Conveyor for sanitary applications: Dorner has redesigned its AquaGard 7350 V2 series conveyor (shown above) to enhance safety and performance.
The AquaGard 7350 V2 is built for sanitary applications within the baking, snack food, pharmaceutical, pet food, packaging, and other industries that require occasional wipe-down cleanings of the conveyor. The new conveyor comes in straight belt and modular belt straight and curve models.
The modular belt conveyor system is designed to maximize available plant space by keeping the footprint as compact as possible. Infeed and outfeed sections are a compact 18 inches.
The conveyor comes with an improved tail design for drive support. The addition of a tip-up tail on the modular belt (straight) gives greater access inside the conveyor for cleaning. (Dorner)
Powered and non-powered turntables:
Industrial equipment manufacturer Lewco now offers a complete line of conveyor turntables. Turntables provide a method of rotating unit loads when material lines intersect or change directions. Unlike chain-transfer devices, they maintain product orientation through an intersection. They can also be used to reverse the orientation of a product or allow a pass-through, depending on application requirements.
Lewco's turntable line includes eight models, six non-powered and two powered. The non-powered models include the LPT and NPT, which can be used for loading or unloading pallets, tote pans, and boxes; the LPTG19 and LPTG25 heavy-duty turntables, which feature gravity-roller tops and concave transition sections that can be used in a pass-through conveyor line; and the NPTG19 and NPTG25 gravity-conveyor turntables, which provide a transition that can be used in a pass-through conveyor line. With the latter four models, the transition section can be reconfigured to make 90-degree turns at the intersection of two gravity-conveyor lines.
The company's turntable lineup also includes two powered models, PP90 and PP360, which Lewco says are ideal for heavy-duty applications requiring powered versus manual rotation. Both models can be fitted with various styles of powered conveyor, such as multi-strand chain or chain-driven live roller, to convey material on and off the turntable. (Lewco)
Sanitary conveyors:
Packaging machinery manufacturer Deitz Co. has introduced modular food-grade conveyors designed to promote complete cleaning with no disassembly required. The food-grade conveyors set a dust-resistant, acetal tabletop chain belt a full 1.5 inches above the conveyor body to allow full access to the stainless-steel structure and to both sides of the plastic belting, while the variable-speed motor is mounted safely underneath the conveyor and away from the product. Ideal for food, beverage, pharmaceutical, nutraceutical, and other facilities, the unit allows for quick manual wipe-downs to minimize sanitation cycle time, withstands automated washdowns, and supports overall line uptime with virtually zero maintenance, the company says.
Designed for easy integration with filling and packaging machinery from any manufacturer, the modular conveyors are available in variable lengths from six to 30 feet or more for easy lengthening or shortening after installation, are height-adjustable, and include casters as standard for easy movement. Dual rails included on both sides may be adjusted in opening, height, and shape, while their industry-standard mounting hardware permits easy expansion or addition of reject stations, spacing wheels, and powered transfers such as turntables and bottomless conveyors. (Deitz Co. Inc.)
Conveyor drive technology:
Lenze Americas, a manufacturer of electrical and mechanical drives, motion control systems, and automation technologies, has introduced drive technology for horizontal conveying. Conveyor applications have to perform diverse tasks, which places entirely different demands on the drive technology. The amount of torque required changes as a load travels on the conveyor. Lenze's fully integrated solution features a dedicated electronic control unit, providing up to four times the nominal torque during acceleration and alignment, the company says. The drive can be sized based on the required power during constant operation. (
Eaglestone Equipment, a custom design and manufacturing company in the food-processing conveyor industry, has unveiled its Series 2300 large-volume sorting conveyor, which is designed to improve the efficiency of distribution operations. Sorting conveyors push or divert specific products from one conveyor line to specific totes or boxes, boosting an operation's shipping accuracy and speed. According to the company, the Series 2300 reduces sorting time and manpower by requiring only one operator for the entire process.
Adjustable-speed pneumatic sorting arms automatically divert products into waiting containers and shift to a different receptacle when previous cartons are full. Bright LED lights indicate when each container is near full or completely full. The Series 2300 easily sorts both random- and single-product production batches through the use of eye-safe infrared scanners, which identify bar codes.
