
0
800
37,750
17,070
54,820
COMMERCIAL/CONVOY ROUTE LIST
ROUTE NBR ROUTE TYPE NBR OF TRAINS
271
272
273
280
281
COMMERCIAL
COMMERCIAL
COMMERCIAL
CONVOY
CONVOY
MASTER ROUTE LIST AND ROUTE SUMMARY
Figure 23
-------
Error MessagesAs the exiHl.imj Master Route File ia
updated,each update card is thoroughly edited for common crrorn.
If an error is found, that route is not updated. The error is
indicated by a special message found in the right margin of the
Master Route List for the errant line. The message format is
"**ERROR nn**" where nn is a two digit error code. A list of
the error codes is presented in Table 12.
Master Route Load Program
DescriptionThis program is used to build the disk resident Master
Route File from the tape created by the Master Route Program.
InputRoute File tape.
OutputNew Master Route File on disk.
Error MessagesNone.
City Equipment Update Program "CSW030"
Description--This program is used in maintenance of the Master
City Equipment File to update existing records, add new records
or delete old records. It performs a merge of the Master City
Equipment File with update cards to produce a new file.
The general sequence of the program is as follows:
(1) Read the existing Master City Equipment File.
(2) Read an Update Card.
(3) Thoroughly edit the Update Card. If errors are found write
the appropriate error messages and return to Step 2.
(4) If the Equipment Number from the Master City Equipment File
is less than the Equipment Number on the Update Card, write
the Equipment Record to a Temporary File, read the next
record on the Master City Equipment File and repeat Step 4.
(5) Lf the Equipment Number from the Master City Equipment File is
greater than the Equipment Number of the Update Card, write
Update Card to the Temporary File and return to Step 2.
(6) If the two Equipment Numbers are equal, write the Update Card
to the Temporary File and return to Step 1.
When all the Update Cards and Master City Equipment File records
have been read, and if no edit errors have occurred, the Temporary
File is moved to replace the Master City Equipment File. This
program can also create a Master City Equipment File by using
only the Equipment Deck as input.
89
-------
KRKOR C01)K<; GENERATED BY MASTER
ROU'L'K PROGRAM "MSTRUT"
ERROR
NO. MEANING
3 Route - Type Indicator invalid
5 Card out of order by sequence number
6 A-Node field not numeric
7 A-Node field not equal to preceeding B-Node field
8 B-Node field not numeric
9 Residential Units not numeric
10 Link Distance not numeric
11 Link Distance out of range (< 10 ft)
12 Street Surface Code invalid
13 Street Type Code invalid
90
-------
Input
(1) Master City Equipment File
(2) Update CardsThe update transactions of adding a new
equipment record or changing an existing one utilize the
card format for the City Equipment Card presented in Table 9.
The format for the delete transaction card is:
Col. 1-5 - Equipment number
Col. 6-11 - The word "DELETE"
Output
(1) Updated City Equipment File (if no edit errors were found)
(2) Written reports:
Equipment Update Errors
Master City Equipment List (see Figure 24)
Error MessagesError messages may be generated as the Update Cards
are edited. These messages will be found in the Equipment Update
Errors report. The errors must be corrected before the file can
be updated. The error messages are listed in Table 13-
DATA COLLECTION/REPORTING SUBSYSTEM
Daily Edit - Pass 1 "CSW040"
Description--This program is the first of three programs ("CSW040",
"CSW045" and "CSW050") which form the daily job stream. It is a
simple edit and reformat program which processes the landfill and
daily exception data cards. The program reads the cards, edits
them, reformats them and writes them on a holding file for the
Sort Utility ("CSW045"). If errors are detected, the daily job
stream is aborted. The erroneous cards must be corrected.
Processing must then be initiated by rerunning "CSW040".
