Daily Archives: August 18, 2021

Rochester, N.Y. Eastman Kodak Company and Pacific Office Automation (POA), the largest office and printing technology equipment dealer in the United States, have announced an agreement under which Pacific Office Automation will become a key distributor of Kodak digital print solutions. Complementing Kodaks U.S. sales efforts, the collaboration with Pacific Office Automation will increase accessibility of Kodaks leading digital print equipment including KODAK NEXFINITY and KODAK PROSPER Presses to U.S.-based customers.

As digital print continues to gain momentum, we are excited to be working with POA to make Kodaks highly versatile and efficient digital print solutions even more accessible, said Jeff Perkins, U.S. VP Digital Print, Eastman Kodak Company. Our collaboration with POA will help organizations seize new opportunities with digital print to optimize their businesses and increase profitability.

Kodaks differentiated digital print technology offers print quality and productivity that rivals offset, allowing commercial printers, publishers, packaging companies and others in the print industry to respond to the growing need for quicker turnarounds and greater customization. Products such as the KODAK NEXFINITY Digital Press and KODAK PROSPER Presses enable printers to increase their profit potential by delivering consistent, outstanding quality at a very low cost per page.

Pacific Office Automation looks forward to our relationship with Kodak, said Doug Pitassi, President, Pacific Office Automation. The technology they provide fills a demand that we know will satisfy our current customers and the new ones that we acquire. We look forward to a great future.

Pacific Office Automation is a privately held technology company based in Beaverton, Oregon. With 31 locations and 1,200 employees across the Western U.S., POA operates both nationally and internationally. As the United States largest authorized dealer of the highest quality printing technology manufacturers, POA provides customers with managed IT services, both multi-function printers and managed print services, Unified Communications, SAAS, mailing & sending, cloud security cameras and more. Pacific Office Automation provides a full customer experience.

Kodak equipment is available through Pacific Office Automation effective 8/1/2021.

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Kodak and Pacific Office Automation Announce Reseller Agreement - WhatTheyThink

Artificial intelligence and automation are the new farmhands as growers try to boost productivity amid soaring global demand for food, biofuels and other agricultural products.

Why it matters: Farmers one day will be able to manage their fields from their kitchen table, using a smartphone or tablet to drive machinery, inspect plants and irrigate or treat crops with fertilizer or insecticides.

Driving the news: Agriculture machinery giant Deere & Company last week acquired Bear Flag Robotics for $250 million.

The big picture: With the United Nations predicting the world population will grow to 9.7 billion people by 2050, the agriculture industry says it will need to double the amount of food, feed, fiber and bioenergy it produces.

Yes, but: There aren't enough farmworkers. Agriculture jobs are projected to grow just 1% from 2019 to 2029, slower than other occupations, according to the U.S. Bureau of Labor Statistics.

Between the lines: Think of a farm as a huge outdoor factory with time-sensitive processes that need to run efficiently all year long.

State of play: Deere first installed GPS technology in its machines in 1993 to create more precise maps of farmers' fields.

What to watch: Despite the overall shortage of skilled farm labor, the BLS expects jobs for agricultural equipment operators to jump 11% between 2019 and 2029 much faster than the average for all occupations.

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Robots are the new farmhands - Axios

Content Automation AI Tools Marketresearch Report is a valuable supply of perceptive information for business strategists. This Content Automation AI Tools Market study provides comprehensive data which enhances the understanding, scope and application of this report.

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The Content Automation AI Tools Market report profiles the following companies, which includes: Adobe Systems, Cognizant, IBM Corporation, Microsoft Corporation, Google LLC

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Table of Contents

Global Content Automation AI Tools Market Size, Status and Forecast 20241 Market Overview2 Manufacturers Profiles3 Global Content Automation AI Tools Sales, Revenue, Market Share andCompetitionby Manufacturer4 Global Content Automation AI Tools Market Analysis by Regions5 North America Content Automation AI Tools by Countries6 Europe Content Automation AI Tools by Countries7 Asia-Pacific Content Automation AI Tools by Countries8 South America Content Automation AI Tools by Countries9 Middle East and Africa Content Automation AI Tools by Countries10 Global Content Automation AI Tools Market Segment by Type11 Global Content Automation AI Tools Market Segment by Application12 Content Automation AI Tools Market Forecast13 Sales Channel, Distributors, Traders and Dealers14 Research Findings and Conclusion15 Appendix

Overview of the chapters analysing the global Content Automation AI Tools Market in detail:

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Content Automation AI Tools Market Rapidly Growing Dynamics with Forecasts to 2021 | Adobe Systems, Cognizant, IBM Corporation, Microsoft Corporation,...

