{"id":2901,"date":"2019-06-09T17:40:25","date_gmt":"2019-06-09T15:40:25","guid":{"rendered":"http:\/\/en.advancedfleetmanagementconsulting.com\/?p=2901"},"modified":"2019-06-09T17:40:25","modified_gmt":"2019-06-09T15:40:25","slug":"2901","status":"publish","type":"post","link":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/2019\/06\/09\/2901\/","title":{"rendered":"6 Simple Steps to Fuel Savings for Truck Fleets"},"content":{"rendered":"

\"Start<\/p>\n

Start somewhere and see where it takes you… maybe that will be beyond 10 mpg. HDT File Image<\/p>\n

6 Simple Steps to Fuel Savings for Truck Fleets<\/h2>\n

There are more than a few ways to cut fuel costs, be that by burning less of it or spending less to buy it. But there\u2019s no one way to save that works the same for every fleet, even for those in the same trucking niche. On the other hand, there are many fuel-saving technologies and tactics that work well across many fleets, at least to one degree or another.<\/p>\n

So what\u2019s a manager to do? Buy this? Buy that? Which to buy first? Which not to buy at all? Working through this conundrum might be easier if you keep in mind six basic steps on how to trim a fleet\u2019s fuel spend: Research. Target. Measure. Monitor. Adjust. Repeat.<\/p>\n

As with any journey, you have to start somewhere. In this case, it\u2019s figuring out what impact your fleet\u2019s fuel spend has on your bottom line \u2013 and where it hits it the hardest. From that research, you can determine your key pain points. For example, are you not savvy about where you buy fuel? Are you running outdated, less fuel-efficient vehicle specs? Or maybe you have drivers who just won\u2019t work with you on increasing mpg?<\/p>\n

Once that analysis is complete, it\u2019s time to deep-dive into promising options. Get educated on what other fleets have tried. Sources can include media outlets such as HDT, industry associations like the American Trucking Associations\u2019 Technology & Maintenance Council, and government resources like EPA\u2019s SmartWay program. And consider what truck makers, component suppliers, technology providers, and aftermarket vendors are pitching that might help.<\/p>\n

Target and tackle<\/h3>\n

Once you\u2019ve done that analysis, target at least one goal to tackle and have at it. Maybe that will be lowering rolling resistance on existing trucks by trying out a few sets of tires or smoothing airflow by adding skirting to a few trailers. Perhaps it will mean promoting your best driver to act at least part-time as an mpg-boosting coach for your poorest performers.<\/p>\n

Of course, you have to carefully measure the results you get vs. the baseline mpg level for each given spec change or other solution. And you want to measure more than dollars or fuel saved. You need to factor in any added costs \u2014 for acquisition, maintenance, depreciation, etc. \u2014 to get your true return on investment.<\/p>\n

Now, you\u2019re going places. But you are still in the first go-round. Next, you have to start monitoring the ongoing impact of the new spec, product, or business practice to see how it pans out over time. You\u2019ll be looking to gauge your progress or lack thereof, and to see if a positive uptick is merely a blip or a bankable result.<\/p>\n

Not everything works out for every fleet. Monitoring naturally leads to rejecting anything that\u2019s not doing the trick. But it also indicates where adjusting solutions or techniques will further increase efficiency, including by reducing ancillary costs. To help ensure all the proper adjustments are made, make sure to deputize your drivers and maintenance techs to deliver invaluable in-the-field feedback on anything they would do differently as well as any hidden pitfalls or unintended consequences of changes.<\/p>\n

Of course, as with anything equipment-related, monitoring and adjusting never really ends. As for the last step, that\u2019s repeating. Yes, you want to start the whole process over for the next efficiency target on your list. But the sixth step also means going back periodically to see if there is yet a more efficient method or product or solution to replace or enhance whatever you have already run through the first five steps.<\/p>\n

\"\u201cThe<\/p>\n

\u201cThe bottom line to scorecarding is that drivers used to get frustrated over trying to hit mpg targets,\u201d says Brent Nussbaum. \u201cBut habits-based scoring takes that away.\u201d Photo: Nussbaum Transportation<\/p>\n

Expert talk<\/h3>\n

In short, the efficiency chase never ends. To put some expert opinion to work on all this, HDT consulted with fleet executives and consultants versed in improving efficiency for their thoughts and real-world tips on how best to save fuel.<\/p>\n

