Jason Kochel and Adam Silberfein
Dartmouth College Computer Science
March 10, 1999
Now, with the new millennium quickly approaching, companies are scrambling to identify and repair any computer systems which could malfunction on January 1, 2000. This remediation is difficult, because Y2K problems can occur not only in traditional computer programs but also in embedded chips, and identifying dates within these systems is tedious and expensive.
Background information specific to each sector can be found in the appropriate section.
3. Air Transportation
In this section we will examine the effects of Year 2000 on the aviation industry. The key players in this issue can be divided into two groups: federal agencies such as the FAA and ATA, and private companies and businesses like airlines and airports. Furthermore, with an industry as international in scope as air transportation, we cannot neglect the effect of the Y2K bug between nations. Thus the final topic of this section will be a brief discussion of the preparation of the rest of the world's airlines and airports. Almost every industry faces problems with Y2K, but travel, and specifically air travel, could be particularly vulnerable because of it is made up of many linked systems. Testing has therefore been an integral part of the entire Y2K preparation process. One extreme case involved Airbus, the world's second leading aircraft manufacturer, whose pilots flew across the international dateline with their clocks set to December 31, 1999. No problems were reported and the crew landed safely shortly thereafter [Boy99]. The United States aviation industry will either be prepared well in advance for January 1, 2000, or be responsible for everyone's worst nightmare, depending on your source. The one point upon which both sides seem to agree is that inconveniences are likely, because aviation depends on other industries such as telecommunications, power, and electricity.
Early on, during the awareness and assessment phases, the Federal Aviation Administration (FAA) fell behind by approximately 8 months, leading to criticism from the DOT Inspector General's Office and the General Accounting Office. More recently, however, the FAA has made great strides in fixing many of its most vulnerable systems. As a result, it has been reporting that most of its systems will meet the OMB deadlines. Specifically, the FAA identified 433 mission critical systems that required Y2K compliance testing. After performing this testing, the FAA determined that more than half of these systems were already Y2K compliant [Hou98].
In August, the DOT Inspector General's office complimented the FAA on its recent progress, but warned it to improve documentation in such areas as replacement parts and system interfaces. Despite this progress, as of September 29, 1998, the FAA estimates that 103 (24%) of its mission critical systems will miss the March 31, 1999 deadline for testing and implementation. Much of the concern stems from the fact that many of these systems are interdependent, and need to be tested together to ensure that Y2K failure does not occur. Additional testing of the FAA's Y2K contingency plans, for emergency situations and normal operational failures, remains to be completed. All of this work notwithstanding, the FAA insists that it is on target to test the entire system by the end of June. As a show of confidence, FAA administrator Jane Garvey intends to board a flight crossing the four time zones of the continental United States as we enter the next millennium [Bly98].
The FAA operates more than 150 computer-oriented systems that use more than 45 computer languages and consist of millions of lines of code [Sto98]. Along with testing its own computers, the FAA is working with private aviation companies to make sure that they, too, are ready for the millennium. "We've got a very short time to finish what's left," says Raymond Long, head of the FAA's $191 million Y2K effort. Still, he says that the agency would be ready [Wal99].
Not everyone is so sure. "The agency is frighteningly behind schedule to be ready for the year 2000," according to Sen. Robert Bennett of Utah, chairman of the Senate's Year 2000 Committee [Sto98]. This is based on the reports from the General Accounting Office saying that it is doubtful that the FAA could make all the necessary corrections in time. Dr. Edward Yardeni points out that the FAA has no direct control over providing fixes to commercial application software, off-the-shelf items, or non-developmental items upon which many critical systems rely [Yar98]. In many of these cases, the developers have long-since retired or moved on, and current owners are not able to accurately address the problem. He goes on to mention that ownership of software companies may have changed hands in recent years and that support may be lacking, or worse, upgrading to Y2K-compliant software would cost enough to put the company out of business altogether [Yar98].
