Security Post 9/11
Terrorist threat brings heightened security awareness to trucking.
Deborah Lockridge
Senior Editor
Since the Twin Towers fell nearly four years ago, increased security has become a fact of life. As cargo thieves become ever more brazen, that extra security not only helps protect the country from terrorists, but also helps protect your company’s bottom line.
Some companies already had rigorous security programs in place before 9/11, which only had to be tweaked to meet new regulations. Other companies have implemented entirely new security procedures.
Even though Schneider National had “a strong safety and security culture” before 9/11, says Don Osterberg, vice president of safety and driver training, “let’s face it, 9/11 did heighten all of our awareness regarding security.
"It really was an event that enabled [our industry] to rally around the security challenge,” he says, “and view it as an area where we can collaborate – not only with traditional competitors – but also as a supply chain to recognize that the terrorist attacks of 9/11 used a transportation mode, and to say, we simply cannot and will not allow the trucking mode of transportation to be used in a terrorist attack.”
At Schneider, a security task force was formed to critically assess security programs, which had been “a bit stovepiped,” Osterberg says, with different departments responsible for security in various areas. “We came up with a more coherent security assessment and more coherent programs.”
Similarly, Contract Freighters Inc. (CFI), created a dedicated security manager position and completely overhauled its security procedures, ranging from choosing freight less desirable to terrorists and other potential thieves to more rigorous screening and training practices to investing in antitheft technology.
SCREENING AND IDENTIFICATION
Screening drivers and other employees is a major component of most security programs. At refrigerated carrier Prime Inc., for example, new drivers go through a criminal record check. References are called, employment and residence records are verified. Everyone who is hired is fingerprinted.
Schneider also does criminal background checks, but Osterberg notes that these checks are onerous. “There are very limited centralized databases for us to ping in order to get detailed background information on driver associates,” he says. “We actually have to identify through the application process all of the addresses the individual has lived at, and have to send people physically to the county courthouse to review records.”
Tedious or not, Swift Transportation has been doing criminal background checks since before 9/11, and Director of Security Gary Fitzsimmons reports that in addition to thwarting terrorists, the system has been very effective in reducing internal theft. “At one time, we think, half the full trailer thefts were driver related, and now that’s pretty much down to nothing.”
Many in the trucking industry are cautiously optimistic about the Transportation Worker Identification Credential, or TWIC. The Department of Homeland Security is developing the TWIC for all transportation workers, including truck drivers. It eventually would serve as a universal security card that could double as a commercial license. The TWIC is a tamper-resistant credential that contains biometric information (such as fingerprints). It will let each transportation facility verify the identity of a worker and prevent unauthorized individuals from accessing secure areas. The TSA has been testing prototypes at ports and other facilities around the country. The TWIC might be in use by 2008.
"If done right, and really used as a secure identification credential for transportation workers, then we think that might be a good thing to have,” says Martin Rojas, executive director for safety, security and operations at the American Trucking Assns. “It’s a good concept to ensure that truck drivers can enter airport facilities, go to maritime facilities, get their hazmat endorsement without going through the background check process.”
Tank truck carriers, which handle a lot of hazardous materials, hope the TWIC might solve problems they have with security procedures at shippers and receivers. Right now, says Cliff Harvison, president of the National Tank Truck Carriers group, the industry is trying to work with shippers to make their own security programs, shippers’ security programs and security regulations all work together.
"There’s an awful lot of redundancy,” he says, with shippers each wanting their own ID card, “and in some cases they end up butting heads,” such as when shippers want advance notification of a driver’s Social Security number, which brings up privacy issues. Once the TWIC program is fully implemented, Harvison says, “I think shippers would have very few options other than to fall in line.”
ATA is concerned, however, that the TWIC could go too far. “Do we need to collect a fingerprint from a driver every time we go into or out of an airport or maritime facility?” Rojas asks. “Down the road, will they require all chemical and petrochemical facilities to have this type of access?”
Some companies have forged ahead with their own high-tech driver identification programs. For instance, in 2003, New Jersey-based LTL carrier Jevic Transportation rolled out its Security Web technology. A driver identification badge combines a photo of the driver, his driver identification number and a barcode. When a driver arrives at a location, the customer either scans the barcode or types in the driver’s identification number in a secure section of the Jevic web site. Once the information is submitted, a picture of the driver will appear on the screen, allowing the customer to compare the driver to both the ID badge picture and the photo on file at Jevic. This eliminates the potential for counterfeiting the ID badges.
EMPLOYEE AWARENESS
Drivers not only need to be screened; they need to be trained to be mindful of security concerns.
