Abstract:
A secure cargo transport system that prevents a mobile container from being compromised, lost, or contaminated during transit is disclosed. The cargo transport system contains both a lock and sensor(s) that lock and sense the environment surrounding the contents of cargo and/or of the cargo transport container. The lock and sensor(s) are in communication with a remote monitoring location where appropriate responses can be marshaled to breaches in cargo transport security or in the cargo environment.

Description:
BACKGROUND OF THE INVENTION  
         [0001]    1. Field of the Invention  
           [0002]    The present invention is directed to a secure cargo transport system for transporting a container using a transportation vehicle such as, e.g., aircraft, trailer truck or ship. The cargo transport system prevents access to or operation of the container unless the container has been transported to a prescribed geographical location. The cargo transport system also alerts whether the contents of the container have been compromised or conversely whether the contents of the container could potentially compromise the contents of other nearby containers.  
           [0003]    2. Background of the Invention  
           [0004]    One of the most prevalent crimes plaguing the transportation industry is cargo theft. Worldwide industry theft losses for cargo theft in 1995 were approximately $470 billion, and an additional $400 billion was lost to various other fraudulent schemes. Hijackings and internal fraud costs to business have become so endemic, that the insurance industry has estimated that cargo theft losses now account for $150 of the retail price of every personal computer. As a consequence, insurance premiums and deductibles are rising at an alarming rate. Even though enforcement agencies have begun forming task forces to deal with the problem, most of their responses have been reactive rather than proactive; law enforcement and private industry have realized that they must work together to solve the problem.  
           [0005]    In response, a very basic procedure to prevent theft has been to simply lock the doors of cargo containers and vehicles. These methods, however, have not provided adequate protection, as industry experts point out as much as 80% of cargo theft is the result of insiders with keys to the truck/carrier storage units. It has been concluded that the only way to secure cargo is to employ a measure that will assure that the transport vehicle or carried storage unit cannot be opened between its departure location and its intended destination.  
           [0006]    U.S. Pat. No. 5,648,763 discloses a cargo container/vehicle with a geographical position detection unit (such as a Global Positioning System (GPS)-based unit) that is directly connected to the locking mechanism for the container and that prevents the container&#39;s locking system from being compromised/opened during transit.  
           [0007]    A fundamental shortcoming of this approach is the fact that the security access control system and its associated geographical position detection equipment is directly linked with the hardware of the mechanical locking unit for the vehicle/cargo container doors at the rear of the truck. The fact that the two are directly linked through or along the confines of the truck where the cargo is stored, and the substantial physical separation there between creates the potential for damage or compromise of the control link between the security access control unit and the lock. In addition, all of the security access control information, including the critical geographical location information, is programmed into the security access control system. Since the security access control system is resident in equipment permanently installed in the container/vehicle, programming the geographical location information must be physically carried out “in the truck.” 
           [0008]    U.S. Patent No. 6,384,709 (“the &#39;709 patent”) and U.S. Published application No. 2001/0015691 (“the &#39;691 application”) to Mellen et. al. disclose an access control system that prevents a container from being compromised during transit. The system uses a programmable electronic lock which can be unlocked only be means of an electronic key that has been programmed with geographical data representative of the destination site of the container. The &#39;709 patent and the &#39;691 application do not disclose real time monitoring to prevent tampering with the container.  
           [0009]    U.S. Pat. No. 6,467,318 discloses a theft-resistant container which comprises a frame, a locking mechanism, and a cover member.  
           [0010]    U.S. Pat. No. 6,366,242 discloses a geometry visualization tool for a geo-location system technician&#39;s computer that is operative to display a map of an asset management environment. The technician is able to interactively place and manipulate a distribution of tag transmission readers and any potential impairments to RF transmissions on the map.  
           [0011]    U.S. Pub. app. No. 2003/0001775 discloses a system for locating an object using a plurality of tag signal readers that receive wireless tag signals from a tag transmitter coupled with an object to be located. The tag signals include data indicating the identity of the object to which the tag transmitter is coupled.  
           [0012]    U.S. Pub. app. No. 2002/0181565 discloses a location system that includes a plurality of signal readers for receiving signals from a wireless transmitter to be located.  
