With their ability to store a product's full history, RFID chips promise to solve a variety of retail woes. But some fear that without added security features, they'll divulge the data to anyone with a scanner.
John Johnson joined the DC Velocity team in March 2004. A veteran business journalist, John has over a dozen years of experience covering the supply chain field, including time as chief editor of Warehousing Management. In addition, he has covered the venture capital community and previously was a sports reporter covering professional and collegiate sports in the Boston area. John served as senior editor and chief editor of DC Velocity until April 2008.
For a technology that was expected to quietly transform back room operations, RFID chips are mak ing a surprisingly big splash out in the wider world. They're showing up on credit cards and golf balls. They've been embedded into racers' wrist bands and casino chips. Now RFID tags are about to burst onto the retail scene. In stores in Europe and in pilot stores in the United States, RFID tags have begun to appear on individual pieces of merchandise: books, pairs of jeans, bottles of drugs, DVDs and CDs.
Their appearance on the retail stage caught many by surprise. Until recently, most assumed that RFID tags would remain behind the scenes for several more years— tracking cases and pallets bound for retailers' DCs. Tags were thought to be much too expensive to use for tracking everyday items.
But that hasn't proved to be the case. As businesses began experimenting with RFID, some discovered benefits that easily offset the tags' costs. Pharmaceutical manufacturers, for example, found that sticking an RFID tag on a bottle of Viagra or OxyContin provided a drug "pedigree" that helped weed out counterfeits. Retailers discovered that item-level tagging saved them money by reducing out-of-stocks, deterring shoplifting and cutting the amount of labor needed to manage inventory and handle replenishment.
Though not yet commonplace, item-level tagging is no longer rare. This year, nearly 200 million tags will be attached to individual items, mainly apparel, books and drugs, according to research firm IDTechEx. Starting in 2007, item-level tagging will account for the biggest share of the world's RFID market by value, rising to an $11 billion market for tags and systems (out of a $26 billion total RFID market) in 2016.
The looming explosion in item-level tagging has left many worried about security risks. As long as RFID remained in the back room, communication among tags, readers and networks was relatively easy to secure. But as tags move out into the retail world, some experts fear they'll become the target of threats ranging from eavesdropping and data tampering to viruses.
Data at risk
"When it comes to item-level tagging, security is very, very important," says Kevin Ashton, vice president of marketing at ThingMagic, a Cambridge, Mass.-based vendor of RFID readers, sensors and other technologies. And as he sees it, the current technology, Generation 2, cannot offer that security without significant enhancements. "Gen 2 has done a very good job improving tag readability, and it is much better than Gen 1 in dealing with situations where there are multiple readers. Where it badly needs to be improved is in the area of security ... Gen 2 has a little bit more security than Gen 1, but it's absolutely not enough to give end users or the general public complete confidence in the system."
As item-level tagging takes off, so will the potential for mischief and sabotage. "Our real concern is unauthorized people reading the tags," says Ashton. For example, without additional security in place, retailers could easily obtain data to gauge how well a product—say, a newly launched videogame—is selling at a competitor's store. Unlike bar codes, RFID tags are able to uniquely identify individual items, making it possible to track how a product is selling. Someone with a scanner could walk down a store's aisles and track inventory on a shelf, charting sales of that videogame. "And because it's RFID-based, you can also do it without anybody knowing you are doing it," says Ashton.
Similarly, someone with a grudge against a particular retailer could use a scanner to collect critical sales data and leak it to the press. "If you are a publicly traded company, the last thing you need is a leak that your competitor sold 10 times as many new DVDs as you did," says Ashton. "That's just one scenario of why reader authentication is a good idea."
Those are just two of many possible scenarios. In a white paper posted on ThingMagic's Web site, "Generation 2 Security," Ashton describes other potential threats. For example, there's the possibility that a hacker might use a rogue reader to write new information to a tag (say, changing a price) or even kill the tag. There's also the risk that someone will replace a tag with a rogue tag (a tag from an unauthorized source) or clone tag (an unauthorized copy of a real tag) that transmits false data to a reader.
