Inside a box truck 62 people being smuggled from Mexico, Guatemala and Honduras, something went wrong. When found, most of the group were already dead from the heat. The death toll was 51 on Tuesday, in what officials are calling one of the worst episodes of migrant death in the United States in recent years. The incident occurred near San Antonio, Texas.
The driver of the truck was found and apprehended as he fled the scene. “We got him leaving the scene,” Chief William McManus of the San Antonio Police Department said in an interview with The New York Times. “He was found in a field nearby.”
In the NYT article, Chief McManus said the truck had Texas license plates and fit a pattern noted by officers in the city: the use of tractor-trailers by human smugglers. “We’ve seen it a number of times,” he said. “It is inherently dangerous because once you’re locked in there, you’re stuck,” he said. “Once the refrigeration goes out, the air-conditioning goes out, it’s nothing but a death trap.”
Authorities say human smuggling is on the increase and using tractor-trailers is also becoming more commonplace.
The first call for proposals was launched in October 2021, resulting in a total funding of more than €270 million for over 240 strategic Border Crossing Points and customs laboratories across the EU. This will allow Member States to purchase, maintain or upgrade state-of-the-art customs equipment such as new scanners, radiation monitors, teams of sniffer dogs and other non-intrusive detectors for border crossing points as well as a variety of laboratory equipment for goods analysis.
Part of the Integrated Border Management Fund, CCEI supports Member States to finance detection equipment for goods crossing the EU’s external borders. The initiative has the twin aims of improving customs performance by contributing to adequate and equivalent results of customs controls throughout the EU, while helping EU customs authorities act as one single entity. The instrument is part of the long-term EU budget for 2021-2027, with a financial envelope of €1 billion.
Chargebacks911, the leading dispute technology specialists, today announces its new partnership with AirlinePros, a representation and distribution firm for airlines and travel suppliers, to defeat fraud and friendly fraud for travel industry merchants.
Like other major online merchants, travel industry partners including airlines, hotels, and online travel agencies, took a big hit from chargebacks filed wrongly against them during the pandemic. People are traveling once again, with the bounce-back beginning in 2021, with global passenger numbers up almost 30% to 2.3 billion. However, this was still only around half of 2019’s 4.5 billion travelers. According to the International Air Transport Association (IATA), it will be 2024 before passenger figures return to 2019 levels. In part, this is due to a lack of personnel such as pilots, which leads to cancellations and disruption that ultimately means customers are dissatisfied and therefore seek refunds.
AirlinePros recognized the struggles their partners were experiencing and sought with Chargebacks911 to solve this problem and assist travel providers worldwide to reduce the losses associated with chargebacks wrongly filed against them. Data sets provided by Chargebacks911 will include negative and positive information about disputes and chargebacks, which help fight friendly fraud as well as cases of true criminal fraudulent activity.,” Achma Asokan Foster, CEO, AirlinePros, said. “For us, this is a key issue that we’ve identified for the airline industry on an ongoing basis. So, we acted by bringing in the expertise, experience, and knowledge of Chargebacks911, to deal with the thousands of chargebacks resulting from the disruptions due to the pandemic and any other reason. We believe that Chargebacks911 will play an important role both in a preventative capacity and improve the overall customer experience for our client airlines and the industry at large.”
Harlan Hutson, director of Strategic Partnerships at Chargebacks911, adds: “Chargebacks911 is well-versed in supporting merchants in the travel space, with deep knowledge and understanding of how the industry works when it comes to fraudulent activity. Airlines are particularly unique in this world, with added complexities and multiple players along the chain, so we are delighted to be able to offer our unparalleled expertise and solutions to AirlinePros clients as it works to get the industry back to normal.”
Luxury-bus operator Landline has been contracted by United Airlines to provide services between several Colorado cities and the Denver International Airport. Some of the cities getting the service include Breckenridge, Loveland and Fort Collins.