(I) Landfill Cards
(2) Daily Exception Cards
(3) Operator Response--0ne of the fields on each of the above
cards is the current day's date. The operator will be
requested at the console to enter this date. The input date
will then be used to compare against the date on the cards
for editing purposes and as a date for the reports. This
same date is passed as a reformatted record with key of all
91
-------
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92
-------
TABLE 13. ERROR MESSAGES GENERATED BY THE EQUIPMENT
UPDATE PROGRAM "CSW030"
EQUIP. NUMBER IS NON-NUMERIC (COL. 1-4)
EQUIP. NUMBER IS OUT OF RANGE (COL. 1-4)
TRUCK YEAR IS NON-NUMERIC (COL.12-13)
TRUCK YEAR IS OUT OF RANGE (COL. 12-13)
PERSONNEL COST IS NON-NUMERIC (COL. 29-33)
PERSONNEL COST IS OUT OF RANGE (COL. 29-33)
OVERHEAD COST IS NON-NUMERIC (COL. 35-39)
OVERHEAD COST IS OUT OF RANGE (COL. 35-39)
MAINTENANCE COST IS NON-NUMERIC (COL. 41-45)
MAINTENANCE COST IS OUT OF RANGE (COL. 41-45)
TRUCK TYPE IS NOT LEGAL CHARACTER (COL. 7)
TARE WEIGHT IS NON-NUMERIC (COL. 17-21)
TARE WEIGHT IS OUT OF RANGE (COL. 17-21)
T OR M TYPE EQUIP. HAS ILLEGAL ROUTE ASSIGNMENT (COL. 23-27)
T OR M TYPE EQUIP. HAS ILLEGAL TRUCK SIZE (COL. 9-10)
P, M OR A TYPE EQUIP. HAS NON-NUMERIC TRUCK SIZE (COL. 9-10)
P, M OR A TYPE EQUIP. HAS OUT OF RANGE TRUCK SIZE (COL. 9-10)
P OR A TYPE EQUIP. HAS NON-NUMERIC ROUTE ASSIGNMENT (COL. 23-27)
P OR A TYPE EQUIP. HAS OUT OF RANGE ROUTE ASSIGNMENT (COL. 23-27)
A TYPE EQUIP. HAS ILLEGAL ROUTE ASSIGNMENT (COL. 23-37)
93
-------
zeros, through the Sort Utility and used by Daily Edit -
Pass 2 ("CSW050"). The request for the date appears as:
ENTER REPORT DATE IN FORMAT MMDDYY
A correct reply for March 14, 1974 would be 031474.
ut
(1) Save PileThe holding file to be used as input to "CSW045".
(2) Printed reports:
Daily Edit Program - 1 (see Figure 25)
Daily Edit Program - 1 Summary (see Figure 25)
Error MessagesThe errors output by this program are of two types.
The first are those found on the individual input data cards.
The error messages are self explanatory and found on the Card
Listing Report opposite the card in error. These messages are
shown in Table 14. The second type of error is that found in
the program itself and whose presence is signalled by a message
to the operator's console and an abnormal program stop. The
only error of this type possible in this program, occurs when the
date entered by the operator contains a non-numeric character.
The message displayed is:
***DATE ENTERED CONTAINS NON-NUMERIC***
***REFUSE DAILY EDIT PASS 1 CANNOT CONTINUE***
Sort Utility "CSW045"
Description--This program of the daily job stream sorts the
reformatted landfill and daily exception records into ascending
order by time of transaction within equipment number. During
the reformat phase of "CSW040" the daily exception records were
assigned a pseudo time of all zeros. In addition, a pseudo record
was made up with the current date. This date record was assigned
equipment number zero, time zero. After the sort the file will
contain the date record followed by the daily exception record
and landfill records for the truck with the lowest ID number,
followed by daily exception records and landfill records for
successively larger truck ID numbers. "CSW045" is the IBM Disk
Sort Utility program.