RFID tags are also vulnerable to data interception via what's known as a side-channel attack. In a side-channel attack (which Ashton likens to wiretapping without the wires), an interloper electronically eavesdrops on RF communications between tags and readers to obtain access to passwords or other confidential data.
Plugging the leaks
Given the variety of security risks, it's clear that the technology's vulnerabilities will have to be addressed before item-level tagging can really take off, says Ashton. That will mean security enhancements at the very least, and possibly the development of a new, Generation 3, protocol.
In his white paper, Ashton describes some security features that could be incorporated into future protocols (as well as some of the challenges they'd present). They include:
Encryption. Storing encrypted serial numbers on tags would boost data security, but it would also raise significant technological challenges of "key" management (that is, distributing and managing the corresponding decryption key). Encryption doesn't eliminate tracking; it simply makes it more difficult. Also, any onboard encryption operations would boost the computational demands on tags— introducing new overhead and boosting the tags' price.
Tagpasswords. Basic RFID tags already have sufficient resources to verify PINs or passwords, which could be a possible solution for protecting data. For example, a tag could be programmed to transmit critical information only if it receives the correct password. However, that raises the question of how to manage the passwords.
Tag pseudonyms. RFID tags would change serial numbers each time they are read, which would eliminate the need to program the tags with passwords. This approach would make unauthorized tag tracking more difficult, but it would also introduce issues of pseudonym management. Ashton predicts that security will be the focus of growing awareness over the next six to 12 months. He adds that if developers start work soon, a new protocol could be ready by 2008 or 2009, just in time for the expected item-level tagging boom.
Not so fast ...
Not everyone agrees that it's time to abandon Gen 2. Executives at EPCglobal, the organization responsible for developing the standards for application of RFID tags and electronic product codes (EPC), consider talk of developing a new Gen 3 technology to be premature.
If the need arises, the agency may decide to consider security enhancements and optional features, says Sue Hutchinson, director of industry development for EPCglobal. But if it does, she says, EPCglobal will build them on the Gen 2 base—that is, develop a Gen 2, Class 2 product—rather than starting over again with a new Gen 3 standard.
Possible security enhancements to Gen 2 include additional password schemes or maybe even some light encryption on top of some of the locking mechanisms that are already in place, says Hutchinson. "We want to make sure we are all responsible users of the technology and that we've done everything we can to safeguard consumers and most importantly to safeguard the relationship that our end users have with the consumer community."
Texas Instruments (TI) is working with EPCglobal to make that happen. TI has endorsed an authentication method for tag data that can be either on- or off-network. According to Joseph Pearson, business development manager for TI's RFID Systems division, EPCglobal has created an EPC item-level serialization scheme for item tags that will serve as an electronic security marker unique to each product, enabling automated track and trace capabilities as well as real-time visibility of the product through the EPCglobal Object Name Service (ONS) network. ONS will act as a "traffic cop" and direct authorized network inquiries to the correct database hosting the desired data.
Theoff-network method enables RFID readers to authenticate the tag through a shared data encryption algorithm. When it comes to tracking a bottle of Viagra, an electronic security marker can be a digital signature generated via a public key infrastructure (PKI) and programmed into the tag's memory. An RFID reader is able to validate the tagged product because the reader is supplied with the appropriate manufacturer public key to authenticate the digital signature. By using a digital signature, a manufacturer's unique "electronic fingerprint" is created and programmed into the RFID tag, which can then be authenticated by an RFID reader without a network.
Concerns about RFID security aren't limited to private industry. The Department of Homeland Security (DHS) issued a report in July calling for increased attention to security issues. Although good physical security controls exist on the RFID systems in use by the government, the report noted, there are still some system security concerns that should be resolved. According to the government, "These security-related concerns, if not addressed, could increase the potential for unauthorized access to DHS resources and data."