United says customers can book itineraries to these locations and the last leg of the journey will be on Landline’s buses. Once-daily service to Breckenridge began on in late March and the four-times daily Fort Collins service began on April 1.
United’s domestic network planning said that the destinations are popular, but there isn’t a commercially feasible way to operate flights to either city for routes under 100 miles. If flights are late or the bus is stuck in traffic, United says it will commit to getting passengers to their final destination on both ends of the journey. Landline says it is working to add remote security screening at the outstations so that passengers can arrive in Denver pre-screened and ready to make connecting flights.
American Airlines has also contracted with Landline for similar services between New Jersey and Pennsylvania. A spokesperson for American said this in a statement, “Landline-operated routes are incremental to our schedule — they’re not replacing any flying and aren’t related to pilot staffing.”
Advent Technologies announced its contribution to the new world record for the longest distance ever covered by a hydrogen vehicle without refueling and an electric vehicle without recharging. The record was broken within the framework of an innovative project conducted by ARM Engineering, a French based research and development firm focused on providing innovative and sustainable solutions for the mobility market.
ARM Engineering recently developed renewable synthetic methanol called G-H3, which has, among other features, the ability to power both thermal and electric vehicles, with the latter being powered by a fuel cell. Choosing Advent’s methanol-based H3 5000 fuel cell unit as the power source for the electric Renault Zoe, ARM Engineering and its team of highly experienced drivers managed to cover a total of 2,055.68 km (1277.34 mi) more than 40 hours while driving at approximately 50 km/h (31 mph), setting the new world records for the longest distance for a hydrogen-powered or an electric vehicle on a single charge or fueling.
The project took place at the Albi circuit in France over the course of three days. As part of the demonstration, five drivers from ARM Engineering drove the modified Renault Zoe non-stop from early morning until midnight, surpassing the previously achieved world record of 1,360 km (845 mi) — proving the reliability and efficiency of hydrogen-powered vehicles.
The H3 5000 fuel cell unit offers advantages such as a long operating lifetime, low service and maintenance fees, robust functionality the company says.
“We are proud to participate in this unique project, and we would like to congratulate ARM Engineering for its well-deserved achievement,” Dr. Emory De Castro, Advent’s chief technology officer, stated. “This new world record represents a great example of how fuel cells can produce clean and uninterrupted power while replacing the need for conventional fuels. Undeniably, the global hydrogen-powered fuel cell vehicle industry is accelerating at an unprecedented rate, and we at Advent Technologies very much look forward to continuing to be key enablers of this transition.”
Canada’s trucking industry keeps the Canadian economy moving. Without truckers moving goods across this vast country, business would grind to a halt. The industry also generates around $65 billion annually through its economic activities and employs about 450,000 people in this land of 38 million, about 300,000 of which work as truck drivers.
The Canadian Trucking Alliance (CTA) is a federation of Canada’s provincial trucking associations, collectively representing some 4,500 carriers, owner-operators and industry suppliers. Marco Beghetto is the CTA’s vice president of communications. Transport Security International’s James Careless spoke with him recently about the many major challenges confronting this country’s trucking industry.
Transport Security International: To begin with a general question, what is the overall state of the Canadian trucking industry? How is it doing right now?
Marco Beghetto: From a pure freight market point of view, te industry is doing well from as far as rates go. But that’s because the capacity situation is so dire there simply aren’t enough trucks to meet and service the general demand that exists today due to a number of issues, with the ongoing driver shortage being at the top of the list.
Transport Security International: What is causing the driver shortage?
Marco Beghetto: It is a result of fallout due to COVID-19 with workers being sick. It is a result of the bottlenecks that exist throughout the supply chain. And even before there was any pressure on the supply chain demographically, we were already experiencing a shortage of truck drivers simply because it’s an aging workforce, and not a lot of young people are joining the profession.
Back before COVID-19 there was already a shortage. Now we’re looking at probably 23,000 driver job vacancies, and that number is expected to increase to about 55,000 by the end of 2024.
Transport Security International: Why is it hard to convince young Canadians to become truckers?
