Susan Lacefield has been working for supply chain publications since 1999. Before joining DC VELOCITY, she was an associate editor for Supply Chain Management Review and wrote for Logistics Management magazine. She holds a master's degree in English.
If it seems you're hearing a lot about warehouse dimensioning systems these days, there's a reason for that. Now more than ever, warehouses and DCs need to have accurate measurements for all of their products and shipments. For parcel shipments, that dimensional data is crucial for accurately calculating shipping costs and choosing the right carton. For pallet shipments, dimensional data can help users calculate exactly how much room a load will occupy in the trailer. And inside the DC, accurate dimensional data makes it easier to slot items and optimize the facility's storage space.
While you could send an employee out with a tape measure to record the height, width, and length of each product or carton, that approach is time-consuming and error-prone. One small improvement is using an electronic tape measure (e-tape) or digital tape measure that will take and record the measurements for you. But the more products your distribution center deals with, the more sense it makes to use automated dimensioning equipment that requires minimal human involvement.
Before you begin looking at dimensioning equipment, however, it helps to know what your options are and which types of units work best for what applications. In general, dimensioning systems fall into two major categories: systems that are designed to measure pallet loads, and systems designed to measure parcels or individual items. That second category—parcel dimensioners—can be further broken down into two types of units: static tabletop dimensioning systems and in-motion systems that measure items as they pass through a tunnel. What follows is a look at these systems as well as some of their strengths and weaknesses.
DIMENSIONING FOR THE WHOLE PALLET
As its name suggests, a pallet dimensioning system is used to calculate the exact volume of a pallet load before it's placed in a trailer. Typically, these systems are mounted on the ceiling or on a column, says Jason Wiley, business manager of Mettler Toledo, which makes dimensioning equipment. Under this method, the pallet to be measured is transported via forklift to the system, where it is scanned and dimensioned.
Pallet dimensioners are a good fit for trucking companies looking to calculate shipping charges based on the exact volume a load takes up in the truck, not the overall dimensions of a standard pallet, says Justin Headley, marketing manager for the dimensioning system manufacturer CubiScan. They also provide a way for shippers to avoid freight-charge surprises at the end of the month and to collect data that can be valuable in resolving disputes with carriers, he says.
Headley warns, however, that not all pallet dimensioners are created equal. "Do your homework before choosing a vendor," he says. "Make sure they have the technology to 'see' all five sides of the load, can properly scan the entire load for bulges or bumps, and have a software interface that integrates with your shipping software."
For all their strengths, pallet dimensioners also have their weaknesses. Perhaps the biggest downside to using these devices is that the process of picking up, moving, and scanning pallets is a bit cumbersome, says Jack Ampuja, president of Supply Chain Optimizers, a consulting firm that's been involved in numerous packaging optimization projects. "I don't know how many minutes the process takes, but it certainly isn't a five-second deal," he says.
The good news, Ampuja says, is that "in-line" pallet dimensioning systems are on the horizon. He reports that manufacturers are currently testing a couple of different solutions, including one in which laser sensors are placed on the forklift itself to measure the load as it's picked up, and one that captures the load's measurements as a truck drives through a tunnel outfitted with sensors.
DIMENSIONING FOR PARCELS
In contrast to pallet dimensioning systems, parcel dimensioning systems are already available in both static and in-line varieties. The first type, the static dimensioning system, could be considered a "semi-automated" solution. To use this type of machine, an operator places a parcel or item on the dimensioning system, which then measures (and often weighs) the product. The equipment can be stationary—for example, located at a packing station—or placed on a cart and wheeled around the distribution center.
With an in-line/in-motion or dynamic dimensioning system, by contrast, a package or parcel moves down a belt and passes through a tunnel, where its dimensions are captured by either a 3-D camera or laser sensors. These tunnels are usually placed after pick and pack stations and before labeling and shipping stations, says Dan Hanrahan, president of warehouse automation specialist Numina Group.
Both static and in-line dimensioners can be used in DCs at the outbound end to gather dimensional data needed for calculating shipping costs. They can also be used at a facility's inbound end to gather the dimensions of stock-keeping units (SKUs) in order to calculate how much storage space the item will require or determine what size carton to use for shipping.
THE SCOOP ON STATIC
Static dimensioners come in an almost dizzying array of varieties, with different brands providing varying levels of accuracy and requiring varying amounts of labor. With respect to accuracy, for example, some dimensioners can provide a very precise 3-D image of an irregular-shaped item, while others provide more rectilinear dimensions, says Will Crosby, director of marketing for the dimensioning system provider QubeVu. Wiley of Mettler Toledo further advises potential buyers to make sure that any machine they're considering is NTEP (National Type Evaluation Program) certified by the National Conference on Weights and Measures.
