Today India has about 4 million trucks on the road and these carry about 70% of the country’s domestic freight. With the freight activity of trucks projected to grow by more than two times by 2050 and trucks already responsible for about half the well-to-wheel CO₂ emissions from on-road transport, adopting zero-emission technologies such as battery electric and fuel-cell electric trucks is critical to decarbonizing the transport sector and achieving India’s climate goals.  

But a successful transition to zero-emission trucks will require extensive data, including about truck travel patterns and operations. In India, the data that’s currently available to the public has gaps and is not in a form that’s useful for researchers and policymakers. Fortunately, there are several ways to begin to fill these gaps. 

It’s not difficult to see where the data challenges come from. For one, trucking in India is largely unorganized: 80% of the operators have small fleets of fewer than 10 trucks. Beyond the sheer multiplicity of truck operators, small operators tend not to log data about their operations like larger fleets do. For another, there is limited data published by the national government. The Ministry of Road Transport and Highways (MoRTH) maintains the national register of vehicles registered by regional transport offices and it provides up-to-date information on the registration of different types of vehicles disaggregated by fuel type, vehicle classes, and region of registration. MoRTH also publishes an annual road transport yearbook that reports national-level freight activity in tonne-km estimated as a function of gross domestic product, but researchers find that these estimates are significantly overestimated. Furthermore, data on the age of vehicles, annual vehicle activity, load factor, and energy consumption is scarce. This results in a wide range of baseline energy consumption estimates and projections for India’s truck fleet.  

International examples offer ways to improve. The European Union implemented a regulation in 2012 that mandates the collection of various data on road freight transport through regular surveys about fleet operators, their operations, and goods transported. In addition, the EU-funded European Transport Policy Information System (ETISplus) project consolidated various datasets into a new reference dataset of road freight transport at various levels: major socio-economic region (NUTS1), states (NUTS2), and district or county (NUTS3). This was instrumental in estimating truck movement on the European highway network and developing recommendations for electric vehicle charging infrastructure deployment targets in the European Union for 2030.  

Similarly, in the United States, highway statistics compiled by the Federal Highway Authority contain annual average daily traffic count at different road sections from state transport agencies through the Highway Performance Monitoring System (HPMS), which uses equipment such as loop detectors and laser sensors. This dataset has supported research on county-level zero-emission truck charging and highway hydrogen refueling needs. 

With these in mind, here are some opportunities that we see for India. First, there are more than 1,000 toll plazas on national and state highways that already use FASTag, a Radio Frequency Identification (RFID)-based electronic toll collection system that was launched in 2014. Additionally, the MoRTH is conducting pilots for an automatic number plate recognition system and plans to introduce GPS-based toll collection to replace toll plazas in the long term. Toll tax collection regularly captures data on daily traffic disaggregated by different vehicle segments. The National Highway Authority of India (NHAI), under the MoRTH, is responsible for developing, managing, and maintaining national highways, and this data could potentially be captured and processed by the NHAI or an expert agency to estimate traffic counts disaggregated by vehicle types at different road sections and at different times of the day. The NHAI or MoRTH could then publish and maintain this dataset in the public domain. Figure 1 shows what the data flow process could look like. 

Figure 1. Traffic count data that already exists at toll plazas through FASTag and how it could be processed and published.

Second, India implemented an electronic way bill (e-way bill or EWB) system under the Goods and Services Tax (GST) regime and it essentially contains the details related to the shipment or consignment of cargo. The consignor generates the bill for transporting goods of more than INR 50,000 in value and it contains a great deal of information on the origin and destination, mode of transport, vehicle type, and goods transported. (The goods exempted from GST are also exempted from the e-way bill system.) More recently, the e-way bill system was integrated with the FASTag and Vahan (national vehicle registry by MoRTH) systems to facilitate the real-time tracking of truck movement to curb tax evasion. This data could be processed by either NHAI or an equivalent expert agency to estimate traffic volume counts and origin and destination matrices in a way that’s useful for researchers and policymakers. MoRTH can then manage the dataset and publish it at regular intervals. 

The Directorate General of Commerce Intelligence and Statistics (DGCI&S), under the Ministry of Commerce, already manages and publishes data on the interstate movement of goods via rail and air, and acknowledges the wide data gap on the interstate movement of goods by road. The data generated by the e-way bill system can help bridge that gap. Figure 2 shows a potential roadmap for such a data-collection system using e-way bills. 

