STM Journal, Journal of offshore structure and technology

1. JoOST (2015) 1-8 © STM Journals 2015. All Rights Reserved Page 1
Journal of Offshore Structure and Technology
ISSN: 2349-8986(online)
Volume 2, Issue 1
www.stmjournals.com
Cargo Containers Pilferage: Tracking and Checking
Devanshu Suman*, Ashutosh Kumar
Department of ECE, Sri Siddhartha Institute of Technology, Tumkur, Karnataka, India
Abstract
Due to pilferage from the cargo containers, industries suffer a loss of huge sum of money as
the cargo containers are used in transporting vast amount of manufactured product/raw
shipment material from one place to another. During the transportation, once the pilferage or
employee theft is done, all the authorities intricate whether guilty or not comes under the point
of suspicion. This results in culminate loss of the industry and people involved in the process
of transportation. In United States, a region with emerging trend to ship goods was done
either by rail directly from ports to inland or intermodal traffic terminals. To succeed such
empanelment shippers requisitely have “visibility” into rail shipments. In this project we
strive for provide visibility into shipments through optimal placement of sensor and
communication technology. We formally define the notion of visibility and then highlight the
objectives of our study. We also are responsible for a comprehensive description of an
optimization problem which has been established to regulate optimal sensor locations.
Numerous difficulties must be resolved to allow cost-effective perceptibility into rail
shipments. We collapse these problems into responsibilities and confer how they can be
addressed. The predictable consequence of the proposed research includes a model or several
models, that forecast the system cost given an obligation of sensors to rail-based containers.
This model can be used to govern cost effective consequences for deploying sensors to
containers on a train, as well as the system trade-offs.
Keywords: Sensor Placement, Cargo, Trains, Freight, GPS
*Author for Correspondence E-mail: devanshu.suman@gmail.com
INTRODUCTION
The worldwide supply sequence is the network
of many subunits which include suppliers,
manufacturing hubs, warehouses, distribution
cores, and retail channels that transmute raw
materials to the final finished products and
supplies them to consumers. Security of the
organization has conventionally concentrated
on reducing shrinkage, the loss of cargo
shipments through theft and misrouting which
consequently brought increased attention to
the risks containerized shipping grants [1, 2].
After September 11, 2001, the whole concern
of the security of a resource chain has become
a major apprehension to the public and private
sectors.
In precise, the oceanic supply chain is most
susceptible to security threats [3]. Beyond
90% of world trade incriminates containers
aboard ships, amounting to about 20 million
containers trips annually. For US, 17,000
containers arrive at ports each day [4]. Both
the government and industries diligences have
instigated to scrutinize ways to address the
warning of terrorism and the prospective of
having weapons of mass destruction (WMD)
in materials rolling through a supply chain
[5, 6].
WMD can consequence in momentous loss in
human lives, devastation of infrastructure, and
destruction of public and business confidence.
Ultimately, global employment and wealth are
defenseless.
OBJECTIVES
Cargo monitoring system (CMS) is a
combination of hardware and software that
permits control/monitor containers from the
departure to ultimate destination. The chief
points of such system:
 Safety of the goods carried;
 Control of the illegal and smuggled goods;
 The cargo traffic and standing
information;
 Factual observing of hazardous and high
value goods.

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JoOST (2015) 1-8 © STM Journals 2015. All Rights Reserved Page 2
From time to time such state of affairs occurs
when the containers are overloaded with the
illegal goods or delivered devoid of the
owner’s approval. With the intention of dodge
such situations, it is anticipated to monitor
cargo transportation via GPS tracking system
[7]. To certify suitable and appropriate
response to the interfering cargo openings,
containers are equipped with the mobile GPS
device and GSM modem. Furthermore door
opening sensor is mounted secretly to the
container (Figure 1).
GPS device possesses the synchronization of
container and transfers information to the main
server via GSM network at static interims. The
user can associate to the graphic user interface
and monitor container stream of traffic as well
as door position either was opened or not, with
any computer which was connected to the
internet that time. Just in case when the door is
opened that time the alert, composed of
particular time, coordinates and cargo number
is referred to the user’s mobile telephone or
email, so that user can track his shipment [8].
COMPONENTS OF ELECTRONIC
CARGO TRACKING SYSTEM
 Tracking reader which includes GPS
receiver, RFID reader and GPRS/GSM
modem.
 Electronic seal.
 ECTS software platform.
Electronic Seal
The electronic seal can be used up to 1000
times and a having a beneficial existence of
3–5 years reliant on the usage. A bidirectional
encrypted communication to tracking reader
events memory and configurable user
parameters [9, 10] (Figures 2, 3).
Fig. 1: Cargo Monitor via GPS Tracking System.
Fig. 2: Electronic Seal.