Further concern stems from the fact that Year 2000 code-checking software is not entirely reliable, causing replacement systems to fail. New FAA-installed radar-tracking computers that guide airliners in the Chicago area have misidentified the speed and location of planes around busy O'Hare International Airport, and they lack reliable back-up systems [Hil98]. In a separate incident, the FAA had to upgrade the Enhanced Traffic Management System (ETMS) in 1997 by employing a patch provided by Hewlett-Packard. During testing, the system crashed because the patch was really a software package that searched for lines of code containing times and dates in ETMS, attempting to correct any problems it found. "When we ran [commercial] Year 2000 code-checking software, we discovered that these [references] sometimes didn't show up," said Bob Voss, the integrated product team leader for air traffic management at the FAA. "Just running date- and time-checking software isn't enough; you have to do hand analysis of the code" [Yar98]. This is one of the prime arguments for those who doubt that the FAA will be ready come January 1, 2000.
Worse, it is not even possible to patch some of the necessary computer components, simply because parts are no longer available. The IBM model 3083 mainframe serves as the computer core of the FAA's long-distance control system, even though they were built back in the 1970's. In October of 1997, IBM stated bluntly that "the appropriate skills and tools do not exist to conduct a complete Year 2000 test assessment of the IBM model 3083"[Ore99]. In response, IBM has decided to replace or "rehost" the 3083 by next year, using a system called Display System Replacement (DSR). The first one went online this past January, but there are still 19 en route centers that require complete replacement by December. But the question remains: how could this problem be remediated if IBM claimed it could not even be assessed? The answer lies in the FAA's definition of the word "renovation". One might assume something that had been renovated had been fixed, but not in this case. The FAA is actually only performing simulated repairs on a simulated version of the FAA computer system. While simulation seems to be the logical first step in a problem of this magnitude, it is a far cry from installing it on a real machine. To further confuse the situation, the FAA will not specify how much testing is actually being performed on real machines [Ore99].
The Air Transport Association (ATA), an industry association representing most of the major domestic and some foreign airlines, has assembled a committee to investigate Y2K compliance, referred to as the ATA Y2K Committee. This committee has been dealing not only with the airlines, but also with the businesses, industries, and organizations upon which the aviation industry depends, such as airports, equipment vendors, the FAA, Customs, and the National Weather Service. While the ATA has not been particularly critical of the FAA, it has expressed some concern over the readiness of airports. According to data collected by the ATA in September, 1998, "over 60% of the 81 airports surveyed indicate that they have no Y2K plan or are more than three months behind in their plans" [Hou98]. Despite this concern, there is encouraging news that most of the necessary Y2K fixes are not that complicated. Rather, the main concerns are recognition and funding of the problem. To address the concern about the state of the airports, the FAA is calling for the Aviation Trust Fund to fund the airports' Y2K plans.
Focusing on specific airports, we see that preparing for the next millennium is an expensive proposition, and making so many changes to computer systems carries the risk of introducing new bugs. Checking and repairing runway lights, fire alarms, snow plows, and other such systems, as well as replacing old, outdated systems such as automatic ticket dispensers in parking lots, will end up costing Cincinnati/Northern Kentucky International Airport about $6.4 million. Additional, less obvious concerns also need to be addressed: "Even the lights in our office go off at 6:30 at night, and a computer turns down the air conditioning," said airport spokesman Ted Bushelman [Dia99]. Pittsburgh International Airport faces dramatically lower Y2K costs, in the vicinity of $600,000. This cost reflects only the preparation of the computers maintained by the airport: "The airport's computers do not control the air traffic control system or aviation instruments," said Kent George, Department of Aviation director. "Those systems are run by the FAA, which has a national Y2K initiative of its own under way" [Ben99]. Nor do the airport's computers run individual airline's systems, such as security checkpoints, ticketing, and baggage handling. The airport is only interested in systems like heating, walkways and doors, and administrative computers.
From all reports, domestic airlines sound confident that they will avoid Y2K problems. The ATA allocated $15 million in 1998 and 1999 to guarantee this. Most of this money was spent on the gathering and dissemination of information, which cost more than the group spent on all activities in 1997. "Planes will not crash," said Thomas J. Browne, director of the association's Y2K program. "The only part of a plane that really needs to know the date," he said, "is the flight management computer, which handles navigation and related chores" [Wal99]. But it is not the planes, necessarily, that are causing such a stir among the aviation industry. For planes to fly, other airport systems have to work correctly, including jetways, fueling systems, and even parking lot cashier stations. Some airports are even checking the embedded computer chips in the fire trucks, because if an airport has no fire truck, it must shut down [Wal99]. "There's definitely going to be a level of inconvenience the traveling public is going to incur," says Christopher J. Tebo of the American Association of Airport Executives. "I don't know whether it will be having to walk up escalators, or there won't be as many flights to certain destinations" [Wal99].