           [0013]    U.S. Pub. app. No. 2002/0118655 discloses a system that is operative for locating a wireless mobile device in communication with a wireless local area network (WLAN) that includes a plurality of cells defining a wireless local area network each having an access point base station.  
           [0014]    U.S. Pub. app. No. 2002/0104879 discloses a system and method for identifying objects within a monitored environment and includes a plurality of tag signal readers contained within the monitored environment and serially connected along a single connection line as a coaxial cable for receiving tag signals from at least one tag contained within the monitored environment.  
           [0015]    U.S. Pub. app. No. 2002/0094012 discloses an auxiliary wireless communication mechanism that is incorporated into a system that geolocates tagged objects within a monitored environment, using random, repetitive spread spectrum emissions from the tags.  
           [0016]    U.S. Pat. No. 6,400,268 discloses a security structure intended particularly for the construction of security containers and security rooms. The security structure has an integral alarm mat. The alarm mat is constructed from one or more insulated, electrically conductive threads, wires or the like, or from one or more light conducting, optical fibers. The threads are disposed to form continuous meshes, loops, or eyes of the kind obtained when knitting or crocheting.  
           [0017]    U.S. Pat. No. 6,289,457 discloses a value data system for secure electronic storage, transfer and other processing of value data using repositories of security controlled devices. The value data system includes a repository container including one or more of the repositories and a container security unit providing security signals as a function of conditions detected in the repository container.  
           [0018]    U.S. Pat. No. 6,215,397 discloses a security structure intended particularly for the construction of security containers and security rooms. The security structure has an alarm mat integral therewith.  
           [0019]    U.S. Pub. app. No. 2002/0051861 discloses a method of forming a cold detect on a substrate comprising the steps of applying an adhesive to a surface of a substrate and applying an intimate mixture of an indicator and a finely-divided moisture absorbent carrier to the adhesive-coated substrate to form a cold detect. The cold detect may be used as a closure adhesive to seal an adhesively-closable container, such as a security bag for bank notes or forensic evidence.  
           [0020]    U.S. Pat. No. 5,337,588 discloses an electronic key and lock system, particularly useful for solenoid-operated locks, that employs a key that can operate electronically and mechanically.  
           [0021]    U.S. Pat. No. 5,625,349 discloses a system for controllably actuating a lock mechanism that has a lock actuator control unit arranged to receive a key and to communicate with a programmable key control unit contained within the key.  
           [0022]    As discussed above much of the theft in commercial transportation is performed by employees or others with authorized access to the hold in which the containers are stored for transport. In addition, there is also a need for a container that is capable of monitoring the environment in which it is stored. In order to insure the secure transport of cargo, the cargo transport container must be “smart” and capable of relaying sensor data to a remote location so that action can be directed to resolve any attempt to breach or compromise the contents of the container.  
           [0023]    There is therefore a need for an improved secure cargo transport system that is capable of monitoring the integrity of the contents of the container and of the container itself.  
         SUMMARY OF THE INVENTION  
         [0024]    An object of the present invention is to provide a secure cargo transport system that is capable of tracking a cargo transport container in real time to the extent possible.  
           [0025]    Another object of the present invention is to provide a secure cargo transport system where the container is able to communicate changes in environmental conditions.  
           [0026]    Another object of the present invention is to provide a secure cargo transport system where the container is able to communicate unauthorized attempts to enter the container.  
           [0027]    Yet another object of the present invention is to provide a secure cargo transport system where the attempts to enter the container can be visually recorded.  
           [0028]    It is yet another object of the present invention to provide a secure cargo transport system that ensures the integrity of the contents of the container.  
           [0029]    It is a further object of the present invention to provide a secure cargo transport system that ensures that the contents of the container will not affect its surroundings, including contents of surrounding containers.  
           [0030]    Still another object of the present invention is to provide a secure cargo transport system where the container can be authorized for access through a remote network operations center.  
           [0031]    It is yet another object of the present invention to provide a secure cargo transport system where the container can be accessed through biometric means.  
           [0032]    In accordance with these objects, the present invention provides a secure cargo transport system wherein a network operations center is in wireless two-way communication with a cargo transport container. The container has an interior and exterior and may be manufactured to standard or custom dimensions based on the cargo to be transported. The container has a programmable lock that may be opened or unopened using a programmable key or by biometric means. In addition, the container may be optionally fitted with one or more sensors that are capable of detecting unauthorized attempts to access the container (tamper detection sensors) and/or report changes in environmental conditions (environmental condition sensors). The tamper detection sensors and the environmental sensors may be the same as or different from one another.  