Different static dimensioners use different types of sensing technology to take measurements, including laser triangulation, which measures the reflection or displacement of a laser beam; sonic transducer technology, which does the same with sound waves; and optical imaging technology, which often uses 3-D cameras. Some systems may use a combination of these methods because different technologies provide more accurate measurements for different types of items. (For example, lasers might be better at measuring shiny objects than cameras are.) Users should also be aware that a dimensioner's accuracy depends not only on the quality of the equipment—the actual laser or camera—but also on the software that analyzes the information received from the camera or laser, Crosby says.
Different static dimensioners also require different amounts of labor, according to Crosby. Some require the operator to line up the box or item precisely with the dimensioner's edge and press a button or pass a metal bar over it to get the measurements. These types typically use laser-based technology, he says. Other dimensioners simply require the operator to place the item on or under the dimensioner, which then automatically detects the item and dimensions it in tenths of a second.
MEASURING ON THE MOVE
Compared with static dimensioners, in-motion parcel dimensioners are typically faster and better suited for high-throughput operations. As for how manufacturers define "high-throughput" operations, that can vary. But Hanrahan says that in-line systems are good for operations that ship out 700 cartons or more a day.
In many cases, these tunnels serve not just as dimensioners but also as in-line inspection points that capture the carton's weight, bar code, and other text-based information. Some even take pictures of the parcel to provide a record of its condition at that point in the handling process. Units with these capabilities can be used for pick validation or defect detection before an outbound item or parcel is placed in a truck, Hanrahan says.
In-line systems are typically more expensive than static solutions, but prices have been dropping as camera technology advances, Hanrahan says. He reports that dimensioning software can currently be added to a scanning tunnel for under $5,000.
The one drawback of in-line tunnels is that they don't always work with every shape, says Kim Karvonen, senior sales and business development executive for QubeVu. For this reason, Hanrahan recommends that companies use static dimensioners if they're trying to obtain cube dimensions for slotting, storage, or cartonization purposes.
THE FINAL TEST
Once you've decided what general type of system is right for your operation, it's time to begin evaluating different manufacturers' products. To ensure a fair comparison, Wiley recommends conducting a "bake off" where the systems are compared side by side using the same types of parcels or loads you handle in your daily operations. "Don't take the manufacturers' word for it," he says. "Measure and test for yourself, so that you get the right technology and solution for you."
Eight questions to ask before choosing a dimensioning system
What's the best dimensioning system for you? The answer will depend on your slotting and shipping volume, the size and types of items you handle, and how much you want to spend. Here are some questions to ask yourself as you narrow down your search:
1. What are you dimensioning? This is more than just a matter of knowing whether you'll be measuring parcels, pallets, or letter packs, says Jason Wiley of Mettler Toledo; you also have to consider factors like the items' shape (that is, whether they're regular- or irregular-shaped). Don't immediately assume that all your items are regular-shaped, adds Will Crosby of QubeVu. For example, polybagged items might seem regular-shaped but a package may bulge depending on what's in it or how it's packed—which could prevent some machines from obtaining accurate measurements.
2. What are the maximum/minimum lengths, widths, and heights
3. What is your throughput? Often, this will determine the degree of automation you need.
4. What is the surface of the item that you're dimensioning? Is it shiny? Is it dark? Some systems will have a harder time measuring those items than others, Wiley says. For example, a dimensioner that uses lasers may be better at measuring items with reflective surfaces than one that uses a camera.
5. How much are you willing to invest? When determining how much you can spend on dimensioning equipment, be sure to take into consideration any labor savings that the equipment might provide.
6. How well will the dimensioning system interface with your shipping software—such as UPS WorldShip or FedEx Ship Manager—or your warehouse management system?
7. How fast do items need to be dimensioned? Crosby notes that when comparing the speeds of various models, it's important to consider not just the speed of the equipment itself but also how long it takes the operator to place the object on the dimensioner and complete any steps—like moving arms or pressing buttons—necessary for taking the dimensions.
8. Do you want to capture other information along with the dimensions? In addition to taking an object's measurements, some tabletop and tunnel systems can also determine the item's weight, scan bar codes and text, and even capture an image of the item itself.
Congestion on U.S. highways is costing the trucking industry big, according to research from the American Transportation Research Institute (ATRI), released today.
The group found that traffic congestion on U.S. highways added $108.8 billion in costs to the trucking industry in 2022, a record high. The information comes from ATRI’s Cost of Congestion study, which is part of the organization’s ongoing highway performance measurement research.
