Protecting trucks out on the open road may seem like the impossible dream. But high-tech tools designed to safeguard hazardous materials from terrorists could cut down on more commonplace thefts as well.
Peter Bradley is an award-winning career journalist with more than three decades of experience in both newspapers and national business magazines. His credentials include seven years as the transportation and supply chain editor at Purchasing Magazine and six years as the chief editor of Logistics Management.
When you think of weapons of mass destruction, the truck may not be the first thing that comes to mind. But if you recall the first time terrorists attacked the World Trade Center in New York, they used not hijacked airplanes, but a rental truck packed with explosives. A truck was also the weapon of choice for the terrorists who destroyed the federal building in Oklahoma City. Then shortly after 9/11, the Justice Department announced that it had indicted 22 people for obtaining fraudulent commercial drivers licenses to transport hazardous materials. The prospect of terrorists' commandeering trucks loaded with radioactive or biohazardous cargo has kept security professionals awake at night ever since.
It took 9/11 to jolt both the government and the trucking industry into action. Since that date, trucking executives and federal officials have sought to answer the vexing questions of how best to protect truck cargo, how to prevent hijackings, and how to verify the identity of the person behind the wheel. In the meantime, technology companies have sprung into action, devising new security devices, modifying older ones to raise the level of security or integrating them into sophisticated high-tech systems.
What's often overlooked, however, is the technology's versatility. Advanced security systems designed to thwart terrorists can also deter more common thieves, halt and track down the perpetrators if a truck is stolen, and even improve fleet performance. Whether it's a biometric smart card that verifies the driver's identity, a remote disabling system that lets a dispatcher shut down a hijacked vehicle by satellite, or a smart seal that monitors a container's status in real time, fleet managers are learning that their investments can also pay off in better visibility and control over their rolling assets.
It's that promise of greater efficiency, productivity and control that may, in the end, sell these tools to senior management. Asset control remains a big worry for truckers. "Right now, losses due to theft in interstate commerce run from $10 billion to $20 billion annually—and that's just the price of the goods," says Norm Ellis, vice president and general manager for Qualcomm Wireless Business Solutions, a company that provides mobile communications and satellite tracking services. "It's a huge problem—much bigger than hazmat, but because of 9/11, that's gotten the attention."
Security technology will actually save truckers money in the long run, adds Lani Fritts, vice president of business development for Savi Technologies. "I think historically, security has been viewed as a cost, but I think with the new technology being employed, [companies will find] there is a net benefit over time."
Lockdown!
In the meantime, the Federal Motor Carrier Safety Administration (FMCSA) has gotten into the game. The agency has been conducting a year-long study of various security devices coupled with wireless and terrestrial communications to see how well they can protect hazardous materials shipments.
The study, known as the Hazardous Materials Safety & Security Operational Test, involved both fleet operators and technology providers and concentrated particularly on shipments of bulk fuel, high hazard materials, bulk dry chemicals and explosives. The agency said it planned to quantify the costs and benefits of various types of technology to help truckers make more informed choices.
DOT officials declined to comment on the test results until the report was released (the findings had yet to be issued at press time). But representatives of several of the participant companies were willing to talk about some of the technologies tested and their applications to daily fleet operations.
Ellis of Qualcomm, for example, reports that testers were able to demonstrate remote vehicle disabling technology's effectiveness to the FMCSA's satisfaction. Remote disabling, he explains, allows a dispatcher to put a truck into a "limp mode," by sending commands over the air telling the vehicle to downshift and limit the throttle capability. The idea is to let the truck slow down gradually— rather than halt abruptly—but still prevent normal operation.
Remote disabling technology can also be integrated into a remote panic and emergency notification system. In an emergency, a driver can press a panic button on the dashboard or use a key-fob panic button if the driver is within a few hundred feet of the truck. The system then remotely alerts a dispatcher, who can shut down the vehicle.
In fact, the FMCSA pilot program took the testing to another level, says Ellis. The agency ran trials in which signals activated by the panic alarm were broadcast to participating emergency response teams (like police and fire fighters) from New York, California, Texas and Illinois. "We actually built in the ability to pass information not only to the dispatcher and our network center, but also to the appropriate first responder in the event of, say, a hazmat spill," says Ellis. "The test showed clearly we can definitely allow that flow as appropriate."
