iot
Monitoring of refrigerated containers at the plug, tracking and engine hours of reach stackers and terminal tractors, a weather station for wind and rain, and the time of every truck between the gate and the quay. For seaports, port-side terminals and inland ports, with the platform and engineering by Data Frontier, Brazil.
Cargo that loses temperature, trucks that wait and cranes that stop for wind. All three can be measured, and all three turn into money.
A reefer has its own refrigeration unit and depends on the plug in the yard. Unplugged to move to another stack, or with a loose plug, it warms up in silence. Temperature and power measured on every container replace the damage survey with an alert before the loss.
Truck turn time, from gate-in to gate-out, is how terminals and truckers measure congestion at the gate. Geofences at the gate, the staging area and the quay show where each truck waited, for how long and at which step.
Every quay and yard crane has a maximum operating wind speed set by its manufacturer, and it is the gusts that trip it. A weather station at the point of operation gives the warning in time and keeps the record that justifies the stoppage.
Every container, every machine and every truck with time, place and status, and the alert going to whoever is on duty.
Reading from the refrigeration unit’s controller, with temperature, setpoint and alarm, plus power at the plug. A container without power or out of range becomes an alert for the duty team.
Reach stackers, forklifts and terminal tractors with position, engine hours and geofences. Usage-based maintenance and the real utilization of each machine.
Geofences at the entrance, the staging area and the quay. How long each truck waited, where and at which step.
A weather station at the terminal: wind for crane operations, rain for bulk cargo that cannot get wet, and a history to justify the stoppage.
A camera with pedestrian detection on the forklift and the reach stacker, the same one used in IoT Safety.
It goes inside the container or the box and logs position, temperature and impact from the port to the destination. Transport damage stops being one word against another, and the data flows by API to the terminal system.
Illustrative example. Limits and recipients for each alert are configured with the terminal.
How many reefer plugs, which yard equipment, where the gate is, what the terminal system already records and what is missing.
One reefer block and a few machines, with the data compared against your current records for a month.
The whole yard, the weather station and the gate geofences, with the dashboard and the duty alerts.
Support from the team that installed it and a review of alert limits with the operation.
We are honest about what is ours. The reefer’s refrigeration unit belongs to its manufacturer, and the terminal operating system belongs to whoever already runs it. The reefer controller reading, the sensors and the damage logger are manufactured by us: we measure what the terminal does not see in one place, bring it to one dashboard and alert the right person. In the yard over the cellular network, and on the road with no tower over the DG satellite network, the data arrives in minutes.
Our focus is the yard, the inland port and the road. On board, the reefer is connected to the ship’s power, and onboard data belongs to the shipping line. On the road inland, monitoring continues over cellular or the DG satellite network, in minutes.
The same way: reefer plugs, yard equipment, gate and weather station. An inland terminal has the same blind spots as a seaport, just farther from the sea.
No. It measures wind, rain and temperature at the exact point of operation, with history, which is what a crane stoppage and a delay justification need.
Yes, by REST API. The scope is defined in the survey, with the terminal’s IT team.
An answer from an engineer, not a bot. Tell us how many reefer plugs and which equipment the terminal has.