InputSave File - generated by "CSW040"
OutputSave File - sorted as described above
Error MessagesNone
94
-------
CITY OF WICHITA FALLS
SOLID WASTE DIVISION
DAILY EDIT PROGRAM - 1
RUN DATE 07-23-74
PAGE 3
DAILY DATA CARDS
LANDFILL CARD
53 1510 P 072371* 003100 21640 1 391000
LANDFILL CARD
54 1530 P 072394 003106 21000 1 292600
LANDFILL CARD
55 1550 P 072374 003110 19910 1 188430
ERRORS
DATE FIELD INVALID
DAILY EDIT PROGRAM - 1
PROGRAM SUMMARY
NUMBER OF CITY LANDFILL CARDS PROCESSED - 55
NUMBER OF PRIVATE LANDFILL CARDS PROCESSED - 40
NUMBER OF EXCEPTION CARDS PROCESSED - 4
TOTAL NUMBER OF CARDS PROCESSED - 99
TOTAL ERRORS FOUND - 1
DAILY ACTIVITY EDIT REPORT
Figure 25
95
-------
TABLE 14. ERROR MESSAGES GENERATED BY THE
DAILY EDIT - PASS 1 "CSW040"
LANDFILL CARD ERROR MESSAGES:
TiMH FIELD INVAL1U
AM-PM FIELD INVALID
DATE FIELD INVALID
EQUIPMENT NUMBER NOT NUMERIC
GROSS WEIGHT FIELD NOT NUMERIC
GROSS WEIGHT FIELD OUT OF TOLERANCE
LANDFILL NUMBER INVALID
NODE NUMBER NOT NUMERIC
NON-STANDARD ROUTE FIELD NOT BLANK AND NOT NUMERIC
DAILY EXCEPTION CARD ERROR MESSAGES:
EQUIPMENT NUMBER NOT NUMERIC
DATE FIELD INVALID
OUT OF SERVICE HOURS NOT NUMERIC
OUT OF SERVICE HOURS OUT OF RANGE
OUT OF SERVICE HOURS GREATER THAN ZERO BUT OUT OF SERVICE
NOT INDICATED
96
-------
Daily Edit - Pass 2 "CSW050"
Description--This program again edits the landfill and daily
exception records for errors. The editing is more complex.
The first pass ("CSW040") is designed to detect keypunch and
coding errors. The errors found by "CSW050" are dependent on
information already known by the system and stored on one of
the two Master Data Files. For example, the sequence number
field of a landfill record cannot be checked for validity until
it is known whether the equipment went out on a non-standard
route (from the landfill data) or what its standard route
assignment is (from the Master Equipment File).
The program merges the daily collected data (which is in
equipment number order) with the Master Equipment File.
Editing and statistic gathering are done for each of the
following vehicle types: Convoy mother trucks, Packer trucks,
Convoy trains, and Landfill equipment. For the mother and
packer trucks, if there is no matching data cards, then it is
assumed that the truck didn't work and no statistics are
gathered. For trains, the only data collected are out of service
time from the daily exception card. Finally, for landfill
equipment it is assumed that they worked at the landfill of
standard assignment unless a landfill card is submitted
indicating a change. Out of service time may also be submitted
on landfill equipment. After processing and updating the
appropriate statistic fields, the Equipment File records are
written to a temporary file. Other statistics concerning the
equipment's activities by route are gathered and stored on a
temporary file for later use in updating the Master Route File's
statistics records.
The merge procedure continues until all of the daily records
and Master Equipment File record have been read and processed.
An error listing report is generated as errors are found. If
no errors are detected no error listing is generated and the
program moves into a report generation phase.
During this phase the daily statistics are used to produce
the daily reports. In addition, the Master Equipment File is
rewritten from the temporary file to update the statistics on
the file. The appropriate statistic records of the Master Route
File are also updated.
(1) Save File - daily input records from "CSW045"
(2) Master Equipment File
(3) Master Route File - accessed randomly
97
-------
0 Output
(1) Master Equipment File - updated if no errors found
(2) Master Route File - updated if no errors found
(3) Printed reports:
« Daily Edit Program - 2 (error listing) - only if errors
found
© Daily Equipment Activity (see Figure 26)
Daily Equipment Summary (see Figure 27)
« Error MessagesThere are two types of error messages generated
in this program, those found in the edit phase and listed on the
error listing and those displayed at the operator's console. Mess-
ages of the first type are listed in Table 15. These errors require
that the card in error be corrected and the daily job stream be
rerun beginning with "CSW040". There is only one error of the
second type. It occurs when the program finds an empty data set
for daily input data. The message displayed is:
***DAILY DATA INPUT EMPTY***
***CSW050 CANNOT CONTINUE***
Weekly Report Generator - "CSW060"
* Pe script-ion--The daily programs produce activity statistics which
are" stored in the Master File records. Program "CSW060" uses
these statistics to produce four weekly management reports. Each
report is produced independently by sequencing through the
appropriate file and picking up the needed statistic fields. As
tiie Weekly Operations Summary By Route is produced, the weekly
statistic fields in each route statistic record are reset to zero
and the records are rewritten to the file. When producing the
Weekly Landfill Summary, the Equipment File is read and written
to a temporary file. After the report is complete the temporary
file is read, the weekly statistic fields zeroed, and then restored
to the Master Equipment File.