Is that really you?
Other field tests evaluated various types of driver authentication technology—systems designed to ensure that only an authorized person takes the wheel. Making sure the right person is driving a particular truck is more than just a security issue, Ellis says. "It also has productivity benefits and ensures regulatory compliance as well."
One of the technologies tested required a global log-in that is authenticated remotely. "If you were to try to move a vehicle without signing in appropriately or tried too many times, alerts would go off, and you could take action," Ellis explains.
A more sophisticated version of driver authentication—a system that uses biometrics—was also included in the testing. "You might have a smart card that has a fingerprinting ID," Ellis explains. "You put your finger in, the card goes in, the information goes over the air, and the system does the authentication. We know it's the right employee with the right tractor and the right trailer.You start to build some nice cross benefits. That's how we can make it cost justifiable."
When linked to a satellite communication system, biometric technology lets managers verify that authorized personnel are handling shipments at every step from manifest to final delivery, says Christina Jin, project manager for Saflink, a Bellevue, Wash.-based provider of biometric identification tools. Saflink's Physical Access Group, formerly known as the Biometric Solutions Group Inc., has developed a tracking system that makes use of smart cards and biometrics to time- and date-stamp each event in a hazmat shipment's journey, in effect, creating an audit trail for the entire process. Once the system is activated, the company says, only an authorized driver with an active smart card can transport a particular hazmat shipment.
Do fence me in
Another technology developed to provide early warning if something goes awry is what's known as geo-fencing. Ellis explains that geo-fencing systems alert fleet managers in real time should a truck "break out of the fence"—that is, depart from a pre-preprogrammed route.
Though developed to deter terrorists, the technology has potential benefits for daily operations, he claims. "If you're paying for fuel and a truck goes off route, not only do you have a potential security risk, but the driver is burning your fuel. We're trying to blend those things together. It's not just about security; it's security and productivity based."
Dispatchers can use geo-fencing capabilities not only to keep a truck from wandering off course but also to alert authorities if it enters a proscribed area—say, the area surrounding the White House. "We tested both of those capabilities," Ellis reports, "and the tests were very successful."
The field tests also evaluated the potential for systems that remotely monitor electronic seals. Savi Technologies, which develops sealing systems that use RFID technology to transmit information about freight containers, is one of the companies that participated in these trials. "What we were working on was integration of the sealing systems with incab and satellite systems," says Savi's Fritts. "You always have communication with the device, but you can keep the cost relatively low."
Fritts says that when used together, smart seals and satellite communication allow the continuous monitoring of high-risk cargo that might be targeted by terrorists. With hazardous loads, it's not enough to know that something didn't show up at the next checkpoint, he says. "If something changes, you need to know right away."
But again the applications aren't confined to hazmats. Fritts says the technology would be equally useful for monitoring rigs that haul high-value goods as well as items sensitive to environmental conditions, like food or electronic products that can be damaged by excessive g-forces. Knowing if and where product damage occurred lets the shipper assign liability and ensure that damaged goods aren't delivered to customers.
Will all this technology be coming to a dealer near you anytime soon? Don't count on it. Ellis says he believes the various systems offer great commercial promise, but he acknowledges that it's not quite ready for prime time. "Some of the integration still has to be stepped up," he says. "We want that to be more robust if we want to make it commercially available."
making America's highways safer
Conventional wisdom holds that accidents will happen, but Tom Rule refuses to accept that. When it comes to safety, he says his goal is nothing less than perfection. "We'd like to achieve zero/zero performance," says Rule. Zero/zero performance? That's no accidents, he explains. And no injuries.
It's not just talk. Rule, who is vice president of operations for Logex, a contract carrier that hauls industrial gases, is doing what he can to bring the nation's trucking industry closer to that goal. How does he expect to get there? "Technology will play an important part in that," he told attendees at the National Private Truck Council's second annual National Safety Conference last month.
One area in which he believes technology is making particular headway is the prevention of deadly rollovers. "It's an issue for the entire trucking industry, especially tankers," Rule says. Rollovers present a particular hazard to tractor-trailers because a driver can't always tell when a trailer's about to tip. By the time the driver realizes he's in trouble, it's usually too late. One remedy is a roll stability advisor that sets off a series of alarms if the system detects speed or other factors that put the truck at risk. In the works is a second generation of the system that will apply the truck's Jake brake and cut off the fuel supply should the driver fail to take corrective action.