Marco Beghetto: Well, it’s a tough job, right? It’s demanding even though it’s well-paying. But frankly, younger generations have traditionally not wanted to be truck drivers due to a variety of factors. And that is a mindset that we have to change by doing a better job of attracting young people to the industry.
We’re doing that through a social media campaign and website called “Choose to Truck” (https://choosetotruck.ca/) that we started last year. We had 20 million impressions in the first six months of the campaign and received some pretty positive feedback, so that’s a good start. But there are things that the Canadian trucking industry has to do to change its image, to become more diverse, flexible, and willing to accommodate a whole different array of lifestyles that newer generations expect.
What we’re trying to do with Choose to Truck is plant the seeds in newer generations that this industry is not your grandfather’s industry. It is well paying. It is flexible. And it is accommodating its employees’ needs.
Our central message is that good Canadian trucking employers are worth working for. They will meet the expectations and all the different nuances that young people expect from a career opportunity. And we’re trying to make sure that that message is being delivered through social media to younger people who might not have otherwise considered this industry.
Transport Security International: What have governments in Canada done to help the trucking industry to date, and what do they still need to do?
Marco Beghetto: From a safety point of view, we have made a lot of progress working with the government. Together, we have instituted things like mandatory entry level training, plus electronic onboard recorders that basically do away with the archaic paper logbook system, making it easier to track and report allowable truck driver hours.
Meanwhile, we need government support to finance driver training for new hires, and possibly a wage subsidy program to support new entrants as they join the industry. We also want changes to Canada’s Temporary Foreign Worker Program, to seamlessly allow long-term residency for people from other countries who want to become professional truck drivers in Canada.
Transport Security International: There’s a concern both in Europe and the United States that there aren’t enough secured overnight rest areas for drivers. Is this the case in Canada?
Marco Beghetto: Yes, I think it’s the case around the world. In Canada, the lack of secure rest areas is a problem that exists mostly in more remote parts of provinces. We’re working with our governments on trying to find secure, safe rest areas. And that’s an open dialogue that each provincial association has had with their respective provinces.
Transport Security International: So how easy is it for Canadian truckers these days to get across the border with the United States and back?
Marco Beghetto: From a land border point of view, there really isn’t much difference compared to pre-COVID, provided you’re vaccinated and considering the vaccination mandates of both countries.
Transport Security International: Earlier in 2022, Canada’s so-called Freedom Convoy caught world attention by occupying the capital city of Ottawa. The media played up the protest as being driven by truckers, but major trucking associations such as the CTA did not back the protest at all. How has that protest affected your image and standing with Canadians in general?
Marco Beghetto: I’ll be honest with you. I don’t think it has meant much at all.
You are right. We publicly distanced ourselves from the protest, and we made sure people knew that the vast majority of truck drivers did in fact do what they were asked to do, namely getting vaccinated and continuing to do their jobs as they’ve always done.
For the most part, I think the public recognized that the majority of the industry had stepped up at the onset of the pandemic and were heroes because they did the work that needed to be done in getting essential safety products to the Canadians who needed them.
By the end of it, I think it was pretty common knowledge that it wasn’t a truckers’ protest. It was just a protest in general, which was separate from the industry; and during that time, pretty much our entire workforce was on the road delivering products.
Transport Security International: What other issues are of concern to the CTA these days?
Marco Beghetto: There is a problem with the deliberate misclassification of truck drivers by some employers. What you have in this situation are employee truck drivers that are being misrepresented or misapplied as owner-operators or independent contractors. It’s a tax avoidance scheme where the employer is able to avoid all the necessary rules and regulations pertaining to labor such as Workers’ Compensation and other taxes, leaving drivers unprotected if they get hurt or ill on the job.
This problem, which we in the industry call ‘Driver Inc.’ – due to employed drivers being forced to act as if they are independent companies – creates an unlevel playing field with compliant, law-abiding companies who comply with labor rules and regulations and pay their fair share of taxes.