           [0033]    The sensors may be incorporated into a grid like structure integrated between the container interior and exterior. In a preferred embodiment, the container will have both tamper detection and environmental condition sensors that interface with the container exterior. The environmental condition sensors may use a variety of means to detect physical changes in the environment including but not limited to changes in temperature, humidity, and barometric pressure. The environmental condition sensors are also capable of detecting the presence of contraband on a molecular or atomic scale by using any one of a variety of analytical techniques including chromatography, mass spectroscopy, uv/vis spectroscopy, infra-red spectroscopy, magnetic resonance spectroscopy and chemical sensors.  
           [0034]    The sensors and lock are in communication with a central control module or processor that is able to relay sensor and lock data to the network operations center. The present invention therefore provides a container that has an embedded secure cargo transport system. The container and the secure cargo transport system are tightly integrated so that the two are essentially indistinguishable. Any attempt to open the container and/or remove parts of the secure cargo transport system results in a breach that will cause the container to become dysfunctional. Breaches in the container or attempts to tamper with the container will cause the secure cargo transport system to issue alerts.  
           [0035]    Typically, the central control module relays GPS, LORAN or other geo-location data, sensor data, and lock data through a cryptographic system before using an RF communication system, known in the art, to send and receive data from the network operations center. Sensor data can also be stored in memory before being relayed to the network operations center. For certain security situations, some sensor and location data with time stamps may be stored in encrypted form in non-volatile memory in order to retain a brief history. The data would be limited to that data which has not already been sent and where a loss or decrease of external power is detected. This data might be useful retrospectively or in real time should the power fluctuation be a result of external attempts to tamper with the system. The memory may be divided into volatile and nonvolatile memory. The data stored in volatile memory is typically sensor data that is time sensitive such as “heartbeat” or pulse data, environmental condition data, and container power status that may be communicated in periodic downloads to the network operations center. Non-volatile memory is stored on a more permanent basis and could include container signature data, key access data, and biometric data that enable access to the container. Non-volatile container data can be updated at anytime by transmission to the network operations center.  
           [0036]    The container of the present invention is typically stored in the hold of a transport vehicle or a stack in a shipping or loading yard. Consequently, wireless transmissions between the container and the network operations center may not always be optimal. In a preferred embodiment, the vehicle hold will have a relay unit capable of transmitting signals between the container and the network operations center. In some cases, individual container communication systems serve as repeater units so that containers stored in the interior of a series of containers can remain in communication with network operations. Stated differently, the communications are relayed from the interior containers to a container having adequate wireless communication to the repeater or vehicle antenna before transmission to the network operations center.  
           [0037]    The container of the present invention will optionally comprise a geographical position-based electronic lock and key system, using, for example, GPS, LORAN or some other geographical position system. Such systems utilizes a programmable electronic lock which can be unlocked only by means of a programmable electronic key, into which geographical location data of the destination site of interest has been programmed externally of the container, such as at a remote network operations center, and which remains disabled until it has been verified that the container has arrived at its destination site. It is also anticipated that the contents of the container may need to be attended to at locations intermediate of the destination and the point of origin. In these circumstances the key can be reprogrammed remotely from the network operations center using wireless technology to transmit authorization data to either the lock or the key.  
           [0038]    When a key is inserted, the secure cargo transport system may remotely verify authorized access conditions and identities stored on the key. The system will then attempt to authorize access with the network operations center via a secure communication channel established with the container. The network operations center will allow or deny access, record the request, and if appropriate, initiate additional procedures.  
           [0039]    Still another feature of the present invention allows keyless entry into the container whereby authorized access is confirmed through a biometric sensor. The biometric sensor can be designed to allow entry based on fingerprints, retinal eye-scans, face-recognition, etc. The lock can either have the comparative biometric data stored within the container or biometric profiles can be forwarded wirelessly to the container through the network operations center.  
           [0040]    Biometric profiles may also be stored at the network operations center. And, analysis of whether the biometric signature attempting to access the container matches the authorized biometric profile may be done in a distributed manner, i.e., some part of the verification analysis is done at the container while the remainder is done at the network operations center.  