Another common cause of highway accidents is what safety experts call an unintended lane departure, which occurs when a drowsy or inattentive driver lets the truck drift out of its highway lane. More than 18,000 highway deaths a year are related to unintended lane departures, according to Iteris, a maker of lane departure warning systems and other technology.
To deliver a wakeup call, Iteris and others market systems that use a miniature camera mounted in the truck's windshield. Should the truck drift out of its highway lane, the camera detects the drift and sends a signal to the system, which alerts the driver with an alarm that sounds like a vehicle driving over a rumble strip. The system is deactivated when the driver turns on a directional signal to indicate he's deliberately changing lanes.
Technology also can help address the visibility challenge: truck drivers' inability to see the vehicles around them. To minimize the dangers posed by blind spots, managers like Rule are investing in radar systems that can sense vehicles in front of or beside them (Rule makes them standard equipment on the tractors he buys). One such system is Eaton VORAD, an acronym for Vehicle Onboard Radar. Eaton, which manufactures components for medium- and heavy-duty trucks, says the system warns the driver of potential hazards such as stopped or slow-moving vehicles. Among the options available with the system is one dubbed BlindSpotter, which alerts a driver to obstacles off to the side.
Rule says he's found VORAD useful not only as a safety system, but as a training tool as well. "It allows you to measure drivers' effectiveness regarding … following' distances," he says. "You can monitor their performance and speak to the driver at the end of his tour of duty."
Despite their dazzling capabilities, Rule warns that taken together, all these whiz-bang gadgets could prove to be too much of a good thing. The more safety devices installed in the cab, he explains, the greater the risk that they'll end up distracting the driver. Rule believes the answer lies in industry standardization. "As more and more technologies emerge," he says, "there have to be more efforts to develop standards for inside the tractor. All [the suppliers] have their own bells and whistles. The manufacturers have to get together; they have to have a common interface or a common plug."
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.
There’s a photo from 1971 that John Kent, professor of supply chain management at the University of Arkansas, likes to show. It’s of a shaggy-haired 18-year-old named Glenn Cowan grinning at three-time world table tennis champion Zhuang Zedong, while holding a silk tapestry Zhuang had just given him. Cowan was a member of the U.S. table tennis team who participated in the 1971 World Table Tennis Championships in Nagoya, Japan. Story has it that one morning, he overslept and missed his bus to the tournament and had to hitch a ride with the Chinese national team and met and connected with Zhuang.
Cowan and Zhuang’s interaction led to an invitation for the U.S. team to visit China. At the time, the two countries were just beginning to emerge from a 20-year period of decidedly frosty relations, strict travel bans, and trade restrictions. The highly publicized trip signaled a willingness on both sides to renew relations and launched the term “pingpong diplomacy.”
Kent, who is a senior fellow at the George H. W. Bush Foundation for U.S.-China Relations, believes the photograph is a good reminder that some 50-odd years ago, the economies of the United States and China were not as tightly interwoven as they are today. At the time, the Nixon administration was looking to form closer political and economic ties between the two countries in hopes of reducing chances of future conflict (and to weaken alliances among Communist countries).
The signals coming out of Washington and Beijing are now, of course, much different than they were in the early 1970s. Instead of advocating for better relations, political rhetoric focuses on the need for the U.S. to “decouple” from China. Both Republicans and Democrats have warned that the U.S. economy is too dependent on goods manufactured in China. They see this dependency as a threat to economic strength, American jobs, supply chain resiliency, and national security.
Supply chain professionals, however, know that extricating ourselves from our reliance on Chinese manufacturing is easier said than done. Many pundits push for a “China + 1” strategy, where companies diversify their manufacturing and sourcing options beyond China. But in reality, that “plus one” is often a Chinese company operating in a different country or a non-Chinese manufacturer that is still heavily dependent on material or subcomponents made in China.
This is the problem when supply chain decisions are made on a global scale without input from supply chain professionals. In an article in the Arkansas Democrat-Gazette, Kent argues that, “The discussions on supply chains mainly take place between government officials who typically bring many other competing issues and agendas to the table. Corporate entities—the individuals and companies directly impacted by supply chains—tend to be under-represented in the conversation.”