Transport Security International: Speaking of fuel costs, how are rising fuel prices affecting the Canadian trucking industry?
Marco Beghetto: They are having an impact, like all other sorts of inflationary pressures. But trucking companies for the most part have fuel surcharge programs which have been established ahead of time. So, the rising cost of fuel is passed onto customers through a surcharge.
Transport Security International: Clearly the Canadian trucking industry is dealing with a lot of challenges these days. Is it all doom and gloom?
Marco Beghetto: (laughing) Not at all. I don’t want to give the impression that things are dire I mean, the fact of the matter is that the industry is busy. It’s working nonstop 24 7. It’s just the fact that, in order to meet the demands of the 21st century economy going forward, the Canadian trucking industry has to solve the driver shortage. That’s the issue, which is why the CTA, provincial trucking associations and trucking companies are doing everything we can to work with governments to find solutions for a new generation of Canadians.
It’s simple: If the Canadian economy is going to keep growing, we need enough truckers to deliver the freight.
The Toronto-based Canadian Trucking Alliance (CTA) is a federation of provincial trucking associations representing a broad cross-section of the trucking industry – around 4,500 carriers, owner-operators and industry suppliers. CTA represents the industry’s viewpoint on national and international policy as well as regulatory and legislative issues that impact trucking. The group also has offices in Vancouver, Calgary, Regina, Winnipeg, Montreal and Moncton, Cananda. They can be found at www.cantruck.ca.
Philip Watkins mastered in Terrorism and Security studies at the University of Salford and studied Political Violence at the University of Saint Andrews. He is the current head of the Eigenrac Intelligence Management Service (IMS) line and operates in the lead analyst role for Afghan affairs where he is recognized as a subject matter expert on security operations in Kabul and an experienced consultant on the wider Afghan theatre. Philip has over 16 years’ experience in Afghanistan in military, law enforcement and diplomatic capacities.
His current remit sees him assisting governments, corporates and INGO’s that wish to operate in complex environments. This is done by providing real time ground truth Intelligence reporting gathered and processed from a variety of open and privileged sources. Eigenrac’ s IMS products ultimately act as a force multiplier to their clients enabling effective security mitigation strategies to be set and managed, underpinned by Intelligence.
Afghanistan provides access to trade along north-south and east-west corridors through Central Asia. Three of six corridors for the Central Asia Regional Economic Cooperation (CAREC) Program, which supports investments in roads, energy, and trade traverse Afghanistan. Roads and rail links connect Afghanistan to Asia’s four different regions. Transport sector investments increase the impact of other sectors in Afghanistan, namely, energy and agriculture, by linking markets, products, and people. The development of road and rail infrastructure is crucial for supporting mine extraction industries and using the mineral wealth of the country to spur economic development. This overview examines Afghanistan’s transportation network from both economic and security standpoints, and observes a post-Islamic Republic Afghanistan, now under the care of the Islamic Emirate (IEA). It is noteworthy that the United Kingdom’s Foreign, Commonwealth & Development Office (FCDO) and the US’s Department of State advise against all travel to Afghanistan due to the volatile security situation and unreliable border crossings.
Transport sector overview
Afghanistan’s transportation system is comprised of inland waterways, air, rail, and road transport modes. Inland waterways are limited to the Amu Darya and its tributaries with the only formal operating inland port at Shirkhan Bandar. There are some 60 airports and airfields spread across the country including two international and 22 domestic airports, which previously met International Civil Aviation Organization class 4 categorization standards. Desp≠≠ite transportation links progress resulting largely from infrastructure interventions, the transport network remains incomplete. With respect to private sector participation in transport sector development, the security of contractors and consultants on remote project sites remains problematic. Most transactions fail to attract the interest of top-quality consultants and contractors, largely due to the security situation and lack of additional margin or profit incentive to offset perceived additional risk. Throughout previous administrations, this has led to a lack of competition, higher-than-expected bid prices and financing gaps, and low-quality products from service providers. Stakeholder consultation, especially with local communities, has been inadequate. The result is that some have not “bought into” the projects or welcomed foreign contractors; a problem the new administration may police in an alternative manner to previous administrations. This issue is undoubtedly compounding existing problems at international border and port entry points in Afghanistan.