A company was experiencing rapid growth that led to a network environment in constant flux and security struggling to keep up. The network was also dispersed across several regional offices with various teams and processes, presenting a huge challenge to getting comprehensive visibility and intelligence that took in the complete context of the organisation. Each team was relatively small and struggling with day-to-day management, let alone strategic security goals.

Challenges included:

The results were:

Learn how this Skybox customer used comprehensive visibility and contextual intelligence to provide the foundation of their security operations centre (SOC), quickly identify exposures and assess networks amid the WannaCry attack.

About Skybox SecurityOver 500 of the largest and most security-conscious enterprises in the world rely on Skybox for the insights and assurance required to stay ahead of dynamically changing attack surfaces. Our Security Posture Management Platform delivers complete visibility, analytics and automation to quickly map, prioritise and remediate vulnerabilities across your organisation. The vendor-agnostic solution intelligently optimises security policies, actions and change processes across all corporate networks and cloud environments. With Skybox, security teams can now focus on the most strategic business initiatives while ensuring enterprises remain protected. We are Skybox.

Secure more, limit less. Visit http://www.skyboxsecurity.com for more information or have a look at all of the recent Skybox Security content on hub.techcentral.co.za/skybox.

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Skybox case study: Improving the SOC through visibility and automation - TechCentral

Editors Note: Major Tool & Machine will host a live tour of their 600,000 square-foot facility and lead a strategic case study on their automation efforts at our Smart Manufacturing Summit in Indianapolis Sept. 9-10. Learn more >

In confronting an acute shortage of skilled workers at Major Tool & Machine, Mike Griffith is facing a battle that has become commonplace for U.S. manufacturing leaders these days. So the president of the Indianapolis-based outfit is turning to an increasingly used solution: automating the heck out of what happens on the factory floor.

Major Tool is a contract precision manufacturer that puts together big, big components and systems for industries including aerospace, defense, oil and gas and nuclear power. As a high-variety, low-volume shop, Majors main activities are CNC machining, welding, large assembly and testing. So Major has been utterly dependent on the skills and experience of its workforce of about 415 people.

But a labor squeeze thats been building for years has climaxed in an unprecedented choking effect that could throttle Majors growth at a time of tremendous opportunity.

Were always going to need people, but our days of being able to hire 15 skilled machinists a year are over, Griffith told Chief Executive. We would be happy with two or three a year now, and if were going to find them, typically were going to have to convince them to leave their current employer.

Major has a robust internal training program, Griffith said, but its not enough. And youre starting with students who are typically at the vocational level. And on the machining side, because of the size and complexity of our machines, putting a machinist whos just gone through our training program directly on the shop floor with one of our large, complex CNC machines is pretty risky.

This has left Griffith and Steve Weyreter, CEO and scion of the family-owned company, with little choice but to turn to adaptive-control machining. Combining sensor technology and software with machines, this approach to industrial automation will allow Major to mimic much of the experience-based savvy that is demonstrated by skilled humans in monitoring conditions and detecting problems quickly in the assembly process and shutting down operations, if necessary, before significant damage is done.

The technology has been around, Griffith said. But now weve got more of a reason, a business case, to pursue it. Our real focus is to rely more on process and less on people skills.

Griffith said that traditional machinists can tell what to do by feel, vibration and sounds that the tools are making. But those are skills it takes years to develop. My hope is that adaptive-control machining will take all those things and automatically adjust them and make the most efficient process possible.

Indeed, Major has several reasons to swing into adaptive-control machining in the face of a paucity of skilled humans. One reason is to protect ourselves on a large, complex machine, and with large, complex work, and not having someone who doesnt have the skill level we would prefer. Another reason is that adaptive machining improves efficiency, increases tool life and reduces breakage. And if something goes wrong, itll stop the machine before theres damage.

