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The respondents are active in monitoring and managing their fuel consumption. About 60% of companies have set targets for reducing their fuel consumption, while 13% do not actively monitor their fuel consumption. Although 13% is not much, it is still rather surprising that any company does not actively monitor their fuel consumption. After all, fuel consumption is the second biggest cost for the hauliers, accounting for 23% of total costs (SKAL 2011b). The Finnish results are aligned with their British peers (small hauliers), of which 50% run a fuel efficiency programme (AECOM 2010). Operational key performance indicators were monitored by 72% of small British hauliers. Among British hauliers the barriers for not running a fuel efficiency programme or monitoring key performance indicators were: no time or lack of staff, lack of know-how and too high costs. A fuel efficiency programme and key performance indicators might be considered as a larger set of actions than just setting a target for reducing fuel consumption and monitoring it, but still the basic principle remains the same. Thus, the barriers for not doing such activities are probably the same in Finland as in Britain.

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7.3.1. Energy efficiency related activity and company size

A categorization was created on the firms’ activity related to energy efficiency. Category was created based on simultaneous presence of targets for energy efficiency and monitoring the fuel consumption. An ‘active’ company has set a target for reducing fuel consumption and monitors the fuel consumption regularly. Out of 295 hauliers 166 belong to the category of ‘active’ companies. When this categorization is studied further the results show that activity in energy efficiency is related to the size of the company (Table 25). Based on their self-assessment, 56% of respondents are ‘active’ and 44% are not. The ‘inactive’ companies are smaller than the active ones (Table 25).

Table 25. Energy efficiency related activity and company size.

Active in energy efficiency? n avg. s.d. t-test sign. How many trucks do you operate? Yes 161 6.3 11.934 p<0.01

No 128 3.5 3.698

How many employees do you have? Yes 161 11.4 23.427 p<0.01 No 129 6.2 7.885

What is your annual turnover? (million euros) Yes 156 1.5 3.443 p<0.05 No 122 0.9 1.549

What share of your turnover comes from your biggest customer? (%) Yes 158 65.3 30.482 n.s. No 126 65.8 30.441

In addition to setting targets and monitoring their fuel consumption, the ‘active’ companies have also implemented more energy efficiency actions than the ‘inactive’ ones. Only with implementation of hybrid vehicles the difference was not significant. The motivation to become active in terms of energy efficiency seems to be mostly due to increasing fuel costs as the ‘active’ companies stated the fuel price as a motivation for the energy efficiency actions more often than the ‘inactive’ companies.

7.3.2. Monitoring practices and level of detail

Most of the studied companies (44%) keep manual records of their fuel consumption by recording the mileage and amount of fuel when filling the tank. On the other hand, 27% of companies keep the records on computer while still manually collecting the data. Automatic recording of fuel and mileage at the pump is used by 6.5% of companies and 9.6% of companies use advanced on-board monitoring equipment. Implementation of fuel consumption recording technologies seems to be similar also in other countries. Only one company out of eight interviewed British small hauliers used automatic monitoring at the pump, while others emphasised the use of simple spreadsheets (AECOM 2010). On-board monitoring equipment was used by only one of ten interviewed German large hauliers (Tacken et al. 2011). The monitoring practices reveal the slow adoption of new technologies by hauliers. This may hinder the participation in the Finnish energy efficiency agreement, because the entire system is internet-based. This fact should be taken into account

111 while trying to enhance the fuel consumption monitoring among the hauliers. Thus, educating and supporting the computer usage and possibility for manual reporting should be emphasised.

About 78% of respondents monitor their fuel consumption on at least truck-level, while 30% assess the consumption at driver-level. Truck-level monitoring is required in the energy efficiency agreement, so there should be adequate data available, although much of it is not in electronic form. Most companies monitor the development of fuel consumption monthly, but 20% do it on weekly basis and some even daily.

Monitoring the total haulage in tonne-kilometres seems to be too difficult or impractical for the hauliers according to the results. Only 11% of respondents said that they monitor tonne- kilometres. However, even this may be an overestimate, because only 8% of respondents gave a reasonable figure for their annual total haulage in tonne-kilometres, when asked. Annual total haulage was considered reasonable if it gave an average load of 1–50 tons when divided by the annual laden kilometres stated by the respondent. The low level of tonne-kilometre monitoring causes difficulties for the assessment of the energy efficiency agreement because information on both fuel consumption and total haulage in tonne-kilometres are needed. If the energy efficiency database does not provide information on tonne-kilometres, the data must be taken from the national Goods Transport by Road statistics (GTRS) and reliability of the assessment is weakened when data from different sources are combined.

7.3.3. Current level of fuel consumption

The respondents were also requested to provide data on their annual fuel consumption and the share of empty running. The following information was calculated based on these responses (Table 26).

Table 26. Average fuel consumption and empty running on sectors based on responses of this survey and GTRS data from 2009.

This survey 2009 GTRS data

Fuel consumption

[l/100km] running Empty Fuel consumption [l/100km] running Empty

Forest cluster 51.1 38% 39.1 33%

Energy cluster 43.4 40% 43.6 32%

Construction cluster 42.4 40% 35.3 36%

Chemical cluster 40.7 28% 39.7 28%

Waste and maintenance 40.6 34% 25.4 30%

Food cluster 37.7 23% 37.0 21% Technology cluster 35.1 22% 31.8 26% Trade 33.5 15% 30.7 21% Other manufacturing 33.3 19% 30.5 23% N/A 30.4 17% Total 39.6 28% 34.4 28%

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The results indicate a variance between the road transport hauliers serving different sectors of the economy. The fuel consumption and empty running are higher in the bulk goods sectors than in other sectors. It can also be seen that the estimated fuel consumption, based on the Goods Transport by Road Statistics (GTRS), underestimate the fuel consumption in some sectors. The reasons for the underestimates are most likely that, firstly, idling could not be taken into account in the estimates, and secondly, the speed of transport could not be taken into account. The transports in forest, construction and waste and maintenance clusters typically include long periods of idling when loading and unloading the vehicle. Also, some of the mileage in these sectors is driven on small rural roads at low speed and on urban roads with frequent stops in case of waste transport. The empty running seems to be underestimated in statistics in bulk transport and overestimated in other sectors. Quite remarkably, however, the overall share of empty running is the same in the survey and in the GTRS data. These findings have been taken into account in the statistical analysis in Chapter 4.