« Input
(1) Master Equipment File
(2) Master Route File
(3) Operator Query--The reports generated by this program require
the starting and ending dates for the week. These will be
included in the page heading for each report. The operator
will be queried to enter the dates with the following messages
appearing at the console:
98
-------
CITY OF WICHITA FALLS
SOLID WASTE DIVISION
DAILY EQUIPMENT ACTIVITY
07-23-74 TUESDAY
PAGE 1
EQUIP EQUIP RTE DUMP NET RES LAST
NBR TYPE NBR TIME WGT UNIT LINK
MAINT OTHER TOTAL
COST COST COST
EXCEPTIONS
CREW TRK
(1) 3100 M2870I 37 0930 8,040
3100 M2870I 37 1115 7,860 ,
3100 M2870I 37 1510 9,640
3101 M2870I 41 1110 11,400
3101 M2870I 41 1530 12,110
(2) 3201 M2870I 201 0930 8,790
3201 M2870I 201 1330 9,240
f'O 3201 M2870I 150 2030 14,010
(4) 3482 L3271G LF1
3483 L3271G LF2
220 379440
181 382110
330 391000 13.10 17.10 273.56
296 312440
334 313160 14.00 17.10 274.46
42.00 18.00 275.20
10.00 5.00 175.00
(1) PACKER TRUCKS ON RESIDENTIAL ROUTES
(2) CONTAINER SERVICE TRUCKS ON CONVOYS
(3) CONTAINER SERVICE TRUCK ON FIXED CONTAINER ROUTE
(4) LANDFILL EQUIPMENT
DAILY EQUIPMENT ACTIVITY REPORT
Figure 26
99
-------
CITY OF WICHITA FALLS
SOLID WASTE DIVISION
PAGE 3
DAILY EQUIPMENT SUMMARY
07-23-74 TUESDAY '
NBR AVERAGE AVERAGE COST
EQUIP EQUIP ROUTE TOTAL OF WEIGHT LBS PER CONVOY PER
NBR TYPE NBR WEIGHT DUMPS PER DUMP" RES UNIT COST TON
3100 M2870I 237 25,540 3 8,513 35 273.56 21.42
3101 M2870I 241 23,510 2 11,755 37 274.46 23-35
3102 M2873I 247 21,800 3 7,267 31 281.36 25.81
PRIV 10,240 2 5,120
DAILY EQUIPMENT SUMMARY
Figure 27
100
-------
TABLE 15. ERROR MESSAGES GENERATED BY THE
DAILY EDIT - PASS 2 "CSW050"
ERROR - CARD NBR ** CONTAINS INVALID EQUIPMENT NUMBER
ERROR - CARD NBR ** CONTAINS INVALID ROUTE NUMBER
ERROR - CARD NBR ** CONTAINS INVALID NODE NUMBER
ERROR - CARD NBR ** CONTAINS GROSS WEIGHT LESS THAN
TARE WEIGHT
ERROR - EQUIPMENT NUMBER *** HAS SEQUENCE NODES OUT OF
ORDER BY TIME CHECK CARD **
101
-------
***ENTER STARTING REPORT DATE-FORMAT MM-DD-YY
***ENTER ENDING REPORT DATE-FORMAT MM-DD-YY
Note that the hyphen ("-") is a required part of the reply.