Delta Airlines is an example of a domestic airline that, by preparing early for the next millennium, does not need to rush to fix its Y2K issues. "We are in place at the moment to have our critical systems completely remediated -- looked at and officially fixed -- by the end of this calendar year (1998)," says Kip Smith, manager of corporate communications for Delta in Atlanta [Sto98]. He maintains that safety remains their number-one concern, and their testing procedure is robust enough to use for baggage handling and reservation systems. Charlie Feld, Chief Information Officer of Delta Technology, says that the computerized reservation systems "was one of the first computer systems addressed in Delta's year 2000 program, in coordination with Worldspan, our CRS partner that operates and maintains the system" [PR99]. Northwest Airlines has also publicized the progress of their $55 million Y2K effort. After starting in 1996, they have corrected all glitches aboard their aircraft and are now addressing problems on the ground in such areas as employee identification and card scanners, baggage handling, luggage explosive detectors, computer information systems, and accounting software [Smi98].
February 4, 1999 was a big hurdle for airlines, since it was the first day customers could book tickets for flights departing on January 1, 2000. Computer reservation systems (CRS), such as Sabre Group, Galileo, and Worldspan have become an increasingly popular way of booking flights, and all reports indicate a successful transition to the next millennium, at least in theory. Analysts said that if the travel industry made it past February 4 without any major problems, it should perform equally well on New Year's Day [TIS99].
Certain airlines have warned that if the Y2K bug is not completely fixed worldwide by the next millennium, they will cancel some of their flights to the countries that fail to comply. Northwest Airlines spokeswoman Kathy Peach says, "Foreign countries are a legitimate concern. Some of them are not very far along in the process" [Smi98]. KLM, the national Dutch airline, has threatened to ground part of its fleet on December 31, 1999 because some airports and air traffic control systems lack proper solutions to the Y2K bug: "If somehow, somewhere, we believe that we cannot be absolutely certain that the whole chain of transport is controlled and protected, we will ground the aircraft for a certain route, or if we don't believe we can get our own systems ready for it. We don't take any risk. There will be no flying until we know," said Hugo Baas, a company spokesman [Thi97]. In an interesting ethical twist, he says that KLM is encouraging other airlines to share Y2K information, problems, and solutions with one another: "You have an industry responsibility, and you have a responsibility to society to share the knowledge and not use it competitively and keep it for yourself" [Thi97].
The bottom line is at this point, we cannot say if the Y2K bug will cause airlines to change their routes beginning next year, or drop them altogether, until the problem is remediated. KLM's CIO, Max Rens, sums it up nicely: "In answer to the question of whether I'll be flying over the millennium, I reply 'yo' -- that's a combination of yes and no... I'm fearful that there will be delays and detours. Planes will stay on the ground and within half a year some airlines will be facing bankruptcy" [Boy99].
4. Rail Transportation
In this section we examine the effect of the Y2K problem on the rail transportation industry. Railroad companies fall roughly into three categories: passenger railroads, freight railroads, and metropolitan commuter railroads. We look at the first two categories in this section. While commuter railroads are essentially a type of passenger railroad, they tend to be structured as part of larger metropolitan public transportation systems, and as such they are discussed in the next section. Within the broad scope of passenger and freight railroads, we consider the status of physical stock (trains, tracks, crossing signals), software side effects (business management/reservation systems, train traffic control), and the implications dependence upon related industries (electricity, telecommunications). We then look to the relevant government organizations and how their readiness and outreach affect private rail carriers. Finally we look at several major railroad companies as case studies.
To motivate the discussion of computer problems in the rail industry, let us look at an unrelated yet telling example from the recent past. In 1997, Union Pacific railroad merged with Southern Pacific Rail Corporation. As part of the merger, the software systems of the two companies had to be integrated, but conflicts between the two systems led to complications. The result was that Union Pacific became unable to track the location or schedule the movement of hundreds of its rail cars, effectively severing a large link in the supply chain. There is some disagreement over the exact cause of the problem: one source claims it was a direct result of Y2K [Zit98] while another says it was not Y2K related [Y2K98]. Regardless, many claim that the incident was "the biggest railroading crisis in decades" [Zit98] even though it was isolated within one rail carrier. "Experts agree that the turmoil caused in this instance could only be a fraction of the effects of the Y2K problem" [Y2K98].