"We’re finding more and more situations where we’re having vehicles photographed, drivers approached at unloading sites and being asked what’s in the truck, how the truck works,” Harvison says. “A lot of this comes down to training drivers to be, shall we say, politely non responsive. And this includes CB chatter, too.”
Schneider has included security scenarios in its simulator training. Drivers are asked after the simulation what, if anything, they saw that was suspicious, then the trainer engages in a discussion about what they would do if they saw the same situation in real life.
This kind of training should not be a one-time thing. Fleets should use every opportunity to raise driver awareness. At CFI, monthly security training is mandatory. At Schneider, security has been made a part of regular “sustainment training,” which all drivers undergo twice a year.
Many large fleets are encouraging every driver to go through Highway Watch training. Highway Watch is a joint effort of the ATA and the U.S. Department of Homeland Security to train transportation workers to recognize potential safety and security threats.
Con-Way Transportation Services was the first national motor carrier to participate corporate-wide in the program. Last fall, Con-Way committed to putting Highway Watch training materials into the hands of more than 13,000 drivers. So far, Con-Way has about 2,500 employees involved in the Highway Watch program. And it’s not just limited to drivers. “We’re encouraging service center employees that have access to freight to also participate” in Highway Watch, says Curtis Shewchuk, director of corporate protective services, “so we’re seeing an opportunity to expand Highway Watch’s presence.”
Highway Watch is an inexpensive way to enhance driver awareness of security issues. For smaller fleets that don’t have security departments or even full-time security and safety directors, it’s a valuable tool.
"I would encourage small fleets to embrace the Highway Watch program and anything else they can do to raise awareness of driver associates,” says Schneider’s Osterberg. “Drivers need to be aware, and if something looks out of place or inappropriate, it probably is. They need to know they’re expected to bring that to someone’s attention.”
As you go about security training and introducing new security procedures, make sure you explain to employees the need for these measures, advises Grant LaVelle, security manager at CFI. “I’ve tried to show the benefit of the driver taking the extra step in security,” he says. “You have to sell the benefits of security to your people. If you cram it down their throats, the only thing you’re going to accomplish is disgruntled employees. Truck drivers are some of the most patriotic people I know. You have to explain to them, it’s not just for the benefit of the company, it’s also a huge benefit to the United States. It’s a greater calling than just saving the almighty dollar; it’s our duty as Americans to do our best to secure our country.”
DON’T FORGET THE LOCKS
While many carriers have made investments in high-tech tracking and security technology, such as trailer tracking and terminal security systems, a vital component of trucking security plans is simple and relatively inexpensive: locks.
CFI’s LaVelle, who came to the trucking business from a law enforcement background, was surprised to discover that “truck drivers, as a whole, do not lock their loads. I have this little game I play with my family when we’re traveling – we count how many loaded trucks have locks on them. The percentage that are unlocked is like 80% or 90%.”
Many drivers believe that putting a lock on a loaded trailer is like waving a red flag at a bull, enticing thieves who will believe that only a locked trailer is worth stealing. “I have not found that to be true whatsoever,” LaVelle says. “Since we really took a proactive stance on enforcing the use of locks, our amount of partial load thefts has gone way down. There are so many trucks out there that don’t have a lock on them, the thief moves on to an easier target.”
There’s a wide array of locking devices available. Schneider National recently began purchasing air cuff locks. This device fits over the air brake knobs in the tractor. In addition, when drivers are parked for an extended period, such as overnight, they are required to decouple the tractor and trailer, put a kingpin lock on the trailer, and leave the tractor parked in front of it. “That makes it doubly difficult for someone to steal that trailer,” Osterberg says.
AT THE BORDER
Tightening up the borders with Mexico and Canada was a big priority after 9/11. Most major carriers have gone through the paperwork necessary to become part of the Free And Secure Trade (FAST) program.
FAST grew out of the Smart Border Accords entered into between the United States and Canada and the United States and Mexico in the wake of the terrorist attacks. It is designed to align, as much as possible, the commercial processing programs of all three countries and improve the efficiency of screening and clearing commercial traffic at ports of entry. Qualifying participants get expedited processing through special FAST lanes at border crossings. To participate, companies must meet the stringent requirements of a part of FAST called the U.S. Customs-Trade Partnership Against Terrorism (C-TPAT).
The programs “require a carrier to meet a minimum standard in security and in business procedures to combat both terrorism and the smuggling and trafficking problems that are associated with the transportation industry,” explains CFI’s LaVelle. “It’s somewhat of a long process to become C-TPAT certified. It entails a lot of government red tape, some paperwork issues and inspections, and follow-up inspections to make sure you’re maintaining those standards.”