Kent is a proponent of what he calls “supply chain diplomacy,” where experts from academia and industry from the U.S. and China work collaboratively to create better, more efficient global supply chains. Take, for example, the “Peace Beans” project that Kent is involved with. This project, jointly formed by Zhejiang University and the Bush China Foundation, proposes balancing supply chains by exporting soybeans from Arkansas to tofu producers in China’s Yunnan province, and, in return, importing coffee beans grown in Yunnan to coffee roasters in Arkansas. Kent believes the operation could even use the same transportation equipment.
The benefits of working collaboratively—instead of continuing to build friction in the supply chain through tariffs and adversarial relationships—are numerous, according to Kent and his colleagues. They believe it would be much better if the two major world economies worked together on issues like global inflation, climate change, and artificial intelligence.
And such relations could play a significant role in strengthening world peace, particularly in light of ongoing tensions over Taiwan. Because, as Kent writes, “The 19th-century idea that ‘When goods don’t cross borders, soldiers will’ is as true today as ever. Perhaps more so.”
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.”
In a separate move, the U.S. Environmental Protection Agency (EPA) also gave its approval for the state to advance its Heavy-Duty Omnibus Rule, which is crafted to significantly reduce smog-forming nitrogen oxide (NOx) emissions from new heavy-duty, diesel-powered trucks.
Both rules are intended to deliver health benefits to California citizens affected by vehicle pollution, according to the environmental group Earthjustice. If the state gets federal approval for the final steps to become law, the rules mean that cars on the road in California will largely be zero-emissions a generation from now in the 2050s, accounting for the average vehicle lifespan of vehicles with internal combustion engine (ICE) power sold before that 2035 date.
“This might read like checking a bureaucratic box, but EPA’s approval is a critical step forward in protecting our lungs from pollution and our wallets from the expenses of combustion fuels,” Paul Cort, director of Earthjustice’s Right To Zero campaign, said in a release. “The gradual shift in car sales to zero-emissions models will cut smog and household costs while growing California’s clean energy workforce. Cutting truck pollution will help clear our skies of smog. EPA should now approve the remaining authorization requests from California to allow the state to clean its air and protect its residents.”
However, the truck drivers' industry group Owner-Operator Independent Drivers Association (OOIDA) pushed back against the federal decision allowing the Omnibus Low-NOx rule to advance. "The Omnibus Low-NOx waiver for California calls into question the policymaking process under the Biden administration's EPA. Purposefully injecting uncertainty into a $588 billion American industry is bad for our economy and makes no meaningful progress towards purported environmental goals," (OOIDA) President Todd Spencer said in a release. "EPA's credibility outside of radical environmental circles would have been better served by working with regulated industries rather than ramming through last-minute special interest favors. We look forward to working with the Trump administration's EPA in good faith towards achievable environmental outcomes.”
Editor's note:This article was revised on December 18 to add reaction from OOIDA.
A Canadian startup that provides AI-powered logistics solutions has gained $5.5 million in seed funding to support its concept of creating a digital platform for global trade, according to Toronto-based Starboard.
The round was led by Eclipse, with participation from previous backers Garuda Ventures and Everywhere Ventures. The firm says it will use its new backing to expand its engineering team in Toronto and accelerate its AI-driven product development to simplify supply chain complexities.
According to Starboard, the logistics industry is under immense pressure to adapt to the growing complexity of global trade, which has hit recent hurdles such as the strike at U.S. east and gulf coast ports. That situation calls for innovative solutions to streamline operations and reduce costs for operators.
As a potential solution, Starboard offers its flagship product, which it defines as an AI-based transportation management system (TMS) and rate management system that helps mid-sized freight forwarders operate more efficiently and win more business. More broadly, Starboard says it is building the virtual infrastructure for global trade, allowing freight companies to leverage AI and machine learning to optimize operations such as processing shipments in real time, reconciling invoices, and following up on payments.
"This investment is a pivotal step in our mission to unlock the power of AI for our customers," said Sumeet Trehan, Co-Founder and CEO of Starboard. "Global trade has long been plagued by inefficiencies that drive up costs and reduce competitiveness. Our platform is designed to empower SMB freight forwarders—the backbone of more than $20 trillion in global trade and $1 trillion in logistics spend—with the tools they need to thrive in this complex ecosystem."