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Study on International Best Practices and Trends in Truck Freight Energy Use
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 FINAL REPORT
Study on International Best Practices and Trends in Truck
Freight Energy Use and its Linkages to the Context of Pakistan

FINAL REPORT
CIU-T/3/2015/Study-3.1.3 (a)

Study on International Best Practices and

Trends in Truck Freight Energy Use and its
Linkages to the Context of Pakistan

CIU-Trucking PAKSTRAN

Dr. Mudassar Hassan Arsalan

Geo-informatics and Sustainable Development Research Lab
Institute of Space and Planetary Astrophysics
University of Karachi
Karachi - Pakistan

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FINAL REPORT
Study on International Best Practices and Trends in Truck
Freight Energy Use and its Linkages to the Context of Pakistan EXECUTIVE SUMMARY

EXECUTIVE SUMMARY
BACKGROUND

The struggle to preserve our environment has gained momentum over the
years and is now part of the planning and development strategies. The ongoing
effort against climate change owing to GHG emissions has also come to the
fore in policy and business alike. Recently, at 2015 United Nations Climate
Change Conference as a 21st yearly session of the Conference of the Parties
(COP 21), on 12 December 2015, the final wording of the Paris Agreement was
adopted by consensus by all of the 195 UNFCCC participating member states
(United Nations Framework Convention on Climate Change) and the European
Union to reduce emissions as part of the method for reducing greenhouse gas
[1]. Transport services appear to be one of the biggest sources of CO2
emissions and some of the transport emissions are also pollutants. This is,
however an industry, which is, on the one hand, indispensable for growth and
employment and yet on the other hand has enduring difficulties freeing its
dependence on fossil fuels.

The strategic location of Pakistan, its role in the trade of landlocked countries,
and its influence as a crossroads of political and religious ideologies have kept
it at the forefront of world events. Geographically, Pakistan has long been a
gateway between Eurasia and the subcontinent and between East and West.
Its culture and history have been enriched by the countless invaders, traders,
and settlers who have been a part of the region’s past. Pakistan's estimated
population in 2015 is over 191.71 million, making it the world's sixth-most-
populous country. This population is around 2.57% of the world population [2].
During 1950-2011, Pakistan's urban population expanded over sevenfold,
while the total population increased by over fourfold. In the past, the country's
population had a relatively high growth rate that has been changed by
moderate birth rates. Its growth rate is reported at around 1.49%, which gives
an annual increase of more than 3 million. The expected population of Pakistan
would be around 251 million in 2025 and 277 million in 2050 [2].

Overall CO2 emissions in Pakistan are estimated to have risen from 104.5
million metric tons in 2003 to 146.8 million metric tons in 2012 [3] and are
expected to more than double by 2020 to 250 million tonnes in a business-as-
usual scenario [4], with a 3.3% annual growth rate. In 2013-14, the entire

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FINAL REPORT
Study on International Best Practices and Trends in Truck
Freight Energy Use and its Linkages to the Context of Pakistan EXECUTIVE SUMMARY

transport sector was responsible for 49% of the total energy consumption in
Pakistan [5]. As such, it is also a significant contributor to GHG emissions with
an estimated 26.7 million tonnes CO2 in 2003 and 71.9 million tonnes CO2 in
2013. By 2020, GHG emissions from the entire transport sector could be more
than 100 million tonnes CO2 if there are no GHG mitigation interventions in the
sector and assuming 5% growth in the transport sector. Use of CNG in the
transport sector, as cleaner fuel, has been the priority of the government and
Pakistan, but due to shortage this source has become less available. Recent
scarcity of the indigenous gas available is one of the major constraints in this
regard.

Freight transportation is comprised of five major modes: truck, rail, air, water,
and pipeline. The contributions of truck freight to total freight transportation
GHG emissions is more than 60 percent. Energy use for all modes could
increase manifolds from 2015 to 2035, based on existing energy use trends.
Since energy use for freight transportation is expected to increase significantly
in the next 20 years, and because GHG emissions are largely based on energy
use, GHG emissions will also increase significantly.