Of course, computers are used in parts of the railroad industry beside trains. Dispatching and traffic-control operations are heavily computerized, both at central offices in train stations and out in the field in the form of grade crossing signals. In many cases, these control functions require interaction between computer systems of different railroads which share the same track space, or between the "client" carrier and the host railroad which owns the tracks. Maintenance workers use computerized tools for diagnostics and repair of rail equipment. For passenger railroads such as Amtrak, reservation tracking and marketing are critical. Freight railroads need to track shipment orders, often between their own computer systems and those of the shipper or some other mode of transportation which handled the previous leg of the shipment. One particularly interesting use of computers is for electronic bills of lading. A bill of lading is usually a negotiable document (i.e. whomever holds the bill is entitled to the goods) so if an electronic bill of lading were lost or corrupted, someone expecting a shipment of goods may not be able to claim it. Finally, more recent innovations in railroad technology include the use of global positioning systems (GPS) to track the location of trains and perform collision-avoidance [Hou98].
We now look inside some of these subsystems to evaluate their degree of susceptibility to Y2K issues. In general, for many computer systems, Y2K is not an issue simply because dates are either not used or not critical. Such systems are said to be "event-driven" in that they respond to current events independent of any notion of time. Most grade crossing signals fall into this class. For that reason, "signal suppliers, railroads, and [Federal Railroad Administration] staff have concluded that grade crossing signals are free of Y2K problems" [Itz98]. In addition, "electronic event recording systems keep track of grade crossing signals, but the signals are designed to operate even if the event recorders were malfunctioning due to a Y2K problem" [Itz98].
Train traffic control systems include signaling systems embedded in the tracks. These systems, used to automatically determine train location and track movement, are used on tracks which carry eighty percent of train traffic. Many of them are too old to face Y2K issues. The newer systems which are microprocessor controlled are also event-driven, so no Y2K problems are expected, though manufacturers are testing them to confirm this. Two of the most popular signaling and switching systems are operated remotely via computer from control centers. "The switches in the field generally are controlled by electro-mechanical devices" which are immune from Y2K issues. "The suppliers of the dispatching computer systems are currently performing Y2K compliance testing with the railroads" [Itz98].
The business management systems of railroad companies are also potential targets for Y2K problems. "The railroad industry was one of the first major industries in the United States to adopt large-scale mainframe computers for operations management. None of the software for those systems, written in COBOL in the 1960s and 1970s, was originally Y2K compliant" [Itz98]. Fortunately, many major railroads have recently replaced their entire software base with new systems which are Y2K compliant from the outset. Companies which still need to bring their software into compliance face a daunting task: "the business systems of each of the major railroads generally have more than 40 to 50 million lines of code" [Itz98].
[BNSF spokesman Jim] Sabourin says BNSF's Network Operations Center has a backup power supply, as do many other dispatching centers. ... [Amtrak CIO Steve] Roberts says Amtrak plans to deploy diesel-hauled trains in case Y2K pulls the plug on the [Northeast Corridor route]. However, such trains could not enter New York because diesel locomotives are barred from tunnels under Manhattan because of their exhaust. Amtrak would have to use alternate stations [Kel99].The second third-party industry upon which railroads depend is telecommunications. Railroads need telecommunications infrastructures for "voice radio communications between dispatchers, trains, and maintenance-of-way crews, telephone traffic, and data traffic for the operating and business systems" [Itz98]. Fortunately, many railroads (particularly those in the west) actually own and operate their own telecommunications networks "that include backbone systems consisting of microwave radios, fiber optic cables, pole lines, and buried copper cables; mobile voice and data radios; telephone switchboards; and wide area and local area data networks" [Itz98]. Eastern railroads also control some of their own services, but they rely on commercial providers more heavily. Regardless of who owns the telecommunications infrastructure, it still must by Y2K compliant, and all of the system owners are testing their equipment to ensure that it is. So far, it seems that because of the rapid rate of technological change in telecommunications, much of the equipment is new enough to have been compliant by design [Itz98].