Thus the proper replies for the six day work week of
March 25, 1974 would be:
03-25-74
03-30-74
9 Output
(1) New Master Equipment File - weekly statistic fields reset
(2) New Master Route File - weekly statistic fields reset
(3) Printed reports:
Weekly Operations Summary By Route (see Figure 28)
Weekly Operations Summary By Truck (see Figure 29)
Weekly Landfill Summary (see Figure 30)
Weekly Down Time Summary (see Figure 31)
Error MessagesNone
102
-------
CITY OF WICHITA FALLS
SOLID WASTE PROJECT
WEEKLY OPERATIONS SUMMARY
BY ROUTE
07-22-74 TO 07-26-74
PAGE 2
ROUTE TOTAL
NBR WEIGHT
AVERAGE AVERAGE AVERAGE
WEIGHT TOTAL LBS PER TOTAL COST
TOTAL PER RES RES COLLECTION PER
DUMPS DUMP UNITS UNIT COST TON
61 41,200
62 45,210
63 39,980
201 52,480
5 8.240
6 7,535
4 9,995
7 12,040
1,402 32.2
1,394 28.7
461. 12
458.88
463. 19
524.80
22 .38
20 . 30
23. 17
10 .00
TOTAL
THIS
WEEK 561,190
70 8,017
21,784 25.8
5,589.56 19.92
TOTAL
YTD 15,152 TONS 2090 7,250 LBS
23.1 167,961.36 22.17
WEEKLY ROUTE SUMMARY REPORT
Figure 28
103
-------
CITY OF WICHITA FALLS
SOLID WASTE DIVISION
WEEKLY OPERATIONS SUMMARY
BY TRUCK
07-22-74 TO 07-26-74
PAGE 2
TRUCK DAYS TOTAL
NBR WORKED WEIGHT
AVERAGE
WEIGHT
TOTAL PER
DUMPS DUMP
AVERAGE
TOTAL LBS PER
RES RES
UNITS UNIT
AVERAGE
TOTAL COST
ALL PER
COST TON
3116
31 It
3118
3201
TOTAL
THIS
WEEK
TOTAL
YTD
4
5
5
4
36
42, 130
50, 330
5 1, *8<)
561, 190
15, 152 TONS
8 5,
9 5,
10 5 ,
70 8,
7,
266
592
138
017
250
1,510 33.3
1,560 32.9
460. 10 21.84
570 . 88 22 .69
567.80 22.10
225.40
21,784 25.8 5,589.56 19.92
23.1 167,961.36 22. 17
WEEKLY TRUCK SUMMARY REPORT
Figure 29
104
-------
CITY OF WICHITA FALLS
SOLID WASTE DIVISION
WEEKLY LANDFILL SUMMARY
07-22-74 TO 07-26-74
PAGE 2
LANDFILL
NUMBER
1
1
1
1
EQUIPMENT
NUMBER
3116
. 3117
3118
PRIV
EQUIPMENT
TYPE
M2871I
M2871I
M2873I
WEIGHT
THIS WEEK
IN TONS
21.1
25.2
25.7
18.2
TOTALS FOR LANDFILL 1
DISPOSAL COST PER TON THIS WEEK
280.6
$ 3.10
YTD
WEIGHT
YEAR TO DATE
IN TONS
611.9
738.4
742.7
503.6
7,576.1
$ 3.08
WEEKLY LANDFILL REPORT
Figure 30
105
-------
106
CITY OF WICHITA FALLS
SOLID WASTE DIVISION
WEEKLY DOWN TIME SUMMARY
07-22-74 TO 07-26-74
PAGE 2
EQUIPMENT
NUMBER
EQUIPMENT
TYPE
HRS. DOWN
THIS WEEK
HRS. DOWN
YEAR TO DATE
3101
3111
3116
M2870I
P2468G
M2871I
1
11
0
TOTAL
17
302
WEEKLY DOWN TIME REPORT
Fitj arc 31
-------
CHAPTER VI
M/UAGEI1EHT REPORTS
The solid waste information system is designed to collect and
present important management information, but only important
information. It is also designed to use only a small amount of
daily computer time. The information system produces three types
of reports:
Formatted listings of the route and equipment master data files
Daily management control reports
Weekly management summary reports
Figure 32 illustrates the master route listing. For
residential routes, the listing contains one detail line for each
route link. The route number, page number and run data are produced
at the top of each page for easy reference. The last page of each
route list contains summary information on route distance, map
sheets and residential units. For fixed container and convoy routes,
a separate report is provided listing the route numbers and route
types.