           [0041]    Typically, once the container has arrived at its destination site, the programmable electronic key is inserted into a keyway unit, that is coupled to a geographical position detection system for the container. If the two sets of geographical location data match, the key becomes enabled for a prescribed interval of time (e.g., 5 minutes), which allows the key to operate the electronic lock and thereby provide access to the container. Providing such a time-limited enabling of the key prevents an operator from obtaining an enabled key at the authorized destination site and then transporting the container to an illegal location and opening and unloading the container at that point.  
           [0042]    An additional feature of the present invention is that the locking system will periodically transmit location and environmental information to a network operations center whether the container is locked or unlocked. The notification messages will contain information such as the unique identifier for the key, identification information for the holder of the key, location and/or environmental constraints (conditions that must hold true/false to lock/unlock the container) that may be stored on the key. The notification messages provide an additional layer of security providing “real time” intrusion detection and a chronology of events surrounding the transport of cargo within the container.  
           [0043]    In addition to the notification messages, the locking system also uses a distinct “heartbeat” message that periodically transmits signature electronic data and location and environmental information to the network operations center. This novel feature increases the level of monitoring and again provides information useful in “real time” detection of suspect activity as well as a retrospective analysis of theft or damage. Typically, the heartbeat will consist of signature, location and time data.  
           [0044]    These aspects, advantages and other objects of the invention will be apparent to those of ordinary skill in the art from the following detailed description of the invention, particularly when considered in conjunction with the accompanying drawings, wherein like parts are depicted with like numerals. 
       
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0045]    [0045]FIG. 1 is a diagram illustrating the wireless relationship between the network operations center and the secure cargo transport container.  
         [0046]    [0046]FIG. 2 is a two-dimensional diagram illustrating the relationship between the vehicle and the secure cargo transport container of the present invention.  
         [0047]    [0047]FIG. 3 is a two-dimensional relationship drawing illustrating the hardware associated with the secure cargo transport container of the present invention.  
         [0048]    [0048]FIG. 4 is a two-dimensional relationship drawing illustrating the hardware associated with the repeater device of the present invention.  
         [0049]    [0049]FIG. 5A is a two-dimensional diagram illustrating a preferred embodiment of the spatial arrangement of the repeater, repeater internal antennae, and the vehicle antenna.  
         [0050]    [0050]FIG. 5B is a two-dimensional diagram illustrating a second preferred embodiment of the spatial arrangement of the repeater, repeater internal antennae, and the vehicle antenna. 
     
    
     DETAILED DESCRIPTION  
       [0051]    The configuration of components and the manner in which they are interfaced with other secure cargo transport system equipment have, for the most part, been illustrated in the drawings by readily understandable block diagrams. These block diagrams show only those specific details that are pertinent to the present invention, so as not to obscure the disclosure with details which will be readily apparent to those skilled in the art having the benefit of the description herein. Thus, the block diagram illustrations are primarily intended to show the major components of the system in a convenient functional grouping, whereby the present invention may be more readily understood.  
         [0052]    With reference now to the drawings, and in particular to FIGS. 1-3, a secure cargo transport system embodying the principles and concepts of the present invention and generally designated by the reference numeral  10  will be described.  
         [0053]    More specifically, as shown in FIG. 1, the secure cargo transport system  10  comprises a network operations center  15  in wireless communication with a cargo transport container  20  housed within the hold  31  of a vehicle  30 . Wireless communication may be carried out using a terrestrial tower (such as a cellular system), dedicated towers with landline connectivity, ocean relay buoys, or satellite  120  to relay communications between the network operations center  15  and cargo transport container  20 . As shown in FIG. 1, the network operations center  15  has antenna or wireline connection  16  and is in wireless two-way communication with the cargo transport container  20 . The network operations center  15  is typically located in a location remote to the cargo transport container  20 , but can be on the vehicle  30  itself. The network operations center  15  is capable of tracking and managing multiple containers  20 . It is also possible that multiple network operation centers  15  can work in tandem to maintain optimum wireless contact with the cargo transport container  20 . In addition, the network operations center may be connected via a wire or wireless connection to third party communication system such as a cellular system backbone or infrastructure. The “antenna” would then be provided by the third party or system.  
