Abstract:
The invention is a method and system for continuously tracking the movement of cargo in domestic and international shipping from point of departure to point of destination and to prevent hijacking of the same. The system uses one or more wireless electronic seals which can communicate with a central computer system, such as by satellite, providing the current location of the cargo at regular intervals or upon demand. The electronic seals are provided with a unique identification number and are activated upon locking of the seal to the closed cargo container. During shipment, the seal transmits its location to the central computer which compares the location of the shipment to a calculated expected route, notifying the parties to the shipment and government authorities in the event that the cargo is found to deviate from the expected route. The electronic seal is also capable of signaling the central computer when the cargo is opened. If the opening is premature, a second seal hidden within the cargo can be activated to enable tracking of the cargo. The system also provides a consolidated, verifiable record of the shipping history of a shipment which can facilitate government clearance and inspections of potentially dangerous cargo.

Description:
RELATED APPLICATIONS  
       [0001]     The present application claims priority to a provisional application filed in the U.S. Patent and Trademark Office on Oct. 8, 2002 with Ser. No. 60/416,795. The contents of the provisional application are hereby incorporated by reference. 
     
    
     BACKGROUND OF THE INVENTION  
       [0002]     This invention relates to deterrents to terrorism in international shipping. Specifically, the present invention relates to a system and method for determining the end-to-end routing of a shipment from the door of a shipper to the door of a consignee.  
         [0003]      FIG. 1  is an overview of the steps in a typical shipping process. Typically, the shipping process begins at Step  1  when the entity or person who is responsible for the initiation of a shipment, known herein as the shipper, loads a container with cargo and seals it. This is currently done with a device such as a tamper-evident lead seal.  
         [0004]     In the Step  2 , a firm which specializes in arranging transportation and the necessary documentation for export and domestic movements of cargo, known herein as a freight forwarder, obtains a booking record from the shipper. The booking information contained on the record includes a list of the parties to the shipping transaction (e.g. the shipper and the entity or person designated as the recipient of the shipment, identified herein as the consignee) along with the itinerary of the shipment and whether it is an international or domestic shipment.  
         [0005]     In Step  3 , a firm responsible for moving cargo from one point to another within a country, referred to herein as a domestic carrier, transports the container to the place where the cargo can be loaded onto a vessel, aircraft or other form of international transportation. This location is known as the port of loading. At the port of loading, the domestic carrier typically tenders the container to a steam ship line or airline which will serve as the international carrier.  
         [0006]     In Step  4 , the international carrier provides a bill of lading and cargo manifest for all bills of lading to government authorities. A bill of lading is a document that is used by international carriers to describe cargo being shipped between two designated points. This can be an inland bill covering domestic moves, an air waybill or similar documentation.  
         [0007]     In Step  5 , a customs broker makes an import entry. A customs broker is a firm that is licensed by the importing country to issue a customs declaration form that declares the nature of the goods and typically the duties and taxes owed thereon. A customs broker will also arrange for the movement of the goods from the port of entry to the final consignee.  
         [0008]     In Step  6 , the exporting government may, at its option, review documentation relating to the shipment and pass information to the importing customs authority.  
         [0009]     In Step  7 , the customs broker or an importer assigns the shipment to a domestic trucker.  
         [0010]     In Step  8 , the importing customs authority decides whether to inspect the cargo. If inspection is called for, the seal installed in Step  1  is broken and a new seal is installed on the authority of importing customs.  
         [0011]     In Step  9 , the domestic trucker delivers the shipment to the consignee. If the shipment is successful, the seal installed in Step  1 , or its replacement installed in Step  8  of the shipping process is broken in Step  10  by the consignee who receives and inspects the cargo.  
         [0012]     An enormous quantity of cargo departs and arrives from international ports worldwide on a daily basis, however only a small percentage of the cargo can be inspected as a practical matter. Therefore, unless carefully monitored at every step, the shipping process introduces a risk to national security, particularly from terrorism.  
         [0013]     Current asset management systems attempt to monitor the existence, location and status of items being transported or stored. Such a system is disclosed in U.S. Pat. No. 5,774,876 to Woolley, et al.  
         [0014]     Woolley discloses an asset management system in which uniquely identifiable asset tags are attached to individual shipments. The tags are capable of storing unique identification information as well as data regarding a shipment&#39;s origin and destination as well as a signature of the owner of the shipment. The tags are capable of detecting their location and transmitting this information to a remote location for purposes of tracking a shipment en route.  
         [0015]     An asset management system such as that disclosed by Woolley provides a workable approach to tracking cargo and preventing tampering therewith while in transit. However, the data provided by such systems is insufficient and is not organized in a manner conducive to the prevention of terrorism. Specifically, although the present technology has been applied for tracking, theft management and tamper prevention, these functions have not been effectively integrated and the obtainable data has not been distributable such that oversight of a shipment can be maintained from shipper to consignee without interruption. This problem applies particularly to international shipments, especially those which take place on the high seas, or across multiple national borders before reaching their destination.  
         [0016]     Therefore, a need exists for a system which can continuously monitor multiple aspects of the status of a shipment that can be integrated with current shipping processes “door to door” from shipper to consignee across multiple international borders, and in international waters and air space.  
         [0017]     A further need exists for a system which will provide international carriers and national governments with accurate information regarding the location and contents of shipments in transit to assist government authorities to determine if cargo should be inspected.  
         [0018]     A further need exists for a cargo tracking system which generates an efficient routing guide based upon the origin and destinations of the shipment to allow the system to notify authorities of any deviation from logical routes.  
       SUMMARY OF THE INVENTION  
       [0019]     In general, the invention features a system and method to determine the end-to-end routing of a shipment from the door of a shipper to the door of the consignee to act as a deterrent to terrorism in international shipping. The system combines existing satellite and communications technology with application software which securely passes data, preferably in an acceptable encryption format, to government agencies responsible for reducing terrorism. The information and physical tracking of the cargo is accomplished through an electronic seal that ideally emits several types of signals along with the seal number. Those signals are received by the e2e system using known communication technology and is stored in a computer database for processing.  
         [0020]     A preferred embodiment of the system of the present invention (the e2e system) also provides an e2e security seal which uses information from the shipper. The shipper enters the origin and destination along with identifying data of the seal number and the name and location of the consignee, which can be used to determine if the consignee is on a denied party list published by the U.S. State Department and Customs which is now part of the Homeland Security Department. To the extent that other countries have similar denied party lists, those may also be maintained within the e2e system. The information entered by the shipper provides both export and import governments with more intelligence on actual products being shipped. This information can be used in the transfer records to the government to provide intelligence for inspection and classification of goods.  
