Yard Cameras Can Read the Truck. They Do Not Own the Dock Appointment
A warehouse can pick without a walker. A truck can move with limited intervention. The hand-off between them is still a gate where a driver stops, shows paperwork and waits for a person to decide. EAIGLE is a computer-vision and data-orchestration platform for that gate and yard. It reads the vehicle on existing cameras, checks access and passes the event to the systems around the building. Kaleris, C3 Solutions and Vector sell into the same layer: gate check-in, yard location and the move to the dock.
The company put that claim in front of more than 100 supply chain leaders at its inaugural Yard of the Future Summit in Toronto, announced on 1 October. The room included Walmart, P&G, Kraft Heinz, Mondelez, Kimberly-Clark, Staples and Loblaw. The live piece was gate automation at a Loblaw distribution center. EAIGLE said facilities using the platform see gate dwell drop below 30 seconds, throughput rise fivefold, fewer theft and fraud incidents, lower detention and a return in six months or less. Those figures are the company's. The release did not say the baseline, the site count, or who measured them.
The cost of the stop is already on the record outside the booth. The American Transportation Research Institute found that detention at customer facilities cost U.S. for-hire trucking $11.5 billion in lost productivity and $3.6 billion in direct expenses in 2023. Drivers experienced detention in 39.3% of stops.
The Dwell Is at the Gate, Not in the Aisle
Amir Hoss, chief executive of EAIGLE, said AI is creating smarter yard operations by bringing together the data, workflows and decisions that keep freight moving. "The yard is one of the most critical, yet overlooked parts of the supply chain. By connecting what happens at the gate with the transportation, warehouse and asset-management systems around it, we are eliminating manual steps, improving visibility and helping operations run more seamlessly from the moment a truck arrives to when it leaves."
The same gap is already in earlier coverage. In The Supply Chainer's piece on yard spotting, Austin Percifull, global key account manager at Körber Business Area Supply Chain, said: "From a labor and congestion standpoint, most dock pain comes from clustering, not total volume. AI forecasts hour-by-hour arrivals so labor plans and pick waves align with inbound flow, while optimizing door assignments to reduce forklift travel and idle time. When warehouses are hit with sudden 30% inbound spikes driven by port or carrier bunching, the difference in the first 24 hours is that AI-powered dock scheduling and yard orchestration systems can respond in real time, while traditional appointment calendars cannot."
A Camera Does Not Close the Appointment
EAIGLE rebranded Automated Vehicle Access Control to Blue Gate. The pitch is a FastPass: the gate sees what is arriving, validates what matters and decides what happens next, on cameras already installed. The company said it is supporting large-scale deployments across North America, with further openings in Latin America, Europe and India, and that it is expanding a Loblaw partnership and working with PortCity at high-throughput port facilities. Neither notice gave a site count.
A cleared gate is not a matched dock. In a written reply to The Supply Chainer, Jonathan Barrett, chief executive of Kallikor, said: "Supply chain leaders are being asked to make decisions of a different order to what came before, but the tools available to them have not kept pace. They were built for a simpler, more stable operating environment. Fewer than one in five major decisions are delivered as intended. That is not a leadership problem. It is a decision environment problem."
A camera that releases a truck in under 30 seconds removes the paper stop. It does not say whether the dock was ready, whether the trailer had a location, or whether detention had already started because the appointment was wrong. The $15 billion ATRI put on detention is a facility problem, not a gate-camera problem. If the warehouse is automated and the truck can arrive without a driver decision, the remaining failure is still the hand-off: who validates the load, who owns the exception, and whether the camera's decision is the same one the transportation system and the dock are acting on.
