You can't control the price at the pump. You can control how much fuel every load burns. Here's what's working for us, and what shippers can do to keep costs steady.
Ask anyone who runs a trucking company what keeps them up at night, and diesel will be near the top of the list. After the driver, it's our biggest cost, and the last few years haven't made it any easier.
Tariffs and counter-tariffs between Canada and the U.S. shuffled which lanes were busy and which went quiet. Freight moved early to beat new duties, then slowed down. Fuel prices bounced around through all of it.
None of us can set the price at the pump. What we can control is how much fuel each load burns, and how fairly fuel costs get shared. Here's what we've learned.
On the carrier side
Newer trucks pay for themselves. A modern tractor burns noticeably less fuel than one from ten years ago. Better aerodynamics, smarter engines and automated transmissions all add up. It's a big part of why we've added 29 new Volvo VNLs to our fleet since 2023.
Speed and idling matter more than people think. Fuel use climbs fast once you push past highway cruising speed. Ontario already caps heavy trucks at 105 km/h with speed limiters. Idling is the other quiet drain: a truck idling overnight burns fuel while going nowhere, so cab heaters and good habits make a real difference.
Maintenance is fuel savings in disguise. Low tire pressure, a dragging brake or bad alignment won't leave a truck stranded. They'll just keep costing you money mile after mile. Having our own shop at the Ayr terminal means we catch these things early.
Little things on the trailer add up. Side skirts, trailer tails and low-rolling-resistance tires each save a little, and over hundreds of thousands of kilometres that's real money. We're a member of the SmartWay program, which helps carriers track and improve fuel efficiency.
The cheapest fuel is the fuel you don't burn running empty. Good load planning and balanced lanes matter more than ever, now that trade shifts have changed where freight comes from and where it's going.
What shippers can do
Fuel isn't only the carrier's problem. Shippers have a few levers too.
Get to know your fuel surcharge. Most carriers tie their surcharge to a published diesel price, such as the Natural Resources Canada weekly average or the U.S. EIA on-highway price. When diesel goes up, the surcharge goes up, and when it falls, so does the surcharge. Ask your carrier which index they use and how often it updates. No surprises on either side.
Make your freight easy to pick up. A load that's ready on time and gets the truck out of the dock quickly saves fuel and hours. Carriers notice, and it tends to show up in better rates and more reliable trucks.
Ship fuller trucks. If you're sending several small shipments a week down the same lane, it might be cheaper to combine them. Our post on FTL vs LTL walks through the trade-offs.
Keep an eye on the border. Tariff news can move volumes overnight, and a rush of freight before new duties take effect tightens capacity fast. Clean customs paperwork keeps your loads moving even when things get busy. See our guide to ACE, ACI and customs.
Build a relationship with a carrier. Spot rates swing with fuel and capacity. A contract or dedicated arrangement with an asset-based carrier gives you steadier pricing and trucks you can count on when the market tightens.
Where this leaves us
Diesel will keep moving with trade policy and world markets. That's not going to change. What makes the difference is burning less fuel per load, being upfront about how fuel costs are shared and planning freight with some care.
If you'd like a straightforward quote on your Ontario–U.S. lanes, send us the details or call our dispatch team any time at 519-465-8553.