         [0021]     The e2e system provides a means to identify domestic truck drivers by license ID and by a computer image of the driver kept in the system entered by the carrier as well as a digital image of the driver. The digital image is an option to be used in high-risk cargo, where the shipper needs to know the identity of the driver before turning over the cargo to the driver. Participating domestic carriers would use the e2e system to send a prescribed record found in this document that identifies the driver and the file name associated with the driver. In addition, the e2e system will track and control interchanges which will benefit domestic carriers. The purpose of interchange tracking is to record the transfer of responsibility for the container and to record any damages to the container during such transfer. The interchange record is a significant benefit to carriers, container owners (leasing companies), and insurance companies for establishing the condition of containers and who was responsible.  
         [0022]     The e2e seal system provides international carriers with information not commonly available to them today. A booking request will provide them with information to assist them in the preparation of the bills of lading and with the manifest data that is essential to customs in the U.S. and other nations. They will participate in the benefits of the interchange record as well. The system facilitates the clearance of containers and thereby facilitates the movement of containers through container yards. Those steamship lines not having sophisticated systems to track of vessels can also take advantage of the e2e system in tracking of the vessels by the e2e sealed cargo they may carry.  
         [0023]     The present invention also provides for the transfer of containers from one vessel to another vessel or from one mode of transportation to another. The ability to account for this type of transfer is essential to a true door-to-door tracking system.  
         [0024]     The system of the present invention provides links to export and import government authorities. The information provided through booking and routing guides will provide intelligence to those agencies required to protect against terrorism. The information supplied further enhances the intelligence used by government authorities to determine if cargo should be inspected.  
         [0025]     According to an embodiment of the present invention, a second e2e security seal can be placed in an undisclosed location within a shipment to locate hijacked cargo if the e2e security seal on the outside of the container is removed. A signal from the e2e security seal upon breach would preferably turn on the second seal when the outside seal is opened and the cargo is not located at the final destination. In a modified embodiment, an authorized pre-delivery opening of the cargo (as for customs inspection or for another legitimate purpose) would prevent the outside e2e security seal from activating the inner seal. Specifically, the second seal receives a hijack signal from the first seal when the first seal is broken. The second seal will allow a satellite to locate the second seal and give the coordinates to government to authorities to locate the cargo, even if the first seal is disabled or no longer located with the cargo.  
         [0026]     A routing guide is preferably generated based on the latitude and longitude of all known ports, cities, towns, and postal codes. Specific shippers and importers will have their locations stored in their respective files and be used to generate a logical routing. This table is maintained by the system of the present invention and indicates what port of exit should be used or recommended for use when making a shipment from a given location to another country and city within that country. The user is allowed to indicate specific ports, but the system will provide a logical selection and indicate to the government when that logical choice is not made.  
         [0027]     In a further embodiment of the present invention, carrier and driver ID is maintained in the system. This is accomplished by using standard international code identification of carriers. Drivers will be coupled with the carrier, and then the state or province issuing the license, along with that identity&#39;s unique identification. To ensure that the proper driver shows up to pick up the cargo, an image file of the driver is provided in addition to the driver&#39;s license number. This image is ideally accessible to the receiving clerk or the shipper to ensure that the correct driver has delivered the goods.  
         [0028]     In a further embodiment, each locale keeps a file as to which parties should be notified in the case of an emergency. These parties will be notified in the order they are listed.  
         [0029]     An exemplary summary of the components of an embodiment of the present invention are provided in Table 1, below. As described in greater detail in the description of the preferred embodiments below, each of the steps of the process provided in Chart 1 can be dovetailed into the existing shipping process as described above, and are sufficiently flexible to accommodate future shipping methodologies.  
                                             TABLE 1                       Step   Description of Step &amp;               No.   Method of Input   Process Controlled here   Responsible Party                                1   Manufacturing step of   Unique number assigned to   ‘e2e security or their           Seal number   the seal. This will be a 15   approved/licensed           Manufacturing process   alpha/numeric code wherein   agent manufacturing           step will assign unique   the device will transmit this   the device.           number to memory chip   seal number to the satellite           in the device.   when triggered in step No. 1               described in  FIG. 1 .1       2   Purchase of Seals. Input   A program will record who is   ‘e2e security or their           done via secured WEB   buying the seals and when   approved/licensed           input or direct input by   that company is licensed   agent distributor of           e2e security.   authorized re-seller of the   the device. It is               seal. The program will set up   envisioned that               a data base that will record   Forwarders and               how many seals were   Consolidators will               purchased and will draw   use the device               down from that number as               each seal is employed in               screens to order seals               depicted in this document               several pages below.       3   Booking information.   Recording of Parties to the   Shipper, Freight           Input done via secured   transaction along with the   Forwarder or Carrier           WEB input or direct   itinerary of the shipment   if step not           input by e2e security.   whether it is international or   accomplished by               domestic moves. This   either the Shipper or               process is depicted in FIGS.   Forwarder.               1.2 The data also includes               the exact location of the               Shipper and the Importer.       4   Closure of the   When a seal is closed (See   Shipper,           Container   device diagrams) the seal   Consolidator,           Input done via secured   will activate the transmitter   Forwarder or           satellite transmission by   and send the first of four   government agent is           the e2e security seal.   types of messages. This   activated by them               message will be that   but controlled by               shipment has started. See   e2e security.                 FIG. 1 .1       5   In-transit movement.   Based on the model of the   ‘e2e Security’           Input done via secured   seal the program will send a           satellite transmission by   read message to the satellite           the e2e security seal.   provider for a coordinates           This would employ a   position of the e2e seal.           wireless data systems,           GEOSAT systems (geo           synchronous satellite),           or LEOSAT/MEOSAT           (Low Earth orbit           satellite/Medium Earth           Orbit Satellite). The use           of the satellite service           will be based on the           most available service.       6   Arrival at Country of   This process will setup co-   ‘e2e Security’           destination for   ordinates of planned first           International   port of call in any given           shipments.   country where the shipment           Input done via secured   crosses a border. This will           satellite transmission by   send a message to           the e2e security seal.   participating country Border           The entry to a country   Security Authorities that this           will be considered at   shipment has crossed that           least the international   border. The data given to the           borders but can be   authority would include           extended up to 100   Shipper and Consignee           miles or more of the   information along with Port           border based on the   of Entry data. It is           requirement of the   anticipated that certain           government officials of   countries may require this           that country.   information for expedited               clearance.       7   Arrival at City of   When the seal is sending a   ‘e2e Security’           destination for all   signal that is interpreted that           shipments.   