3. Journal of Offshore Structure and Technology
Volume 2, Issue 1
ISSN: 2349-8986(online)
JoOST (2015) 1-8 © STM Journals 2015. All Rights Reserved Page 3
Fig. 3: Business Model.
Implementation
The ECTS is instigated using Radio Frequency
Identification (RFID) and GPS/GPRS
technology. All the transportable
trucks/vehicles, tankers and containers
carrying goods on transit, exports and under
controls are fixed with a tracking device and
electronic seal which conducts the seal status,
truck location and any desecration information
on real time basis [11].
PROBLEM STATEMENT
Additionally to constant monitoring of the
locks and the vehicles, supervisors will have
custom handheld devices to either receive or
send all data concerning the freights or
containers on-line. The cargo tracking and
protection system presents all freights,
containers and vehicle’s information on a
Google Earth, using the GPS location of each
module via the GSM network.
GPS Module
GPS receivers are collected form of an
antenna, adjusted to the frequencies
transmitted by the satellites, receiver-
processors and a highly steady clock often a
crystal oscillator. They may also comprise a
demonstration for providing location and
speed statistics to the user.
Features
 65 channels to acquire and track satellite
simultaneously.
 Industry-leading TTFF speed.
 Tracking sensitivity reaches-161 dBm.
 0.5 PPM TCXO for quick cold start.
 Integral LNA with low power control.
 SBAS (WAAS/EGNOS) capable.
 Cold start 29 sec under clear sky.
 Hot start 1 sec under clear sky.
 Accuracy 5 m CEP.
 Operable at 3.6 V–6 V.
 Both of RS232 and UART interface at
CMOS level.
 Small form factor of 32 mm W x 32 mm L
x 8 mm H.
 Mountable without solder process.
 6 pins wafer connector.
Applications
 Automotive and marine navigation
 Automotive navigator tracking
 Emergency locator

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 Geographic surveying personal
positioning
MAX 232
MAX232 is an assimilated circuit that
transfigures signals from an RS232 serial port
to signals appropriate for use in TTL attuned
digital logic circuits. MAX232 is a dual
driver/receiver which characteristically
translates the RX, TX, CTS and RTS signals.
Here, in this device, the MAX 232 is
anticipated to serially interface the GPS
module with the microcontroller to facilitate
the microcontroller which can accept the GPS
frames sent by the GPS module in a proficient
way [12].
Microcontroller 89S52
In this coordination, the microcontroller 89S52
acting the most dynamic part. The code burnt
in the microcontroller decodes the data
received from the satellite using the
impression of counter. Thus transfiguring the
GPS frames obtained from the receiver
module in a comprehensible format.
Furthermore, the microcontroller is also in
authority to send the compulsory statistics
through MAX232 and GPRS/GSM to the
monitoring [13].
GSM/GPRS Module SIM 300
SIM300 is a Tri-band GSM/GPRS engine that
regulates on frequencies EGSM 900 MHz,
DCS 1800 MHz and PCS1900 MHz. SIM300
be responsible for GPRS multi-slot class 10
capabilities and sustenance the GPRS coding
schemes CS-1, CS-2, CS-3 and CS-4.
The corporeal boundary to the mobile
application is prepared over and done with 60
pins board-to-board connectors, which make
available all hardware interfaces between the
module and customers’ boards apart from the
RF antenna interface.
 The keypad and SPI LCD interface will
give you the flexibility to develop
customized applications.
 Two serial ports can help you easily
develop your applications.
 Two audio channels include two
microphones inputs and two speaker
outputs.
 This can be easily configured by AT
command.
GSM300 AT Commands
AT+CMGF=1
<ENTER>: To check the modem.
AT+CPIN="0000".
<ENTER>: To check the network.
AT+CMGF=1
<ENTER>: To send the message in text
format.
AT+CMGS=”UMBER”.
<ENTER>: To enter the destination number.
AT+CNMI=2,2,0,0,0.
<ENTER>: To receive the message.
Features of GSM 300
 SIM300 Tri-band: EGSM 900, DCS 1800,
PCS 1900.
 The band can be set by AT COMMAND,
and default band is EGSM 900 and DCS
1800.
 Power supply: Single supply voltage
3.4 V–4.5 V.
 Normal operation: –20°C to+55°C.
 Supported SIM card: 1.8 V ,3 V.
 Programmable via AT command.
GPS (Global Positioning System)
The Global Positioning System (GPS) is a
space-based satellite navigation system that
provides location and time information in all
weather conditions, anywhere on or near the
earth where there is an unobstructed line of
sight to four or more GPS satellites. The
system provides critical capabilities to
military, civil and commercial users around
the world. It is maintained by the United States
government and is freely accessible to anyone
with a GPS receiver.
The GPS project was developed in 1973 to
overcome the limitations of previous
navigation systems, integrating ideas from
several predecessors, including a number of
classified engineering design studies from the
1960s. GPS was created and realized by the
US Department of Defence (DoD) and was
originally run with 24 satellites. It became
fully operational in 1995 [14].
Advances in technology and new demands on
the existing system have now led to efforts to
modernize the GPS system and implement the
next generation of GPS III satellites and next
generation Operational Control System
(OCX). Announcements from Vice President