Figure 33 illustrates the master equipment listing. The
listing contains one detail line for each piece of equipment. The
equipment type column indicates the type of truck, its capacity,
its year of purchase and its make. See Table 9 for an explanation
of the codes. The route assignments column contains a Monday-
Thursday and Tuesday-Friday assignment for standard route assign-
ments. Convoy train data are listed for completeness only. Cost
fields may be filled in but cost statistics will be kept by convoy
only in the record for the mother truck. All data presented on
this report are stored in the equipment master file and are
referenced by the programs when producing the daily and weekly reports
The daily processing produces three reports. The edit report,
see Figure 34, presents a list of all data cards processed with
accompanying error messages as needed. Figure 35 illustrates the
daily equipment activity report. The report contains one detail
line for each landfill trip. The lines are in equipment number
order. The last line for each truck on a specific route presents
cost information. Figure 36 illustrates the daily equipment summary
report. Each truck on a specific route is represented by a detail
line. Average weight and average cost information are provided for
management comparison.
The weekly reports present operational data summarized by
route, by vehicle and by landfill. The route summary is shown in
Figure 37. The truck summary is shown in Figure 38. Figure 39
illustrates the landfill summary. A summary of equipment down
times is shown in Figure 40.
107
-------
CITY OF WICHITA FALLS
SOLID WASTE DIVISION
MASTER ROUTE LIST
ROUTE 236
RUN DATE 07-15-74
PAGF 008
A B LINK
NODE NODE DIST
31417 31418 700
31418 31712 90
31/12 3 36 00 255
ROUTE 236 HAS 710 RES
MAP SHEETS TRAVERSED
COLLECTION DISTANCE
NON-COLL. DISTANCE
TOTAL DISTANCE
SURF SfRT NUMBER MAP
CODE CODE RES. UNITS NBR
PS 17 109A
P S 109A
U A 11 109A
5C!!ROUTE SUMMARY""
IDENTIAL UNITS
BY THIS ROUTE ARE 109A 109B 116D
STREET ALLEY
PAVED UNPAVED PAVED UNPAVED
36,930 0 0 800
16,630 0 440 0
53,580 0 440 800
SEQ
NBR
130600
130610
130620
TOTAL
37,750
17,070
54,820
COMMERCIAL/CONVOY ROUTE LIST
ROUTE NBR ROUTE TYPE NBR OF TRAINS
271
272
273
280
281
COMMERCIAL
COMMERCIAL
COMMERCIAL
CONVOY 4
CONVOY 4
08
MAHTKK ROUTK UKT AND ROUTE SUMMARY
Figure 32
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109
-------
CITY OF WICHITA FALLS
SOLID WASTE DIVISION
DAILY EDIT PROGRAM - 1
RUN DATE 07-23-74
PAGE 3
DAILY DATA CARDS
LANDFILL CARD
53 1510 P 072374 003100 21640 1 391000
LANDFILL CARD
54 1530 P 072394 003106 21000 1 292600
LANDFILL CARD
55 1550 P 072374 003110 19910 1 188430
ERRORS