Total hours of congestion fell slightly compared to 2021 due to softening freight market conditions, but the cost of operating a truck increased at a much higher rate, according to the research. As a result, the overall cost of congestion increased by 15% year-over-year—a level equivalent to more than 430,000 commercial truck drivers sitting idle for one work year and an average cost of $7,588 for every registered combination truck.
The analysis also identified metropolitan delays and related impacts, showing that the top 10 most-congested states each experienced added costs of more than $8 billion. That list was led by Texas, at $9.17 billion in added costs; California, at $8.77 billion; and Florida, $8.44 billion. Rounding out the top 10 list were New York, Georgia, New Jersey, Illinois, Pennsylvania, Louisiana, and Tennessee. Combined, the top 10 states account for more than half of the trucking industry’s congestion costs nationwide—52%, according to the research.
The metro areas with the highest congestion costs include New York City, $6.68 billion; Miami, $3.2 billion; and Chicago, $3.14 billion.
ATRI’s analysis also found that the trucking industry wasted more than 6.4 billion gallons of diesel fuel in 2022 due to congestion, resulting in additional fuel costs of $32.1 billion.
ATRI used a combination of data sources, including its truck GPS database and Operational Costs study benchmarks, to calculate the impacts of trucking delays on major U.S. roadways.
There’s a photo from 1971 that John Kent, professor of supply chain management at the University of Arkansas, likes to show. It’s of a shaggy-haired 18-year-old named Glenn Cowan grinning at three-time world table tennis champion Zhuang Zedong, while holding a silk tapestry Zhuang had just given him. Cowan was a member of the U.S. table tennis team who participated in the 1971 World Table Tennis Championships in Nagoya, Japan. Story has it that one morning, he overslept and missed his bus to the tournament and had to hitch a ride with the Chinese national team and met and connected with Zhuang.
Cowan and Zhuang’s interaction led to an invitation for the U.S. team to visit China. At the time, the two countries were just beginning to emerge from a 20-year period of decidedly frosty relations, strict travel bans, and trade restrictions. The highly publicized trip signaled a willingness on both sides to renew relations and launched the term “pingpong diplomacy.”
Kent, who is a senior fellow at the George H. W. Bush Foundation for U.S.-China Relations, believes the photograph is a good reminder that some 50-odd years ago, the economies of the United States and China were not as tightly interwoven as they are today. At the time, the Nixon administration was looking to form closer political and economic ties between the two countries in hopes of reducing chances of future conflict (and to weaken alliances among Communist countries).
The signals coming out of Washington and Beijing are now, of course, much different than they were in the early 1970s. Instead of advocating for better relations, political rhetoric focuses on the need for the U.S. to “decouple” from China. Both Republicans and Democrats have warned that the U.S. economy is too dependent on goods manufactured in China. They see this dependency as a threat to economic strength, American jobs, supply chain resiliency, and national security.
Supply chain professionals, however, know that extricating ourselves from our reliance on Chinese manufacturing is easier said than done. Many pundits push for a “China + 1” strategy, where companies diversify their manufacturing and sourcing options beyond China. But in reality, that “plus one” is often a Chinese company operating in a different country or a non-Chinese manufacturer that is still heavily dependent on material or subcomponents made in China.
This is the problem when supply chain decisions are made on a global scale without input from supply chain professionals. In an article in the Arkansas Democrat-Gazette, Kent argues that, “The discussions on supply chains mainly take place between government officials who typically bring many other competing issues and agendas to the table. Corporate entities—the individuals and companies directly impacted by supply chains—tend to be under-represented in the conversation.”
Kent is a proponent of what he calls “supply chain diplomacy,” where experts from academia and industry from the U.S. and China work collaboratively to create better, more efficient global supply chains. Take, for example, the “Peace Beans” project that Kent is involved with. This project, jointly formed by Zhejiang University and the Bush China Foundation, proposes balancing supply chains by exporting soybeans from Arkansas to tofu producers in China’s Yunnan province, and, in return, importing coffee beans grown in Yunnan to coffee roasters in Arkansas. Kent believes the operation could even use the same transportation equipment.
The benefits of working collaboratively—instead of continuing to build friction in the supply chain through tariffs and adversarial relationships—are numerous, according to Kent and his colleagues. They believe it would be much better if the two major world economies worked together on issues like global inflation, climate change, and artificial intelligence.
And such relations could play a significant role in strengthening world peace, particularly in light of ongoing tensions over Taiwan. Because, as Kent writes, “The 19th-century idea that ‘When goods don’t cross borders, soldiers will’ is as true today as ever. Perhaps more so.”
Hyster-Yale Materials Handling today announced its plans to fulfill the domestic manufacturing requirements of the Build America, Buy America (BABA) Act for certain portions of its lineup of forklift trucks and container handling equipment.