REGULATION REFUGEES
Border security is far from the only government response to 9/11. Federal regulations governing security are continually changing and evolving, especially when it comes to hazardous materials carriers.
One of the first regulations that came out after 9/11 was HM 232. This required hazardous materials carriers to have individualized security plans, covering personnel, access to facilities and en route security. Recently, according to NTTC’s Harvison, the government said that companies cannot have a one-size-fits-all security program.
"You may have some physical facilities where you’ve got soup to nuts,” Harvison says, “with total fencing, limited access, 24-hour cameras, etc., and others where you do not have those safeguards. DOT has come out and said you must differentiate between those facilities” in your security plan. Carriers are having to go back and fine-tune their programs to a more site-specific situation.
The new regulation that has concerned many hazmat carriers is a new fingerprint background check, required before drivers can get a hazardous materials endorsement on their CDL. (See related story.) The rules went into full effect May 31 for all hazmat endorsement applications, renewals and transfers. The program started out with checks for new entrants four months earlier. States that are handling the fingerprint checks themselves have reported long delays in getting the results back, and in other states, there are a limited number of fingerprint collection sites, resulting in long trips for many drivers.
"Keep in mind we’re talking about a broad range of commodities, most of which aren’t attractive to terrorists, like paint, nail polish and soft drink syrup,” says Prasad Sharma of the ATA. “We have tried for a number of years to tell TSA about certain parts of the industry and what the concerns would be, the need for making this convenient for the drivers to not exacerbate the driver shortage, and all this seems to have fallen on deaf ears.”
Many trucking companies not only need to be concerned about regulations affecting trucking directly, but also those affecting other modes of transportation. Regulations affecting air cargo, railroads and maritime ports can all affect trucking companies that deal with intermodal transportation. For instance, the ATA is keeping a close eye on federal agencies as they work to implement provisions of the Maritime Transportation Security Act of 2002, says ATA’s Rojas.
"The Coast Guard is developing the requirements for what the ports and terminals are supposed to do in establishing security plans, but also how they are going to control access into the terminals and ports,” he says.
Rojas says security regulations need to be “risk-based.” For instance, many in the trucking industry have suggested that fingerprint background checks and other tight security measures be reserved for truly dangerous hazardous materials.
The heightened security atmosphere may change the way hazardous materials are hauled in this country. The regulations and increased risk are prompting some carriers to cut way back on their hazardous materials hauling and/or drop requirements that all their drivers hold hazmat endorsement. Some may get out of the hazmat business altogether, leading some to predict higher shipping costs for hazardous materials.
CFI several years ago started being more cautious in which loads it accepted, and hauls very little hazardous materials. “We do it as a favor to our good customers,” says LaVelle. “In fact, we’ve actually went away from requiring our drivers to be certified for hazardous materials, we haul so few loads of it.”
Schneider is one carrier that is continuing to require hazmat endorsements for all its drivers, but admits the new fingerprint background checks are expensive. “We hire drivers in all the lower 48 states,” Osterberg says, “and oftentimes we find the facilities generally are inadequate to support the needs of the carrier community. Even something as simple as making sure they have parking for heavy trucks at the location where the drivers need to go to get fingerprinted. And you find a limited number of locations in many states, so it comes at a tremendous cost for us, not only the cost of idle assets, but also running our assets out of route and the downtime for the drivers to get the fingerprinting done. When you look across a fleet as large as ours, it’s a significant cost to get our entire fleet endorsed.”
MAKING IT HAPPEN
As you work to improve your own fleet’s security, don’t be afraid to turn to other companies for help.
For instance, even prior to 9/11, Schneider and a handful of other carriers created a “loose consortium” that gets together annually to compare notes and best practices in the area of safety and security.
"This is a hyper competitive industry, but there are some areas like safety and security where it’s in all our collective interests to collaborate,” Osterberg says.
"We talk to smaller fleets all the time,” says Swift’s Fitzsimmons. “It’s hard for smaller carriers, because they’ve got one guy doing 10 jobs. There’s no sense in reinventing the wheel. If they can use something we have, they’re welcome to do that.”
Other resources include groups such as the ATA and the International Cargo Security Council.
"Any company that is in this business is just going to have to commit to security; the problem is definitely not going to go away,” says CFI’s LaVelle. “The days of being able to pull a load and drop it in a truckstop, and have that driver leave and wait an hour or a day for the next truck to come in on a relay, those days are gone. Any company’s going to have to batten down the hatches and do a better job of securing their freight.”
Security Post 9/11 continued...