Pakistan's economic growth has led to significant increases in road freight

traffic [6, 7]. Pakistan's freight transportation system can be characterized as:

 Dominated by road transport with a share of 94% of all the freight, while the
opportunities for more energy efficient rail transport are clearly
underutilized;
 Being comprised mainly of trucks that are more than 30 years old that are
highly energy inefficient; and
 A trucking industry that is highly competitive leading to dangerous transport
practices and overloading that damage Pakistan's road assets.
Up till 2014, there were over 251,300 cargo trucks operating in Pakistan [8].
The increase in road freight transport has been one of the primary causes of
the country’s congested transport system, especially in urban areas, adversely
impacting Pakistan’s trade competitiveness and impeding sustainable
economic growth.

Governments and the freight industry recognize the need for solutions to meet
future challenges for GHG emissions reductions. There are a growing number
of technological and operational strategies, existing or developing, that could
reduce GHG emissions. Disseminating information regarding these

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FINAL REPORT
Study on International Best Practices and Trends in Truck
Freight Energy Use and its Linkages to the Context of Pakistan EXECUTIVE SUMMARY

technological and operational strategies can facilitate decision making to

achieve reductions in energy use and GHG emissions.

The Government of Pakistan (GOP) and United Nations Development Program

(UNDP) have entered into an agreement for a project titled “Pakistan
Sustainable Transport Project” (PAKSTRAN) in 2011. The PAKSTRAN project
is designed to supplement Provincial Government initiatives in Punjab and
Sindh, to improve transportation systems [9]. The project is aimed at
institutional strengthening and capacity development to support regulatory
frameworks addressing Pakistan’s environmental challenges in the
transportation sector.

The main objective of the PAKSTRAN project is to reduce the growth of energy
consumption and related greenhouse gas (GHG) emissions from the transport
sector in Pakistan. The other objectives are to improve urban environmental
conditions and Pakistan’s trade competitiveness by:

 creating an enabling investment environment for sustainable urban

transport
 creating and institutional and policy framework that is supportive of urban
transit development
 improving the fuel efficiency of the trucking freight transport, and
 increasing awareness and capacity in Pakistan for sustainable transport
The study intends to gain benefit from best practices and trends in truck freight
energy use at the international level for their possible replication in the trucking
sector of Pakistan. Therefore, the study is an extensive review of best practices
and trends in the countries at different stages of development to meet the
challenges of the trucking sector, and improving its performance.

METHODOLOGY

The methodology for characterizing and evaluating potential best practices

includes: reviewing literature to identify existing or developing potential best
practices and to develop a preliminary list of potential best practices;
categorizing and characterizing potential best practices; assessing their
reductions in GHG emissions, and energy use; and summarizing and reporting
evaluation results in the context of Pakistan. The potential best practices
identified here are often of potential future applicability, since many of them
have not been implemented widely and some are preliminary concepts.

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Study on International Best Practices and Trends in Truck
Freight Energy Use and its Linkages to the Context of Pakistan EXECUTIVE SUMMARY

A potential best practice is an existing or developing strategy or technology that

is expected to lead to reductions in energy use, refrigerant use, and
greenhouse gas emissions. The potential best practices are categorized by
subgroups based on the factors that the practices can improve, or the
technologies that vehicles or devices may apply, to reduce GHG emissions.

Based on a review of literature, key elements of the best practices in the road
freight transport sector have been identified, which include low carbon fuels,
advanced technologies; vehicle efficiency; improved truck fleet composition,
operations & management, improvement in infrastructure, policies and
institutional arrangements.

CONCLUSIONS

There is an urgent need to improve the efficiency and reduce adverse social
and environmental impacts from freight movement in Pakistan, especially for
road freight. A balanced mix of proven strategies exists and can be applied in
Pakistan, aimed at trucks improving freight logistics and transfer of road freight
to intermodal and rail.