5. Journal of Offshore Structure and Technology
Volume 2, Issue 1
ISSN: 2349-8986(online)
JoOST (2015) 1-8 © STM Journals 2015. All Rights Reserved Page 5
Al Gore and the White House in 1998 initiated
these changes. In 2000, the U.S. Congress
authorized the modernization effort, GPS III.
Each GPS satellite continually broadcasts a
signal (carrier frequency with modulation) that
includes:
 A pseudorandom code (sequence of ones
and zeros) that is known to the receiver.
By time-aligning a receiver-generated
version and the receiver-measured version
of the code, the time of arrival (TOA) of a
defined point in the code sequence, called
an epoch, can be found in the receiver
clock time scale
 A message that includes the time of
transmission (TOT) of the code epoch (in
GPS system time scale) and the satellite
position at that time.
Conceptually, the receiver measures the TOAs
(according to its own clock) of four satellite
signals. From the TOAs and the TOTs the
receiver forms four times of flight (TOF)
values, which are (given the speed of light)
approximately equivalent to receiver-satellite
range differences. The receiver then computes
its three-dimensional position and clock
deviation from the four TOFs.
In practice the receiver position (in three
dimensional Cartesian coordinates with origin
at the earth's center) and the offset of the
receiver clock relative to GPS system time are
computed simultaneously, using the navigation
equations to process the TOFs.
The receiver's earth-centered solution location
is usually converted to latitude, longitude and
height relative to an ellipsoidal earth model.
The height may then be further converted to
height relative to the geoids (e.g., EGM96)
(essentially, mean sea level). These
coordinates may be displayed, perhaps on a
moving map display and/or recorded and/or
used by other system (e.g., vehicle guidance,
exactly locating a person carrying GPS
device).
GSM (Global System for Mobile
Communications)
GSM (Global System for Mobile
Communications), (originally Groupe Spécial
Mobile), is a standard established by the
European Telecommunications Standards
Institute (ETSI) to define protocols for second
generation (2G) digital cellular networks used
by mobile phones. It is the default global
standard for mobile communications by way
of using over 90% market share, and is
presented in over 219 countries and territories
[12].
The GSM standard was established as a
replacement for first generation (1G) analog
cellular networks, and in the beginning
described a digital, circuit-switched network
optimized for full duplex voice telephony.
This was extended over time to include data
communications, first by circuit-switched
transport, afterward packet data transport via
General Packet Radio Services) and EDGE
(Enhanced Data rates for GSM Evolution or
EGPRS).
Afterwards, the 3GPP established third
generation (3G) UMTS standards tracked by
fourth generation (4G) LTE advanced
standards, which are not part of the ETSI GSM
standard.
EXISTING SYSTEM
A present technology of locking and
monitoring the cargos does not provide
effective solutions for the situation. A little
corruption among the employees can easily
deceive the whole security system. Since these
cargos contain materials of high value and in
high quantity, therefore these containers are
more prone to the pilferage and to protect the
material we need a sound technique which
minimizes the loss due to involvement of the
corrupt employees [12] (Figure 4).
PROPOSED SYSTEM
The proposed solution consists of several
complexes while the two main ones are:
 Fleet management solution for monitoring
of vehicles.
 Cargo tracking solution for monitoring of
the goods.
Working
After loading the materials in the containers
the electronic lock is activated. This lock
continuously monitors the global positioning
coordinates of the container and sends the data

