Who Controls the Data?

Maintaining Owner Access to Vehicle Data

By Stephen Woodring Today’s trucks and tractors are capable of generating a tremendous amount of data covering a range of subjects, including engine performance, vehicle maintenance, weather and road hazards and driver performance.

This capability raises two very important questions: “Who controls the data?” and; “What access to a vehicle’s data does the vehicle owner have?” The ultimate answers to these questions may have profound implications for all operators of commercial motor vehicles, government regulators and the public. The issues of data control and data access are already being considered by both federal and state governments. Unfortunately, operators of commercial vehicles, the one interest group which will likely be the most impacted by data control decisions, have not yet been engaged in this dialogue. The risk that commercial vehicle operators should be aware of is simple: they may wake up one day and discover that their access to their business operations data is severely limited and, at that point, there may be very little they can do about it. Why? The original equipment manufacturers (“OEM”) are currently building “gateways” which may hinder the ability of commercial operators to directly access the data. In some instances, OEMs have denied access through points of connectivity, like the on-board diagnostic port (“OBD”). In other instances, OEMs requ ire the payment of a licensing fee for access to the “codes” for equipment replacement. It’s quite possible, with the introduction of these “gateways,” commercial operators will no longer be able to use aftermarket tools designed to allow them to access their data. It is important for all stakeholders who rely on mobility data to understand the essential nature of data access, and to understand what data is essential to running their business in a connected world. For instance, the OBD is one of the established data links of choice for connecting new and legacy vehicles into a common, accessible format. We can usefully divide vehicle data into three types. First, some technical vehicle/component performance data, such as sophisticated technical feedback data, may be highly relevant to the component manufacturer while being of little value to the commercial operator. Second, data related to vehicle routing and operation or driver behavior is valuable to the commercial operator, relates to their business activity and is of no consequence to the OEM. Finally, in the middle, is data that is useful to all stakeholders, such as odometer, tire pressure, engine faults, airbag deployment, or gear position, and the parties would best find a mutually agreed approach. Data and transportation are deeply integrated. The digital aspect of transportation and logistics cannot be understated. Trucking remains highly competitive, and the ability to leverage data is critical to drive efficiencies. The trucking industry’s economic reality is one in which every point of efficiency counts. If an OEM-embedded OBD gateway is in place, it could restrict real-time notification services, potentially leading to a breakdown and/ or significant downtime. Just as commercial operators have a right to repair their vehicles, so too should they have a right to connect their vehicles using the connectivity service provider of their choice— especially when it comes to data relevant to their vehicles and business operations. It’s critical that the industry continue to operate within a data access model which provides the vehicle owner with control of its vehicle data. The prevailing model ensures full and fair competition, protects personal privacy, advances data security, and enables the appropriate use of data analytics driven by public interest. In order to achieve an optimal and fair outcome for all stakeholders, there needs to be a three-way conversation between operators of commercial vehicles, OEMs, and aftermarket service providers, as each group has slightly different perspectives on vehicle data. This dialogue has already started in some forums.

What should you be doing as a commercial vehicle operator?

First and foremost, engage your OEM to fully understand any potential negative implications of a vehicle gateway. Also, speak with an aftermarket telematics provider to compare the quality and capability of data solutions currently available and their potential for your business. Next, engage with your trade association which is part of this dialogue and can help your needs and perspective be known. This is an industry problem that should be solved by the industry—by the people with the most at stake. And, finally, consider contacting your federal and state representatives and alert them to the threat posed by the gateway trend. Tomorrow’s data-driven commercial assets will foster the transportation data ecosystem, reshape businesses and require a connectivity-enabled infrastructure. As commercial vehicles evolve into electric and more autonomous vehicles, the future is best achieved collaboratively amongst the entire transportation sector and government.This is the time to begin shaping the future of the transportation economy together. Stephen Woodring is the Government Affairs Manager for Geotab Inc., which is a member of FTA.

