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Hindustan Times
09-05-2025
- Automotive
- Hindustan Times
India's policy blueprint for smart logistics
If you've ever been stuck behind a never-ending line of trucks on a highway, crawling at a snail's pace while belching out thick clouds of diesel fumes, you've experienced just a fraction of India's freight crisis. Our roads are overloaded, our supply chains are inefficient, and logistics costs are eating into the economy. India moves 4.6 billion tonnes of goods annually, with nearly 60% of freight relying on trucks. Yet, our outdated trucking system is riddled with problems—clogged highways, fuel inefficiencies, and a chronic shortage of drivers, making goods movement slow and expensive. At 14% of Gross Domestic Product (GDP), India's logistics costs are among the highest in the world—far above the 8-10% global average. But what if we could reimagine freight movement? What if the trucks rolling down India's highways were driverless, electric, and seamlessly connected to a digital logistics grid? This isn't some far-fetched sci-fi vision. Autonomous freight could be India's breakthrough solution to its logistics nightmare—and the perfect launchpad already exists: India's Dedicated Freight Corridors (DFCs) and Industrial Corridors (DICs). These multi-billion-dollar mega-projects, designed to modernise freight transport, offer the perfect testing ground for cutting-edge logistics solutions. If India acts now, we could leapfrog decades of incremental progress and position ourselves at the forefront of autonomous logistics. Across the world, countries are embracing Autonomous Vehicles (AVs) for freight transport. In the US, companies like Tesla, Waymo, and TuSimple are testing self-driving trucks on highways, promising to cut transport costs by up to 40%. China is racing ahead with AV-integrated logistics hubs, while Europe is developing "truck platooning"—where autonomous trucks travel in synchronized convoys, reducing fuel consumption and emissions. But India has a unique advantage—we're not burdened by legacy infrastructure. Instead of trying to fit AVs onto chaotic urban roads, we can build dedicated AV freightways from the ground up. The Eastern and Western Dedicated Freight Corridors, spanning over 3,300 km, are greenfield projects with cutting-edge infrastructure, meaning we can design them specifically for autonomous trucks—with dedicated AV lanes, Artificial Intelligence (AI)-powered traffic systems, and real-time satellite monitoring. Second, smart digital infrastructure is crucial. Autonomous trucks can't function without real-time data. India needs to equip its freight corridors with 5G connectivity for seamless vehicle-to-infrastructure (V2I) communication, AI-powered traffic management systems to optimise freight flow, and high-precision digital mapping (using LiDAR and satellite imagery) to ensure AVs can navigate safely. With these technologies in place, freight movement will become faster, more efficient, and significantly safer than today's unpredictable trucking system. Critics might argue that building AV infrastructure requires huge investments. But India already has the funds—it's just about allocating them wisely. Under the ₹100 lakh crore ($1.2 trillion) Gati Shakti Master Plan, a portion can be earmarked for dedicated AV lanes, AI-driven logistics hubs, and 5G-powered, real-time freight monitoring systems. Additionally, India's Production Linked Incentive (PLI) scheme can incentivise domestic manufacturing of AV components—reducing reliance on imports and creating a homegrown AV industry. India has a habit of moving slowly on emerging technologies—by the time we wake up to their potential, other countries have already set the rules of the game. If we don't act now, global AV giants will dominate this space, and India will once again be forced to play catch-up. But if we move fast, we can define the future of autonomous freight on our own terms—creating millions of jobs in high-tech logistics, slashing supply chain costs, and making India a true global leader in smart transport. The question is no longer 'Should India embrace autonomous freight?' but 'Can we afford not to?' The trucks of the future are ready to roll. The only thing left is for India to step on the accelerator. Policymakers, industry leaders, and technology innovators must come together to create an AV roadmap for India's freight corridors. The time for pilots and slow-moving committees is over—we need clear regulations, infrastructure investments, and industry collaboration to make autonomous freight a reality. If India gets this right, we won't just solve our logistics crisis—we'll set a global benchmark for the future of freight transport. The road ahead is open. This article is authored by Abhishek M. Chaudhari, research assistant, Belfer Center, Harvard and Sahil Deo, co-founder, CPC Analytics.