 Avoid strategies reduce the need for transport or the travel distance for road
freight vehicles and mostly relate to improved logistics. Logistics solutions
for road freight, including the use of articulated trucks, loading on return
trips, matching vehicle's capacities to load, logistics information platform,
joint venture trucking companies, and freight villages (consolidation
centres). Broader regional and transport planning can also be counted
among effective avoid strategies;
 Shift strategies aim to transfer freight movement to more energy-efficient
and environmentally friendly modes. This relates to shifting road freight to
rail and fluid cargo to existing and new pipelines.
 Improve strategies enhance the energy efficiency of vehicles and trucks
through technologies and integrated management. Technologies for trucks,
including tyres and wheels, aerodynamics equipment, idling reduction
technologies, emissions control technologies, fuel and oil, and engines and
vehicles.
Existing plans and policies provide a solid mandate and basis for government
agencies and other stakeholders to focus on green freight. The most relevant
national policies and plans are the Pakistan Road Freight Strategy 2006,
Pakistan Trucking Policy 2011, PAKSTRAN Project (2011), and China-
Pakistan Economic Corridor Development (2015). Policy and institutional
barriers must be addressed to achieve national targets relevant to “Green
Freight” concept. In general, the national institutional framework comprises
ministries that are responsible for the formulation of strategies, plans and

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FINAL REPORT
Study on International Best Practices and Trends in Truck
Freight Energy Use and its Linkages to the Context of Pakistan EXECUTIVE SUMMARY

policies. The national institutional set up is also reflected in the institutional

arrangements at the provincial and local levels.

Ample international best practices exist on which Pakistan can draw to design
its own policies and strategies and fill gaps. The best practices described in this
report that are of most relevance to Pakistan’s gaps are as under:

 A supply and distribution network is needed for modern trucks that is

required for Euro 4, 5 and 6 vehicle emissions standards and exists in
Europe, the US and several other developed countries;
 The technology verification system of the US EPA in support of the
SmartWay Program, covering a wider range of truck technologies, detailed
and specific test protocols, financing mechanisms to promote certified
technology adoption, and a recognizable certification logo for public
recognition of companies that apply certified technologies;
 Eco-driving schemes in the UK and Japan that involve training, electronic
driver monitoring systems and incentive schemes;
 Consideration of alternative schemes for compulsory vehicle scrappage.
Where scrappage schemes exist, for example, in the Port of Seattle, the
decision to retire vehicles is based on emissions tests rather than age limits;
 Combining drop-and-hook by using articulated vehicles with other
measures to reduce empty runs, especially load-matching services (‘online
freight information exchange’);
 Small freight company joint ventures to pool resources and strengths in
order to win and manage larger and more lucrative logistics business for
upcoming CPEC;
 Measures to stimulate a shift from road freight to other modes, (especially
in Europe), through truck road charges, capital investments in railway
infrastructure and connected networks;
RECOMMENDATIONS IN THE CONTEXT OF PAKISTAN

 Tyre quality is a key issue in fuel efficiency gains and emissions reductions.
Low rolling resistance (LRR) tyres ease the rolling resistance on the road
and thus reduce fuel use. Single wide LRR tyres would have provided the
largest savings, but need to take extra care of safety risk on the road in
case of accidents. Dual LRR tyres appear to generate enough savings to
be economically feasible, especially due to the longer life span compared
to normal tyres. Even improving the quality of conventional tyres used on
trucks could result in significant savings. Aluminum wheels could be
considered as part of the tyre package especially if they are factory
installed, replacing existing steel wheels.
 Tyre pressure monitoring systems have a good potential to reduce fuel and
emissions, but depend on proper installation of the system and instruction
of the drivers on how to operate them.
 Before selection of technology, local conditions should be considered for
successful testing, especially speed limits, traffic congestion, weather
conditions and road quality. The weight of truck loads also plays an