Truck Fleet Physical Security Integration: Unlocking its Full Potential

By Eric Brackett

For trucking, freight, and logistics companies with significant fleet assets needing to be protected from theft or vandalism, fully integrating the latest capabilities of physical security and access control systems can drive down costs significantly. This “virtual” approach combines video surveillance, access control, and information technology (IT) integration to replace many of the functions of in-person security personnel, significantly reducing costs. Virtual systems can be customized to a variety of loss prevention situations no matter the size of the operation or type of assets that need to be protected. Examples include preventing the theft of trucks, batteries, catalytic converters, and other valuable items. The strategy takes full advantage of the interconnectivity of information across a broad range of systems and devices. Based on the trucking and freight company’s priorities, integrated systems can intelligently sift through millions of points of information and prioritize only the most relevant events to deter and prevent theft in ways that were previously not possible. While such data has existed before today, many trucking firm owners and managers are unaware of another critical factor: that the costs for managed IT services and integration continue to drop while the capabilities of the various systems have increased. Using off-the-shelf tools to create super secure environments would have cost hundreds of thousands of dollars a year for larger organizations to staff, monitor and support. Today, expert integrators are routinely implementing these solutions with better, faster response, at a fraction of the client’s current cost. However, most industry professionals are too busy with their existing responsibilities to realize how much has changed and how valuable it could be to them. While the status quo for physical security is familiar, the rapidly growing volume of data in the form of video, alerts, reports, etc. is threatening to hide the most important threats in the sheer volume of less important data. Yet such information continues to be continually reported and logged on sensors, cameras, servers, PCs, smartphones, two-way radios, and thermostats. The challenge has been sorting through these virtual mountains of data – often kept in separate, unconnected systems – quickly enough to act on threats in realtime. Furthermore, IT technicians usually do not have the expertise

or time to manage all these separate systems by themselves. Now expert integrators have perfected the use of tools that bring all that information together into dashboards that convey needed information at a glance. This is combined with technical and operational procedures to analyze, parse, and present it. So, actual threats can be responded to and thefts deterred in real-time. Where traditional systems can inundate security staff with mind-numbing nuisance alerts, many of which go ignored, the goal of the fully integrated virtual approach is to vigorously and promptly protect valuable trucking assets from theft without unnecessary staffing, excess equipment, or complexity. In terms of video surveillance, that means instantly spotting any anomalies and escalating only those that need attention. It means preventatively spotting any discrepancies in door or gate access control, based on time of day, location, personnel involved, and other factors. It means “slicing and dicing” a host of variables specific to the business that must be considered, and drawing the attention of security personnel or managers when it is time to act, and not when it is too late.

Looking Beyond the Status Quo

For many trucking companies that have security cameras and access systems already installed, there may be some level of integration but most are not able to unlock the full potential. Trucking company owners and managers are disappointed when they hit the limits of their current physical security systems, and become frustrated when their vendor is not proactive about helping them find solutions. For example, they may need the equipment to work even when it is raining, and do not want to turn off equipment because it wakes them every time a spider crawls across a camera lens. System integration can be assigned to in-house IT staff, but many already find themselves overwhelmed with their existing responsibilities. Traditionally, full physical security integration would require a team of engineers with specialized training to set it up, keep it working, and manage all these events day-to-day. Given the challenges and limitations of the traditional approach to physical security, many trucking and freight companies with assets requiring protection are outsourcing to managed IT service providers, who must increasingly be an expert in all systems. With broad expertise, managed IT vendors can extract value from each individual system, while taking advantage of the tremendous added value in a more comprehensive, fully integrated implementation. Utilizing such an integrated set of tools, along with enhanced system intelligence, can significantly reduce the need for traditional security guards. Instead of a full-time security operation center listening to an endless flow of logs and events, such a system can be more proactive and provide essentially 24/7 virtual security for a fraction of the cost. In fact, often this is accomplished without human intervention or the need for any payroll. Unfortunately, managed IT service providers rarely are experts in all disciplines – but they do exist. The best can manage and integrate any/all systems down to installation of cabling and computer hardware. In addition, they can design and install these systems down to the wiring, so it is relatively easy to tailor them to the specific requirements of individual trucking companies needing asset protection. Such intelligent systems then prompt security guards, supervisors or managers to take immediate, appropriate action in a variety of settings to keep people or property safe. For example, trucking companies may need to protect their fleets from thieves entering their lots at night to steal vehicles. Or the companies may need to prevent battery theft. In such a case, cut locks and sliced cables not only cost thousands of dollars of damage to each vehicle, but also render it inoperable until repaired. In choosing a physical security integration partner, however, the best have an extensive knowledge of the available products and component parts of any system and are able to tie them together in a manner that extracts significant added value. In other words, the whole properly integrated system should be much greater than the sum of its parts. That being said, the price for such expert integration is much lower today than many trucking company owners would expect for the quality of service and the effectiveness of the theft deterrence. Where old school security may involve renting guards round the clock or missing important threats because disparate systems are not communicating, taking advantage of physical security integration can ensure a prompt response when it is needed to prevent theft at much lower cost. Eric Brackett is President of BTI Communications Group a technology convergence provider that serves the food, logistics, healthcare and aerospace sectors.