         [0054]    In a preferred embodiment, the secure cargo transport system  10  includes a geographical position detection system  45 , such as, but not limited to a Global Positioning System (GPS)-based, LORAN-based, terrestrial, cellular, buoy based communication, or other equivalent navigation-geographical coordinate locating unit, to which a position location receiver  46  is coupled. The geographical position detection system  45 , shown in FIG. 2, is preferably installed within the cargo transport container  20  so that it is physically attached to the cargo transport container  20 , and therefore not subject to being removed or otherwise separated from the contents of the cargo transport container  20 .  
         [0055]    The position location receiver  46  is coupled to a central control module  40  that includes microprocessor, including digital and analog signal processing components. The central control module  40  relays geographic coordinate position data to a programmable electronic lock  25  that contains a keyway  22  configured to provide communication capability with a programmable key  23 . The keyway  22  reads geographical position data provided in real time by the position location receiver  46 , which is compared with geographical position data stored in memory of the programmable key  23 . It is possible that the central control module will compare the geographical position provided by the key to keyway with the real time data from the GPS or similar system. The central control module would then allow or disallow the access. This allows for the key to be fully encrypted and the keyway to be fairly simple. The central command module would utilize the cryptographic module to encrypt or decrypt as needed. The keyway could be a fairly standard design except for an additional control interface that allows the central control module to control whether the keyway locks or unlocks in order to retrieve encrypted location data and the identification data for the key itself  
         [0056]    Writing geographical location data into programmable key  23  is carried out using a further key programming interface  17  associated with digital terminal equipment located at network operations center  15 , such as a point of origin supervisory dispatch center. Like the keyway  22  of the programmable lock  25  within the cargo transport container  20 , the key programming interface  17  provides communication capability between the programmable key  23  and a control processor  18 , through which a terminal operator may program prescribed access control information into programmable key  23  that has been inserted into the key programming interface  17 .  
         [0057]    At the network operations center  15 , the dispatch operator may program one or more permission use parameters, and also enter geographical position data associated with the destination location of the cargo transport container  20 , access to which is to be controlled by the programmable key  23 . Once the cargo transport container  20  is closed and locked, it generally cannot be reopened until it has reached its destination location, and the programmable lock  25  on board the cargo transport container  20  has verified that the geographical position data from the position location receiver  46  at that location effectively corresponds to what has been programmed into the memory of the programmable key  23  at the network operations center  15 . A novel feature of the present invention, however, allows the container lock instructions to be overridden at any point during cargo transfer. This feature is particularly useful when unscheduled stops require that the container be opened so that the contents can be tended to or so that government officials, such as customs agents, may inspect the contents of the cargo transport container  20 . In such cases, the network operations center  15  can be notified and the operator, after confirming the necessity for gaining access to the cargo transport container  20 , may wirelessly send overriding access instructions to the cargo transport container  20 .  
         [0058]    Geographical location-based enabling of the programmable key  23  may be optionally supplemented by one or more secondary parameters, such as date, user/driver identification, etc., that may be entered by an auxiliary input/output device, e.g., keypad  47  associated with the position location receiver  46 .  
         [0059]    Since the programmable lock  25  need only detect that the programmable key  23  has been enabled to operate the programmable lock  25 , it does not need to be connected to any secondary site verification electronics, allowing the programmable lock  25  to be a stand-alone item that is physically isolated from the vehicle  30 . This isolation and autonomous operation of the programmable lock  25  allows the lock&#39;s circuitry to be installed in a protected environment at the inside of an access door to the cargo transport container  20 . It also allows the keyway  22  to be retained within a highly fortified housing  19  mounted to or mounted as a part of the exterior  24  of the cargo transport container  20 , and which readily engages a door latching mechanism, such as a transportation industry standard J-hook latch.  
