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CARGO SECURITY introduce accountability and oversight into the shipping and trucking company at the bitter end of the intermodal equation.

handling stages of your supply chain. Separately, another Addressing that issue, PEIR records the condition of a ship- frm, PEIR, introduced in September 2017 a verifable pro- ping container or chassis with photographic evidence at every cess for recording the condition of equipment at the point of point of user interchange. Photos don’t lie and the old adage interchange between parties by establishing a photographic that “a picture is truly worth a 1,000 words” applies in this sit- record of the event. Where PEIR concentrates on the condi- uation. Using this system is quite simple. Drivers and inspec- tion of the container itself at each point in the supply chain, tors don’t have to be versed in names of all the components

SpotSee equipment meticulously and continuous monitors a of a chassis or container, they simply take a picture which is particular box for impact damage and anomalies, providing recorded, protected, and in blockchain technology.

real time, time-stamped documentation to support a possible Companies using PEIR will have irrefutable photographic claim. Each, in its own unique way, brings accountability to evidence to prove that it was not done under their watch, or the supply chain. it was received in an already damaged condition. The entity that ends up getting ‘stuck’ with the bill for container damage

PEIR is the company at the end of the shipment cycle that does not

An estimated 200 million container movements take place have proof that they did not cause the damage. This is typical- annually. Not all of them get from point A to point B in the ly after a shipment has made its way through the process and same condition that they departed the loading yard. For ex- the container has been unloaded and is being returned empty ample, a study of empty containers arriving at a depot in to a container depot to be made ready for the next export ship-

Minneapolis and Chicago showed that approximately 12% ment. Utilizing PEIR at every interchange point enables the of the containers arrived with damage that would be not be transportation and logistics industries to unequivocally assign considered normal wear or tear. As a minimum, that equates damaged shipping container costs to the rightful party based to several thousands of dollars when labor, materials and lost on irrefutable evidence.

revenue of the container while it is out of service for repair are all taken into consideration. And, it usually the last carrier HOW PEIR WORKS in the supply chain that gets left holding the bag – whether or The service is much like the ‘walk around’ of a rental car not they were responsible for the damage. Often, this is the when the user is getting ready to leave the rental lot. The typi- www.maritimelogisticsprofessional.com 51

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