fuel economy standards for passenger vehicles. “Since then, we’ve tried to get out
in front of what others are doing,” McDuffie says. “We want to be industry leading in sustainability efforts.” Tyson has been driving trucks from
Fort Smith to Northwest Arkansas to measure fuel consumption and how the truck performs. “I’m learning a lot about what I didn’t know. There’s a lot to it, in part, because there is so much new technology that has only begun to evolve in the last couple years.” Tyson is also changing the amount
of freight it carries. “We have a lot of focus on how we optimize a load—How do we get more freight on a truck? We’re buying lighter trucks and trailers, because for every pound of hardware we take out, there is a pound of cargo we can replace it with.” “Typically there’s nowhere near a
1:1 relationship; if you add 10 percent more weight, you’re not burning 10 per- cent more fuel,” McDuffie says.
“NUMBER 8 ON MY BUCKET LIST IS TO WIN THE SMARTWAY SHIPPERS EXCELLENCE AWARD. WE’VE BEEN REALLY CLOSE—WE’VE BEEN NOMINATED THE
LAST THREE YEARS RUNNING. WE HAVEN’T WON YET, BUT WE ARE GOING TO WIN.”
—BRYAN MCDUFFIE, DIRECTOR OF TRANSPORTATION, TYSON FOODS, INC. They’re not only testing equipment,
McDuffie says, but they’re also imple- menting driver training programs which focus on fuel efficiency. “We’ve tried to start in the cat-
egories that seem to have the great- est impact in reducing our carbon footprint: engines, transmissions, drive trains,” he says. “But we’ve also wandered off into an area that’s newer
to us: developing driver coaching pro- grams. “The fuel coaches study drivers’
behavior. What they’re doing with their accelerator pedal has a huge impact on how that equipment performs. So we’re constantly monitoring the miles per gallon that every single one of our driv- ers gets.
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www.driverslegalplan.com 31
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