Congestion on U.S. highways is costing the trucking industry big, according to research from the American Transportation Research Institute (ATRI), released today.
The group found that traffic congestion on U.S. highways added $108.8 billion in costs to the trucking industry in 2022, a record high. The information comes from ATRI’s Cost of Congestion study, which is part of the organization’s ongoing highway performance measurement research.
Total hours of congestion fell slightly compared to 2021 due to softening freight market conditions, but the cost of operating a truck increased at a much higher rate, according to the research. As a result, the overall cost of congestion increased by 15% year-over-year—a level equivalent to more than 430,000 commercial truck drivers sitting idle for one work year and an average cost of $7,588 for every registered combination truck.
The analysis also identified metropolitan delays and related impacts, showing that the top 10 most-congested states each experienced added costs of more than $8 billion. That list was led by Texas, at $9.17 billion in added costs; California, at $8.77 billion; and Florida, $8.44 billion. Rounding out the top 10 list were New York, Georgia, New Jersey, Illinois, Pennsylvania, Louisiana, and Tennessee. Combined, the top 10 states account for more than half of the trucking industry’s congestion costs nationwide—52%, according to the research.
The metro areas with the highest congestion costs include New York City, $6.68 billion; Miami, $3.2 billion; and Chicago, $3.14 billion.
ATRI’s analysis also found that the trucking industry wasted more than 6.4 billion gallons of diesel fuel in 2022 due to congestion, resulting in additional fuel costs of $32.1 billion.
ATRI used a combination of data sources, including its truck GPS database and Operational Costs study benchmarks, to calculate the impacts of trucking delays on major U.S. roadways.
Hyster-Yale Materials Handling today announced its plans to fulfill the domestic manufacturing requirements of the Build America, Buy America (BABA) Act for certain portions of its lineup of forklift trucks and container handling equipment.
That means the Greenville, North Carolina-based company now plans to expand its existing American manufacturing with a targeted set of high-capacity models, including electric options, that align with the needs of infrastructure projects subject to BABA requirements. The company’s plans include determining the optimal production location in the United States, strategically expanding sourcing agreements to meet local material requirements, and further developing electric power options for high-capacity equipment.
As a part of the 2021 Infrastructure Investment and Jobs Act, the BABA Act aims to increase the use of American-made materials in federally funded infrastructure projects across the U.S., Hyster-Yale says. It was enacted as part of a broader effort to boost domestic manufacturing and economic growth, and mandates that federal dollars allocated to infrastructure – such as roads, bridges, ports and public transit systems – must prioritize materials produced in the USA, including critical items like steel, iron and various construction materials.
Hyster-Yale’s footprint in the U.S. is spread across 10 locations, including three manufacturing facilities.
“Our leadership is fully invested in meeting the needs of businesses that require BABA-compliant material handling solutions,” Tony Salgado, Hyster-Yale’s chief operating officer, said in a release. “We are working to partner with our key domestic suppliers, as well as identifying how best to leverage our own American manufacturing footprint to deliver a competitive solution for our customers and stakeholders. But beyond mere compliance, and in line with the many areas of our business where we are evolving to better support our customers, our commitment remains steadfast. We are dedicated to delivering industry-leading standards in design, durability and performance — qualities that have become synonymous with our brands worldwide and that our customers have come to rely on and expect.”
DAT Freight & Analytics has acquired Trucker Tools, calling the deal a strategic move designed to combine Trucker Tools' approach to load tracking and carrier sourcing with DAT’s experience providing freight solutions.
Beaverton, Oregon-based DAT operates what it calls the largest truckload freight marketplace and truckload freight data analytics service in North America. Terms of the deal were not disclosed, but DAT is a business unit of the publicly traded, Fortune 1000-company Roper Technologies.
