Newcastle Systems has introduced its Atlas Series mobile dimensioning stations, which allow operators to dimension products anywhere in the warehouse. Each workstation is equipped with a QubeVu DimStation, which includes a supporting pole and an integrated display that's designed to dimension items of any shape in under a second. The Atlas Series consists of 30- and 48-inch-long workstations that hold and power the DimStation and other hardware, including scales, laptops, thin clients, CPUs, and printers.
The dimensioning stations allow warehouses and DCs to process large volumes of products quickly, even during seasonal peaks. Warehouse staff can dimension directly at the product location, which increases productivity by up to 50 percent, the company says.
The dimensioning technology has built-in imaging for verification, tracking, and claim protection, and is compatible with other warehouse management systems and shipping software, including UPS WorldShip and FedEx ShipStation.
The Atlas Series mobile dimensioning stations can handle up to 125 pounds and are powered by the PowerSwap Nucleus Lithium Power System, providing 24/7 operation. (Newcastle Systems Inc., www.newcastlesys.com)
Mobile dimensioning system: MobileDemand has introduced a mobile dimensioning system across the company's rugged tablet product line. By integrating the Intel RealSense Depth Camera D415 with MobileDemand's family of rugged tablets, MobileDemand can provide businesses in the transportation, supply chain management, logistics, shipping, and warehouse sectors with the ability to quickly, automatically, and accurately acquire dimensions and calculate volumes and dimensional weights of boxes and pallets.
Customers can maintain their mobility and scan boxes and pallets anywhere, the company says, doing away with the need to transport boxes and pallets to a fixed-location dimensioning platform. This mobile system was designed to simplify operations, reduce costs, and save time.
Fixed-location cameras limit when, where, and how the camera can be used. By contrast, MobileDemand rugged tablets can go anywhere and are Windows-based, so customers can use the software of their choice to complete their volume-dimensioning needs. Once a box or pallet has been scanned, the measurements can be automatically entered into the customer's software application and dimensional weight will be calculated. (MobileDemand, www.ruggedtabletpc.com)
Dimensioning software: Packsize has introduced its PackNet.DIM product dimensioning software, which expands the data collection and on-demand packaging capabilities of the company's PackNet production and optimization software platform. Designed with an easy-to-use interface, PackNet.DIM captures dimensional data to box difficult-to-size or complex products.
According to Packsize, the software can also complement a fulfillment operation's inbound or product management inventory process by collecting and storing key product attributes beyond length, width, height, and weight. PackNet.DIM includes export and import capabilities to simplify and enhance the transfer of this data. The software can be added to a current or new PackNet license, or purchased as a standalone software tool. (Packsize, www.packsize.com)
Large-format freight dimensioner:
FreightSnap has launched its FS 5000 XL, a fully automatic freight dimensioner that's capable of measuring large cubic and irregular-shaped freight in just a few seconds. Certified in the United States, the FS 5000 XL is designed to measure freight larger than 96 inches in length—from couches to farm equipment to televisions—as well as boost efficiency in any cross-dock or warehouse operation.
To fit in most warehouse and cross-dock settings, the FS 5000 XL hangs from the ceiling above floor traffic. The unit can be customized to incorporate additional equipment like floor and forklift scales, conveyor systems, and pallet wrappers. (FreightSnap, www.freightsnap.com)
Wheel pad scale: Alliance Scale Inc. has introduced a portable wireless wheel pad scale that lets users monitor load safety and weight compliance virtually anywhere. The Alliance Load Ranger Wireless Wheel Pad Scale features a remote indicator in a carrying case that receives Bluetooth signals from up to six weigh pads and can accommodate up to 14 pads (seven sets) joined via cable with wireless communication to the indicator. Allowing full vehicle weighing on location, the wheel weigh pads have an indicator with a backlit display along with wheels and handles for ease of use in restricted areas.
Incorporating wheel weighing software that allows for static axle weighing and a multifunction mode for up to 14 pads, the Alliance Load Ranger Wireless Wheel Pad Scale can calculate the X-Y coordinates and the center of gravity, along with semiautomatic tare. (Alliance Scale Inc., www.alliancescale.com)
Pallet dimensioning solution: QubeVu has released an automated high-speed dimensioning solution for palletized freight. According to the company, the PalletPro 4x4 provides fast, accurate, and economical dimensioning for pallets and freight up to 4 by 4 by 6 feet, including cubes, tubes, polybags, and irregular bundled or stacked items. With a scan head that can be ceiling or pole mounted, the PalletPro provides instant dimensions without requiring object alignment.
Like all QubeVu products, the PalletPro comes with the ability to integrate with many shipping software programs. This solution also integrates with most floor scales. (QubeVu, www.qubevu.com)
LTL cubing system:
Rice Lake Weighing Systems' iDimension LTL system uses sensing technology to accurately determine the cubic dimensions of freight. According to the company, the system's ability to capture NTEP (National Type Evaluation Program)-certified dimensions helps ensure freight code compliance and deters revenue-loss from miscalculated dimensions.
The iDimension LTL is ideal for LTL (less-than-truckload) carriers and shipping departments with a high percentage of product shipped via pallet or crate. It removes the potential for human error and eliminates the need to manually determine cubic dimensions, the company says.
Up to two cameras can be added to provide images of the freight for visual verification of the freight's condition at the time of measurement. Images can include dimensions and a time/date stamp.
The ceiling-mounted system offers 360-degree access for easy pallet placement within the 8- by 8-foot target area. Its imaging technology dimensions LTL freight at a rate of 2 to 3 seconds within 0.5-inch accuracy.
The operator display, mounted on the system, provides a visual of freight dimensions to the forklift driver. Once a pallet has been dimensioned, the measurements and a "remove" message are displayed to indicate the system has completed dimensioning and the forklift driver can remove the freight.
A Windows-based software program and industrial touchscreen PC provide connectivity with bar-code scanners, floor scales, and other networked devices to trigger the system to dimension. (Rice Lake Weighing Systems, www.ricelake.com)
Parcel dimensioner:
Mettler Toledo has announced the latest addition to its line of parcel dimensioners, the CSN950. According to the company, the CSN950 MultiHead dimensioner provides the highest read rates on parcels of any shape and is designed to automatically dimension an extremely wide range of parcel types.
With the CSN950 MultiHead, objects of all shapes are identified and measured—even small items down to 2 millimeters in height. The dimensioning software redirects parcels that are too large to go down an out-feed and detects touching or overlapping parcels that could potentially cause mis-sorts that result in incorrect deliveries. (Mettler Toledo, www.mt.com/CSN950)
Conveyorized cubing and weighing system:
Cubiscan has introduced the CS 275, a conveyorized system designed to work in semiautomatic or automatic mode. Operators can use the foot pedal to go at their own pace or build a fully automated shipping system capable of scanning, weighing, cubing, and labeling.
In the semiautomatic mode, the CS 275 can be used in a back office or ship and manifest line, and can integrate with UPS WorldShip, FedEx Ship Manager, and other enterprise and multicarrier platforms. In automatic mode, the system can function as an integrated manifest line where 500 to 5,000 packages are shipped a day. (Cubiscan, cubiscan.com)
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."