That means the Greenville, North Carolina-based company now plans to expand its existing American manufacturing with a targeted set of high-capacity models, including electric options, that align with the needs of infrastructure projects subject to BABA requirements. The company’s plans include determining the optimal production location in the United States, strategically expanding sourcing agreements to meet local material requirements, and further developing electric power options for high-capacity equipment.
As a part of the 2021 Infrastructure Investment and Jobs Act, the BABA Act aims to increase the use of American-made materials in federally funded infrastructure projects across the U.S., Hyster-Yale says. It was enacted as part of a broader effort to boost domestic manufacturing and economic growth, and mandates that federal dollars allocated to infrastructure – such as roads, bridges, ports and public transit systems – must prioritize materials produced in the USA, including critical items like steel, iron and various construction materials.
Hyster-Yale’s footprint in the U.S. is spread across 10 locations, including three manufacturing facilities.
“Our leadership is fully invested in meeting the needs of businesses that require BABA-compliant material handling solutions,” Tony Salgado, Hyster-Yale’s chief operating officer, said in a release. “We are working to partner with our key domestic suppliers, as well as identifying how best to leverage our own American manufacturing footprint to deliver a competitive solution for our customers and stakeholders. But beyond mere compliance, and in line with the many areas of our business where we are evolving to better support our customers, our commitment remains steadfast. We are dedicated to delivering industry-leading standards in design, durability and performance — qualities that have become synonymous with our brands worldwide and that our customers have come to rely on and expect.”
In a separate move, the U.S. Environmental Protection Agency (EPA) also gave its approval for the state to advance its Heavy-Duty Omnibus Rule, which is crafted to significantly reduce smog-forming nitrogen oxide (NOx) emissions from new heavy-duty, diesel-powered trucks.
Both rules are intended to deliver health benefits to California citizens affected by vehicle pollution, according to the environmental group Earthjustice. If the state gets federal approval for the final steps to become law, the rules mean that cars on the road in California will largely be zero-emissions a generation from now in the 2050s, accounting for the average vehicle lifespan of vehicles with internal combustion engine (ICE) power sold before that 2035 date.
“This might read like checking a bureaucratic box, but EPA’s approval is a critical step forward in protecting our lungs from pollution and our wallets from the expenses of combustion fuels,” Paul Cort, director of Earthjustice’s Right To Zero campaign, said in a release. “The gradual shift in car sales to zero-emissions models will cut smog and household costs while growing California’s clean energy workforce. Cutting truck pollution will help clear our skies of smog. EPA should now approve the remaining authorization requests from California to allow the state to clean its air and protect its residents.”
However, the truck drivers' industry group Owner-Operator Independent Drivers Association (OOIDA) pushed back against the federal decision allowing the Omnibus Low-NOx rule to advance. "The Omnibus Low-NOx waiver for California calls into question the policymaking process under the Biden administration's EPA. Purposefully injecting uncertainty into a $588 billion American industry is bad for our economy and makes no meaningful progress towards purported environmental goals," (OOIDA) President Todd Spencer said in a release. "EPA's credibility outside of radical environmental circles would have been better served by working with regulated industries rather than ramming through last-minute special interest favors. We look forward to working with the Trump administration's EPA in good faith towards achievable environmental outcomes.”
Editor's note:This article was revised on December 18 to add reaction from OOIDA.
A Canadian startup that provides AI-powered logistics solutions has gained $5.5 million in seed funding to support its concept of creating a digital platform for global trade, according to Toronto-based Starboard.
The round was led by Eclipse, with participation from previous backers Garuda Ventures and Everywhere Ventures. The firm says it will use its new backing to expand its engineering team in Toronto and accelerate its AI-driven product development to simplify supply chain complexities.
According to Starboard, the logistics industry is under immense pressure to adapt to the growing complexity of global trade, which has hit recent hurdles such as the strike at U.S. east and gulf coast ports. That situation calls for innovative solutions to streamline operations and reduce costs for operators.
As a potential solution, Starboard offers its flagship product, which it defines as an AI-based transportation management system (TMS) and rate management system that helps mid-sized freight forwarders operate more efficiently and win more business. More broadly, Starboard says it is building the virtual infrastructure for global trade, allowing freight companies to leverage AI and machine learning to optimize operations such as processing shipments in real time, reconciling invoices, and following up on payments.
"This investment is a pivotal step in our mission to unlock the power of AI for our customers," said Sumeet Trehan, Co-Founder and CEO of Starboard. "Global trade has long been plagued by inefficiencies that drive up costs and reduce competitiveness. Our platform is designed to empower SMB freight forwarders—the backbone of more than $20 trillion in global trade and $1 trillion in logistics spend—with the tools they need to thrive in this complex ecosystem."