DATE FIELD INVALID
DAILY EDIT PROGRAM - 1
PROGRAM SUMMARY
NUMBER OF CITY LANDFILL CARDS PROCESSED - 55
NUMBER OF PRIVATE LANDFILL CARDS PROCESSED - 40
NUMBER OF EXCEPTION CARDS PROCESSED - 4
TOTAL NUMBER OF CARDS PROCESSED - 99
TOTAL ERRORS FOUND - - 1
DAILY ACTIVITY EDIT REPORT
Figure 34
110
-------
CITY OF WICHITA FALLS
SOLID WASTE DIVISION
DAILY EQUIPMENT ACTIVITY
07-23-74 TUESDAY
PAGE 1
EQUIP EQUIP RTE DUMP NET
NBR TYPE NBR TIME WGT
(1)3100 M2870I 37 0930 8,040
3100 M2870I 37 1115 7,860
3100 M2870I 37 1510 9,640
3101 M2870I 41 1110 11,400
3101 M2870I 41 1530 12,110
(2) 3201 M2870I 201 0930 8,790
3201 M2870I 201 1330 9,240
v3) 3201 M2870I 156 2030 14,010
C4) 3482 L3271G LF1
3483 L3271G LF2
RES LAST MAINT OTHER TOTAL EXCEPTIONS
UNIT LINK COST COST COST CREW TRK
220 379440
181 382110
330 391000 13. 10 17.10 273.56
296 312440
334 313160 14.00 17.10 274.46
42.00 18.00 275.20
10.00 5.00 175.00
(1) PACKER TRUCKS ON RESIDENTIAL ROUTES
(2) CONTAINER SERVICE TRUCKS ON CONVOYS
(3) CONTAINER SERVICE TRUCK ON FIXED CONTAINER ROUTE
(4) LANDFILL EQUIPMENT
DAILY EQUIPMENT ACTIVITY REPORT
Figure 35
111
-------
CITY OF WICHITA FALLS
SOLID WASTE DIVISION
PAGt 3
DAILY EQUIPMENT SUMMARY
07-23-74 TUESDAY
NBR AVERACH AVERAGE COST
hQUIP EQUIP ROUTE TOTAL OF WCIGHI LBS PER CONVOY PER
NBR TYPE NBR WEIGHT DUMPS PER DUMP RES UNIT COST TON
3100 M2870I 237 25,540 3 8,513 35 273.56 21.42
3101 M2870I 241 23,510 2 11,755 37 274.46 23.35
3102 M2873I 247 21,800 3 7,267 31 281.36 25.81
Phi I V 10,240 2 5,120
DAILY EQUIPMENT SUMMARY
Figure 36
112
-------
CITY OF WICHITA FALLS
SOLID WASTE PROJECT
WEEKLY OPERATIONS SUMMARY
BY ROUTE
07-22-74 TO 07-26-74
PAGE 2
ROUTE
NHR
6
6
6
20
-;
TH
1
2
3
1
AL
IS
TOTAL
WEIGHT
4],
45,
39,
52,
561,
2
2
9
00
10
80
480
1
90
TOTAL
DUMPS
5
6
4
7
70
WEF-K
AVERAGE
WEIGHT TOTAL
PER RES
DUMP
8,2
7,5
9,9
12,0
8, 0
4
3
9
UNI TS
0
5 1,402
5 1,394
40
1
7 21,784
AVERAGE AVG.
LBS PER TOTAL COST
RES COLLECTION Pf ('
UNI T
4
COST
L 1 . 1 2
32.2 458.88
28. 7 463 . 19
5
25.8 5,5
24. 80
89.56
1 (>\\
M.U
20 . 30
23. 17
10 . 00
19 .92
TOTAL
YTD 15,152 TONS 2090
7,250
23.1 167,961.36 22.17
WEEKLY ROUTE SUMMARY REPORT
Figure 37
113
-------
CITY OF WICHITA FALLS
SOLID WASTE DIVISION
WEEKLY OPERATIONS SUMMARY
BY TRUCK
07-22-74 TO 07-26-74
PAGE 2
J
{ TRUCK
\ NBR
DAYS
WORKED
TOTAL
WEIGHT
TOTAL
DUMPS
AVERAGE
WEIGHT
PER
DUMP
TOTAL
RES
UNITS
AVERAGE
LBS PER
RES
UNIT
TOTAL
ALL
COST
AVG.
COST
PER
TON
{ TRUCK DAYS
[' NBR WORKED
3116
3117
3118
I 3201
1 TOTAL
1 I'M IS
WLL'K
TOTAL
YTD
4
5
5
4
,6
42,130 8 5,266
50,330 9 5,592
51,380 10 5,138
561,190 / U 8,017
15,152 TONS 7,250
1,510 33.3
1,560 32.9
21,784 25.8
460 .10 21.84
570.88 22.69
567.80 22.10
225.40
5,589.56 19.9.