The Shah Abu Nasr Farahi port has recently, for the first time, been used to transit goods from Iran and other Asian countries. The first transit trucks carrying goods from Indonesia and Malaysia entered Afghanistan through Iran.
Land: Rail and Road
Until the last decade, the total length of railways was a mere 24.6km, comprising cross-border extensions from Turkmenistan and Uzbekistan to transshipment yards in Towraghondi and Kheyrabad. In the last decade, the Asian Development Bank (ADB) financed Hairatan to Mazar-e-Sharif rail link (75km) was completed; the first new railway in Afghanistan in over 100 years. Rail services at Hairatan average 4-5 trains typically comprising 30 wagons each, hauling humanitarian aid and bulk commodities, particularly fuel.
Roads are the principal means of transport in Afghanistan which has a road network comprising of approximately 3,300km of regional highways, 4,900km of national highways, 9,700km of provincial roads, 17,000–23,000km of rural roads, and about 3,000km of urban roads, including 1,060km in Kabul. In 2014, the ADB reported Afghanistan’s road networks were at an estimated density of only 4km per 1000km2, a density far below the completeness levels achieved by its neighbours. Furthermore only 7% of the roads are paved. The regional highway network consists of the 2,300km Ring Road connecting Afghanistan’s major regional centers (Herat, Kandahar, Mazar-e-Sharif, Maimana, and Sheberghan) with Kabul, and about 700km of cross-border roads linking the Ring Road to neighboring countries, contributing to economic growth and national integration. Demand for road transport is increasing evidenced by the supply of registered vehicles. The vehicle population is increasing rapidly with an annual average growth of 23% for cars, 15% for trucks, and 48% for motorcycles.
The air sector is arguably the most important sector currently as the IEA vie for international recognition and external support. The Ministry of Transport and Civil Aviation (MoTCA) signed a contract for aviation security services for four Afghan airports – Kabul, Mazar-e Sharif, Kandahar, and Herat – with the United Arab Emirates’ (UAE) GAAC company. The UAE will restart issuing visas to Afghans as part of the deal. The contract agrees that the UAE company will recruit former employees of the MoTCA. The GAAC company is tasked with the security screening of passengers and ground services. On 27 May 22, the first air cargo flight arrived in Kabul following the UAE deal. The following week, former head of MoTCA, Hassan Mubarak Azizi, returned to Afghanistan from Turkey as part of the IEA’s efforts to repatriate exiled professionals.
In early June 22, Afghan airlines Ariana and Kam Air decided to resume operations to Islamabad by expressing interest to do so to the Pakistan Civil Aviation Authority (PCAA). The PCAA confirmed permissions will be granted once PCAA requirements are fulfilled. At present, Pakistan International Airlines operates chartered flights between Kabul and Islamabad, reportedly charging $1,300 per passenger. The IEA reported Kabul’s airport is now operational thanks to the technical support provided by Qatar, with Kam Air flights from Istanbul to Kabul also operational with tickets reportedly costing circa $480 (US) each way.
Multiple reports circulated in the media recently over the serviceability of aviation radar systems in Afghanistan, prompting Afghan air operations to Asia and Europe to be directed and handled from Lahore, Karachi, and Islamabad until 20 August 22. Referring to the issues, MoTCA dismissed reports that Pakistan has access to Afghanistan’s airspace due to “unsolved technical issues” claiming it is common in international aviation to have cooperation with neighbouring states. The IEA claimed their aviation radar systems remain active with circa thirty passenger airplanes transiting Afghanistan daily, with a further 50 to 80 flights using Afghan airspace. MoTCA asserts it collects a 250 million afghanis in monthly revenues from domestic flights and $700 (US) for each flight using Afghan airspace.