\u201cWhen it comes to fuel economy, all parties involved in a truck\u2019s lifecycle and operation play a role in getting the most out of the fuel tank. Drivers, maintenance and fleet operators included,\u201d says Jim Griffin, chief operating officer and chief technology officer of Fleet Advantage, which provides business analytics, equipment financing, and lifecycle-cost management services.<\/p>\n

UPS is well-known for its global commitment to shrinking its carbon footprint, so Bill Brentar, vice president of maintenance and engineering and a 2019 HDT Truck Fleet Innovator, keeps upping the number of alternative-fueled tractors in its over-the-road fleet of over 20,000 power units. Even so, the giant package carrier is not turning its nose up on the further greening of diesel power.<\/p>\n

\u201cWe work with OEMs so we can put in for a lot of changes\u201d as specs are developed, he points out. And while the alternative-fuel \u201crolling laboratory\u201d fleet builds UPS\u2019 green credentials, the fuel-saving specs are more likely to benefit the bottom line.<\/p>\n

The UPS long-haul fleet is collaborating with Kenworth on the $8 million Super Truck II fuel-efficiency demonstration program that\u2019s funded by the Department of Energy. Brentar says UPS will provide guidance on its duty cycles to help determine performance levels for SuperTruck II, as well as lend advice on the commercial feasibility and driver acceptance of technologies developed under the program.<\/p>\n

\u201cSuperTruck II will let us study cutting-edge technologies, and it will support the UPS commitment to reduce greenhouse gas emissions from global ground operations 12% by 2025,\u201d Brentar says. \u201cWith this project, we\u2019ll probably see a lot of powertrain management systems [developed]. Like with anything else, we do not want it to be far-fetched, but practical and usable.\u201d<\/p>\n

Even fleets much smaller than UPS are increasingly spec\u2019ing all sorts of mpg-boosters. Consider B&B Trucking, a postal hauler out of Kalamazoo, that runs 212 tractors on dedicated routes that crisscross the eastern U.S.<\/p>\n

Joshua Porter, executive vice president and another 2019 HDT Truck Fleet Innovator, ticks off a long list of fuel-saving specs on B&B\u2019s Volvo tractors: automated manual transmissions, low-rolling-resistance tires, anti-idling devices, synthetic lubricants, automatic tire inflation systems on tractors, adaptive loading axles on tractors and trailers, full tractor aerodynamic packages, aerodynamic skirting on trailers, and trailer-tire pressure inflation systems, among others.<\/p>\n

\"At
At Old Dominion Freight Lines (left), conducting preventive maintenance properly is considered a key way \u201cto address anything that can impact fuel economy as quickly as possible,\u201d says Chris Harrell. Photo: Old Dominion Freight Lines<\/figcaption><\/figure>\n

Test fleet<\/h3>\n

\u201cWe were a test fleet for Eaton\u2019s automated manual transmission back in the \u201890s, so we saw the potential early on,\u201d Porter says. His current spec calls for the Volvo I-Shift, which B&B has ben ordering since 2014.<\/p>\n

\u201cOur drivers didn\u2019t want automated manuals at first,\u201d he recalls. \u201cTheir view was, \u2018If you can\u2019t shift, you shouldn\u2019t be a driver.\u2019 But then six months went by and even our seasoned drivers did not want us taking them back.\u201d Porter says the mpg gain from automated transmissions will depend on where you operate. \u201cWe run all over the eastern half of the country and we see from a 3% to 5% improvement in fuel efficiency.\u201d<\/p>\n

He says that \u201ccold winters notwithstanding, overall we are seeing our fuel efficiency rise year by year thanks to our specs. It\u2019s not just transmissions. It\u2019s everything from low-roll tires to skirts on all trailers to using synthetic oil. We\u2019re also moving to downsped drivetrains. We buy a mix of new and old trucks and, if necessary, we will replace components as needed on used ones to end up with a downsped drivetrain.\u201d<\/p>\n

Newer is greener<\/h3>\n

While retrofitting trucks with fuel-saving specs can be a game-changer, going all the way to brand new can yield sizeable savings. According to Fleet Advantage data, a fleet can realize a first-year per-truck savings of $16,928 when upgrading from a 2015 model-year sleeper-equipped tractor to a 2020 model. For a fleet of 100 trucks, such an upgrade can yield a savings of $1.7 million.<\/p>\n

\u201cFuel economy accounts for a large portion of these savings,\u201d says Griffin. \u201cIn fact, fleets can save $6,048 in the first year of fuel expenditures when replacing a 2015 MY sleeper, representing a 12% increase in fuel economy and reduction of CO2 emissions.\u201d<\/p>\n