it has arrived at the city of           Input done via secured   Destination, then a process           satellite transmission by   will be triggered that will           the e2e security seal   advise the status to those               designated in step 3 above       8   Import Clearance   This optional step for   Input would be done           Input done via secured   international shipments will   by authorized           message or WEB access   indicate the equivalent of   government           from participating   clearance messages from   agencies through           governments, Importer   participating Import   several methods:           or Customs Brokers   Countries where an   EDI secured               electronic message will be   WEB secured               sent to indicate clearance of   Other secured               inspection of the goods. If   transmission of               an inspection record is   data.               received then the e2e system               will anticipate that the               container seal will be broken               before receipt at the               consignee. If the goods are               moved to a non-designated               area before clearance is               received from the               government, then a message               will be sent to government               officials participating in e2e               security chain.       9   Transfer of Carrier   There may be a need to   Carrier who           Input done via secured   record that a container is   transfers the goods           message from   being transshipped via   to another carrier.           participating carriers or   another carrier for either an   This should be done           brokers   international or a domestic   as part of the               leg of the journey.   inspection of the               In addition, this process   outside of the               would ID the person   container to assure               authorized to deliver the   that the container is               goods to the consignee where   in good working               possible.   order.                   Container stations                   therefore will be                   doing this for                   shipments that are                   being delivered to                   final destinations.                   International carriers                   will be doing this for                   transshipments                   where the cargo is                   moved from one                   vessel to another or                   is taken from one                   flight to another.       10   Arrival at Consignee   The e2e seal will send a   ‘e2e Security’           Input is automatic based   distinct message that the seal           on the fact that the seal   is broken. That message will           is broken and the   then be compared to the co-           Latitude and longitude is   ordinates of where it was           equal to the final   expected to be delivered and           destination co-ordinates   if there is a deviation a           that were defined at the   message will be sent to           time of the Booking   authorities indicating that           establishment.   deviation and the current           Hijacked find   location of the seal even if it           information would be   is not on the box. A second           input via secured WEB   seal could have been hidden           input by authorized   in the container or within the           government agency or   cargo if the shipper or           importer of the goods.   consignee is trying to detect               the locations of the goods               today. The system will be               associated with the hidden               seal number in the               application and will activate               this seal as soon as the first               seal is broken at a destination               different than the scheduled               final destination and not               authorized by inspection by               government agency. The               “hidden Seal” will send out a               message for authorities on a               continual basis until the               cargo, not the container is               located and an authorized               find signal is received by the               SITATS system                   ‘e2e Security’                  
 
         [0030]     Other features and advantages of the invention will become apparent from the following description and claims.  
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0031]      FIG. 1  is a schematic representation of the steps in a typical shipping process as related to the present invention.  
         [0032]      FIG. 2A  is a schematic diagram of an e2e security seal prior to locking.  
         [0033]      FIG. 2B  is a schematic diagram of an e2e security seal that has been locked.  
         [0034]      FIG. 2C  is a schematic detail of the locking mechanism of an embodiment of the e2e security seal.  
         [0035]      FIGS. 3A through 3D  are exemplary computer interfaces to facilitate order entry in the system of the present invention.  
         [0036]      FIG. 4  is an exemplary computer interface to facilitate entry of booking information in the system of the present invention.  
         [0037]      FIG. 5  is a schematic representation of error levels generated during transit in the system of the present invention.  
         [0038]      FIGS. 6A and 6B  are exemplary computer interfaces to facilitate entry of customs clearance information in the system of the present invention.  
         [0039]      FIGS. 7A through 7C  are exemplary computer interfaces to facilitate cargo interchange data into the system of the present invention.  
         [0040]      FIG. 8  is an exemplary computer interface to facilitate entry of delivery information in the system of the present invention.  
         [0041]      FIG. 9  is a process flow diagram of an exemplary process followed by a shipper integrating the system of the present invention.  
         [0042]      FIG. 10  is a process flow diagram of an exemplary process implemented by a freight forwarder integrating the system of the present invention.  
         [0043]      FIG. 11  is a process flow diagram of an exemplary process implemented by a domestic trucker integrating the system of the present invention.  
         [0044]      FIG. 12  is a process flow diagram of an exemplary process implemented by an international carrier upon departure implementing the system of the present invention.  
         [0045]      FIG. 13  is a process flow diagram of an exemplary process implemented by an international carrier upon arrival integrating the system of the present invention.  
         [0046]      FIGS. 14A and 14B  are process flow diagrams of an exemplary process implemented by an import customs broker for import clearance and trucker assignment integrating the system of the present invention.  
         [0047]      FIG. 15  is a process flow diagram of a process implemented by the importing government of a shipment integrating the system of the present invention.  
         [0048]      FIG. 16  is a process flow diagram of a process implemented by a domestic carrier integrating the system of the present invention.  
         [0049]      FIG. 17  is a process flow diagram implemented by the consignee upon receipt of a shipment integrating the system of the present invention.  
         [0050]      FIG. 18  is a process flow diagram illustrating the process of gathering and sharing data in the system of the present invention. 
     
    
     DESCRIPTION OF THE PREFERRED EMBODIMENTS  
       [0051]     As discussed above, the present invention is implemented on a computer network that receives and transmits data over existing communications infrastructure such as the internet satellite systems for GPS (Global Positioning System) which provide a signal for the exact longitude and latitude received by and e2e security seal transmission devices as described herein below. The system of the present invention uses input received from one or a plurality of e2e security seals in addition to web/internet encrypted input from users of the system such as shippers and government agencies who initiate and/or employ a cargo booking record. As used herein below, booking is the process in which a company or individual reserves space for transport on a vessel, airline, truck or rail to move goods.  
         [0052]     As shown in  FIG. 2A , e2e security seal  11  is shown having a housing  12  which contains a transmitter/receiver  14  which is connected to battery cell  16 , display button  18  and electronic seal display  20 . Transmitter/receiver  14  has a memory (not shown) which stores an identification number which can be displayed on electronic seal display  20  by actuation of display button  18  by user.  
         [0053]     Housing  12  can be of any size appropriate for containing the internal components of the e2e security seal. The e2e security seal is analogous to the lead seals currently used in international shipping, so the dimensions of housing  12  are ideally between 2.5×4×0.25 inches and 3×6×0.5 inches.  
         [0054]     Ideally, the identification number is assigned during manufacture of the e2e security seal. The number is preferably unique to the seal and may be based upon an algorithm unique to the manufacturing location of the e2e security seal. For example, the identification number of seals manufactured in New York maybe based upon the output from a first algorithm, whereas seals manufactured in Colorado may be based upon second algorithm, provided that the results of the first and second algorithm do not result in the assignment of the same identification number to more than one e2e security seal. To maintain the integrity of the system of the present invention and to prevent the manufacture of counterfeit seals the algorithms used by the manufacturers should remain secret, and known only to limited authorized personnel.  