In summary, despite all of the potential pitfalls, rail industry experts do not predict catastrophic failure on January 1, 2000. On the other hand, they do not rule out the possibility of significantly degraded operations:
FRA has evaluated worst-case scenarios for Y2K and believes that the greatest potential threat involves failures of railroad operating data and business systems that would impede ability to assemble and dispatch trains and to determine the location and status of cars, locomotives, and crews. FRA believes this type of failure to be unlikely to occur, but if not sufficiently addressed could cause slowdown or gridlock on railroad mainlines and in terminals [Itz98].
Without MTA services congested roads would paralyze the New York region; another 1.3 billion gallons of imported gas would have to find its way to our shores each year; the [Long Island] Expressway would need 15 more lanes to handle the additional traffic; the air would be a lot dirtier and regional commerce would grind to a halt [Zit98].Houston's METRO system casts a long shadow as well. Their system "covers a 1,281 square mile service area, has an employment of 3600, deploys a fleet of 1,360 transit vehicles and serves 79 million riders annually" [Hay98]. Nationwide, "no fewer than 5 urban areas have commuter rail systems that handle over 1 million passengers per week" [Ais99].
The survey also asked whether systems needed or wanted assistance in achieving compliance. Ten percent indicated that they needed some technical help from the Federal Transit Administration and nearly fifty percent expressed interest in attending an APTA workshop. Such outreach is available. Recently, "more than 150 transit professionals ... participated in a ... two-day 'Year 2000 Survival Workshop' held by APTA" [Pas99]. Beyond that, APTA has a Y2K website which "provides a completely downloadable plan with checklists, prewritten letters, frequently asked questions, employee handouts, etc." [Pri98]. The FTA, while not directly responsible for running or maintaining transit systems, "has made it one of [its] priorities to identify any problems that would affect the business process for both internal and external customers" [Pri98].
Fortunately for the transit systems facing these costs, financial help is available. In June 1998, President Clinton signed the "Transportation Equity Act for the 21st Century" or TEA-21. That bill guarantees a 40 percent increase in funding to transit systems, a total of "$198 billion for highway, transit, and intermodal projects, which encompasses the Y2K bug" [7,10]. The FTA also provides grants on an ongoing basis to fund transit agencies, but some systems may have difficulty in managing those grants (e.g., applying for them and handling the accounting). The APTA survey showed that "about 47 percent of respondents expected no problem concerning FTA grants management, while 7.6 percent expected some problems and 45 percent were not sure" [Pri98]. That may be a moot point, though, because the FTA has announced that grantees must produce a letter of Y2K compliance by June 30, 1999 in order to continue to receive grants [Pri98]. For some transit companies, this could be a costly catch-22.
The Information Technology Department has successfully implemented year 2000-compliant versions of its most critical financial systems. Systems engineering has already made compliant the train control and automatic fare collection systems. Barring any unforseen developments, the district's schedules call for all systems to be compliant by December 31, 1999 [Pri98].
It has already been determined that ... the entire subway fleet and subway signal system are not affected by any embedded technology; that no exposures have yet been identified to jeopardize operation the bus fleets; that [Long Island Railroad]'s fleet or power system are not at risk because of embedded technology; and that Metro-North's signal, train control system, rolling stock, and radio systems are compliant [MTA98].
New York Metropolitan Transit Authority - Embedded Devices | ||||||
| Devices | Critical | Compliant | % Compliant | Noncompliant | Unknown | |
| NYC Transit | 274 | 240 | 125 | 52% | 38 | 77 |
| LIRR | 40 | 13 | 3 | 23% | 0 | 10 |
| Metro North | 55 | 27 | 16 | 59% | 5 | 6 |
| Bridges & Tunnels | 33 | 14 | 14 | 100% | 0 | 0 |
| LI Bus | 51 | 17 | 5 | 29% | 4 | 8 |
| MTA HQ | 36 | 10 | 9 | 90% | 1 | 0 |
| Totals | 489 | 321 | 172 | 54% | 48 | 101 |
New York Metropolitan Transit Authority - Business Partners | ||||||
| Critical | Responses | Compliant | % Compliant | Noncompliant | Unknown | |
| NYC Transit | 615 | 366 | 245 | 40% | 109 | 12 |
| LIRR | 324 | 17 | 14 | 4% | 0 | 3 |
| Metro North | 76 | 7 | 7 | 9% | 0 | 0 |
| Bridges & Tunnels | 56 | 56 | 37 | 66% | 11 | 8 |
| LI Bus | 32 | 19 | 17 | 53% | 2 | 0 |
| MTA HQ | 78 | 15 | 15 | 19% | 0 | 0 |
| Totals | 1181 | 480 | 335 | 28% | 122 | 23 |
Year 2000 groups have been organized in the automotive industry to ensure the compliance of not only the big auto companies but also everyone in the supply chain. Fred Craig, Automotive Industry Action Group (AIAG) Year 2000 program manager believes that "with AIAG's cooperative, common approach for assessing and monitoring supply chain Year 2000 readiness, we are confident that the auto industry will be well prepared for the new millennium" [FN98]. For those suppliers that may be lagging behind, the OEM Year 2000 Task Force is offering a variety of training and support mechanisms to help alleviate the problem [FN98].