Figure 2. Truck movement data that could be collected through EWB.

Third, as part of PM GatiShakti, the national master plan for multi-modal connectivity, a Unified Logistics Interface Platform (ULIP) was launched to enable seamless data sharing among government and private entities that are directly or indirectly involved in the Indian logistics eco-system. It enables real-time inventory management and monitoring of cargo movements for shippers, identifies demand for transporters, and serves as a planning tool for policymakers to improve logistics in India. Thus, there are already a few different avenues for road freight data collection in India and what’s left is to make the data available in the public domain.  

The future of clean trucking in India hinges in part on our ability to effectively gather, analyze, and leverage truck data from multiple sources. At present, independent research groups are carrying out small-scale surveys in select geographies to fill data gaps and inform policies. This is a highly inefficient use of time and resources.  

As India transitions to zero-emission trucks, truck travel patterns and operations data become critical for designing new vehicles, effectively deploying supporting refueling infrastructure, and crafting a variety of policies and programs for decarbonization. Government bodies and agencies could collaborate to address the information gap, and only once it’s bridged can we unlock the full potential of India’s trucking industry. 

Authors

Harsimran Kaur
Researcher

Sunitha Anup
Researcher

Related Publications

DECARBONIZING INDIA’S ROAD TRANSPORT: A META-ANALYSIS OF ROAD TRANSPORT EMISSIONS MODELS

Analyzes several of India’s road transport energy and emissions models by comparing key assumptions, energy use, and CO2 emissions by vehicle and fuel type.

Print

Decarbonizing TransportZero-emission vehicles

SectorFreightHeavy vehicles

RegionIndia

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This paper first reviews the current locomotive fleet in California and earlier efforts to reduce train pollution in the Greater Los Angeles metropolitan area. It then highlights key provisions and milestones in the new regulation. Starting in 2030, locomotives must be less than 23 years old to operate in California. Switch, industrial, and passenger locomotives built after 2030 and line-haul locomotives built after 2035 must operate with zero-emission in the state. Rail companies must also set up spending accounts based on how much pollution their locomotives emit in the state; the companies will then use those funds to finance their own fleet upgrade to zero-emission. A locomotive operator can adopt alternative compliance plans provided in the regulation with CARB’s approval.

The regulation is expected to reduce 7,400 tons of particulate matter, 386,300 tons of nitrogen oxides, and 21.6 million tons of greenhouse gas emissions cumulatively between 2023 and 2050.

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Because of a federal preemption, states cannot set emission standards for new locomotives or new engines used in locomotives. CARB will instead regulate the types of engines railway companies can use and also require zero-emission operations within the state. The U.S. Environmental Protection Agency (EPA) regulates tailpipe emissions and greenhouse gas emissions from locomotive engines at the federal level. The oldest locomotives with the least-stringent emission limits are Tier 0. New locomotives must meet the more-stringent Tier 4 standards, which were finalized in 2008 and adopted in 2015.

Even though these Tier 4 standards have been in place for almost 10 years, the locomotive fleet in California continues operating with older, dirtier diesel engines. Tier 1 and older locomotives with limited or no emission control components made up over 50% of the fleet in 2020 (Figure 1). Cleaner Tier 4-certified engines were less than 5% of this fleet.

Figure 1. California’s locomotive fleet in 2020, Retooled engines have been remanufactured or refurbished. Source: California Air Resources Board.

It gets worse: Regional and industrial locomotives that typically operate around railyards, seaports, and industrial facilities rely heavily on the dirtiest Pre-Tier 0 locomotives engines (Figure 2). These locomotives often run close to communities with lower incomes and larger percentages of members of minority groups, resulting in a higher environmental health burden for these populations.

Figure 2. California’s regional and industrial locomotive fleet in 2022.Regional fleets pull freight over short and medium distances. Industrial locomotives typically move freight to a main track to be connected to a larger train. Source: California Air Resources Board.

This is because locomotives have a long service life, with most engines staying in the fleet about a half-century. Even though engines need to be remanufactured or refurbished—typically every seven to 10 years to ensure performance—the engines only need to comply with the standards under which they were originally certified. Extending the life of these older engines slows down the turnover of new locomotives and delays the phase-in of engines meeting more stringent standards.