Yahoo
03-04-2025
- Automotive
- Yahoo
C.R. England adopts AI-powered driver-facing cameras
Nationwide truckload carrier C.R. England recently announced it has chosen safety and telematics provider Lytx to equip its 3,500-truck fleet with driver-facing cameras. The cameras are part of a larger suite called Lytx Drive Cam Event Recorders, which use AI and computer vision to 'identify driving risks, including distracted driving, handheld cell phone use, lack of seat belt use, following too closely, and more.' This comes as other large truckload carriers including J.B. Hunt and Prime Inc. have tested or adopted camera technology. For J.B. Hunt, Trucking Dive reported that the fleet had completed adopting driver-facing cameras across its entire fleet after having piloted the technology back in 2018. For large truckload carriers, the legal benefits appear to outweigh the privacy costs. The American Transportation Research Institute (ATRI) wrote in a 2023 report, 'According to surveys of legal and insurance experts, DFC [driver-facing camera] footage, when available, exonerates drivers in 52 percent of insurance claims and 49 percent of litigation cases as well as leading to settlements in 86 percent of cases versus proceeding to trial.' Despite the benefits, road-facing cameras remain the primary camera option for surveyed fleets. The same ATRI report noted that as of 2023, only 32% of survey respondents used DFCs compared to 72% who use over 100-year-old federal excise tax on heavy-duty trucks is again under scrutiny. The U.S. House of Representatives recently reintroduced legislation aimed at removing it. The bipartisan legislation is called The Modern, Clean, and Safe Trucks Act of 2025. Trucking lobby groups supported the measure. American Trucking Associations President and CEO Chris Spear said in a release, 'First implemented over a century ago to help finance America's effort in World War I, the FET has become the largest excise tax on any product, adding $24,000 to the cost of each new clean-diesel tractor-trailer.' Spear added that keeping the tax on the books would continue to impose enormous hardship especially for small fleets and independent truckers. The ATA estimates that the federal excise tax, currently at 12%, the highest levied on any product, creates $6 billion in an added annual burden on the trucking industry. The Commercial Carrier Journal reports that during testimony to the House Transportation and Infrastructure Subcommittee, the FET was noted as adding an average of $22,000 to the cost of each vehicle. CCJ adds that similar efforts in recent sessions of Congress have failed. The exact costs added vary. CDL Life reports that according to Rep. Doug LaMalfa, R-Calif., 'it adds $15,000 to $30,000 the cost of new heavy trucks, trailers, semitrailer chassis, and tractors for highway use. LaMalfa also says the FET encourages the sale of used trucks because these vehicles are not subject to the 12% tax.'March preliminary Class 8 orders further retreated based on year-over-year comps, according to data released Wednesday by ACT Research. March preliminary North America Class 8 net orders were 16,000 units, down 8.3% y/y. A central theme for March and Q1's overall performance remains uncertainty. Carter Vieth, research analyst at ACT Research, wrote, 'Whether the slowdown in orders is a result of moderating economic activity, private fleets' pausing expansion, or a response to trade and policy uncertainty is difficult to surmise and remains an open question.' Vieth adds that while March orders were down 8.3% y/y compared to February, seasonally adjusted Class 8 orders rose 1.1% from February to 16,500 units, with a seasonally adjusted annual rate (SAAR) of 198,000 units, 'one of the lowest 1-month SAAR readings in almost three years.' The impacts of reciprocal tariffs announced by the Trump administration on Wednesday add further uncertainty, due to the extensive supply chain integration between Mexico, Canada and the U.S. when it comes to producing a Class 8 tractor. While the recent tariffs avoid items under the existing United States-Mexico-Canada Agreement, the raw materials such as aluminum and steel used in making the tractors may increase. Dan Moyer, senior analyst of commercial vehicles at FTR Transportation Intelligence, added in a February release, 'Approximately 45% of all Class 8 trucks built for the U.S. and Canadian markets will be subject to the 25% U.S. tariff on all imports from Canada and Mexico and planned Canadian counter tariffs. About 40% of U.S. Class 8 trucks are produced in Mexico, and roughly 65% of Canada's Class 8 trucks are assembled in the U.S.' Summary: For the dry van segment, the beginning of spring brought little change in tender rejection and volume rates, with the past week seeing little movement. On a positive note, compared to the previous