         [0055]     The use of location specific algorithms allows the system of the present invention to identify the manufacture and the century year and month of manufacture of any seal employed in the system. Likewise, this will assure that the e2e security seals in service are genuine, and that counterfeits can be detected.  
         [0056]     Referring again to  FIG. 2A , transmitter/receiver  14  is also connected to flex cable  22  and female cable end  24 . Flex cable  22  and cable end  24  are ideally lengths of fiberoptic cable. The cable is ideally surrounded by stainless steel or similar wire mesh that is further encased in a weatherproof coating. Additional weatherproofing could be provided by an umbrella-like cap (not shown) which covers the insertion points of the cable  22  into housing  12 . Flex cable  22  extends outside housing  12  and terminates at a locking cable end  26  which has a keyed surface  28  which may be protrusions formed integrally with flex cable  22 .  
         [0057]     Likewise cable end  24  terminates in receptacle end  30  which has apertures  32  which are ideally keyed to match protrusions  28  in flex cable  22 .  
         [0058]     Transmitter/receiver  14 , in addition to storing a unique identification number must be able to send a signal sufficient to be read by existing wireless communication systems. Additionally, it must have the ability to ascertain its location, as from the existing GPS satellite system. It should also have a range of wireless transmission/reception capabilities which allow the e2e seal&#39;s memory to be queried securely from a remote location.  
         [0059]     Among the types of signals transmitter/receiver  14  should be able to transmit are a signal that indicates that the seal has just been closed. The closure signal starts the e2e system&#39;s cargo tracking. After the closure signal, a signal indicating movement during a domestic routing is transmitted. This signal is ideally transmitted frequently and should occur immediately after goods are sealed at the shipper&#39;s location and upon arrival at the port of discharge. Then, a signal indicating international leg movement routing is ideally transmitted. The signal may be less frequent and will be triggered based upon the notification of receipt of the shipment by the steamship line, or airline. The timing of the transmissions is optional and reduces the overall energy requirements to send a signal to a satellite while the goods are in transit over the ocean. The more frequent domestic routing signal would again be initiated when the cargo is within 25 miles of the international destination.  
         [0060]     Then a signal indicating the seal is broken at the destination location is transmitted. This transmission indicates a successfully completed shipment. Alternatively, a signal indicating the seal is broken at a location other than the expected destination can be transmitted. This will cause an alert message to be sent to government officials using the system in the local country along with the domestic, importer and international carriers. This signal can also cause a second device hidden within the cargo to emit a signal that will initiate a tracking and recovery signal to allow tracking and recovery of potentially stolen goods.  
         [0061]     Dependent upon the application for which the e2e security seal will be employed, a person of skill in the art would be able to select from the wide existing range of communication technology available to provide the wireless functionality of transmitter/receiver  14  described above.  
         [0062]     Furthermore, in addition to having sufficient memory to store an identification number, the memory of transmitter/receiver  14  can ideally store values for a number of data fields which are set forth below in Table 2. Or optionally, a data file updated on a centralized computer system, such as the e2e system, used to monitor the movement of a container. As described in greater detail below, these fields enable the e2e security seal to respond properly to events that occur to the seal during shipment.  
                                                           TABLE 2                           File Name - e2e Seal number file                Appx       Other File   Data Element       Data Field   Size   Description   Relationship   Connecting it                    E2e_seal_no   15   Unique code assigned to this                       device       E2e_Supplier   20   Name of the authorized   Party File   Party_Code               Manufacturer       E2e_SKU   12   SKU ID code of seal   E2e SKU   SKU_Code       E2e_Seal_Mfg_Date   8   Date this unit was Manufacture               red       E2e_Sold_Date   8   Date this unit was sold       E2e_SoldTo   20   Code of entity unit sold to.   Party File   Party_Code       E2e_ActDateTime   14   CCYYMMDDHHmmSS               CC-Century, YY-Year,               MM_Month DD-Day, HH-               Hour, mm-Minute, SS-Second       E2e-Lattitude_start   10   Latitude Position at the               beginning of journey       E2e-Longitude_Start   10   Position at the beginning of               journey       E2e-Lattitude_end   10   Latitude Position at the end of               journey       E2e-Longitude_end   10   Position at the end of journey                  
 
         [0063]     The next step in the system of the present invention is the purchase of an e2e security seal by a shipper. Throughout the shipping process, the application of the e2e system depends upon strict tracking of the location of all e2e security seals. Thus, a database should be created, preferably on a computer system providing access to the internet, which will track the particulars of each seal sold with a valid identification number.  
         [0064]     Table 3 provides a preferred list of data fields and their specifications for the creation of an e2e database to track information related to the sale of e2e security seals to authorized personnel in the shipping industry. Such authorized personnel may be considered “distributors” of the e2e seal and will be recorded in the database.  
