Trimac is using a two-pronged approach to reduce its carbon footprint. The bulk carrier is preparing for the future by testing out newer technologies. And it’s also implementing tried and tested options to improve fuel efficiency.
The Calgary, Alta.-based company prefers a measured, middle-of-the-road approach, according to Abraham Masri, its manager of energy transition and sustainability.
Trimac operates 6,294 pieces of equipment, including tractors, trailers and straight trucks. The ninth-largest carrier in Canada reduces emissions by squeezing every drop of fuel and boosting efficiency.
Keeping an eye on the future, Trimac is part of the AZETEC (Alberta Zero Emissions Truck Electrification) project. It will operate a hydrogen fuel cell truck to haul bulk products in the Edmonton area.
Masri noted the uptake of the technology depends on the supply and cost of hydrogen. The cost of the truck is also high. Trimac hauls freight that includes aggregate, cement powder, fuels and gases that must be blown or pushed out of the trailer. Power take-offs (PTOs) are essential and he noted that presently electric drivetrain technology is lacking.
Commercial testing challenges
He said this program will help visualize what the future will be for PTOs. Trimac’s challenges for commercial testing included finding a customer and lane where the product could be delivered using gravity. Weather tracing instrumentation and telematics helped track performance in different conditions, terrain and loads.
Earlier, Trimac began collaborating with MEDATech and Teck Resources in late 2022 to develop and test the performance and viability of a fully electric zero-emission Class 8 truck hauling copper concentrate between Teck’s Highland Valley Copper operations near Logan Lake, B.C., and a rail facility in Ashcroft, B.C.
The truck was a custom-built unit mounted on a Western Star 4900EX chassis, featuring two Dana TM4 SUMO HP electric motors that deliver 1,448 horsepower and 3,915 lb-ft of peak torque, according to the carrier’s sustainability report.
Avoiding emissions
Pilot testing commenced in February 2023, with the truck completing three load cycles per 12-hour period, with the potential to perform a fourth cycle depending on operational conditions. Charging the vehicle ranged between two to 2.5 hours.
After one year of preliminary testing, data revealed that the truck has the potential to avoid approximately 170 tonnes of CO₂ emissions per year compared to a diesel truck operating under the same conditions and on the same route.
Masri noted the truck wasn’t driven at night, like the diesel vehicles. He added that although it performed very well, it was not economical as some payload was lost due to battery weight.
Technology is not yet at the point where it makes economical sense, especially for Class 8 trucks that operate in the bulk sector, he added.
Transitional solution
In 2023, the carrier partnered with Hydra Energy to integrate a hydrogen-diesel co-combustion kit into one of its Class 8 fleet trucks. The system enabled the truck to operate on a blend of up to 40% hydrogen and 60% diesel, effectively reducing GHG emissions by up to 40% per vehicle.
The approach serves as a transitional solution towards zero-emission vehicles (ZEVs), offering a practical, low-risk pathway for fleet conversion, especially in the absence of established infrastructure for heavy-duty ZEVs.
Trimac’s pilot demonstrated the potential for hydrogen to reduce the carbon footprint of the trucks, while maintaining power, payload and torque. The retrofitted truck also refuels as quickly as its diesel-powered counterparts, minimizing operational downtime.
“Trimac is keeping its finger on the pulse of different technologies, giving feedback, helping in the development and understanding where things are at,” Masri said.
In a bid to keep its current carbon footprint low, the company strives to operate the most fuel-efficient tractors available. Masri said 99% of trucks have been upgraded over the past five years with newer models.
EcoFlaps reduce aerodynamic drag
Trimac has installed vented mud flaps on its tractors and trailers to reduce aerodynamic drag. These fuel-efficient EcoFlaps are now on 60% of tractors and trailers in the fleet.
The carrier also uses low rolling resistance and wide-base tires to improve fuel efficiency.
The bulk transporter also utilizes telematics that monitor fuel consumption, idle time and route efficiency to reduce deadhead miles, enhance driving practices and lower fuel consumption by an estimated 5-7%.
Trimac coaches its drivers to optimize vehicle performance and reduce fuel consumption with good driving habits. Masri observed that diesel-powered trucks will be around for the next decade at the very least. There is no one-size-fits-all solution and the carriers will lean into the efficiencies within the current reality.