And damage that shuts down a machine or a line can have huge ripple effects. Im looking at adding sensors to equipment with a single point of failure, like an air compressor, because if it fails, it could shut down a line that Im relying on for keeping 30 people working.

So, Major has begun to spend $25,000 to $40,000 per installation of adaptive machining in the plant and could perform as many as 30 separate installations, depending on how far we want to take it, Griffith said. As much as half the cost of the installations, up to a total of $200,000, may be reimbursed by the state of Indiana under a Manufacturing Readiness grant, Griffith said.

Automating processes isnt new to Major, Griffith stressed. And, logically, much of that has covered simple functions. But the more complex process you can automate, the more risk youre reducing in your process, he said. And all of this is about identifying and reducing risk. The labor crisis has just forced us to look at tech options to help us get there.

And, he advised other manufacturing leaders, turning to automation technology as sophisticated and expensive as adaptive-control machining isnt a panacea. Theres no one solution, Griffith said. You have to be working on a lot of different things to address the problem anywhere from how we grow our people in training programs, to getting people in the door, to looking at software.

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How Major Tool & Machine Is Automating Its Way Out Of The Labor Squeeze - Chief Executive Group

Banks leveraging the new partnership between iGTB Trade Finance and essDOCS will benefit from a unique value proposition that will future-proof their business as digital transformation, paving the way for finally eliminating paper and age-old labour intensive business practices, typically leads to a 10% increase in revenues

London, UK and Swieqi, Malta, August 12, 2021 Intellect Global Transaction Banking (iGTB), the transaction banking specialist from Intellect Design Arena Limited, ranked #1 in the world for Transaction Banking by IBS Intelligence, today announces its partnership with essDOCS, the leading paperless global trade management company, to widen access to and adoption of trade digitalisation solutions.

Banks deploying iGTB Trade Finance, now in combination with the technology powerhouse of essDOCS used by nearly 60,000 companies in over 200 countries, will uniquely benefit from an ability to enable their corporate customers to extend their use of paperless trade, not only streamlining and automating document preparation processes but also eliminating the operational risks inherently associated with the manual processing of paper, thereby future proofing their business.

For generations, the business of trade and trade finance has been notoriously reliant on labour intensive paper-based processes, particularly with respect to crucial title documents such as bills of lading, warehouse warrants, bills of exchange and promissory notes. It is now increasingly clear that trade stakeholders require data to be made available by digital means, in a connected, secure online environment with real-time access to information.

Removing paper pain points in trade significantly reduces delays from document discrepancies, the most common cause, as well as supporting the increased availability of structured data for business intelligence purposes. Global trade banks could increase revenue by approximately 10% by adopting an integrated digital solution incorporating intelligent automation and collaborative digitalisation (source: Asian Banking & Finance).

Alexander Goulandris, Co-CEO, essDOCS said, We are excited to be collaborating with iGTB, with whom we share a common vision of enabling paperless trade by providing future-proof digital trade solutions that eliminate paper-based processes and make trade finance more secure, smarter and faster.

essDOCS CargoDocs solution enables users to digitally prepare, manage, sign, legally transfer and e-present trade documentation in an auditable platform powered by automation. CargoDocs connects all trade value chain stakeholders (such as exporters, advising banks, issuing banks and importers) through its secure digital platform, which fully conforms with the International Chamber of Commerce (ICC) eUCP and eURC regulations, in addition to the upcoming URDTT (Uniform Rules for Digital Trade Transactions).

By syncing with essDOCS, iGTB bank and corporate users will be able to access CargoDocs digital document capabilities and use the solution for trade finance transactions under Letters of Credit (LCs), Documentary Collections, Guarantees and more allowing both banks and corporates to access all data and documents under any given financing instrument in a single, secure platform.

Commenting on the partnership, Manish Maakan, CEO, iGTB said, Digital trade will reduce the cost of trade and finance and lead to more financial inclusion, and in turn yet more trade globally. Our alliance with essDOCS furthers our already extensive programme of partnerships with technology leaders in their field.