California’s innovative approach to accelerating the adoption and use of zero-emission technology will deliver important benefits to the state’s communities. The in-use regulation is expected to avoid about 90% of locomotive particulate matter (PM) and nitrogen oxides (NOX) emissions by 2050. That can be translated to avoided emissions of nearly 7,000 tons of PM, 386,000 tons of NOx, and 21 million tons of GHG cumulatively from now through 2050.

While celebrating this great milestone, it is worth noting that the issue with dirty diesel engines dominating the fleet is not unique to California. Less than 1% of tracks in the U.S. run electrified trains and less than 10% of the national fleet is Tier 4-certified. Roughly half of all locomotive engines are more than 23 years old and so have little or no emission controls. These old engines are expected to remain in the national fleet for another decade or more if no other measures are taken.

Other states governments can follow California’s lead in cleaning up the locomotive fleet. The EPA’s recent proposed revision on state preemption sent a clear supporting signal for California’s action and would allow other states to regulate locomotive emissions; multiple states adopted California’s 2035 zero-emission vehicle mandates and Advanced Clean Trucks Regulations. With more states setting stringent in-use requirements, railway companies will be required to extend the environmental and health benefits of zero-emission rail beyond California.

The federal government can also increase its commitment to clean up the locomotive fleet. The EPA could set more stringent emission standards for new locomotive engines. Tier 5 emission standards, suggested by California in a 2017 petition letter, are a good start. Increased stringency for these remanufactured or refurbished engines would further accelerate the upgrading of old engines with the latest emission-control technologies. Funding, such as that contained in the Consolidated Rail Infrastructure and Safety Improvements grant program, could largely support and accelerate the transition.

California’s in-use locomotive regulation signals the start of an era of transitioning the U.S. railway system to zero emissions. Other states and the federal government should get on board the express train to clean up dirty diesel engines.

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11 May (San Francisco) — A new study published today by the International Council on Clean Transportation (ICCT) assesses where, when, and how much charging infrastructure will be required by 2030 to support the fast-moving transition to zero-emission medium and heavy-duty vehicles in the United States. Infrastructure development creates economic opportunity for local communities, and business opportunities for vehicle manufacturers, fleets, and charging service providers.

About 1.1 million zero-emission trucks and buses are projected to be on the roads by 2030, including 130,000 combination tractor-trailers. Rapidly declining battery costs, low-cost electricity, and federal purchase incentives mean these vehicles will be cheaper to own and operate than diesel trucks before the end of this decade. Their energy needs will be met by slow overnight charging between 50-150 kW and ultra-fast megawatt charging of 1MW or greater. Total national energy demand from electric trucks in 2030 will be relatively small — just 1% of today’s retail electricity sales — but local distribution capacity needs will be significant.

There are many options to meet both near- and long-term charging needs. Utilities and their regulators can match the readiness of fleets to deploy electric trucks with workable, common sense plans to maximize the use of existing grid distribution capacity and plan for growth to meet future needs. In some locations, depending on available infrastructure, utilities may be able to meet charging needs immediately with flexible and sometimes temporary solutions pending permanent grid upgrades. To match accelerating growth, state officials can authorize utilities to plan for and invest in distribution capacity in high priority ‘no regret’ zones based on realistic projected needs, not general historical trends.

U.S. heavy-duty charging infrastructure does not all need to be built at once. Growth in energy demand will concentrate in freight zones, such as ports, industrial zones, and freight corridors. In the next 7 years, 10 states, led by Texas and California, will satisfy 49% of national charging needs. Counties in Southern California, the Texas triangle, and around Phoenix, Salt Lake City, and Chicago will experience the greatest energy demands from electric trucks. Targeting investments and policy support in priority areas like those along heavily traveled corridors will accelerate the transition to zero-emission freight.

“With charging infrastructure in the right places at the right time, zero-emission trucks will deliver cleaner air and save money in the long run,” says Ray Minjares, Director of the ICCT Heavy-Duty Vehicles Program. “Now is the time for electric utilities to step up and deliver the power freight trucks need.’

Planning needs to start now so that capacity building may begin as soon as possible. Upgrades on a project-by-project basis are unlikely to meet future needs. Rather, investments in charging infrastructure must be made at scale and at strategic locations around the country.