Many of this country's roads depend on intelligent transportation systems (ITS) to operate soundly and efficiently, and these systems be directly affected by the Y2K bug. A Committee on Transportation and Infrastructure warned that "timed signals may no longer be timed, reversible lanes may reverse by themselves, and electronic passes may not permit passage" [Hou98]. Metropolitan areas may be more affected, since they often depend upon ITS to change traffic patterns and road capacities during peak hours. There may also be a problem with traffic lights. Unfortunately, there are hundreds of traffic signal vendors, and it is not clear how each traffic light will respond come midnight January 1, 2000 [Hou98].
Government and traffic law enforcement administrators are also taking interest in the Y2K issue. AAMVA, an international association representing motor vehicle and traffic law enforcement administrators from jurisdictions throughout the United States and Canada, surveyed its members in August 1998. Forty-seven percent of respondents said the Y2K issue was "top priority" for their organization, while another thirty-six percent ranked it "very high" or "high" [PC99]. Five areas of motor carrier operations were cited as being vulnerable to the Y2K bug: safety administration, registration, fuel tax, operating authority, and oversize/overweight permits [PC99].
This interdependence has been an area of concern for some involved in international trade, which relies of successful Y2K preparation from many different industries. Some bigger cargo carriers, such as DHL Worldwide Express and British Airways, are simply planning on dealing with other people's failures, which they deem unavoidable [Isi99]. It is not always that simple, however. Michael Douglas, a web site designer and software developer, explained how suppliers are only as strong as their weakest link: "The forwarders are all concerned about the carriers, and the carriers are concerned about ground service guys. The problem is that the weakest link in the system will cause the problems. It could be some fuel truck in New Zealand that causes all types of problems" [Isi99].
Attempts are being made to fund the Y2K effort in areas of the world that are important to the supply chain yet have not made formal efforts to combat the problem. Carlos Braga, the World Bank's top official on the Y2K problem, said the global agency has "allocated $30 million to Argentina, $29 million to Sri Lanka, and is negotiating a $100 million package with Malaysia" [Zar99]. Scott McNealy, chairman of Sun Microsystems, believes that Asia is far behind in meeting their Y2K goals. While the United States and Europe have made concerted efforts to correct the problem, Asia is reported to be one to three years behind schedule. Consequently, the whole supply chain for items such as core computers and disk drives could slow significantly [Zar99].
7. Summary
The Y2K Problem affects all sectors of the transportation industry. The four sectors we have surveyed in this paper -- air, rail, transit, and ground transportation -- all seem to be aware of the issues involved and have begun remediation efforts. Particular areas of concern include embedded systems, business management systems, and the interdependence between transportation and other industries.
Each of the four sectors does have some concerns specific to their industry. Air transportation exhibits a high degree of interdependence between airlines, airports, and the Federal Aviation Administration. If any of these parties are not compliant, the others will not be able to operate. Similarly, many railroads operate as tenants on track space owned by other railroads. Noncompliant tracks will not be able to carry compliant trains, and reporting and tracking operations that depend on signaling systems within the tracks could be compromised as well. For mass transit, which relies almost exclusively on electrified rather than diesel locomotives, perhaps the biggest concern is a continuous supply of electricity. The most serious concern for ground transportation is automated traffic and lane control systems. Cars could also experience difficulties with embedded chips in the engines.
In spite of the many potential pitfalls, spokespeople for the major organizations in each industry firmly believe that all or most companies will be fully prepared before the start of the new millennium. While most companies are confident that their own systems will be made compliant, there is still concern over supply chain issues and interdependence with other industries.
References