He continued, It is bound to increase operational savings by creating one standardised process and real time repository. Improving trade transparency and compliance while deploying tools which help to reduce risk, and the ability to automate transaction frameworks, will both play a big role for corporations to stay relevant in the ever-evolving world of trade. This partnership will capitalise on some superb leading-edge technology for trade digitisation, to help reduce time, errors, operational risk and stress in an industry that has for too long been dominated by paper and manual and inefficient processes.Source: essDOCS

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Intellect Global Transaction Banking (iGTB) and essDOCS partner for digitalisation and automation of trade finance processes - Hellenic Shipping News...

You know that universal sign we give truckers, hoping they'll sound their air horns? Well, you're gonna be hearing a lot less honking in the future. And with good reason. The absence of an actual driver in the cab. We may focus on the self-driving car, but autonomous trucking is not an if, it's a when. And the when is coming sooner than you might expect. As we first reported last year, companies have been quietly testing their prototypes on public roads. Right now there's a high-stakes, high-speed race pitting the usual suspects - Google and Tesla and other global tech firms - against start-ups smelling opportunity. The driverless-semi will convulse the trucking sector and the two million American drivers who turn a key and maneuver their big rig every day. And the winners of this derby, they may be poised to make untold billions; they'll change the U.S. transportation grid; and they will emerge as the new kings of the road.

It's one of the great touchstones of Americana: the romance and possibility of the open road. All hail the 18-wheeler hugging those asphalt ribbons, transporting all of our stuff across the fruited plains, from sea to shining sea. Though we may not give it a second thought when we click that free shipping icon, truckers move 70% of the nation's goods. But trucking cut a considerably different figure in the summer of 2019 on the Florida Turnpike. Starsky Robotics, then a tech startup, may have been driving in the right lane, but they passed the competition with 35,000 pounds of steel thundering down a busy highway with nobody behind the wheel. The test was a milestone. Starsky was the first company to put a truck on an open highway without a human on board. Everyone else in the game with the know-how keeps a warm body in the cab as backup. For now, anyway. If you didn't hear about this, you're not alone; in Jacksonville, we talked to Jeff Widdows, his son Tanner, Linda Allen and Eric Richardson - all truckers; and all astonished to learn how far this technology has come.

Linda Allen: I wasn't aware 'til I ran across one on the Florida Turnpike and that just-- it just scares me. I can't imagine. But I didn't know anything about it.

Jon Wertheim: No one's talkin' about it at work.

Jeff Widdows: Nobody, never, never.

Eric Richardson: I didn't know that it'd come so far. And I'm thinking, "Wow. It's here."

He's right. The autonomous truck revolution is here. It just isn't much discussed - not on CB radios; and not in statehouses. And transportation agencies are not inclined to pump the brakes. From Florida, hang a left and drive 2000 miles west on I-10 and you'll hit the proving grounds of a company with a fleet of 50 autonomous rigs.

Jon Wertheim: This is a shop floor? Or this is a laboratory

Chuck Price: It's both.

In the guts of the Sonoran Desert, outside Tucson, Chuck Price is chief product officer at TuSimple, a global autonomous trucking outfit valued at more than a billion dollars with operations in the U.S. and China. At this depot, $12 million worth of gleaming self-driving semis are on the move.

Jon Wertheim: Right now we've got safety operators in the cab. How far away are we from runs without drivers?

Chuck Price: We believe we'll be able to do our first driver-out demonstration runs on public highways in 2021.

That's the when. As for the how...

Chuck Price: Our primary sensor system is our array of cameras that you see along the top of the vehicle--

Jon Wertheim: Heard about souping up vehicles. This takes it to a new level.

Chuck Price: It's a little bit different yeah.

The competition is fierce, so much so their technology is akin to a state secret. But Price points us to a network of sensors, cameras and radar devices strapped to the outside of the rig, all of it hardwired to an internal AI supercomputer that drives the truck. It's self-contained so a bad WiFi signal won't wreak havoc on the road.

Chuck Price: Our system can see farther than any other autonomous system in the world. We can see forward over a half mile.

Jon Wertheim: You can drive autonomously at night?Chuck Price: We can. Day, night. And in the rain. And in the rain at night.