The most efficient way to examine borders under the current administration is to observe the Pakistani border, the Iranian border, and the Central Asian borders, with Turkmenistan as an exception, individually. The IEA is beset on all sides by difficult borders and the group’s inability to bring them under control may serve to complicate relations with regional neighbours.
Pakistan announced it will open two new border crossings to accommodate the volume of Afghan exports to Pakistan. The Afghanistan Chamber of Commerce and Investment (ACCI) pressed Islamabad on the requirement to improve the infrastructure at five border crossings, stressing that trade between Kabul and Islamabad had reduced compared to past years. Relations strained recently due to ongoing disputes between Pakistan and the Tehrik-e Taliban Pakistan (TTP) group, and Pakistan’s intentions to erect fencing along the Durand Line, a notion Afghans for generations have been opposed to. Pakistan continues to launch military strikes into Afghan territory to target anti-Pakistan militant groups; Kunar, Nangarhar, Khost, Kandahar and Helmand have all reported such activities. However, Pakistan did demonstrate compassion towards Afghanistan under Imran Khan’s administration by striking a humanitarian deal with India to facilitate the delivery of Indian wheat to Afghanistan through the Torkham border. Pakistan also agreed to permit road convoys of evacuees as late as March 22 following the cancellation of US evacuation flights to Qatar on 1 December 21. The IEA, however, are releasing frequent reports of interdictions of illicit smuggling of abandoned NATO weaponry, precious metals and minerals, and illegal crops into Pakistan via porous land borders.
At the Iran border, the IEA face a less ideologically aligned government. Considering recent tensions, Iran has increased its military presence along the border. In late April 22, the Islam Qala border crossing between Afghanistan and Iran was closed following a dispute between IEA and Iranian border guards, reportedly over a road the IEA intended to build. The border reopened a day later but tensions remain. Since then, the National Standards Authority returned twelve tankers to Iran for carrying low-quality imported oil. IEA officials in Nimroz province stated low-quality oil was not permitted to be introduced to Afghan markets.
Central Asian states
Central Asian states view the IEA as the only option for preventing ISKP from fulfilling its regional ambitions and for achieving the kind of stability necessary for economic prosperity. These states are likely to maintain a calm and diplomatic approach to their borders with Afghanistan. Following assistance calls to Russia, the northern states, especially Tajikistan, maintain a Russian security presence at border crossing points and vulnerable areas. Concerns deepened in April 22 when Islamic State Khorasan Province (ISKP), fired 10 rockets at an Uzbek military base in Termez, and an undetermined number of rockets from Takhar’s Khawaja Ghar district toward unspecified military targets in Tajikistan. This, coupled with increased hostilities between the IEA’s security forces and domestic Afghan resistance forces in Takhar and Badakhshan, the Tajik border guard increased its alert posture.
BAE Systems, a leader in electric propulsion, will bring its next-generation power and propulsion technology to the heavy-duty industrial vehicle market. The company’s electric drive system provides a revolutionary design which will help industrial vehicle original equipment manufacturers (OEMs) get their electric vehicles (EVs) to market faster and at a lower installed cost.
BAE Systems has over 15,000 power and propulsion systems in electrified commercial vehicles across the globe, and those systems have logged four billion on-road miles.
“We are providing an all-inclusive solution to bring the industrial vehicle market one step closer to a zero emission future,” said Steve Trichka, vice president and general manager of Power and Propulsion Solutions at BAE Systems. “Our next-generation components are the Swiss Army Knife of power electronics, delivering multifunctional capabilities in a compact and flexible design. This flexibility makes it easier for OEMs to cover multiple platforms, including traditional diesel and purpose built EVs.”
BAE Systems’ next-generation system for the heavy-duty industrial vehicle market builds on the company’s more than 25 years of experience in low and zero emission EV solutions for the transit bus and marine industries. The system uses fewer components and increases electrical efficiency. Its Modular Accessory Power System (MAPS) and Modular Power Control System (MPCS) also allow for scalable, customized solutions to provide the core power for a range of applications, from school buses and mining vehicles to sanitation and yard trucks.