– end –

Note to the editors:

• On April 27, ICCT published the study Total cost of ownership of alternative powertrain technologies for Class 8 long-haul trucks in the United States, which illustrates the importance of planning for and investing in charging infrastructure to support the least cost solution to decarbonize road freight. The study can be found at https://theicct.org/publication/tco-alt-powertrain-long-haul-trucks-us-apr23/
• 67% percent of cumulative greenhouse gas emissions nationwide from medium- and heavy-duty vehicles are from tractor-trailers; long-haul tractors alone are 50% of cumulative GHG emissions;
• Battery-electric powertrains are the most affordable path to decarbonizing long-haul tractors. Long-haul battery-electric tractors will reach parity with diesel by 2029 in CA, and by 2027 in states like TX, FL, WA, and IL.
  • Current battery-electric tractors can achieve 13 miles per gallon (diesel equivalent) compared to about 7 for a diesel engine. This will increase to about 18 miles per gallon by 2035 compared to about ten for a diesel engine.
• ICCT does not project TCO parity between fuel cell tractors and diesel before 2040, assuming the use of green hydrogen. We estimate fuel cell long-haul tractors in California will be 26% more expensive to operate, per-mile, than battery-electric tractors in 2030. Hydrogen internal combustion engines will be more expensive.
• 85% of the energy needs in 2030 of long-haul tractors can be met by a national charging network of electric truck depots with an average capacity of 10 MW (2.9-22 MW) along the National Highway Freight Network (NHFN)

Media contact
Ray Minjares, ray@theicct.org

Publication details
Title: Near-term infrastructure deployment to support zero-emission medium and heavy-duty vehicles in the United States
Authors: Pierre-Louis Ragon, Sara Kelly, Nicole Egerstrom, Jerold Brito, Ben Sharpe, Charlie Allcock, Ray Minjares and Felipe Rodríguez
Please use this link when citing the report: https://theicct.org/publication/infrastructure-deployment-mhdv-may23/.

About the International Council on Clean Transportation

The International Council on Clean Transportation (ICCT) is an independent research organization providing first-rate, unbiased research and technical and scientific analysis to environmental regulators. Our mission is to improve the environmental performance and energy efficiency of road, marine, and air transportation, in order to benefit public health and mitigate climate change. Founded in 2001, we are a nonprofit organization working under grants and contracts from private foundations and public institutions.

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Over the past few years, ICCT has reviewed the best clean diesel programs in China and the historical policy practices in California, a world leader in diesel emission control policies. Just recently, we published a paper that identified a suite of robust clean diesel “punches” for China to consider in roughly the next 10 to 15 years. These are diesel emission reduction strategies that focus on five major policy areas and cover emissions from four sectors: on-road commercial vehicles, non-road machinery, rail, and marine.

With the ICCT’s Roadmap model, we evaluated the benefits of such policies until 2035 under a Proposed Policies scenario and compared them to an Adopted Policies scenario, which represents policy measures and associated clean technologies adopted in China as of October 2022. Figures 1 and 2 show the estimated NO_x and PM emissions trends from 2020 to 2035, including the contributions from each policy category and by sector in the Proposed Policies scenario. We found that by the end of 2035, much higher NO_x and PM emissions abatement can be achieved under the Proposed Policies scenario: 77% and 73% reductions, respectively, compared with 2020. There are only reductions of 22% for NO_x and 17% for PM under the Adopted Policies scenario.

Figure 1. NO_x emissions reduction under the Adopted Policies and Proposed Policies scenarios by policy category, 2020–2035, and reduction contribution by sector in 2035 under the Proposed Policies scenario.

Figure 2. PM emissions reduction under the Adopted Policies and Proposed Policies scenarios by policy category, 2020–2035, and reduction contributions by sector in 2035 under the Proposed Policies scenario

The “punches” in the Proposed Policies scenario are enough to eliminate 8.7 Mt of NO_x emissions and 437 kt of PM emissions in 2035 and to pull back the NO_x and PM emission increases from the rail and marine sectors that are expected in 2035 under the Adopted Policies scenario (see Figure 6 in the paper). This clearly shows the potential of policy measures beyond those currently in place. Here are some of the key suggested policies:

• Tighten emission standards for new diesel vehicles and engines, including Euro 7 equivalent for on-road in 2025, Euro VI equivalent for non-road in 2027, and Euro V equivalent for marine and locomotive engines.
• Fully utilize a variety of technologies, including remote sensing monitoring and remote on-board diagnostics, to improve supervision of vehicles and compliance with emission standards.
• Promote control measures by accelerating the phase-out of old vehicles and engines, incentivizing multi-modal freight transportation, and implementing stringent inspection and regulations for in-use compliance.
• Develop zero-emission sales targets and incentive policies to promote zero-emission vehicles (ZEVs) and engines. For example, in 2030, a target for new sales of on-road commercial vehicles could be 50% zero-emission, and that same percentage could be 90% for freight rail and 35% for non-road machines; new forklifts would be capable of being 100% zero-emission. With respect to ocean-going vessels, a target could be to equip 8% of these with shore power connection by 2030.
• Integrate control of greenhouse gas emissions with control of criteria air pollutants in the next stage of emission standards, and regulate limits on CO₂, methane, nitrous oxide, and hydrofluorocarbons.

Insights by policy category and sector

The clean diesel vehicle and engine standards for new vehicles, a category that includes things like introducing China VII emission standards, is the most powerful of the policy categories for reducing NO_x emissions and contributes nearly 60% of the reductions in 2035. The in-use vehicle and clean fuel category comes in second with a 15% contribution to NO_x emissions reduction. Meanwhile, for PM reduction, policies in the in-use vehicle and fuel category, including accelerated retirement of old vehicles and replacement or retrofitting of high-emissions machinery, is the most effective and accounts for 50% of total PM reduction.

The ZEV targets and GHG regulations categories, which include things like ZEV sales targets and stringent fuel efficiency standards, respectively, showed great co-benefits for both NO_x and PM emissions control all the way through to 2035, together contributing about 25% of the NO_x reductions and about 45% of the PM reductions. The clean transportation category, which includes things like specific freight activity transferred from on-road to rail, would work most effectively in the first 5 years.

When looking at the sector level, we see that non-road machinery and marine vessels have the potential to contribute 33% and 23% of the total NO_x emissions reduction, respectively. Additionally, non-road machinery can bring PM reductions of 37% and marine vessels can bring 39%, both of which are much higher than the PM reduction from on-road vehicles, which is 20%.

Several of ICCT’s policy recommendations for managing emissions from on-road sources were reflected in China’s Action Plan for the Battle Against Diesel Truck Pollution, released November 10, 2022. This can be considered the second phase of China’s Clean Diesel Action Plan and it will bring clear benefits. However, as demonstrated here, additional policies could be considered to specifically control NO_x and PM emissions, and it is possible to accelerate the development of policy measures for non-road machinery and marine vessels to yield even greater benefits.

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Results show that the Proposed Policies scenario brings significantly higher emissions reduction benefits than the Adopted Policies scenario. As shown in the figures below, emissions of nitrogen oxides (NO_x) and particulate matter (PM) from the diesel transportation sector are estimated to be reduced by 77% and 73%, respectively, in 2035 compared with the 2020 baseline in the Proposed Policies scenario. Meanwhile, the Adopted Policies scenario is estimated to only achieve 21% and 17% reductions, respectively.

Figure 1. NO_x emissions reduction under the Adopted Policies and Proposed Policies scenarios by policy category, 2020–2035, and reduction contribution by sector in 2035 under the Proposed Policies scenario.

Figure 2. PM emissions reduction under the Adopted Policies and Proposed Policies scenarios by policy category, 2020–2035, and reduction contributions by sector in 2035 under the Proposed Policies scenario.

Additionally, while this study mostly focused on criteria air pollutants, many of the policies considered are also projected to deliver significant reductions in climate pollutants. Key policies include strengthened greenhouse gas (GHG) emission standards for on-road vehicles, progressive vehicle and engine electrification targets, and modal shift from truck to rail. Under the Proposed Policies scenario, TTW CO₂eq emissions are estimated to be reduced by 36% in 2035 compared to the 2020 baseline, and under the Adopted Policies scenario, the TTW CO₂eq emissions are expected to be 12% higher in 2035. Examining the modeling results by vehicle segment illustrates that electrification of non-road machinery and heavy-duty trucks is important for decarbonizing diesel vehicles in China.