Following the deal, DAT said that brokers will continue to get load visibility and capacity tools for every load they manage, but now with greater resources for an enhanced suite of broker tools. And in turn, carriers will get the same lifestyle features as before—like weigh scales and fuel optimizers—but will also gain access to one of the largest networks of loads, making it easier for carriers to find the loads they want.
Trucker Tools CEO Kary Jablonski praised the deal, saying the firms are aligned in their goals to simplify and enhance the lives of brokers and carriers. “Through our strategic partnership with DAT, we are amplifying this mission on a greater scale, delivering enhanced solutions and transformative insights to our customers. This collaboration unlocks opportunities for speed, efficiency, and innovation for the freight industry. We are thrilled to align with DAT to advance their vision of eliminating uncertainty in the freight industry,” Jablonski said.
Global trade will see a moderate rebound in 2025, likely growing by 3.6% in volume terms, helped by companies restocking and households renewing purchases of durable goods while reducing spending on services, according to a forecast from trade credit insurer Allianz Trade.
The end of the year for 2024 will also likely be supported by companies rushing to ship goods in anticipation of the higher tariffs likely to be imposed by the coming Trump administration, and other potential disruptions in the coming quarters, the report said.
However, that tailwind for global trade will likely shift to a headwind once the effects of a renewed but contained trade war are felt from the second half of 2025 and in full in 2026. As a result, Allianz Trade has throttled back its predictions, saying that global trade in volume will grow by 2.8% in 2025 (reduced by 0.2 percentage points vs. its previous forecast) and 2.3% in 2026 (reduced by 0.5 percentage points).
The same logic applies to Allianz Trade’s forecast for export prices in U.S. dollars, which the firm has now revised downward to predict growth reaching 2.3% in 2025 (reduced by 1.7 percentage points) and 4.1% in 2026 (reduced by 0.8 percentage points).
In the meantime, the rush to frontload imports into the U.S. is giving freight carriers an early Christmas present. According to Allianz Trade, data released last week showed Chinese exports rising by a robust 6.7% y/y in November. And imports of some consumer goods that have been threatened with a likely 25% tariff under the new Trump administration have outperformed even more, growing by nearly 20% y/y on average between July and September.
Declaring that it is furthering its mission to advance supply chain excellence across the globe, the Council of Supply Chain Management Professionals (CSCMP) today announced the launch of seven new International Roundtables.
The new groups have been established in Mexico City, Monterrey, Guadalajara, Toronto, Panama City, Lisbon, and Sao Paulo. They join CSCMP’s 40 existing roundtables across the U.S. and worldwide, with each one offering a way for members to grow their knowledge and practice professional networking within their state or region. Overall, CSCMP roundtables produce over 200 events per year—such as educational events, networking events, or facility tours—attracting over 6,000 attendees from 3,000 companies worldwide, the group says.
“The launch of these seven Roundtables is a testament to CSCMP’s commitment to advancing supply chain innovation and fostering professional growth globally,” Mark Baxa, President and CEO of CSCMP, said in a release. “By extending our reach into Latin America, Canada and enhancing our European Union presence, and beyond, we’re not just growing our community—we’re strengthening the global supply chain network. This is how we equip the next generation of leaders and continue shaping the future of our industry.”
The new roundtables in Mexico City and Monterrey will be inaugurated in early 2025, following the launch of the Guadalajara Roundtable in 2024, said Javier Zarazua, a leader in CSCMP’s Latin America initiatives.
“As part of our growth strategy, we have signed strategic agreements with The Logistics World, the largest logistics publishing company in Latin America; Tec Monterrey, one of the largest universities in Latin America; and Conalog, the association for Logistics Executives in Mexico,” Zarazua said. “Not only will supply chain and logistics professionals benefit from these strategic agreements, but CSCMP, with our wealth of content, research, and network, will contribute to enhancing the industry not only in Mexico but across Latin America.”
Likewse, the Lisbon Roundtable marks the first such group in Portugal and the 10th in Europe, noted Miguel Serracanta, a CSCMP global ambassador from that nation.