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Study on International Best Practices and Trends in Truck
Freight Energy Use and its Linkages to the Context of Pakistan EXECUTIVE SUMMARY

important role, as overloading of trucks is common and renders driving at

high speeds unsafe.
 Any “green freight” project or programme should have a stronger focus on
domestic truck assemblers/manufacturers. These truck manufacturers
could be involved in a project by installing selected technologies while
trucks are being assembled, thus providing financial support in return for
the use of recommended technology to promote their trucks. Outreach to
Global engine manufactures through agreements with local manufacturers
could also be made to financially support to test new technologies.
 Fuel consumption is strongly connected with vehicle driving pattern in real-
world operation. Drivers can be trained to follow fuel-saving driving habits
or keep their highway speed within efficient range. Driver training, including
eco-driving and equipment handling training can greatly add to fuel and
emissions savings. For example, drivers mistakenly switched off pressure
monitoring sensors while increasing tyre pressure, because instructions on
handling the equipment had not covered the subject. Technology training
of the drivers of pilot trucks directly by the technology supplier would be
preferable.
 Reducing speed on highways to a level where fuel consumption is most
efficient and reducing overloading can reduce fuel consumption.
 The total activity can also be reduced by better logistics management, such
as increasing returning load and reducing empty trip. Vehicle activity is
linearly correlated with total fuel consumption.
 Truck condition can affect not only operational performance, but also fuel
economy and emission. A routine inspection/maintenance (I/M) is barely
enough to ensure good condition. Special training and improved fleet
management can help contractors to improve the condition of their trucks.
Engine rebuilding is considered the strongest enhanced maintenance
strategy.
 Several strategies based on vehicle body improvement can be applied to
reduce diesel consumption by reducing the drag such as truck weight
reduction and improved aerodynamics.
 Reduced idling. Several technological options, including auxiliary power
units (APUs), automatic engine idle systems, and truck stop electrification
can assist drivers in reducing truck idling.
 Low-sulphur diesel can reduce emissions of in-use trucks immediately. It is
also a precondition for a successful emission retrofit programme. Similarly,
use of Low viscosity lubricant can also help improve fuel economy.
 Emission retrofit - In-use diesel retrofit with emission control devices,
including EGR (Exhaust Gas Recirculation), DPF (Diesel Particulate Filter)
and DOC (Diesel Oxidation Catalyst) systems have been widely applied in
the United States and Europe. The selection of target trucks and technology
verification is crucial for a successful retrofit. The oil by-pass filtration
system improves oil life performance and indirectly contributes to fuel
efficiency due to reduced engine wear.
 Scrappage schemes for outdated trucks should be adopted to convert into
modern energy efficient technology. Financial support should be offered to
the volunteers.

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Study on International Best Practices and Trends in Truck
Freight Energy Use and its Linkages to the Context of Pakistan EXECUTIVE SUMMARY

 Fleet and engine modernization - Fleet modernization can introduce much

cleaner engines into the fleet to lower PM and NOX emissions. Engine
replacement is also a type of fleet modernization strategy
 There are many well-known worldwide green freight initiatives, which have
resulted fuel efficiency and reduced GHG emissions. China Green Freight
Initiative and Egypt Sustainable Transport Project are very similar in nature.
Interestingly, the objectives and components of the Egypt Sustainable
Transport Project are same as those of PAKSTRAN project-trucking
Component. Moreover, the travel pattern and other conditions in Egypt are
also similar to those in Pakistan. For example, in Egypt also 95% freight is
carried by road like in Pakistan. It is therefore necessary to keep a closer
eye on the outcomes of the project in Egypt so that lesson should be
learned from their successes and failures.

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Study on International Best Practices and Trends in Truck
Freight Energy Use and its Linkages to the Context of Pakistan REFERENCES

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