year, dry van conditions are more favorable for carriers despite lower dry van tender volumes. Dry van outbound tender rejection rates were flat w/w at 5.48% but are 183 basis points higher than last year's value of 3.65%. Dry van outbound tender volumes saw slight gains w/w but remain lower compared to y/y comps. VOTVI rose 86.16 points or 1.2% w/w from 7,188.76 points on March 24 to 7,274.92 points. Compared to last year, VOTVI is 359.63 points or 4.71% lower than last year's value of 7,634.55 points. Tariffs and their potential impacts remain an important concern for the dry van segment, with manufacturers' demand planning struggling due to uncertainty. Manufacturing indexes saw dips in their March releases. Chris Williamson, chief business economist at S&P Global Market Intelligence, said, 'A key concern among manufacturers is the degree to which heightened uncertainty resulting from government policy changes, notably in relation to tariffs, causes customers to cancel or delay spending, and the extent to which costs are rising and supply chains deteriorating in this environment.' Less consumer demand means less spending and fewer upstream replenishment orders. For the dry van space, a marked downturn in automotive, retail and other durable goods orders could explain some of the poor performance in dry van tender volumes compared to seasonal expectations. The $3,500 Divide: Trucker Pay Trails National Average, Impacting Truck Driver Job Satisfaction (FinditParts)Lawmakers try again to improve truckers' bathroom access (FreightWaves) Freight industry: Which regulations should DOT cut? (FreightWaves) Mullen preps more layoffs, lease terminations (Fleet Owner) Truck driver triumphs at Supreme Court in case involving marijuana testing (FreightWaves)FMCSA calls fraud a 'public safety crisis masquerading as an economic problem' in tech-focused MATS talk (Overdrive) The post C.R. England adopts AI-powered driver-facing cameras appeared first on FreightWaves.
Zawya
28-03-2025
- Business
- Zawya
Indian Railways to invest $19,542 crore in freight corridors, HSR, station upgrade by 2031: Report
New Delhi : Indian Railways (IR) has planned a massive investment of Rs 16.7 lakh crore by 2031 for various infrastructure projects, as per a report by ICICI Securities. According to the report, this investment will focus on station upgrades, freight corridors, high-speed rail (HSR) projects, and electrification of tracks to enhance railway operations. The report said, "IR plans to invest approx. INR 16.7trn by 2031 in freight corridors, HSR, and station upgrades. Key projects include redeveloping 1,309 stations and expanding DFCs". It highlighted that IR is prioritizing the redevelopment of 1,309 railway stations and the expansion of dedicated freight corridors (DFCs). Private sector participation is also increasing, with major companies like Larsen & Toubro (L&T) securing significant contracts for these projects. A key objective of this investment is to improve railway speed and efficiency. The government is focusing on the development of new HSR corridors and additional DFCs to enhance logistics and reduce transportation costs. Two DFCs--Eastern and Western--have already been completed, while three more are in the pipeline. These new corridors aim to make goods transportation more efficient and cost-effective. Regarding high-speed rail projects, the Mumbai-Ahmedabad bullet train project is already underway. Additionally, the government has planned seven more HSR corridors, though their implementation may take time. The report suggests that immediate opportunities in this segment remain limited. The budget allocation for Indian Railways has been increasing steadily. The outlay has grown from Rs 1.55 trillion in FY21 to an estimated Rs 2.65 trillion in FY25, reflecting a compound annual growth rate (CAGR) of 14 per cent over the period. The redevelopment of railway stations is a major part of this plan. The government has chosen the engineering, procurement, and construction (EPC) route for station upgrades. As of February 2024, work has begun on 508 stations, while the remaining stations are yet to enter the construction phase. In the same month, the government also laid the foundation for the redevelopment of 553 railway stations, presenting a business opportunity worth Rs 190 billion. However, the report noted that major station redevelopment contracts were already awarded in the past 2-3 years. It said "given the fact that the big stations (in terms of size) for redevelopment have been awarded in the past two to three years, we expect limited opportunity ahead." This massive investment plan is expected to significantly modernize Indian Railways, enhance passenger experience, and improve freight transportation efficiency in the coming years. © Muscat Media Group Provided by SyndiGate Media Inc. (