                                                                                                                                                                                                                                                         TABLE 3                           Appx       Other File   Data Element       Data Field   Size   Description   Relationship   Connecting it                                Party_Code   20   Unique Code assigned by   None                   System to Seller       Party_Type   1   M = Manufacturer, S = Seller,   SIC file   SIC_CODE               U = User       Party_SIC   3   Classification of the Seller SIC   SIC file   SIC_CODE               Code       Party_Name   40   Name of the Party       Party_ADR1   40   Physical Location of the Party       Party_ADR2   40   Physical Additional Address               Line       Party_Crty   2   ISO Country Code of Party   ISO Ctry   ISO_CODE       Party_CITY   25   Name of the City       Party_Postal   16   Postal Zone within the Country   ISO POSTAL   ISO_CODE &amp;                       ISO_ZONE       Party_Date_CR   8   CCYYMMDD Century, Year,               Month and Day of record being               established.       Party_Date_Last   8   CCYYMMDD for the last               Transaction       Party_Qty2Dte   9   Cumulative Count since starting               of activity.       Party_QtyCur   9   Current year totals       Party-contact   30   Name of contact at seller       Party-phone   18   Telephone Number of Office       Party-email   32   Email Address of Seller       Party-Shrt-Name   20   Short name of seller for reports       Party_Local_Gvt#   20   ID of the Seller&#39;s entity as form   ISO Govt#   ISOGVTCTRY               of “Known Seller” information       ISOGVTID       Party_Invty   1   Method to use to balance               inventory               D = Daily, W = Weekly, M = Monthly               and A = Annually.            File Name - ISO Country            ISO_CODE   2   International Standards                       Organization code for               countries       ISO_CtryName   25   Country Name       ISO_Continent   1   Continent where country   World   World_ContCode               exists       ISO_Ctry_Def_Email   32   Email Address of Person to be               contacted with Terrorist               Notice       ISO_Phone#   18   Phone number of Hot line for               such notices       ISO_Friendly_Rate   6   Classification code of               probability that Terrorist               could exist within the borders               of this country       ISO_Contact1   30   Name of the contact       ISO_Contact1_Title   12   Title of the contact       ISO_Contact1_Phone   18   Phone number       ISO_Contact1_email   32   Email Address       ISO_Contact2   30   Name of the second contact       ISO_Contact2_Title   12   Title of the contact       ISO_Contact2_Phone   18   Phone number       ISO_Contact2_email   32   Email Address       ISO_Contact3   30   Name of the third contact       ISO_Contact3_Title   12   Title of the contact       ISO_Contact3_Phone   18   Phone number       ISO_Contact3_email   32   Email Address            File Name - World Area            World_Cont_Code   1   Code Identifying all the major                       regions       World_Cont_Name   32   Name of the Continent or World               Area            File Name - SIC Standard Industry Code            SIC_Code   3   Standard code used by world                       trade to classify types of               businesses       SIC_DESC   32   Long Description of Industry       SIC_DESC_Short   18   Short Description of the               industry            File Name - ISO Postal City Codes            Postal_CTRY   2   Standard ISO code for the   ISO Ctry   ISO_Code               Country       Postal_Zone   16   Postal Code within the Country       Postal_City   25   Name of the city within the               Country       Postal-Latitude   10   Latitude reading of City Center       Postal-Longitude   10   Longitude reading of the City               Center            File Name - e2e SKU Seal Products            SKU_CODE   12   Stock Keeping Unit, Model ID,                       or Product Code of the product       SKU_DESCR   80   Eighty Character Description               showing the Characteristics of               the model       SKU_Type   3   Product Class type Unit. This               will point to another file that will               describe these type units. (e.g.               Seals, Seals for Ocean Vs Air,               Batteries, etc.)       SKU_MidDescr   40   Middle size description for               reports       SKU_Short   20   Short Description       SKU_Patent   40   Patent Number Assigned            File Name - e2e Seal Inventory            INV_Owner   15   Code for the Party or now                       Current owner of the seals.       INV_SKU   12   SKU Code   SKU   SKU-CODE       INV_Begin_Bal   9   Opening balance at beginning of               the period. Assumption this will               be a month.       INV_Consumed   9   Total units consumed to date               within the period used by the               Owner       INV_CURBAL   9   Current Balance of Stock       INV_IN-Transit   9   Units being processed            File Name - UN-Load Code - Air/Ocean Port Files            UNLD-CTRY   2   ISO Country Code   ISO   ISO_CODE       UNLD-CITY   3   Airport/City Code for Intl Port       UNLD-   20   Name of City       PortName       UNLD-Latitude   10   Latitude of Port Center       UNLD-   10   Longitude of Port Center       Longitude                  
 
         [0065]     The preferred embodiment of the e2e system envisions a website that will be the mechanism used by distributors to purchase e2e security seals. Each buyer of the seals should be required to complete the profile information needed to complete the “Party to Transaction” file as shown in Table 3. A fifteen character ID will be assigned to the distributor who can then stipulate their own unique password for entering orders for seals. An distributor may have a limited number of authorized individuals (such as three) who may purchase seals on behalf of the distributor.  
         [0066]     Population of the e2e database may take place at a dedicated terminal or from a web interface.  FIGS. 3A-3D  are examples of interface screens, respectively, to establish a new distributor account, enter an account password, order e2e seals and to establish a new drop-shipment location.  
         [0067]     After sale of the seals, booking information is recorded. Table 4 provides the fields in a preferred embodiment of the e2e database for use in recording the booking record.  FIG. 4  is an example of a web or terminal interface screen for obtaining the booking information. When a shipment is planned from a supplier/manufacturer to a given consignee there is a booking of the shipment to reserve space on a carrier&#39;s vessel, aircraft or truck. It is essential to the e2e system that a booking record be established and associated with a particular seal number before shipment takes place.  
                                                                                                 TABLE 4                           Field   Logic to be used               Seal Number   Must be a valid number on the e2e Seal number file       Container Owner   Must be on the SCAC file.       NOS   Must not be blank       Organization ID   Must be on the Party File       Carrier ID Code   Must be on the Party File and a type C       Origin Ctry   Must be on the ISO file       Postal Zone   Must be on the ISO Postal zone file       Intermediary   Must be on the Party File       Location/Consol       Shipper ID   Must be on the Party File       Reference   Can be blank       Consignee ID   Must be on the Party File       Consignee Ref   Can Be Blank       Vessel/Airline   Can not be blank       Carrier Code   Must be on the Party file or the SCAC file       Departs On   Must be shown as CCYYMMDD optionally add time HH:MM       Voyage/Flight/   Must be given (Plan to validate against Itinerary file of Carriers       Trip No   participating in the SITATS)       Origin   Must be given for international Ocean and Air shipments. Must be           on UN Load Port file if international movement       Destination   Must be given for international Ocean and Air shipments. Must be           on UN Load Port file if international movement                        Appx       Other File   Data Element       Data Field   Size   Description   Relationship   Connecting it                    File Name SCAC Standard Carrier Alpha Code            SCAC_Country_Code   2   International Standards                       Organization two letter code       SCAC_Code   4   Standard Carrier Alpha Code       SCAC_Party   20   Party Code for SCAC code   Party   Party_CODE       SCAC_Shortname   20   Move Short name into this               field from Party File            File Name Carrier Driver ID Code            Driver_SCAC_Country_Code   2   International Standards                       Organization two letter               code       Driver_SCAC_Code   4   Standard Carrier Alpha               Code       Driver_ID_State_Prov   4   State, Province within               Country       Driver_ID   20   Drivers License ID       Driver_Photo   50   File name of image               stored as driver&#39;s digital               picture.                  
 
         [0068]     After the booking record has been entered and associated with an e2e security seal, the seal is used to close the container which contains the cargo to be shipped. As discussed above, conventional cargo containers, particularly those used in international shipping have a locking device which is sealed by a lead seal. More specifically, the are sealed together with lead for the duration of the voyage or until inspected.  
         [0069]     Referring to  FIGS. 2A-2C , flex cable  22  is threaded through the locking device of a conventional container ULD (unit load device), crate or any suitable shipping device that can be enclosed or secured. This completes a circuit which turns the seal on. and cable end  26  is inserted into receptacle end  24 . As shown in  FIG. 2B , this creates a complete circuit which can automatically be detected by transmitter  14 , or can be indicated by the actuation of a pressure sensing switch  29  which detects when flex cable  22  is fully inserted into receptacle  24 . Thus, the e2e security seal takes the place of the conventional lead seal currently used in the shipping industry.  
