|
|
|
|
|
| Past Issues |
July 2008 |
|
Comment The super spike in the oil price continues to be hotly debated across the world. In spite of the many diverse views that surface daily, the real reason for it at the time of writing, remains unexplainable. Thanks to the sometimes wild speculations, usually by the media and known speculators, that the oil price will reach $200 a barrel, or more, before the year is out, tends to drive people into thinking mainly in negative terms. So much so that someone asked me if I thought there would be road blocks and riots in South Africa when we ran out of diesel and trucks would just have to stand. When the oil price hit $135 a barrel for the first time in late May this year, US heavyweight oil execs told the US Congress that the price should be somewhere between $35 and $90. John Hofmeister, president of Shell’s facility in Houston Texas, said the proper price range is $35 to $65. Saudi’s oil minister Ali al-Naimi said the break-even price for alternate fuel is $60 to $70 a barrel. OPEC say there is no evidence it is due to a shortage of supply and suggests that the spike lies at the door of investors. While speculators deny this strongly, it is difficult to understand that while the $200 a barrel scenario is bandied around, the price for oil deliveries in December 2016 was locked down at $142 a barrel on some of markets. “There is fierce controversy over how much speculation has driven up oil prices. Some analysts are suggesting that tankers are now being leased, not primarily to ship crude, but to dally in harbours acting as mobile stores, only to be put to sea and deliver their cargoes when prices are higher,” says Martin Spring, wellknown financial journalist now resident in Thailand. The Saudis, producing 9,7 million bpd, announced they will up production by a further 500 000 bpd. However, to their chagrin, US traders were reluctant to take up the offer unless they were granted a huge discount on the oil price, up 41% this year, mainly due to inflation and the weak US$. It seems that speculation feeds on itself. This especially so, when you consider some of the facts that come out of a recent BP survey:
So once again, lets not waste our time and energy trying to figure out ways to beat the current at high prices by pressuring government to temporarily waive fuel taxes currently at R1,58 a litre for diesel and R1.74 for petrol (includes 46.5 cpl road Accident Fund levy). It serves little purpose and detracts from the need to make sure we use it as efficiently as possible. Drivers and Driving Drivers with a valid driving licence and a Professional Driving Permit (PrDP) are not necessarily trained and motivated to drive for optimum fuel-efficiency. This is so even when heavy vehicle drivers have received some basic training from a vehicle manufacturer or inhouse driver trainer. Near grid lock traffic congestion on so many of our major roads; impatient - if not selfish - motorists with no respect for speed limits; coping with edgy vehicle schedulers and consignees; long working hours; frustration and fatigue are hardly conducive to drivers thinking about how much fuel they are burning. In addition to these trying circumstances we should be mindful as to how many – including experienced drivers – are actually aware of, or understand just how much their respective driving skills, habits and attitudes impact on the fuel they burn every day. The introduction of current hitech engine technology has left many drivers in the dark when it comes to driving for optimum fuel economy without compromising the achievement of an acceptable average speed under prevailing traffic and road conditions. Assuming drivers are always selected according to a sensible and credible selection procedure and properly inducted to ensure they know and understand the company’s policies and rules, serious thought should also be given to the many impacts that drivers and driving have on the amount of fuel that is used to complete various everyday transport tasks. For example:
According to tests conducted by the Technology and Maintenance Council of the American Trucking Association, when an articulated vehicle with high aero-dynamic drag increases speed to more than 93 km/h, the fuel consumption increases by as much as 50% when compared with vehicles that have low drag and good dynamics. The increase in power demand to reach freeway speed is a major contributor to this factor. The example of power demand below, illustrates the wellknown adage, “Power Costs Money”. Specific Fuel Consumption: Consider carefully this hypothetical example that illustrates how small improvements result in orthwhile savings in fuel use and no doubt, lowers maintenance and tyre costs as well. Assume a heavy vehicle with a 45 000 kg GCM powered by a 260 kW motor covers 180 000 km a year plying various national routes. The vehicle travels at an average speed of 95 km/hr. The fuel consumption based on a SFC that has been determined at an average of 210 grams per kW/hr or in this case, 45, 97 litre/100 km. Lets look at the numbers and calculations:
Assume after reviewing the route and improving driving skills that the driveline can be more effectively used resulting in a small reduction in average speed and SFC. The trip is now completed at an average speed of 90 km/hr and the workload comes down to 75% resulting in a slightly better SFC of 200 grams/kW-hr. Lets see what this means:
Driver Training
Everyone operating trucks seem to agree they should train drivers and where it can be justified, employ a driver trainer. Yet, there are still so many drivers that have not been trained or properly trained. Harold Smith of the Institute of Driver Behaviour wisely says “most drivers are only half as good as they could be because they are not properly trained”.
There is a genuine shortage of licensed drivers as well as competent driver trainers. Vehicle manufacturers are playing a pivotal role in providing ongoing training of drivers employed by their customers. This regrettably is not enough if operators are to achieve consistent optimum fuel consumption, acceptable major component economic life and fewer accidents and incidents. Any number of fleet owners
confirm the positive and encouraging results that flow from organised driver
training interventions covering correct gear changing, smooth driving,
eliminating harsh braking and the concept of economic driving. Depending on
the operation, vehicle and the driver’s aptitude, fuel saving will be at
least two to three litres per 100 kilometres. In some instances, immediate
fuel saving is in excess of 10%. However, these benefits recede after a
month or so when there is insufficient follow up and management of drivers
and fuel. Time and again fleet managers have been handicapped by a lack of
resources to retrain drivers on a regular basis and to monitor them daily
via tracking or other suitable devices. Failure to monitor and manage fuel
usage daily, say competent fleet managers, robs the company of huge amounts
in wasted fuel, tyre wear, excessive maintenance cost and avoidable
accidents and incidents.
“DRIVERS MUST BE free to be properly trained”, says Scania’s national driver trainer Patrick Tshabalala when he emphasises the importance of informing drivers, before the training takes place, why they are being trained and how the training helps them improve their skills and attitude. Patrick says this gives them time to “free” their minds and not be afraid. Equally important is providing each individual with a comprehensive debriefing and plan for ongoing improvement. FuelWatch asked Patrick Tshabalala what he considers some of the most frequently found actions – or lack of them – that result in poor fuel consumption. Drawing on his considerable and varied experience as a driver since 1979 and 10 years as Scania’s driver trainer, Patrick reeled off a host of factors, some of which will come as a surprise to operators who may have overlooked some of the operating practices and procedures that fail to identify when fuel wasting is taking place. Here is a list of some factors that experienced and competent driver trainers pick up on:
The comprehensive two-day Scania driver training programme frequentlyyields significant improvements in fuel usage. The extent of improvement depends on many factors, some of which do not reside with the driver. However, Patrick says training needs to be followed up around three months after the initial session and yearly thereafter for five years. This he believes is an important part in getting drivers to come on board and buy full into the objectives. According to his experience, about 95% of those he trains are willing to be trained and become better drivers. There are, however, some who are just no good. What advice does Patrick have for drivers and the operators that employ them: “Drivers must eat properly to be healthy, be aware of what is happening on the road and be excited about training, as it makes the job so much more enjoyable” His message for employers is: “Look after your drivers. They are the life blood of your business and the economy”.
|
||||||||||||||||||||||||||||||||
Copyright © 2008
FleetWatch magazine and FleetWatch On-Line.
No part of this publication may be reproduced without the prior written
permission from the publishers.
Views published are not necessarily those of the publishers.