Using a modular design, BAE Systems’ power electronics technology will provide both power and propulsion for battery electric, fuel cell, and electric-hybrid vehicles. In addition to MAPS and MPCS, the next-generation system is available with central motor, electric axle, battery and fuel cell solutions.
BAE Systems has a deep understanding of systems engineering, a revolutionary design for propulsion and accessory power, proven integration expertise, and aftermarket support to give manufacturers a reliable solution and faster path to market, at a lower installation cost.
BAE Systems develops and services its electric propulsion technology at its facilities in Endicott, N.Y., and Rochester, U.K.
ENGIE and its partner Anglo American, one of the largest mining players, are jointly inaugurating the “Rhyno” project, officially renamed nuGen, developed for the Mogalakwena platinum mine in South Africa. It is the world’s largest hydrogen-powered mining truck, capable of carrying a payload of 290 tonnes. ENGIE is providing an integrated hydrogen solution, including production, compression, storage, and refueling in record time. Once validated, this proof of concept should be extended to other sites. The aim is to reduce diesel emissions from mining mobility by up to 80%. With nuGen and other projects such as Hydra, ENGIE is contributing to the decarbonization of a key sector for energy transition.
Astrata, a provider of location-based solutions for the connected fleet, supply chain, government and aviation sectors, announced the launch of VideoLinc, a video surveillance solution that improves road safety, reduces accident claim costs and cargo damage and guards against false allegations. VideoLinc provides dispatchers and drivers with a 360° view and increases safety for pedestrians, cyclists and motorists.
A quarter (25%) of road deaths in the European Union are the consequence of a collision involving a goods vehicle, according to the European Transport Safety Council (ETSC), authors of a new report on the safety of goods transport by road. In 2019 the EU agreed to increase the minimum safety standards for new lorries from 2026 by, for example, enabling drivers to see other road users more easily through larger windscreens and transparent panels in doors, and by requiring pedestrian and cyclist detection systems. The UK continues to participate in the ETSC Road Safety Performance Index (PIN) program.
In line with these requirements, Astrata has launched VideoLinc, a video surveillance solution that identifies critical events by using images from connected dash cams at the front, rear and sides of the vehicle. Available as a stand-alone solution or integrated with Astrata’s DriverLinc solution, VideoLinc combines telematics data with event-based video sequences to provide an overview of what actually happens on the road, streaming live video to the back office upon request or when triggered by a pre-configured alarm.
With rear, side and trailer cams that monitor both critical events that could cause damage, and the movement of cargo during loading, transport and unloading, VideoLinc reduces the risk of cargo damage and cargo theft of high-value or condition-sensitive cargo. This ensures the safe delivery of cargo. The solution also helps to provide evidence and legal protection for businesses and drivers, reducing accident investigation costs and protecting against staged accidents, false and/or exaggerated claims, conflicting reports of incidents, and erroneous allegations (speeding, traffic signal violation, swerving, etc.).
VideoLinc features include:
· Automatically uploads and bookmarks video footage triggered by harsh driving behaviour, such as fast cornering, harsh braking and accelerating, speeding
· Records critical events
· Streams live video to the back office when requested or when triggered by a pre-configured alarm
· All recordings are combined and classified with GPS data and speed information
· Drivers can start the recordings manually
In addition, an optional driver-facing camera can be used to improve safety and driving performance through personalised coaching, based on video sequences analysing driving behaviour (speed, braking, acceleration, etc.).
“Astrata offers drivers a 360° vision system to reduce the risks for road users around the vehicle. By combining telematics data with video recording of the road, VideoLinc helps to reduce road transport accidents, as well as the time and money spent on resolving them,” Abdallah Harati, senior vice president, sales & marketing of Astrata, said. “The solution strengthens the legal protection of business and also helps to ensure cargo security.”