         [0060]    In a preferred embodiment, the programmable lock  25  is mounted on the interior  27  of the cargo transport container  20  and controls access to the cargo transport container  20 . The programmable lock  25  can be opened or closed using the programmable key  23  as described above or, in the alternative, by supplying biometric data  12  to a biometric sensor interface  92  as best seen in FIG. 3. This feature allows keyless entry into the cargo transport container  20  where authorized access is confirmed through a biometric sensor  90 . The biometric sensor  90  can be designed to allow entry based on fingerprints, retinal eye-scans, face-recognition, etc. Biometric sensor  90  includes those such as keypad  47  for entering access codes, fingerprint readers, and voice print sensors to verify the identity of individuals  12  with authorized access and to communicate unauthorized attempts to access the cargo transport container  20  back to the network operations center  15 . The cargo transport container  20  will contain interfaces  92  for each biometric sensor  90 . These interfaces  92  will not provide access to the internals of the cargo transport container  20 . In a preferred embodiment, the various interfaces  92  are integrated into grid such that the tamper detection sensors  60  work synergistically with the biometric sensors  90  to detect any attempts to modify, replace, or remove any of the biometric sensors  90 . The programmable lock  25  can either have the comparative biometric data stored within a memory module  100  within the cargo transport container  20 , or biometric profiles can be forwarded wirelessly to the cargo transport container  20  through the network operations center  15 . The latter technique is particularly useful when government officials request entry. In such cases, the biometric profile of government officials from a variety of unrelated agencies can be downloaded from a governmental database and forwarded to the cargo transport container  20  by the network operations center operator.  
         [0061]    Antenna  28  on the cargo transport container  20  permits the lock  25  to communicate with an optional repeater device  29  or directly with the network operations programmable center  15 . As shown in FIG. 5, the repeater device will take on two general embodiments. In FIG. 5A, the repeater  140  is located in the cargo hold  31 . The internal antenna  141  is also inside of the hold  31  and may be separate or apart of the repeater enclosure. The external antenna  32  is mounted on the vehicle  30  at a location where there is good “RF visibility” to the network operations center  15 . In FIG. 5B, both the internal antenna  141  and external antenna  32  are physically separate from the repeater  140 . The repeater  140  is installed on the vehicle  30  at a location where access to power is available and convenient. It is also possible for the external antennae  32  and the repeater  140  to be integrated into the same enclosure without departing from the advantages illustrated in FIG. 5B.  
         [0062]    The repeater devices will have many of the capabilities and functionalities of the container&#39;s security/lock system. As illustrated in FIG. 4, all modules and systems in the repeater  140  are contained within a tamper-resistant enclosure  160 . As with the cargo transport container  20 , the repeater enclosure  160  is constructed with materials and mechanisms that resist unauthorized attempts to open, cut, or otherwise access the internals of the enclosure  160 . Unlike the container  20 , however, the repeater  140  will be sealed. No lock system or external access point will exist. The repeater  140  will have two antenna interfaces that allow the repeater  140  to be connected to additional antennae. These interface will not provide access to the internals of the repeater  140 . Interface  142  is for connecting antenna  141  located on the interior of the vehicle  30  or on the interior of the cargo hold  20 . Antenna interface  143  is for connecting antenna  32  to the repeater  140  and aids in establishing communication with the network operations center  15  and/or GPS, LORAN, or other external geolocation system components such as satellites  120 , towers, buoys, etc.  
         [0063]    As illustrated in FIG. 4, the repeater  140  will include a power management module  153  having a removable power source  155  such as a battery or fuel cell. The power management module  153  has external power interface  154  but does not provide access to the internals of the enclosure  160 . The removable battery  155  will provide operating power to the repeater  140  when external power  59  is not available. During normal operations, the ship or vehicle  30  will provide power to the repeater  140 . The battery or fuel cells  155  provide power when external power  59  is disengaged for any reason. It is anticipated that external power will be available to the repeater  140  on board all ships and trucks. Power management module  153  will detect the presence of external power  59 . The power management module  153  will send signals  156  to the central control module  147  indicating the state of the battery  155  and the presence, absence, and quality of external power  59 . A key security feature is that the repeater  140  will, using battery or fuel cell power  155 , send an alert to the network operations center  15  whenever power is disengaged or whenever there are notable changes in power quality. The alert may include additional information deemed relevant by security professionals such as most recent repeater geophysical location.  