         [0070]     Flex cable  22  can be as long as needed to function with containers, such as those with soft sides which need a relatively long cable to tie in the soft sides. Flex cable  22  can be supplemented by an extension cable (having a receptacle-sized end on one side having the same characteristics as receptacle end  24  and having a cable end such as cable end  26  on the other). It is critical that the length of the cable not exceed the ability of transmitter/receiver  14  to detect a complete circuit from flex cable  22  to receptacle end  24  when the seal is closed.  
         [0071]     As shown in  FIG. 2C , it is preferable that the length of flex cable  22  not permit the opening of the container without cutting flex cable  22  due to excessive slack. One or more collars  27  can be provided on the cable to act as a physical barrier to prevent sliding the cable to open the container without breaking the seal. Additionally, an extension of the flex cable can be run throughout the walls of the container that can detect a break in any of the six walls of the container.  
         [0072]     When the seal is closed, the transmitter/receiver becomes active and begins transmitting and receiving data. Battery cell  16  preferably provides for at least 120 days of signal power, however this can be varied to accommodate voyages of greater or lesser duration.  
         [0073]     The initial transmission from the closed e2e security seal will indicate that the seal has been employed and is now active. In response, the e2e system will first look for a booking record associated with the identification number of the e2e security seal. The e2e system will then query the seal for its location and compare the location of the seal (which is the presumed location of the shipment) to the origin point as recorded in the booking record. If the location of the cargo is not the same as the origin, a message can be sent by the e2e system, preferably to the owner of the cargo indicating the discrepancy.  
         [0074]     If no booking record exists, then the e2e system generates a message indicating that the container can be tracked, but that the system can not reasonably determine if the goods are on course or diverted from their ultimate destination.  
         [0075]     The e2e system will also create an expected itinerary file based on the mode of transportation and carriers selected in the booking record. This is known as a routing guide The system will create anticipated “way points” with the coordinates of those points kept as a means to establish any deviations from the anticipated course. As discussed in detail below, these way points are preferably monitored in-transit.  
         [0076]     The e2e system also updates its database with respect to the distributor who bought the seal, indicating that the seal has been used, and that the seal has started its journey. This is the start of a tracking record created by the e2e system which can be used to reconstruct every location and dime and date of the cargo on its journey to the destination. This information may be considered useful by logistic analysts to study transit times and trade lane evaluations.  
         [0077]     Optionally, a record could be sent to any participating party including any one or all of the shipper, consignee, exporting country officials and international carriers. Transmission records of itinerary movements are preferably standardized and encrypted using encryption criteria developed by the e2e system and provided to those participating on electronic exchange of data as to position. Secure web support for authorized users can also be provided.  
         [0078]     The next step in the e2e system process is in-transit tracking of the shipment. The tracking is preferably done in three tiers, the first of which is a map image of the expected route (as calculated based on the booking record) and any diversions from that route. The map image can allow users a number of views of the itinerary map, at least the following ten being preferred: 
        Global view     Expected itenerary     Detailed map of origin of shipment     High-level map of current cargo location     Mid-level map of current location Detailed map of current location     Specific current location     Detailed map of expected port of entry     Detailed map of destination area     Detailed map of specific destination        
 
         [0088]     The second tier is the expected computer generated routing of the shipment based on the booking information given. The routing information could be displayed on the any of the above views in a particular color such as blue. The third tier is the actual route taken at any point in the journey. This route could be displayed in red to distinguish it from the expected route. The views of in-transit tracking could be accomplished using any prior art mapping software or online mapping services such as Expedia (r) by MicroSoft (r) or MapQuest (r) as long as the software has the capability to zoom its view in to specifically locate the cargo. The cargo can then be graphically depicted on the map as a truck, jet or vessel depending upon the mode of transport currently moving the cargo.  
         [0089]     A further display is preferably available to the e2e system user providing specific information on location including country, city, latitude, longitude and distance to destination. Further information may include current time, time since cargo departed its origin and time expected at destination. Based on the above information, it is possible to determine the time and extent of deviation from the calculated expected route.  
         [0090]     More specifically, the expected route, which forms the basis of the routing guide, is calculated by the e2e system from the information in the booking record. The routing guide provides for a fixed set of coordinates based on latitude and longitude of way points on the expected route. The routing guide therefore provides the e2e system with the sequential coordinates that the cargo is expected to follow to reach its destination.  
         [0091]     However, ocean vessels and flights do not always follow a strict route as a vehicle might, and even vehicles require the ability to deviate from a strict route plan so that the normal business of shipping can account for storms, or traffic that are better avoided. Thus, the e2e system should have tolerances built in to allow for a degree of deviation from the expected route.  
         [0092]     As shown in  FIG. 5 , tolerances are typically based on absolute distance from the expected route. Diagram  60  is a graphic depiction of the status assigned to moving cargo based on its location relative to its expected position at any given time during shipment. Each of regions  62 ,  64 ,  66  and  68  represents an area defined by a progressively larger distance from the expected position to the north, south, east or west. The exact size of each region can be defined by the e2e system based upon the type of cargo and mode of transportation, or can be defined by a user, such as a shipper or consignee who would prefer to define routing tolerances according to individual or corporate policies.  
         [0093]     During transport, the regions  62 ,  64 ,  66  and  68  move in unison according to the expected movement of the cargo. The condition of the shipment is defined by the region in which the cargo is found based on the transmissions of the e2e security seal on the cargo at a given time during transportaion. The first condition, defined by region  62 , identified as “white” indicates that the cargo is on course and closely corresponds to the routing guide. The second condition, defined by region  64  and identified as “green” indicates a safe deviation for this segment of the trip. As noted above, the deviation tolerance will differ from land, ocean and air movements.  
         [0094]     The third condition, defined by region  66  and identified as “yellow” indicates that the deviation is a reason for concern. Upon reaching this condition, a message can be sent by the e2e system to the carrier or to other authorities stating that there is reason for caution. The transmission of the warning to the carrier would allow the carrier to provide a reason for the change in routing, if any. The routing guide could then be updated to reflect the change in plan.  
         [0095]     The fourth condition, defined by region  68  and identified as “red” includes all of the area outside yellow region  66  and indicates that a serious problem with the routing of the shipment exists. The red zone ordinarily requires an immediate alert to government authorities and the carrier. At this point, the authorities would be able to take whatever necessary precaution that the nature and location of the goods suggest should be taken to intercept the cargo, which is now off course.  