The Series 2300 offers numerous options to match each individual application. These options include retracting ends, diverting chutes, blast gates, push-offs, and stainless steel casters. The unit comes standard with a modular plastic belt; other belt options, such as fabric and urethane, are available. (Eaglestone Equipment)
Sliding-shoe sorter: Netherlands-based VanRiet Material Handling Systems, a manufacturer of automatic transport and sorting solutions, has unveiled its improved HC Sorter. The sliding-shoe sorter is optimized to U.S. specifications but is also available in the existing configuration. Two important improvements are the single-sided shoes and the electric divert switch.
The HC Sorter has a closed deck that ensures no dirt or pieces of cardboard get stuck inside the sorter. The deck also results in low noise and promotes safe working conditions for warehouse staff, the company says. Product can be sorted at speeds of up to 9.84 feet (three meters) per second.
The HC Sorter can sort everything from small and thin products like mobile phones and polybags to large packages weighing up to 110 pounds (50 kilograms), according to the manufacturer. (VanRiet)
Flat belts:
Dura-Belt, a fabricator of polyurethane belting for conveyor belts, says its stretchy elastic flat belts now come with a new matte surface that shuns dust, giving them a higher coefficient of friction (COF) even in dusty environments, while allowing the belts to move boxes and paper bubble envelopes on inclines and declines of up to 16 degrees, 33 percent greater than the company's older version. These elastic belts move heavy boxes and require no belt tensioners or V-guides. (
Avancon has introduced its ZPC (Zone Powered Conveyor)-System, which works in zones with full zero-pressure functionality. Designed for use in warehouses and distribution centers, it transports cartons, boxes, trays, totes, bags, solar cells or panels, and furniture.
Avancon's omnidirectional transfer units provide a smooth and fast transfer where the box has to be diverted or transferred to another conveyor line or around a corner. The modular ZPC-System can be easily extended. The system also includes built-in safety features. The drive system and control system are protected inside the conveyor frame, eliminating the need for finger protection for each driven conveyor-roller. Nothing sticks out of the conveyor, not even a screw-head. Operators can work freely around the conveyor lines, which are designed to be smooth and streamlined with their aluminum anodized profiles.
The system also includes a looping feature. When a specific picking zone is full, the next box goes automatically around the loop and will try to enter the same zone later when free space is available.
The ZPC-System features a "plug-in" concept for fast installation, meaning the installation is automatically established simultaneously with the electrical connection, which includes the data exchange. All modules are pre-assembled, pre-programmed, and tested before shipping from the factory in Switzerland. (Avancon)
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.
Global trade will see a moderate rebound in 2025, likely growing by 3.6% in volume terms, helped by companies restocking and households renewing purchases of durable goods while reducing spending on services, according to a forecast from trade credit insurer Allianz Trade.
The end of the year for 2024 will also likely be supported by companies rushing to ship goods in anticipation of the higher tariffs likely to be imposed by the coming Trump administration, and other potential disruptions in the coming quarters, the report said.
However, that tailwind for global trade will likely shift to a headwind once the effects of a renewed but contained trade war are felt from the second half of 2025 and in full in 2026. As a result, Allianz Trade has throttled back its predictions, saying that global trade in volume will grow by 2.8% in 2025 (reduced by 0.2 percentage points vs. its previous forecast) and 2.3% in 2026 (reduced by 0.5 percentage points).
The same logic applies to Allianz Trade’s forecast for export prices in U.S. dollars, which the firm has now revised downward to predict growth reaching 2.3% in 2025 (reduced by 1.7 percentage points) and 4.1% in 2026 (reduced by 0.8 percentage points).
In the meantime, the rush to frontload imports into the U.S. is giving freight carriers an early Christmas present. According to Allianz Trade, data released last week showed Chinese exports rising by a robust 6.7% y/y in November. And imports of some consumer goods that have been threatened with a likely 25% tariff under the new Trump administration have outperformed even more, growing by nearly 20% y/y on average between July and September.