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What is holding back demand? The ICCT conducted a survey with members of the European Clean Trucking Alliance (ECTA) to assess the readiness of the road freight industry to shift to zero-emission vehicles. In this webinar, ICCT researchers Pierre-Louis Ragon and Felipe Rodríguez will present the findings of this report and discuss the pathways to accelerate the deployment of zero-emission trucks in Europe.

The post Are we ready to transition to zero-emission trucking? Road freight decarbonization in Europe appeared first on International Council on Clean Transportation.

Idiomas: español e inglés, con traducción simultánea (see English description below)

Únase a nosotros en el lanzamiento oficial de las versiones para Chile y todo América Latina de nuestro curso SmartDriver para transporte de carga por carretera. Estas versiones nacen de una colaboración entre la agencia de Recursos Naturales de Canadá (NRCan), el programa SmartWay de la Agencia de Protección Ambiental de los Estados Unidos (EPA), el Consejo Internacional de Transporte Limpio (ICCT) y la Agencia de Sostenibilidad Energética de Chile (AgenciaSE). El curso SmartDriver en español está disponible para los conductores de habla hispana de todo el mundo, disponible en tres versiones diferentes: Fundamentos, Operadores de Flotas y Pequeños Transportistas. También hay una versión chilena, SmartDriver Chile, disponible para conductores vinculados al programa Giro Limpio. En este evento, se presentará un resumen del curso, destacando las características de la capacitación y mostrando los resultados de un nuevo estudio que demuestra la eficacia de la capacitación en América Latina.

Participantes:

– Introducción, Samantha Pettigrew y Leticia Pineda, ICCT
– Presentación de SmartDriver, Mathieu Larivière, NRCan
– Presentación de SmartDriver en español, Buddy Polovick, EPA
– Presentación de SmartDriver Chile y resultados del estudio, Fernanda Cabañas, AgenciaSE
– Cierre, ICCT

La capacitación en línea de SmartDriver for Highway Trucking (SDHT) es la opción flexible para los profesionales de camiones. El programa brinda acceso al contenido del curso en cualquier momento y en cualquier lugar donde haya una conexión a Internet disponible. SDHT es gratuito y ayuda a los transportistas y a las empresas de transporte a mejorar la eficiencia del combustible y la seguridad. El curso se enfoca en técnicas de ahorro de combustible dentro del control del conductor, como el ralentí, cambios de marcha progresivos y mantenimiento, entre otras mejores prácticas. Los conductores que completan el curso con un puntaje de al menos el 80 % reciben un certificado.

Obtener más información e inscribirse en SmartDriver en español. Para la versión chilena, contáctese con fcabanas@agenciase.org.

New Spanish versions of SmartDriver for Highway Trucking

Language: Spanish and English, with simultaneous translation provided (ver versión en español abajo)

Please join us as we officially launch the Spanish versions of our SmartDriver for Highway Trucking course. These courses are a collaboration between Natural Resources of Canada (NRCan), SmartWay of the U.S. Environmental Protection Agency (EPA), the International Council on Clean Transportation (ICCT), and Agencia de Sostenibilidad Energética de Chile (AgenciaSE). SmartDriver en español is available to Spanish-speaking drivers in the Americas and around the world, available in three different versions: Fundamentals, Fleet Drivers, and Owner-Operators. There is also a separate Chilean version, SmartDriver Chile, available for members of the Giro Limpio program. Presenters will preview and highlight training features and showcase the results of a new study demonstrating the effectiveness of the training in Latin America.

Speakers:

– Introduction, Samantha Pettigrew and Leticia Pineda, ICCT
– Presentation of SmartDriver, Mathieu Larivière, NRCan
– Presentation of SmartDriver en español, Buddy Polovick, EPA
– Presentation of SmartDriver Chile and study results, Fernanda Cabañas, AgenciaSE
– Closing remarks, ICCT

SmartDriver for Highway Trucking (SDHT) web-based training is the flexible choice for trucking professionals on the go. The program provides access to course content anytime and anywhere an Internet connection is available. SDHT is free and helps truck drivers and trucking companies improve fuel efficiency and safety. The course focuses on fuel-saving techniques within a driver’s control, such as idling, progressive shifting, maintenance, and other best practices. Drivers who complete the training with a mark of at least 80% receive a certificate of achievement.

Learn more and enroll in SmartDriver and SmartDriver en español. For the Chilean version, contact fcabanas@agenciase.org.

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