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."
Nearly one-third of American consumers have increased their secondhand purchases in the past year, revealing a jump in “recommerce” according to a buyer survey from ShipStation, a provider of web-based shipping and order fulfillment solutions.
The number comes from a survey of 500 U.S. consumers showing that nearly one in four (23%) Americans lack confidence in making purchases over $200 in the next six months. Due to economic uncertainty, savvy shoppers are looking for ways to save money without sacrificing quality or style, the research found.
Younger shoppers are leading the charge in that trend, with 59% of Gen Z and 48% of Millennials buying pre-owned items weekly or monthly. That rate makes Gen Z nearly twice as likely to buy second hand compared to older generations.
The primary reason that shoppers say they have increased their recommerce habits is lower prices (74%), followed by the thrill of finding unique or rare items (38%) and getting higher quality for a lower price (28%). Only 14% of Americans cite environmental concerns as a primary reason they shop second-hand.
Despite the challenge of adjusting to the new pattern, recommerce represents a strategic opportunity for businesses to capture today’s budget-minded shoppers and foster long-term loyalty, Austin, Texas-based ShipStation said.
For example, retailers don’t have to sell used goods to capitalize on the secondhand boom. Instead, they can offer trade-in programs swapping discounts or store credit for shoppers’ old items. And they can improve product discoverability to help customers—particularly older generations—find what they’re looking for.
Other ways for retailers to connect with recommerce shoppers are to improve shipping practices. According to ShipStation:
70% of shoppers won’t return to a brand if shipping is too expensive.
51% of consumers are turned off by late deliveries
40% of shoppers won’t return to a retailer again if the packaging is bad.
The “CMA CGM Startup Awards”—created in collaboration with BFM Business and La Tribune—will identify the best innovations to accelerate its transformation, the French company said.
Specifically, the company will select the best startup among the applicants, with clear industry transformation objectives focused on environmental performance, competitiveness, and quality of life at work in each of the three areas:
Shipping: Enabling safer, more efficient, and sustainable navigation through innovative technological solutions.
Logistics: Reinventing the global supply chain with smart and sustainable logistics solutions.
Media: Transform content creation, and customer engagement with innovative media technologies and strategies.
Three winners will be selected during a final event organized on November 15 at the Orange Vélodrome Stadium in Marseille, during the 2nd Artificial Intelligence Marseille (AIM) forum organized by La Tribune and BFM Business. The selection will be made by a jury chaired by Rodolphe Saadé, Chairman and CEO of the Group, and including members of the executive committee representing the various sectors of CMA CGM.
The global air cargo market’s hot summer of double-digit demand growth continued in August with average spot rates showing their largest year-on-year jump with a 24% increase, according to the latest weekly analysis by Xeneta.
Xeneta cited two reasons to explain the increase. First, Global average air cargo spot rates reached $2.68 per kg in August due to continuing supply and demand imbalance. That came as August's global cargo supply grew at its slowest ratio in 2024 to-date at 2% year-on-year, while global cargo demand continued its double-digit growth, rising +11%.
The second reason for higher rates was an ocean-to-air shift in freight volumes due to Red Sea disruptions and e-commerce demand.
Those factors could soon be amplified as e-commerce shows continued strong growth approaching the hotly anticipated winter peak season. E-commerce and low-value goods exports from China in the first seven months of 2024 increased 30% year-on-year, including shipments to Europe and the US rising 38% and 30% growth respectively, Xeneta said.
“Typically, air cargo market performance in August tends to follow the July trend. But another month of double-digit demand growth and the strongest rate growths of the year means there was definitely no summer slack season in 2024,” Niall van de Wouw, Xeneta’s chief airfreight officer, said in a release.
“Rates we saw bottoming out in late July started picking up again in mid-August. This is too short a period to call a season. This has been a busy summer, and now we’re at the threshold of Q4, it will be interesting to see what will happen and if all the anticipation of a red-hot peak season materializes,” van de Wouw said.
The report cites data showing that there are approximately 1.7 million workers missing from the post-pandemic workforce and that 38% of small firms are unable to fill open positions. At the same time, the “skills gap” in the workforce is accelerating as automation and AI create significant shifts in how work is performed.
That information comes from the “2024 Labor Day Report” released by Littler’s Workplace Policy Institute (WPI), the firm’s government relations and public policy arm.
“We continue to see a labor shortage and an urgent need to upskill the current workforce to adapt to the new world of work,” said Michael Lotito, Littler shareholder and co-chair of WPI. “As corporate executives and business leaders look to the future, they are focused on realizing the many benefits of AI to streamline operations and guide strategic decision-making, while cultivating a talent pipeline that can support this growth.”
But while the need is clear, solutions may be complicated by public policy changes such as the upcoming U.S. general election and the proliferation of employment-related legislation at the state and local levels amid Congressional gridlock.
“We are heading into a contentious election that has already proven to be unpredictable and is poised to create even more uncertainty for employers, no matter the outcome,” Shannon Meade, WPI’s executive director, said in a release. “At the same time, the growing patchwork of state and local requirements across the U.S. is exacerbating compliance challenges for companies. That, coupled with looming changes following several Supreme Court decisions that have the potential to upend rulemaking, gives C-suite executives much to contend with in planning their workforce-related strategies.”
Stax Engineering, the venture-backed startup that provides smokestack emissions reduction services for maritime ships, will service all vessels from Toyota Motor North America Inc. visiting the Toyota Berth at the Port of Long Beach, according to a new five-year deal announced today.
Beginning in 2025 to coincide with new California Air Resources Board (CARB) standards, STAX will become the first and only emissions control provider to service roll-on/roll-off (ro-ros) vessels in the state of California, the company said.
Stax has rapidly grown since its launch in the first quarter of this year, supported in part by a $40 million funding round from investors, announced in July. It now holds exclusive service agreements at California ports including Los Angeles, Long Beach, Hueneme, Benicia, Richmond, and Oakland. The firm has also partnered with individual companies like NYK Line, Hyundai GLOVIS, Equilon Enterprises LLC d/b/a Shell Oil Products US (Shell), and now Toyota.
Stax says it offers an alternative to shore power with land- and barge-based, mobile emissions capture and control technology for shipping terminal and fleet operators without the need for retrofits.
In the case of this latest deal, the Toyota Long Beach Vehicle Distribution Center imports about 200,000 vehicles each year on ro-ro vessels. Stax will keep those ships green with its flexible exhaust capture system, which attaches to all vessel classes without modification to remove 99% of emitted particulate matter (PM) and 95% of emitted oxides of nitrogen (NOx). Over the lifetime of this new agreement with Toyota, Stax estimated the service will account for approximately 3,700 hours and more than 47 tons of emissions controlled.
“We set out to provide an emissions capture and control solution that was reliable, easily accessible, and cost-effective. As we begin to service Toyota, we’re confident that we can meet the needs of the full breadth of the maritime industry, furthering our impact on the local air quality, public health, and environment,” Mike Walker, CEO of Stax, said in a release. “Continuing to establish strong partnerships will help build momentum for and trust in our technology as we expand beyond the state of California.”