![]() ![]() ![]() ![]() ![]() | ||||||
![]() | ![]() | ![]() | ![]() | ![]() | ![]() | ![]() |
![]() | ||||||
![]() | ![]() | ![]() | ![]() | ![]() | ||
![]() | ||||||
![]() | ||||||
![]() | ![]() |
| ![]() |
Fuel Efficiency Benchmarking in Canada's Trucking IndustryTrucking is a $37-billion industry in Canada. In 1998, almost half of the industry's 650 000 registered trucks were heavy-duty vehicles weighing more than 15 000 kg (33 000 lbs.) in gross vehicle weight (GVW). They were used primarily to transport freight between urban centres. Heavy-duty trucks have long played a critical role in moving freight across Canada and to export markets in the U.S. and Mexico – and their use is growing. Forty-one percent of the energy used to transport freight in Canada in 1998 was used by heavy-duty trucks, and the commercial road transportation sector produces 19 percent of the total emissions in Canada. Carbon dioxide (CO2) is the principal greenhouse gas (GHG) that contributes to the global problem of climate change. Canadian truck fleets and owner-operators have taken steps to improve their fuel efficiency so that they can reduce operating costs, stay competitive and cut emissions. There are numerous success stories of fleets that have reduced their overall fuel consumption. However, there is a lack of benchmark data that would allow carriers to compare their fuel economy to the best practices of other fleets that have trucks of similar types and duty cycles. Many experts believe that fuel efficiency benchmarking can help the inter-city trucking industry further reduce its energy consumption and curb GHG emissions. Toward this end, Natural Resources Canada (NRCan) – through the Office of Energy Efficiency's (OEE) FleetSmart Program – commissioned a national survey on fuel economy. With the support of all the major trucking associations in Canada, L-P Tardif & Associates Inc. conducted the survey in March 2000. The Survey SampleThe FleetSmart benchmarking survey is limited to private and for-hire trucking fleets based in Canada. It focuses on intercity transport fleets operating Class 7 and 8 power units. Of the approximately 100 trucking fleets invited to participate, 42 responded to the survey: one from Atlantic Canada, 18 from Québec, 12 from Ontario, eight from the Prairie provinces and three from British Columbia (see Appendix 2 for the complete list of respondents). These fleets operated a total of 9441 power units (6822 tractors and 2619 straight trucks). Ten were private trucking fleets, while 32 were for-hire operations. (Many private trucking fleets operate Class 5 and 6 power units, known as straight trucks, and may not have perceived the survey as being relevant to them.) Table 1 provides a breakdown of respondents by fleet size and average distance travelled.
Fuel Efficiency Highlights
Detailed ResultsNumber of Power Units and Average Age of FleetThe 42 fleets that responded to the survey operated a total of 9441 power units; 72 percent (6822) of the units were tractors and 28 percent (2619) were straight trucks. Tractors ranged in age from one to eight years, with an average age across all fleets of 3.7 years. Straight trucks tended to be older, with an average age of 5.1 years. Although the survey did not find a pattern in the age of fleets, some small fleets tended to keep their power units longer. DriversThe vast majority of trucking fleets – some 80 percent – hired their own drivers. While half of the fleets used owner/operators as drivers, only seven fleets had more than 25 percent of their drivers as owner-operators. Driver agencies appear to be emerging as an important source of drivers for some trucking fleets. Four private fleets engaged all of their drivers from agencies. Fuel EfficiencyThe average fuel efficiency of the fleets was 39.5 L/100 km (7.15 m.p.g.) in 1999. This does not include fleets operating B-trains, which had a substantially lower average fuel efficiency of 57.6 L/100 km (4.9 m.p.g.). The fleets' fuel efficiency varied as much as three to 5 L/100 km (0.5 to 1.0 m.p.g.) between summer and winter, without considering travel distances or other factors. The best year-round fuel efficiency of any fleet was 33.2 L/100 km (8.5 m.p.g.). Four fleets had average fuel efficiencies of 35 L/100 km (8 m.p.g.) or better, and 15 fleets ranged from 35 to 40 L/100 km (seven to eight m.p.g..). The most fuel-efficient fleets operated mainly in the flat terrain of southern Ontario and tended to move freight that is measured by volume (rather than weight). Forty percent of the fleets made year-to-year improvements in fuel efficiency from 1997 to 1999. This indicates that the overall fuel efficiency of the Canadian fleet continues to improve, but not as rapidly as in the past. Fewer than 50 percent of the fleets included data from owner-operators when calculating their fuel efficiency. One fleet used estimated data; the rest based their fuel efficiency on actual company data. Distance TravelledThe average distance travelled per power unit per year was 146 000 km (91 000 mi.) in 1999. For-hire fleets that used two- and three-axle trailers travelled the most distance per unit. Private fleets and those using mostly B-trains tended to travel less. Nine fleets had average travel distances of more than 160 000 km 100 000 mi.) per year. Between 1998 and 1999, 55 percent of the fleets that responded increased travel distance per unit, 20 percent declined and 17 percent reported no change. Some fleets did not have enough data to respond. EquipmentThe majority of vehicles (60 percent) in the 42 fleets had engines ranging in size from 351 to 400 hp. Only nine percent of the vehicles had engines with less than 350 hp. However, the number of vehicles with engines of 425 hp or more appears to be increasing. The most popular transmissions were 10- and 18-gear configurations; each accounted for about 33 percent of the market. Thirteen-gear transmissions were also popular, capturing about 22 percent of the market. A few fleets, all located in eastern Canada, used automatic transmissions. Although these transmissions are relatively new to the industry, their use is expected to grow. Most fleets operated a range of trailer types. However, six fleets used only two-axle semi-trailers, three used only three-axle semi-trailers and two used B-trains exclusively. Measures to Improve Fuel EconomyFleets identified specific measures they had taken to improve fuel economy and to assess their impact. Their responses are summarized here:
Performance Measurements for Paired CitiesFleets were asked to select a pair of cities and identify their best performance – from a fuel economy perspective – for runs between the cities. Since fuel performance typically varies significantly from one season to another, the fleets were asked to provide this information for three periods during the year. Specifications for the vehicles serving the paired cities and details about other technical factors affecting fuel performance (such as average speed and idling time) were also requested. Finally, to measure the productivity of runs between the paired cities, fleets were asked to provide either an average payload for the run or the gross vehicle weight (GVW) of the transport unit that was used. Payload is commonly used as a measurement by fleets involved in less than- truckload operations. GVW, meanwhile, is used more often by fleets involved in truckload movements and in transporting bulk commodities (such as petroleum). Twenty-three fleets answered these questions, and their responses are summarized in the following tables. ConclusionsThe following conclusions can be drawn from the survey:
The Canadian trucking industry has confirmed that fuel efficiency benchmarking is an important and valuable exercise. The March 2000 survey has proven to be a successful and informative initiative. Building on this first effort, future surveys will try to involve more fleet operators, gather more detailed data and allow a more thorough analysis of the results. The goal is to establish a solid fuel efficiency benchmarking practice. This will support Canada's trucking industry as it competes economically and contributes to the country's climate change goals. |
![]() | ![]() | ||
|