         [0096]     The next step in the e2e system process occurs at the arrival of the cargo at the country of destination. During shipment of the cargo following the activation of the e2e security seal, the e2e system keeps track of the border crossings made by the cargo in its database as a border crossing record. Exemplary data fields in the e2e database for maintaining the border crossing record are shown in Table 5. The objective is to send the border crossing information to destination government authorities such as customs and to customs brokers, shippers and carriers as well as the end consignee. Particularly with respect to customs officials, having a verifiable list of border crossings, and proof that the original e2e seal is still intact, may speed the cargo through customs processing. However, should customs determine that inspection is required, a new e2e seal could be placed on the cargo, the identification number of the new seal being updated in the e2e booking record.  
                                                     TABLE 5                           Appx       Other File   Data Element       Data Field   Size   Description   Relationship   Connecting it                                BC_Record   5   Record ID code “e2eBC” will                       ID this as a Border crossing               Record       BC_Carrier_Name   20   Name of the Carrier   None       BC_Carrier_Code   4   SCAC Code   None       BC-Contr_No   7   Container number   None       BC_Shipper   20   Government Code for Shipper   None               If not available then e2e Party               Code       BC_Consignee   20   Government Code for   None               Consignee if not available then               e2e Party code       BC-SealID   15   Seal number in the event the   None               party wants to continue               tracking using the e2e               reference       BC-Date Time   12   CCYYMMDDHHmm Century,   None               Year, Month, Day, Hour,               Minute       BC_CITY   20   Closet city where crossing   None               Border                  
 
         [0097]     To facilitate customs clearance in international shipments, the clearance process can also be integrated into the e2e system. By allowing authorized customs officials to have direct access to the e2e system, particularly the databases associated with the booking record, the clearance and customs data processes can be combined.  FIGS. 6   a  and  6   b  are examples of user interfaces which can be used by customs officials to facilitate clearance.  
         [0098]     Often there is more than one carrier involved in the movement of cargo from one point to another after arrival in the destination country. It is typical that when cargo is off-loaded at the port of destination it is given to a trucker who will move it to an authorized container or De-Consolidation station or on directly to the designated consignee. The e2e system can provide for the interchange of the cargo with another entity and thereby passing responsibility for the cargo to that entity. This aspect of the e2e system can be fully integrated or can comprise a stand-alone application.  
         [0099]     In addition to recording the interchange of the cargo, the reporting of damage to the container and who is responsible can also be established.  FIGS. 7A, 7B  and  7 C are examples of user interfaces which can be used to populate the e2e database with the information discussed above related to cargo interchange.  
         [0100]     The arrival of the cargo in the city of destination is significant because several entities are customarily informed that the cargo is ready for reception at the consignee. Based on whether this is an international shipment, customs, customs brokers, the shipper and the consignee will receive notification of cargo arrival. Table 6 provides the data fields that are ideally entered into the e2e database upon arrival at the city of destination.  
                                                     TABLE 6                           Appx       Other File   Data Element       Data Field   Size   Description   Relationship   Connecting it                                AC_Record   5   Record ID code “e2eAC” will                       ID this as a City Arrival Record       AC_Carrier_Name   20   Name of the Carrier   None       AC_Carrier_Code   4   SCAC Code   None       AC-Contr_No   7   Container number   None       AC_Shipper   20   Government Code for Shipper   None               If not available then e2e Party               code       AC_Consignee   20   Government Code for   None               Consignee if not available then               e2e Party code       AC-SealID   15   Seal number in the event the   None               party wants to continue               tracking using the e2e               reference       AC-Date Time   12   CCYYMMDDHHmm Century,   None               Year, Month, Day, Hour,               Minute       AC_CITY   20   Closet city where arriving city   None                  
 
         [0101]     The final step in the shipping process is the arrival of the cargo at the consignee. This final step accounts for the safe arrival of the goods at the consignee. Typically, the consignee would have the ability to access the web and go to the e2e security site and enter the receipt information. This information will be considered to be proof of delivery by the delivering carrier.  
         [0102]     This information might be shared with the shipper, customs broker, international carrier (based on the responsibility of the international carrier to provide a door-to-door deliver) and the delivering carrier. It is essential that the consignee provide this data just prior to breaking the e2e security seal. The e2e system assumes that the container will be at the latitude and longitude of the destination as prescribed in the booking record at the time the seal is broken. If this is not the case, a warning message is transmitted by the e2e system to the appropriate authorities indicating a possible hijack. If the shipper had inserted a second e2e security seal into the cargo, it would now become active as a homing device for authorities to locate the tampered goods.  FIG. 8  is an example of a user interface screen that could be used by the e2e system to obtain confirmation from a consignee of safe arrival of a shipment.  
         [0103]      FIGS. 9-17  provide a detailed view of the e2e system as it is integrated into the ordinary course of a shipment.  FIGS. 9-17  coordinate with the steps in the overall shipping process provided in  FIG. 1 , and discussed above.  
         [0104]     In step  1  of  FIG. 1 , the shipper loads and seals a container. As shown in  FIG. 9 , this process  100  begins at  102  when a purchase order is received from a buyer or importer. The order is processed at  104  by the order processing department of the shipper. The order is reviewed at  106  after which a work order  108  issues calling for the goods to be readied for shipment.  
         [0105]     A copy of the work order  108   a  is sent to the traffic department and the original is sent to the manufacturing or warehouse floor  110  where the items in the work order are manufactured or picked from stock  112 . Meanwhile, traffic copy  108   a  is forwarded to the traffic manager  114  who may call a forwarder, steam ship line or air line to get a booking. This sets into motion step  2  of  FIG. 1 .  
         [0106]     Referring now to  FIG. 10 , the call made by traffic manager  114  to a forwarder is received at  116  by telephone, fax or e-mail or by secured Internet  118 . The freight forwarder prepares  119  the export document including ocean blading and dock receipts  120  and prescribed export government records which are sent for approval  122 . Upon receipt of approval data  124 , the approved export notice  126  is provided and then the forwarder arranges for a truck or other transportation to deliver the shipment to an international carrier  128 . This process generates a booking number and itinerary which can be transmitted through secure Internet  118  to the shipper.  
         [0107]     Referring again to  FIG. 9 , at  2   a,  the shipper receives the booking number and itinerary  130  from the forwarder and assigns e2e security seal numbers to be associated with the booking record. The e2e security seal numbers are obtained from one or more e2e security seals  11  which may have been purchased in advance by the shipper. Shipping instructions are then issued to the shipping department  132 . The shipper then packs the items for export  134  optionally concealing one or more e2e security seals  11  in the cargo to enable hijack recovery as discussed above. Quality assurance  136  checks the export package and delivers it to the shipping department  138  for storage in container  140 .  