And they're working on driving in the snow. Chuck Price has unshakable confidence in the reliability of the technology; as do some of the biggest names in shipping: UPS, Amazon and the U.S. Postal Service ship freight with TuSimple trucks. All in, each unit costs more than a quarter million dollars. Not a great expense, considering it's designed to eliminate the annual salary of a driver; currently around $45,000. Another savings: the driverless truck can get coast-to-coast in two days, not four, stopping only to refuelthough a human still has to do that.

We wanted to hop in and experience automated trucking firsthand.

Jon Wertheim: I feel like it's our turn on Space Mountain.Chuck Price was happy to oblige. We didn't know what to expect, so we fashioned more cameras to the rig than NASA glued to the Apollo rockets...

Maureen Fitzgerald: Is everybody buckled in?

ALL: Buckled in.

Maureen Fitzgerald: Three, Two, One.

...and we hit go.TRUCK COMPUTER: Autonomous driving started.

We sat in the back alongside the computer. In the front seat: Maureen Fitzgerald, a trucker's trucker with 30 years experience. She was our safety driver, babysitting with no intention of gripping the wheel, but there just in case. Riding shotgun: an engineer, John Panttila, there to monitor the software. The driverless truck was attempting a 65-mile loop in weekday traffic through Tucson.

The route was mapped and programmed in before the run, but that's about it - the rest was up to the computer, which makes 20 decisions per second about what to do on the road. As we rolled past distracted drivers, disabled cars, slow-pokes and sheriffs, our safety driver kept vigil but never disengaged the driverless system.

John Panttila: Watching the front targets close in a hundred. Yep. Got to cut in right now. 55 mile an hour. Bad cut-off.

Jon Wertheim: This guy just flagrantly cut off--

Chuck Price: He just really cut us off.

Jon Wertheim: We did not honk at him. Did we disengage?

Chuck Price: We did not disengage. This vehicle will detect that kind of behavior faster than the humans.

Jon Wertheim: How far are we from being able to pick up the specific cars that are passing us? "Oh, that's Joe from New Jersey with six points on his license.Chuck Price: We can read license plates. So if there was an accessible database for something like that, we could.

Chuck Price says that would be valuable to the company though he admits it could create obvious privacy issues. But TuSimple does collect a lot of data, as it maps more and more routes across the southwest. Their enterprise also includes a fleet of autonomous trucks in Shanghai, as well as a research center in Beijing. The data collected by every truck, along every mile, it's uploaded and used by TuSimple, they say only to perfect performance on the road. Maureen Fitzgerald is convinced that tusimple's technology is superior to human drivers.

Jon Wertheim: You call these trucks your babies? What do your babies do well, and what could they do better?

Maureen Fitzgerald: This truck is scanning mirrors, looking 1,000 meters out. It's processing all the things that my brain could never do and it can react 15 times faster than I could.

Most of her two million fellow truckers are less enthusiastic. Automated trucking threatens to jack-knife an entire $800 billion industry. Trucking is among the most common jobs for american's without a college education. So this disruption caused by the driverless truck, it cuts deep.

Steve Viscelli: As truckers like to say, if you bought it, a truck brought it.

Steve Viscelli is a sociologist at the University of Pennsylvania and an expert in freight transportation and automation. He also spent six months driving a big rig.

Jon Wertheim: What segment do you think's gonna be hit first by driverless trucks?Steve Viscelli: I've identified two segments that I think are most at-risk. And that's-- refrigerated and dry van truckload. And those constitute about 200,000 trucking jobs. And then what's called line haul and they're somewhere in the neighborhood of 80,000-90,000 jobs there.Jon Wertheim: So you're talkin' 300,000 jobs off the top-- It's a big number.Steve Viscelli: It is a big number.

The Florida truckers we met represent 70 years experience and millions of safe driving miles. They say they love the job and when asked to describe their work they kick around words like vital, honest and patriotic.

Eric Richardson: It makes you feel like you could-- should just poke your chest out with the responsibility (LAUGH) that you're taking on kinda makes you feel like a-- like you're needed.

Asked about driverless trucks, they feel like they are being run off the road. But another issue troubles them even more.

Jeff Widdows: I think that companies need to keep safety in mind You have a glitch in a computer at that speed--

Linda Allen: Yeah.

Jeff Widdows: (LAUGH) you can do some damage--

Linda Allen: There's too many things that can go wrong.

