TruckandTrackSpring2020

www.truckandtrack.com Spring 2020 Truck and Track 33 FTA NEWS The Logistics Emission Reduction Scheme (LERS), created by FTA, has identified some of the ways in which commercial drivers can significantly improve their fuel efficiency and in the process, reduce their carbon footprint. Following advice given by the LERS leadership team, its members are now 13% more fuel efficient than the industry average. In this article, FTA’s Environment Policy Manager, Rebecca Kite, shares four fuel- efficient techniques for drivers and their managers to employ. 1. Fuel efficient driver training As driving technique can have a significant effect on the fuel performance of a vehicle, FTA recommends all drivers attend fuel efficient training. These courses seek to remedy bad driving behaviour, such as harsh braking and accelerating. Training in how to avoid wasteful practices like this can help drivers overcome poor habitswhile fostering new, helpful techniques, such asmaintaining a constant speed and limiting the use of air conditioning. There are several fuel-efficient driving courses available on the market but the best known, in the view of FTA, is the Safe and Fuel- Efficient Driving (SAFED) training programme. While there is a cost associated with the programme, previous attendees saw an mpg improvement of 5% on average, with some experienced drivers achieving up to a 15% growth in fuel efficiency. At FTA, we believe that even the most experienced professional drivers can benefit from refresher training; there is always something new to learn, and more efficient techniques to perfect. 2. Telematics and driver analytics By using technologies such as telematics – in-cab systems that record a wide range of information from a journey – managers can monitor and review individual drivers’ fuel consumption and driving behaviour. They can then use these insights to determine which drivers require additional training, as well as reward drivers that display safe and efficient driving. 3. Route optimisation Selecting the best route to a destination can minimise mileage and reduce the fuel consumption of a journey. There are multiple route planning software solutions on the market which can be used to optimise scheduling. When choosing the most efficient route, it is not just mileage that needs to be considered; congestion can also heavily impact fuel consumption. Studies show stopping three times per mile – and getting back up to 30pmh each time – triples emissions compared to just cruising at 30mph. With every kilometre saved by optimising routing and scheduling, you are reducing fuel costs while cutting emissions. 4. Tyre management processes While correctly inflated tyres are vital to the safe operation of any vehicle, it has also been shown to be an important factor in fuel efficiency; a 20% drop in tyre pressure can increase fuel consumption by two per cent. As such, drivers should regularly check the pressure of their tyres. Properly inflated tyres also minimise rolling resistance (the amount of energy a tyre absorbs as it revolves and deflects). Driving with low rolling resistance results in less fuel being required to propel the vehicle forward, therefore increasing efficiency. LERS is a free to join industry initiative to record, report and reduce carbon emissions from freight transport. The scheme aggregates its members’ fuel usage and business activity data to establish a carbon footprint. It is open to all companies with at least one commercial vehicle; for more information visit http://lers.org.uk https://fta.co.uk Emission Truck (ULET). This would incentivise manufacturers to invest more resources into developing these vehicles; testing new technology can be expensive but a ULET definition would provide clear parameters and stimulate demand. And with local governments across the UK implementing low emission zones, a clear definition would provide authorities with a criterion that can be applied consistently across the UK, preventing the patchwork of standards we are seeing emerge in places such as Oxford and Hackney. At FTA, we will continue to assist the authorities in developing a single, clear and workable definition for ultra-low emission truck and vans. Diesel powered vehicles, particularly Euro VI, will still be in use for several years while we see a gradual transition towards alternatively fuelled vehicles, such as electric and FCEV. As such, it is vital industry is given a ULET definition as soon as possible to propel change in this market. Electrification While there has been a rapid rise in the development and procurement of electric cars and light goods vehicles (LCVs), the development of electric and alternatively fuelled heavy goods vehicles (HGVs) has been sluggish, owing to several key barriers. The most pertinent is the weight of the electric batteries required. As HGVs are typically heavier than cars and LCVs, they will naturally require more power, resulting in larger and much heavier batteries. And as HGVs have legal restrictions placed upon them as to how muchweight they can carry, additional battery weight significantly compromises the payload. Range anxiety is another concern for FTA’s members. Logistics businesses need clearer deadlines from manufacturers as to when electric trucks will be developed and readily available for the mass market. In the meantime, FTA is urging government to recognise the lack of readily available electric HGVs when implementing local and national policies. Hydrogen Use of hydrogen to generate the electricity required to charge the batteries of electric trucks presents another possible step to decarbonisation; these are known as FCEVs. Although this technologywas previously dismissed in favour of full electrification, many truckmanufacturers – such as Hyundai – are nowdeveloping these vehicles. They are viewedbymany tobe apractical, temporary stopgap while a longer-term solution to electric HGV battery technology is under development. Gas FTA’s members are also using gas-powered trucks to reduce their carbon footprint. For example, JohnLewisPartnerships’ biomethane gas fleet has delivered an 83% reduction in carbon emissions. And while these vehicles cost around £20,000 more per unit than their diesel equivalents, they will pay back the same amount in the first year of operation in fuel savings. The team has pledged to convert their entire HGV fleet to biomethane by 2028. Longer term, they state their ambition is to transition to a fully electric heavy vehicle fleet once the appropriate technology and infrastructure is in place. In conclusion, if you run a fleet of smaller vehicles, such as LCVs, you are more likely to see progression towards full electrification take place over a far shorter time period. In the view of FTA, diesel powered vehicles will still be in use for several years while we see a gradual transition towards alternative options. Four strategies for reducing fuel use By Rebecca Kite, Environment Policy Manager, FTA Rebecca Kite LOADS MORE TRUCKS & TRAILERS 01543 420 121 www.deker.co.uk