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7. Evaluation of fuel-reducing technologies for trucks

Evaluation of fuel-reducing technologies for trucks

Project Overview: Several add-on technologies were evaluated to determine their economic and environmental impacts as part of the Canadian Trucking Alliance’s envirotruck concept.

Organization: Canadian Trucking Alliance (CTA) and its project partners: Clark Freightways and Excel Transportation.

Project Timeline: March 2008 to October 2009

Project Results: Technologies evaluated under this project led to performance improvements and corresponding reductions in fuel consumption as shown in the tables below. More details are available in the Detailed Project Results section of this case study.

         Performance

Configuration and Technologies	Fuel Consumption Improvement (%)	Annual Fuel Savings (L)	Annual GHG Emissions Reduction1
Class 8 tractor-trailer with low-rolling resistance tires, trailer skirts and speed limiters	6.3	3,148	8.7 tonnes
Class 8, 8 axle B-train tractor-trailer with Single-wide tires	5.1	4,768	13.2 tonnes

1. Calculated using 2.757 Kg/L.

 Financial

Configuration and Technologies	Additional Cost ($)	Annual Fuel Savings (L)	Annual Savings2	Payback Period	Ongoing Yearly Profits ($)
Class 8 tractor-trailer with low-rolling resistance tires, trailer skirts and speed limiters	5,396	3,148	3,108	21 months	3,108
Class 8, 8 axle B-train tractor-trailer with single-wide tires	0	4,768	4,706	Immediate	4,706

2. Based on a price for diesel fuel of $0.987/L.

Project Description

The Canadian Trucking Alliance’s (CTA) enviroTruck concept assessed several add-on components to tractor/trailers. With funding from Transport Canada’s Freight Technology Demonstration Fund and collaboration from two of its members, the CTA assessed the on-road application of various Class 8 tractor-trailer configurations including low-rolling resistance tires, trailer skirts and speed limiters and another configuration using single-wide tires. The objective was to determine the impact of these add-on technologies on fuel consumption and emissions.

CTA’s partners and scope of involvement were as follows:

• Clark Freightways - a British Columbia regional carrier, assessed the performance of vehicle configurations equipped with low rolling resistance tires, speed limiters, and trailer side skirts in the movement of less-than-truck-load (LTL) freight.
• Excel Transportation - a regional carrier of wood residues operating in northern British Columbia and Alberta, assessed the performance of single-wide tires on two 8-axle B-train tractor-trailer combinations.

Methodology

Test and control vehicles were used to minimize the impact of varying ambient conditions, road conditions, and driver habits. The results were calculated using the ratios between the fuel consumed by the test vehicles and the control vehicles. Engine control module and fleet fuel data were used to establish baselines and were regularly analyzed to assess the impacts of the technologies.

Detailed Project Results

A) Performance Results

The two project components showed an average fuel consumption reduction of 5.69 %, which translates to a reduction of 9,520 L of fuel over the test period (1,574 L of fuel from Clark Freightways and 7,947 L of fuel from Excel Transportation). The reduction of 9,520 L of fuel consumption equates to eliminating 35 tonnes of greenhouse gas emissions (GHG).

• Clark Freightways - The combination of low rolling resistance tires, trailer skirts and speed limiter showed a 6.3 % fuel consumption improvement. Over the test period, this led to a saving of 1,574 L of fuel. When prorated over a full year’s operating cycle, this improvement would result in a saving of 3,174 L of fuel and a decrease of 8.7 tonnes of GHGs.
• Excel Transportation – single-wide tires cost less, weigh less, and have lower rolling resistance than the conventional dual tires they replace. Test results showed improved fuel efficiency of 5.1% for trucks equipped with single-wide tires. Over the test period, this led to a saving of 7,947 L. When prorated over a full year’s operating cycle, this improvement would result in a saving of 9,536 L and a decrease of 26.3 tonnes of GHGs for both test vehicles. On a per truck basis the annual savings are 4,768 L and 13.2 tonnes.

B) Financial Results

The payback periods for the technologies were obtained by dividing the cost of the investment in add-on technologies by the savings generated. Additional maintenance cost and/or implementation (or operating) costs should also be factored in the payback calculation, however in this case there were no such additional costs.

• Clark Freightways Project - The investment cost for the add-on technologies was $5,396. With an annual saving of $ 3,108, the payback period is 1.7 years, or 21 months.
• Excel Transportation Project - The payback period for single-wide tires is immediate since the overall cost of equipping a tractor-trailer with single-wide tires is less than the cost of replacing all tires with regular dual tires, a net saving of $ 1,540 per B-Train tractor-trailer.

Conclusion

The results confirmed that technologies aimed at reducing aerodynamic drag and rolling resistance offer great potential for increasing fuel efficiency. The two projects showed an average 5.69 % fuel improvement. These technologies could reduce annual GHG emissions by 9 tonnes per vehicle for the vehicles equipped with the combination of low‐rolling resistance tires, trailer skirts and speed limiters, and by 13 tonnes per vehicle for the vehicles equipped with wide‐base tires. With payback periods ranging from 0 to 21 months, these technologies are highly attractive measures for reducing GHG and CAC emissions.

Date modified:

2012-03-06

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