23.1 167,961.36 22.17
WEEKLY TRUCK SUMMARY REPORT
Figure 38
114
-------
CITY Or WICHITA FALLS
SOLID WASTE DIVISION
WEEKLY LANDFILL SUMMARY
07-22-74 TO 07-26-74
PAGE 2
LANDFILL
NUMBER
1
1
1
1
EQUIPMENT
NUMBER
3116
3117
3118
PRIV
EQUIPMENT
TYPE
M2871 I
M2871 I
M2873I
WEIGHT
THIS WEEK
IN TONS
21. 1
25 .2
25.7
18.2
TOTALS FOR LANDFILL 1
280.6
WEIGHT
YEAR TO DATE:
IN TONS
611.9
738.4
742.7
503.6
7,576 . 1
DISPOSAL COST PER TON THIS WEEK
$3.10
YTD
$3.08
WEEKLY LANDFILL REPORT
Figure 39
115
-------
116
CITY OF WICHITA FALLS
SOLID WASTE DIVISION
WEEKLY DOWN TIME SUMMARY
07-22-74 TO 07-26-74
PAGE 2
EQUIPMENT
NUMBER
EQUIPMENT
TYPE
HRS. DOWN
THIS WEEK
HRS. DOWN
YEAR TO DATE
3101
3111
3116
M2870 I
P2468G
M287H
1
11
0
TOTAL
17
' 302
WEEKLY DOWN TIME REPORT
Figure 40
-------
CHAPTER VII
DATA COLLECTION PROCEDURES
The information system programs will process a small amount of
daily data pertaining to landfill activity and equipment performance.
These data will be collected and recorded each day. The data will
be keypunched from the recording forms then processed by the
information system programs. The programs will edit all data for
errors and will produce appropriate error listings as needed.
The purpose of this chapter is to present procedures which will
insure an orderly and accurate collection of the daily data.
CITY EQUIPMENT LANDFILL DATA COLLECTION
Data collected at each landfill include truck number, landfill
number, dump time, gross weight and the sequence number of the last
route element collected by the truck. The tare weight of each
vehicle is stored in the equipment master file, thus the truck will
not be weighed when leaving the landfill. The information will be
recorded on the data collection form shown in Figure 41.
The completed forms will be taken to Sanitation Department
headquarters where they will be validated. The forms will then be
delivered to the City Computer Center for keypunching and verifying.
The punched cards will be read and processed by the daily edit
pass 1 program. All cards will be listed. Each detected error will
be identified by an appropriate error messago. The edit tests and
the associated error messages are listed in Table 15.
PRIVATE EQUIPMENT LANDFILL DATA COLLECTION
All private vehicles entering a landfill will be weighed as they
enter and again as they leave. The scale operator will record the
date, entering weight, empty weight and city permit number (if the
vehicle is operated by a commercial collector) on the data collection
form illustrated in Figure 41.
The completed forms will be taken to Sanitation Department
headquarters where the private hauler net weights will be calculated
and entered on the forms. The completed forms will then be delivered
to the City Computer Center for keypunching and verifying. The
punched cards will be read and processed by the daily edit pass 1
program. All cards will be listed. Each detected error will be
identified by an appropriate error message. The edit tests and
thr c'issoc i at od error ntrss.iges are lisili'd in Tublo ] t>.
117
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DAILY FXCFPTION DATA COLLECTION
Exception information is generated by several different
activities. It is recorded on special forms by a clerk at the
Sanitation Department headquarters. The form is illustrated in
Figure 42.
Two exception conditions will be recorded. If a truck goes
out a man short, an "X" is placed in column 17 to indicate this
exception condition. If a truck breaks down or is out of service
for some other reason, an "X" is placed in column 18. The number
of hours out of service is entered in columns 19 and 20.
The completed forms will be delivered daily to the City Computer
Center for keypunching and verifying. The punched cards will be
read and processed by the daily edit pass 1 program. All cards will
be listed. Each detected error will be identified by an appropriate
error message. The edit tests and the associated error messages are
listed in Table 17.
120
-------
CITY OF WICHITA FALLS
SOLID WASTE EXCEPTION FORM
DATE
EQUIP.
NBR.
w w
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X X HOURS
"""" OUT
DAILY EXCEPTION DATA COLLECTION FORM
Figure 42
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