         [0064]    The repeater  140  will include tamper detection sensors  149 . While the repeater  140  is tamper resistant, the sensors  149  will signal the central control module  147  if and when the enclosure  160  has been opened or breached. The tamper detection sensors  149  will be fully contained by the tamper resistant enclosure  160 . In some cases, the tamper resistant enclosure  160  may, itself, contain sensors that detect a breach. One of the tamper detection sensors may be a coating on the container enclosure  160  or walls that is activated by changes in environmental conditions such as light and temperature. An additional tamper detection sensor  149  may be a system that transmits electromagnetic and optical pulses through the walls and doors of the container  20 . These sensors  149  will detect changes in the material, composition and structural integrity of the container walls and doors.  
         [0065]    The repeater has two radio frequency communications modules  144 ,  145 , one for communicating with cargo containers stored on the vehicle and one for communicating with the network operations center  15 . Data or communications intended to travel between a cargo container  20  and the network operations center  15  are relayed through/by the internal communication system  144 , central control module  147 , and external communication systems  145  with no additional encryption. Data traveling between a cargo container  20  and the network operations center  15  is therefore not modified in any form within the repeater  140 . The cargo container  20  and network operations center  15  each provide their own point-to-point or end-to-end encryption that secures their communications. The repeater  140  may optionally contain a cryptographic system  148 . All communications intended to control the repeater  140  or that contain data about the repeater  140  will be encrypted. In dealing with information about the repeater  140 , the repeater and network operations center  15  will communicate using a “private, encrypted channel” using different encryption keys from those used between any cargo container  20  and the network operations center  15 . A central control module  147  will aggregate, analyze and manage all modules. In particular, the central control module  147  will store location and repeater status data in memory modules  150 . Control module  147  will also transmit data (from memory) to the network control center  15  when connectivity is available (assumed to be the majority of the time). A memory system  150  will store data about the repeater  140 . The memory module  150  will include volatile memory  152  (memory that is erased in the absence of power) and non-volatile memory  151  (memory that persists through the absence of power).  
         [0066]    The cargo transport container  20  in its preferred embodiment is a self-contained unit where all components are contained within a tamper resistant enclosure. The cargo transport container  20  is constructed with materials that resist unauthorized attempts to open, cut, or otherwise access the contents of the cargo transport container  20 . A standard low cost technique for tamper resistance is to encase the entire assembly in epoxy or some other similar material, which may contain a fibrous mesh that is difficult to cut or a material that is hard or contains hard particles thus making it hard to cut or penetrate. When using this technique, the cargo transport container  20  will have an antenna interface  35  as best seen in FIG. 2. The antenna interface  35  will not provide access to the interior  27  of the cargo transport container  20 , but will simply serve as a socket in which the container antenna  28  can be inserted. In an even more preferred embodiment, the antenna interface  35  is not required, and the cargo transport container  20  itself or grid (not shown) including electronic circuitry encased between the exterior  24  and interior  27  of cargo transport container  20  serves as the container antenna  28 . In one preferred embodiment, the container antenna  28  will be coated on the exterior surface  24  of the cargo transport container  20  in a manner similar to those used to construct strip-line transmission lines or strip-line antenna. In this embodiment, the cargo transport container  20  is completely closed to the outside environment.  
         [0067]    The electronic circuitry that forms the grid is capable of transmitting and receiving a pulse  37 . When the grid is altered through tamper or intrusion into the interior  27  of the cargo transport container  20 , the interruption in the grid can be communicated by pulse  37  to the central control module  40  and to the communication system  70  and finally back to the network operations center  15 .  
         [0068]    The interior  27  of the cargo transport container includes a removable power source  50 , such as a battery or a fuel cell, which is housed within a power management module  55 . The removable power source  50  does not provide access to the interior  27  of the cargo transport container  20 . A removable battery  50  provides operating power to the cargo transport container  20  when external power source  59  is not available. The power management module  55  has an external power interface  58  such as socket that allows the cargo transport container  20  to be connected to external power source  59  through a standard electric cable. Similar to the antenna interface  35 , the external power interface  58  will not provide access to the interior  27  of the cargo transport container. The external power interface  58  will be used to provide power to the cargo transport container  20  when the cargo transport container  20  is stored in the hold  31 . It is anticipated that external power source  59  will be available in some ports of call and possibly on board the vehicle  30 . The external power interface  58  allows the cargo transport container  20  to minimize battery drain during operation and to recharge the removable battery  50  in many situations. The power management module  55  will detect the presence of external power and optimize battery life and use of available power. The power management module  55  is capable of communicating as depicted by arrow  53  to the central control module  40  to optimize the frequency and duration of data broadcasts when the state of the removable power source  50  and the presence or absence of external power source  59 . The communication allows the central control module  40  to minimize the duration of data broadcasts when the cargo transport container  20  is operating solely on battery power during long cargo transport.  