Eric Richardson: One of them semis hits something that's small, like a car or a passenger car, or anything like that, it's a done deal. I mean...

Linda Allen: I was on 75-- last month-- through Ocala. And there was a bad accident So a state trooper came out. And he was hand-signaling people. "You go here. You go there." How's an autonomous truck gonna recognize what the officer is trying to say or do? How's that gonna work?

Jon Wertheim: Sympathy, empathy, fear, code, eye contact-- I don't know how you create an algorithm that accounts for all that.

Linda Allen: You can't.

Jon Wertheim: Does the public have a right to know if they're testing driverless trucks on the interstate--

ALL: --absolutely--

Tanner Widdows: That's-- well, that's our concern, is -- who's watching this? Who's making sure they're not throwing something unsafe on the road?

Sam Loesche: I think a lot of it-- is being done with almost no oversight from-- good governance groups, from the government itself

Sam Loesche represents 600,000 truckers for the teamsters. He's concerned that federal, state and local governments have only limited access to the driverless technology.

Sam Loesche: A lot of this information, understandably, is proprietary. Tech companies wanna keep, you know, their algorithms and their safety data-- secret until they can kinda get it right. The problem is that, in the meantime, they're testing this technology on public roads. They're testing it next to you as you drive down the road.

And that was consistent with our reporting.

Jon Wertheim: Do you have to tell anyone when you test?

Chuck Price: No, not for individual tests.

Jon Wertheim: Do you have to tell them where you test?

Chuck Price: We do not currently have to tell them where we test in Arizona.

Jon Wertheim: Or how-- how often you test?

Chuck Price: No.

Jon Wertheim: Do you have to share your data with any state department of transportation?

Chuck Price: Currently, we're not required to share data, we would be happy to share data.

Jon Wertheim: What about inspections? Does anyone from the Arizona DOT come by and-- and check this stuff out?

Chuck Price: The DOT comes by all the time. We talk with them regularly. It's not a formal inspection process yet.

We wanted to ask Elaine Chao, the secretary of the Department of Transportation during the Trump administration, about regulating this emerging sector. She declined an interview, but provided us with a statement which reads in part: "The Department needs to prepare for the transportation systems of the future by engaging with new technologies to address safety without hampering innovation."

To that point, Chuck Price is emphatic that driverless trucks pose fewer dangers.

Chuck Price: We eliminate texting accidents, no distraction--

Jon Wertheim: Because there's no-- no texting while driving when there's a computer.

Chuck Price: There are no drunk computers. And the computer doesn't sleep. So those are large causes of accidents.

He adds that driverless trucks are more fuel efficient in part because they can stay perfectly aligned in their lane and unlike humans, are programmed never to speed, but he admits the profit motive is significant.

Jon Wertheim: You think there's a lot of money to be made here.

Chuck Price: There's certainly a lot of money to be made. There's a-- there's an opportunity to solve a very big problem.

Steve Viscelli says the industry may be imperfect, but he thinks the solution should not depend on driverless technology alone.

Jon Wertheim: What's your response to the technology companies that say, "Look, I'm trying to do something more efficiently, and I'm going to improve safety. This is American enterprise. What are you gonna get in the way of this for?"

Steve Viscelli: I'd say that-- that's wonderful. (LAUGH) But that's not your job. Right? Your job's to make money. Policy is gonna decide what our outcomes are gonna be trucking is a very competitive industry. The low-road approach often wins

Jon Wertheim: We talk about the internal combustion engine replacing the horse and buggy, and Eisenhower's Interstate System-- when we talk about these transformational markers in transportation-- Where's driverless trucking gonna rank?

Steve Viscelli: It's gonna be one of the biggest.

This spring, TuSimple was the first autonomous trucking company to go public - raising a billion dollars and with it, ambitious plans to expand their trucking routes in the Southwest and Texas, to Florida, Tennessee and the Carolinas.

Produced by Michael Karzis. Associate producer, Megan Kelty. Broadcast associates, Annabelle Hanflig and Cristina Gallotto. Edited by April Wilson.

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Automated trucking, a technical milestone that could disrupt hundreds of thousands of jobs, hits the road - 60 Minutes - CBS News