But you can\u2019t just buy a new truck and expect all to roll out good and green. \u201cDrivers and maintenance personnel need to constantly review the truck itself to identify specific tactics that will increase the potential for fuel economy,\u201d Griffin says. \u201cAreas such as speed management, load capacity, idle time, and proper air pressure in tires can all affect whether a truck is maximizing its fuel economy.\u201d<\/p>\n

Old Dominion Freight Line subscribes to the newer-is-greener view. The Thomasville, North Carolina-based nationwide less-than-truckload carrier keeps its fleet young \u2014 the average age for tractors was 3.5 years at the end of 2018.<\/p>\n

\u201cFuel is of course a major expense,\u201d says Chris Harrell, director of maintenance administration and fuel for Old Dominion. He says the carrier \u201crecognizes that to improve fuel economy and reduce fuel spend, it takes commitment from the top down, such as to help drivers learn the proper techniques\u201d to boost mpg. \u201cWe use metrics to help us address trucks that are underperforming so we can focus on those, including their maintenance.\u201d<\/p>\n

When it comes to reducing fuel spend, Harrell says OD philosophy\u2019s is that, \u201cIt\u2019s more about controlling the gallons than the cost of fuel. The cost will be what it is, whether you buy fuel wholesale or retail.<\/p>\n

\u201cThe focus has to be on the gallons consumed by the trucks on the road,\u201d he continues. Helping make that happen for OD are such fuel-sipping specs as low-rolling-resistance tires and automatic tire inflation systems. The fleet also deploys route-planning software to help it run smarter to run fewer miles, saving even more fuel.<\/p>\n

\u201cWe try to make use of whatever makes sense in our operation to save fuel,\u201d says Harrell. \u201cOurs is a common-sense approach. It has to fit our fleet and not cause any maintenance issues. That\u2019s why for any product we consider investing in, we\u2019ll run a pilot test of it first. And later, by conducting preventive maintenance properly, we can address anything that can impact fuel economy as quickly as possible.\u201d<\/p>\n

\"\u201cWhen
\u201cWhen it comes to fuel economy, all parties involved in a truck\u2019s lifecycle play a role,\u201d says Fleet Advantage\u2019s Jim Griffin. \u201cDrivers, maintenance and fleet operators included.\u201d Photo: Fleet Advantage<\/figcaption><\/figure>\n

Proven picks<\/h3>\n

John Pope, chairman of Cargo Transporters, a nationwide truckload carrier out of Claremont, North Carolina, says the fleet\u2019s 525 tractors are spec\u2019ed \u201cfairly conservatively. There are a lot of claims out there, so we generally stick with things that are proven in the market.\u201d That still leaves a lot of fuel-saving technology for Cargo Transporters to dip into.<\/p>\n

\u201cCertainly, some specs contribute significantly to fuel economy,\u201d he continues. \u201cBut even if the gain is fractional, over a million miles the savings add up.\u201d He says that applies from the small things, like aerodynamic mud flaps, \u201call the way up to how we spec our drivetrain \u2014 the rear axle ratio alone can have a big impact\u201d on mpg.<\/p>\n

Pope says the fleet has gone to downsped drivetrains. \u201cDownspeeding lowers rpm in cruise range, which saves fuel. Because of the success we\u2019ve had in testing downspeeding, we\u2019re spec\u2019ing the drivetrain that way on our new Freightliner Cascadias.<\/p>\n

\u201cWe\u2019re also 100% automated transmission, using the Eaton AutoShift,\u201d he continues. \u201cAnd so far, we see it helping fuel efficiency and we don\u2019t have to train drivers on shift points. The Cascadia itself includes a fair amount of aerodynamics, from the front bumper to along the sides. The package we\u2019re spec\u2019ing also includes aero wheel covers, and we put skirting on our trailers.\u201d<\/p>\n

Pope says the fleet made a significant change about eight years ago when it switched to wide-base single tires on tractor drive and trailer positions. \u201cThese tires have paid us dividends by increasing miles per gallon, and serviceability for them on the road has gotten better over time. At the time, we also went to aluminum wheels to reduce weight, so that also helps.\u201d<\/p>\n

Although those specs, plus the contributions of Cargo Transporters\u2019 drivers, add up to improved fuel efficiency, Pope is reluctant to put a hard-and-fast figure on it. \u201cWe have no one specific number to share due to the variances that occur in different operating areas.\u201d He says their approach is to look at a fleet average on a month-to-month basis.<\/p>\n

