Winstone Aggregates has participated in a haulage productivity trial for the New Zealand Ministry of Transport.
- Trial Route: Hunua Quarry, Hunua to Reliable Way, Penrose.
Return trip 60km - Trial Period: 15 December 2008 – 31 May 2009
- Vehicle Registrations: Rock 54, Rock 55
- Type and configuration: Freightliner Century Class 8 x 4 truck, 4 axle Transport Trailers bulk tipping trailer.
- Driver names: Shane Harris, Troy Downs, Richard Tiori, Craig McKinney
- Description of load: Concrete / Asphalt Aggregates, Weight approximately 1.5tn/m3, Payload 32.8 tonne
- Trial statistics: Number of trips 1325, Kilometres travelled 79,500
Overview
The trial covered the operation of specialist truck and trailer units loaded to 50 tonnes gross – an increase in payload of approximately 22% over the 44 tonnes currently legislated.
The trials were an integral step towards the investigation of greater efficiency in the way freight is moved on our roads; a controlled permit system that allows vehicles to operate at heavier weights has the potential to reduce the number of vehicle movements required to distribute the same amount of freight. Consequently, this leads to a reduction in fuel consumption and a contribution to the Government’s sustainability objectives.
Background
The productivity trials commenced in New Zealand in June 2008.
Vehicles participating in the trials complied with existing safety legislation and underwent the standard overweight permit process. Braking systems were rated to ensure that they were appropriate for heavier loads and vehicles were limited to approved routes.
The level of support from the road transport industry has been significant with a broad range of industry representatives taking part in the trials.
Productivity trial feedback
OUR COMMUNITY
During the six month trial Winstone Aggregates did not receive any feedback or complaints from other road users or the general public in relation to the operation of higher gross weight units.
The general appearance of a 50 tonne truck is no different to a 44 tonne unit, consequently a lack of feedback was not unexpected.
OUR DRIVERS
“A little bit slower taking off the mark, but other than that, the truck felt beautiful to drive.” – Shane Harris, trial driver.
“The truck appeared to work to its full potential. There was a notable improvement in the ride of the truck, and it stopped equally as well as a 44 tonne unit.” – Troy Downs, trial driver.
“The ride of the truck actually felt better, and there was no difference in braking performance. Downside was a slight reduction in pulling power.” – Craig McKinney, trial driver.
“Not much different to drive, but the handling was a little better and felt safer to drive as truck seemed to grip road better.” – Richard Tiori, trial driver.
SAFETY
During the six month period of the heavy vehicle productivity trial, one incident occurred involving a Winstone Aggregates 50 tonne gross unit. Police identified the cause of the crash was failure to give way by another motorist.
A subsequent police weight and compliance check found no breaches or faults with Winstone Aggregates’ truck and trailer unit
Project results
The benefits of operating two units at 50 tonne gross, compared to two units at 44 tonne gross are both economic and environmental.
Over the trial period, the total cost of delivering the equivalent tonnage to and from the same sites was reduced. The total kilometres driven was also reduced, consequently reducing carbon emissions.
ECONOMIC BENEFITS
The RUC cost throughout the trial period was $43,400 (excluding gst) for the two units running at 50 tonne gross weight. The equivalent cost for two units running at 44 tonne gross weight and delivering the same tonnage would have been $38,300 (excluding gst). This represents an increase in road user charges of $5,100 or 14%. However, the economic advantage of less man hours and fuel represents greater economic savings.
ENVIRONMENTAL BENEFITS
During the trial, it is estimated that the two 50 tonne units would have released a total of 104.0 tonnes of CO2 emissions. By comparison, two 44 tonne units delivering the same tonnage would have recorded CO2 emissions of 121.1 tonnes. This represents a carbon footprint reduction of 17 tonnes (14%).
In today’s environment, where carbon emission performance is at the forefront of many countries’ environmental policy, this reduction is significant.
REDUCTION IN FUEL USE
A total of 39,552 litres of diesel was used during the trial. The equivalent usage by two 44 tonne units delivering same tonnage would be 46,034 litres representing a reduction of 6,482 litres or 14%. This result provides a compelling incentive for the implementation of heavier productivity vehicles on designated routes.
If the entire Winstone Aggregates fleet of 60 truck and trailer units operated at 50 tonne gross weight for a 12 month period, the reduction in diesel litres consumed would equal: 427,000 litres.
REDUCTION IN NUMBER OF TRIPS
A total of 1325 trips were made between Hunua Quarry and Leonard Road, Penrose. The equivalent number of loads required by a 44 tonne unit to deliver same tonnage, would be 1581. The number of loads was reduced by 256 or 16%.
Operating higher productivity vehicles will definitely decrease traffic congestion on key routes.
REDUCTION IN KILOMETRES
Throughout the trial, the two 50 tonne units travelled a total of 79,500kms. To deliver the same tonnage using two 44 tonne units, the number kilometres required would be 94,830kms. This represents a reduction of kilometres travelled by 16%.
Although higher productivity vehicles have a slightly greater weight spread over all eight axles of the truck and trailer unit, when compared to a 44 tonne unit, the impact on kilometres required is reduced by 16%. Moving large volumes from site to site utilising higher productivity vehicles could significantly reduce road wear.
The Numbers
- 12% increase in RUC
- 15,330 less kilometres
- 256 less loads
- $12,800 reduction in costs
- 6,482 litres fuel saved
- 17 tonnes less carbon emitted
- 14% less carbon emissions
- Braking systems rated for heavier loads
- Kilometres travelled reduced by 15,330
| Trial | Savings (actual) | % | Savings (max 50 tonne) | % |
|---|---|---|---|---|
| Average payload | 5.3 | 19 | 6.0 | 22 |
| Number of trips | 256 | 16 | 283 | 18 |
| Average loads / day | 2.28 | 16 | 2.53 | 18 |
| Kilometres travelled | 15,330 | 16 | 16,985 | 18 |
| Fuel used (l) | 6,482 | 14 | 7,111 | 15 |
| RUC paid | -$5,175 | -14 | -$4,270 | -$11 |
| CO2 emissions (t) | 17.0 | 14 | 18.7 | 15 |
| Round trip comparison | 50 tonne (actual) | 50 tonne (limit) | 44 tonne |
|---|---|---|---|
| Payload | 32.8 | 33.5 | 27.5 |
| Fuel economy (km/L) | 2.01 | 2.00 | 2.06 |
| RUC cost ($/km) | 0.547 | 0.547 | 0.404 |
| Kilometres travelled | 60 | 60 | 60 |
| Fuel used (l) | 29.9 | 30.0 | 29.1 |
| RUC paid | $32.82 | $32.82 | $24.24 |
| Six month summary | 50 tonne (actual) | 50 tonne (limit) | 44 tonne |
|---|---|---|---|
| Tonnes carried | 43,464 | 43,464 | 43,464 |
| Average payload | 32.8 | 33.5 | 27.5 |
| Number of trips | 1325 | 1297 | 1581 |
| Average loads / day | 11.83 | 11.58 | 14.11 |
| Kilometres travelled | 79,500 | 77,846 | 94,830 |
| Fuel used (l) | 39,552 | 38,923 | 46,034 |
| RUC paid | $43,487 | $42,582 | $38,311 |
| CO2 emissions (t) | 104.0 | 102.4 | 121.1 |