         [0108]     Shipping enters the seal number  142  over secured Internet  118  to the e2e security tracking computer system  144 . When the shipping container is full ( 146 ), the e2e security seal  11  is attached and secured to the container and activated  148 . The e2e security seal then begins transmitting the seal number via satellite. The e2e system will determine the coordinates and location of the device and match it to the booking record  150 .  
         [0109]     Referring again to  FIG. 10 , if required by shipper, the freight forwarder  116   a  will arrange for the export domestic trucker to pick up container  140 . A dock receipt  152  is issued and sent via secured Internet  118  to the exporting domestic carrier in step  3 . Similarly, freight forwarder  116  forwards the freight information via secured Internet  118  or directly to a steam ship line or air line  154 .  
         [0110]     Referring to  FIG. 11 , domestic trucking company receives dock receipt  156 . Dispatcher  158  assigns a specific driver to pick up the shipment. A domestic pick-up order  160  issues with delivery instructions which is provided to ABC Trucking Company  162  with instructions to pick up shipping container  140  which is ready at the shipper&#39;s dock or yard and is then attached to the cab of a truck for movement to the steam ship line or air line.  
         [0111]     e2e security seal  11  transmits a signal via satellite  164  to the e2e security tracking computer system  144  as the trucker moves the goods. The satellite picks up the seal number and sends back the latitude and longitude of the truck at the required intervals for example, 5, 10, 30 or 60 seconds apart.  
         [0112]     After the dispatcher  158   a  completes the driver assignment the specific truck and drivers&#39; information is forwarded via secure web  118  to the e2e security tracking computer system as well as the shipper  1  and forwarder  2 .  
         [0113]     Referring to  FIG. 12 , international carrier departure activity are detailed beginning with step  4  wherein shipping container  140  with e2e security seal  11  has been delivered with dock receipt  166  to the receiving clerk  168 . The container is inspected  170  and interchanged to another mode of transportation is prepared. If container is to be held, the receiving clerk  168  also assigns a yard position to the container  172 . An interchange order  174  is issued for container  140  and clerk  176  adds the interchange to the carriers computer system. A bill of lading and manifest issues  178  which is forwarded via secured Internet  118  to the shipper  1 , freight forwarder  2 , export government  6 , and the e2e tracking computer system  144 .  
         [0114]     When the container is loaded on the vessel or on an air craft  180 , signals continue to be sent via satellite  164  to the e2e tracking computer system  144 . The vessel  182  is now tracked by the e2e system, although the frequency of transmissions may be reduced, for example, to intervals of every 1, 5, 10, 20, 30 or 60 minutes. On participating steam ship lines, the transmitter in e2e security seal  11  could simultaneously act as a tracking for the vessel itself.  
         [0115]      FIG. 13  discloses the international carrier&#39;s activities upon arrival at the country of destination. Upon arrival of vessel  182  in port, containers and crates  180  of cargo are offloaded from the vessel or aircraft. Simultaneously, the international carrier undertakes the documentation required for an interchange of cargo, specifically, import customs release and payment  184 . Depending on whether the cargo requires inspection, the cargo is moved  186  to an inspection area. A message is simultaneously forwarded to the e2e system indicating that the shipment will be inspected and that the e2e security seal will be broken.  
         [0116]     The cargo is held pending payment of outstanding fees  188 . When holds are released, receiving clerk  190  receives a pick-up order  192  from an entity associated with customs such as customs broker 4.8.1 and arranges for transfer of the cargo  140  to a domestic delivery company.  
         [0117]     e2e security seal  11 , which may be the original seal or may be a replacement seal which was placed on container  140  by authorized inspectors following inspection of the cargo upon arrival. As truck  194  moves container  140 , seal  11  transmits via satellite  164  data related to the location of container  140  to e2e security tracking computer system  144 . Transmission intervals ideally increase in frequency during truck transportation, for example, to intervals of 15 seconds or better.  
         [0118]     As shown in  FIGS. 14 and 14 A, the activities of the import customs broker of step  5  begin with the receipt of a packet of invoices and shipping documents  196  which are processed by the import entry clerk  198  and forwarded to domestic customs house internal computer system  200 . After receiving clearance from the import country  202 , customs house  200  issues a delivery order in step  7  which results in the assignment  204  of delivery to a domestic carrier as shown in  FIG. 14A . A pick-up or delivery order is issued  206  which results in the assignment of a domestic trucker according to step  9 . As shown in  208 , e2e security tracking computer system  144  coordinates the data related to domestic delivery over secured web connection  118  in coordination with the import government authority.  
         [0119]      FIG. 15  details the steps taken by the import government in step  8  in deciding whether to inspect a container of incoming cargo. The information available to the import government typically includes documentation from customs brokers which include ABI or ACE or other local government import records  210  and from steamship or airlines which provide manifest data  212 . Upon notice of import entry  214 , customs and export control authorities  216  refer to data in customs or other import government control systems  218  in deciding whether to inspect.  
         [0120]     Clearance  220  can be sent to customs brokers directly, although the process can be facilitated by the e2e system, as e2e security tracking computer system  144  can provide export government data over secured web connection  118  to import customs control authorities  216  for purposes of assisting in inspection decision making, or expediting clearance.  
         [0121]      FIG. 16  discloses the process undertaken by domestic carriers in step  9 . While container  140  having e2e security seal  11  affixed thereto is in transit, regular communication via satellite  164  provides e2e computer system  144  with data which permits the e2e system to determine whether the shipment is on course. The domestic dispatcher  224  is responsible for tracking the shipment and uses data from e2e computer system  144  as well as its own computer system  226  to ensure that the shipment is on course, or or provide an explanation in case of deviation. In the event of a deviation, e2e computer system  144  notifies both domestic dispatcher  224  as well as government authorities  228  if the divergence is unexplained.  
         [0122]      FIG. 17  illustrates the process of delivery of the cargo at its final destination according to step  10 . Shipping container  140  is off-loaded at the consignee&#39;s warehouse and seal  11  is broken. Breaking seal  11  initiates the transmission of a signal via satellite  164  to the e2e computer system which verifies that the cargo is physically located at the consignee  230  based on the information in the booking record. If there is a discrepancy and no explanation is provided, government authorities  228  are notified.  
         [0123]     The particular embodiments disclosed above are illustrative only, as the invention may be modified and practiced in different but equivalent manners apparent to those skilled in the art having the benefit of the teachings herein. Furthermore, no limitations are intended to the details of construction or design herein shown, other than as described in the claims below. It is therefore evident that the particular embodiments disclosed above may be altered or modified and all such variations are considered within the scope and spirit of the invention. Accordingly, the protection sought herein is as set forth in the claims below.