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JoOST (2015) 1-8 © STM Journals 2015. All Rights Reserved Page 6
to the base station if requested (Figure 5).
During the course of the journey the electronic
lock cannot be opened as it requires a series of
security checks before opening. At the
destination the driver has to press a button to
acknowledge the completion of journey. When
the switch is pressed the lock sends the current
GPS coordinates to the base station. At the
base station the received coordinates are
compared with the database to confirm
whether the container has reached the right
destination or not. If confirmed correctly it
will send the password and ID number of the
driver to the lock and the password to the
driver via GSM [11]. The concerned driver has
to evidence his identity to the lock by bringing
into being a RFID card. After authenticating
the correct ID number the lock will enquire for
password and after validating the correct
password it will open the electromagnetic
lock. Any activity of pilferage in between the
journey can be tracked by sending the GPS
coordinates and activation of alarm
immediately. The whole routing of the journey
of the container can be traced by viewing GPS
coordinates on the PC at base station using
Google Earth [10].
Fig. 4: Ship Carrying Cargoes.
Fig. 5: Working of Cargo Monitoring System.

7. Journal of Offshore Structure and Technology
Volume 2, Issue 1
ISSN: 2349-8986(online)
JoOST (2015) 1-8 © STM Journals 2015. All Rights Reserved Page 7
Advantages
The proposed system has following
Advantages:
 Use of information to identify compliant
stakeholders in the industry.
 Platform for exchange of information with
other Government agencies.
 Develop improved risk assessment systems.
 Serve as data sources and as a data
exchange tool for regional cargo tracking.
 Anti-dumping/diversion of transit, export,
excisable export goods.
 Fast movement of goods along the Kenya
supply chain.
 Elimination of non-tariff barriers to trade
and traffic.
 Reduction of corruption cases and
promotion of integrity.
 Increased the level of security of monitored
goods.
 Fast movement of goods and conveyances
along the corridors.
 Improve voluntary levels of compliance.
 Low cost of compliance.
Limitations
The proposed system has following limitations.
 Resistance–embracing by users
(sensitization).
 System knowledge and commitment among
the users (training).
 Vendor management–Numbers/quality
(strict balance of quality/charge).
 ICT challenges–integration (source code).
 Vendors challenges (SLA and Compliance
regulation).
 Hardware failures, Systems integration.
 Maintenance and capacity challenges.
 Stakeholders.
 Resistance and costs consideration (TEP).
Applications
Direct Benefits to
Private Firms
 Efficiency and productivity, often thought of as cost reduction benefits.
 Improved reliability and service quality, usually thought of as tools to retain good
customers and grow market share and revenue.
 Improved shipment and container integrity, built around a core of security issues.
Direct Public Sector
Benefits
 More efficient and effective government operations.
 Increased greater national security.
 Improved safety.
 Reduced environmental effects of freight transport.
 Reduced congestion and expanded capacity for transportation infrastructure.
Indirect Freight
Network Benefits
 Economies of scale and decreasing unit cost of network expansion.
 Exponential increase in total benefits as costs drop and usage grows.
 Derivative productivity benefits in industries that depend on freight transportation.
Hardware and Software Requirements
Software Requirements
 Coding in embedded C.
 Maintaining of database in Microsoft
Access.
 VB.net for front end.
Hardware Requirements
 89C51 hardware designing.
 Interfacing GPS with microcontroller.
 Interfacing GSM with PC.
 PCB designing and concepts.
CONCLUSION
Other stakeholders will benefit significantly
with the full implementation of the electronic
cargo tracking system. With a comprehensive
solution for the monitoring of transit cargo, its
position, situation and other appropriate
information are gathered about it in real time,
henceforward securing the supply chain.
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Cite this Article:
Devanshu Suman, Ashutosh Kumar.
Cargo Containers Pilferage: Tracking
and Checking. Journal of Offshore
Structure and Technology. 2015; 2(1):
1–8p.