         [0069]    The cargo transport container  20  also includes tamper detection sensors  60 . While the cargo transport container  20  is tamper resistant, the tamper detection sensors  60  signal to the central control module  40  if and when the enclosure has been opened or breached. The tamper detection sensors  60  will be fully enclosed by the cargo transport container  20 . In a preferred embodiment, the tamper detection sensors  60  are coated on to the cargo transport container  20  and activated by changes in the physical integrity of the cargo transport container  20  such as unauthorized penetration into the interior  27  of the cargo transport container  20 . Still a more preferred embodiment occurs when an electronic grid is employed to transmit electromagnetic and optical pulses through the walls and doors of the cargo transport container  20 . The tamper detection sensors  60  essentially detect changes in the material composition and structural integrity of the cargo transport container  20 . The mesh or grid thus serves as a circuit that conducts the pulse  37 . The pulse  37  can include radio, optical, or acoustic pulses that probe the container  20  to determine if a material or structural change has occurred in the walls. In some instances the pulse  37  operates in a manner similar to seismographic measurements that are used to map features that are underground. Radio or optical, including X-ray, techniques may also be possible if the container  20  is constructed with suitable material.  
         [0070]    The cargo transport container  20  may also utilize a radio frequency communication module such as a RF communication system  70  which is housed within the interior  27  of the cargo transport container  20 . The RF communication system  70  serves to transmit data to the network operations center  15  and to receive data from both the network operations center  15 . The RF communication system  70  is capable of routing data through a cryptographic system  80  which receives instructions  82  from the central control module  40 . All communication to and from the network operations center  15  can therefore be encrypted.  
         [0071]    In a preferred embodiment, the cargo transport container  20  may optionally contain a variety of environmental sensors  90 . The environmental sensors  90 , which are typically integrated with and/or maybe the same as the tamper detection sensors  60 , may use a variety of means to detect physical changes in the environment including changes in temperature, humidity, and barometric pressure. The environmental sensors  90  are also capable of detecting the presence of contraband on a molecular or atomic scale by using any one of a variety of analytical techniques including chromatography, mass spectroscopy, uv/vis spectroscopy, infra-red spectroscopy, magnetic resonance spectroscopy, radiation detector and radiation spectroscopy such as alpha, beta, and/or gamma radiation spectroscopy, and chemical sensors.  
         [0072]    In a still more preferred embodiment, the cargo transport container  20  may have a digital camera/video recorder  130  capable of transmitting or streaming video images of the person attempting to access the cargo transport container  20  to the network operations center  15  when an alert of container security is detected. Such a device serves as a secondary verification source and is particularly useful for alerting the network operations center  15  to circumstances when persons with authorized access are forced against their will to allow unauthorized persons access to the cargo transport container  20 .  
         [0073]    The central control module  40  is responsible for the aggregation, analysis and management of data from the various modules housed or integrated into the cargo transport container  20 . One of the more important functions for the central control module  40  is the routing  95  of sensor data to and from memory  100 . The central control module  40  will also transmit data from memory  100  to the network control center  15  when connectivity is available. This type of periodic “download” from the memory  100  to the network operations center  15  permits the reuse of memory  100  within the cargo transport container  20 . In a preferred embodiment, the memory  100  will store sensor data into volatile memory  105  and non-volatile memory  110 . The data stored in volatile memory  105  is typically sensor data that is time sensitive such as heartbeat pulse data, environmental condition data, and container power status that may be communicated in periodic downloads with the network operations center  15 . Non-volatile memory  110  is stored on a more permanent basis and could include container signature data, key access data, and biometric data that enables access to the cargo transport container  20 . Non-volatile container data can be updated at anytime by transmission between the network operations center  15 .  
         [0074]    The preceding description is exemplary rather than limiting in nature. Variations and modifications to the disclosed examples may become apparent to those skilled in the art that do not necessarily depart from the purview and spirit of the invention.