Moving target<\/h3>\n

\u201cWhat we do generally is look at the lower 5% to 10% of trucks in terms of fuel efficiency and then have discussions with their drivers,\u201d Pope continues. \u201cWe want to find out if there is an equipment or a driver-training issue. A number of things can contribute to an mpg number, which is always a moving target. You get the biggest bang for your buck if you improve the poorest performers in a group.\u201d<\/p>\n

Brent Nussbaum, CEO of Hudson, Illinois-based Nussbaum Transportation, says the regional and nationwide truckload carrier writes one spec for its fleet of 400 tractors, which run over the road as well as handle short-haul freight and are on a four-year trade cycle. \u201cWe found what works for us. We primarily have Freightliner Cascadias that are powered by a 15L Detroit engine with a 12-speed Detroit automated transmission and are set up as 6×2 units.\u201d<\/p>\n

Along with the truck\u2019s aerodynamic features, Nussbaum cheats the wind with the aero treatment given its trailers, which includes both trailer skirting and deployable boat-tail deflectors on the rear door.<\/p>\n

\u201cWe use a tight tractor-to-trailer configuration,\u201d Nussbaum says, keeping the gap between tractor and trailer close to minimize fuel-sucking air turbulence between them. \u201cAnd we have a 29-foot trailer skirt instead of the standard 23 feet, to run it to the back of trailer and close to the rear tandem. We run with TrailerTails, and we put zero-offset wheels on trailer; they\u2019re set in so they help move the wind past the wheels and skirting. Perforated mud flaps also let the wind through, and we spec a rain-gutter cover on the trailer roof to help smooth airflow.\u201d<\/p>\n

Topping 11 mpg<\/h3>\n

Nussbaum credits the fleet\u2019s company drivers with helping the carrier score 8.97 mpg fleetwide for all of 2018, including winter mileage. \u201cSome of our best drivers averaged 10.66 for the whole year, and others reached as high as 11.5 in certain months. And this is while running nationwide; we only do not operate in California.\u201d<\/p>\n

Nussbaum deploys a computerized \u201chabits-based\u201d driver scorecard system, supported by a SmartDrive in-cab video camera system and followed up by coaching on mpg and safety performance. \u201cWe feel relying on fuel mileage alone is inexact, given wind resistance and other variables,\u201d he explains.<\/p>\n

\u201cThe bottom line to scorecarding is that drivers used to get frustrated over trying to hit mpg targets,\u201d Nussbaum explains. \u201cBut habits-based scoring takes that away.\u201d He says if they drive in accordance with the habits the fleet trains and coaches them on, \u201cthey will turn in the mpg and safety performance needed.\u201d<\/p>\n

Try the six steps suggested here and see if they can get you to a higher level of fuel efficiency. And as you move along them, remember it always pays to look, listen, and learn more along the way to anywhere.<\/p>\n

Source:https:\/\/www.truckinginfo.com <\/a><\/p>\n

\"JMF\"I\u00b4m\u00a0a Fleet Management expert, and the manager of\u00a0Advanced Fleet Management Consulting<\/a><\/strong>, that provides Fleet Management Consultancy Services.<\/p>\n

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Advanced Fleet Management Consulting, en colaboraci\u00f3n con Jaltest, GantaBI, Optimatics y Transporte Profesional, organizan el \u201cCurso para la Gesti\u00f3n de flotas de veh\u00edculos\u201d con el fin de formar a los profesionales en gesti\u00f3n de flotas a tomar una visi\u00f3n global y conocer todas las actividades y factores clave involucrados en la gesti\u00f3n de una flota de veh\u00edculos. El curso es \u00fanico en Espa\u00f1a y presenta un enfoque innovador al desarrollar una metodolog\u00eda propia para la gesti\u00f3n de flotas de veh\u00edculos.<\/p>\n

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Start somewhere and see where it takes you… maybe that will be beyond 10 mpg. HDT File Image 6 Simple Steps to Fuel Savings for Truck Fleets There are more than a few ways to cut fuel costs, be that by burning less of it or spending less to buy it. But there\u2019s no one…<\/p>\n","protected":false},"author":1,"featured_media":0,"comment_status":"closed","ping_status":"open","sticky":false,"template":"","format":"standard","meta":[],"categories":[18],"tags":[183],"_links":{"self":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/posts\/2901"}],"collection":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/comments?post=2901"}],"version-history":[{"count":0,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/posts\/2901\/revisions"}],"wp:attachment":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/media?parent=2901"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/categories?post=2901"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/tags?post=2901"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}