Accurate calculation of "dimensional weight" is carrying greater, well, weight in parcel shipping rates. That's leading to greater interest in tools that measure up to the demands of high-speed cubing and weighing.
George Weimer has been covering business and industry for almost four decades, beginning with Penton Publishing's Steel Magazine in 1968 where his first "beat" was the material handling industry. He remained with Steel for two years and stayed for two more when it became Industry Week in 1970. He subsequently joined Iron Age, where he spent a dozen years as its regional and international machine tool editor. He then re-joined Penton Publishing as chief editor of Automation Magazine and in 1993 returned to Industry Week as executive editor. He has been a contributing editor for several publications, including Material Handling Management, where his columns and feature articles regularly generated lively discussion in the industry. He has won various awards from major journalism organizations. He has covered numerous trade shows here and abroad and has spoken to various industrial and trade groups on the current issues and events of the day as they impinge on business. He remains convinced that material handling technology and logistics are two of the major sources of productivity improvement today and in the future for all industries.
How much does an inch weigh? That might sound like the kind of nonsensical question Lewis Carroll might pose, but in the world of small parcel shipping, the concept of "dimensional weight" is important—and becoming more so. In essence, it's the system developed by parcel carriers as a way to ensure that lightweight but bulky items pay for the space they take up in trucks and planes. To determine the correct rate for a parcel, the shipper must determine both the package's weight and its dimensions, and then check the carrier's rate schedule to figure out which to use as the basis for the charge.
The major air and air-express carriers have all invested millions of dollars to install complex, highspeed weighing and dimensioning systems in their hubs. They try to dimension and weigh every package to determine what the correct rate should be. If it's different from the customer's rating, the difference (and sometimes a penalty fee) shows up as a back charge on the customer's bill.
While dimensional weight charges have applied to air shippers for years, they're about to be introduced into the ground service business. UPS announced just a few weeks ago that, effective Jan. 1, 2007, "oversize" rates will be replaced by "a simpler rate calculation based on dimensional weight." As currently written, this new policy applies only to packages over three cubic feet (5,184 cubic inches). (Smaller-volume packages will continue to be billed by actual weight alone.) Under the new policy, says UPS, "[b]illable weight will be based on actual package weight or the dimensional weight, whichever is greater."
"Dimensional weight" or "DIM weight" as it is commonly called, is determined by dividing the volume of a package in cubic inches by a constant, typically 194 for domestic or 166 for international shipments. The greater of either the DIM weight or the scale weight must be used for rating the package. For large, light boxes, the DIM weight rate will almost always be higher.
Size matters?
That might not sound like a big change, but the implications for shippers are huge. As the volume of packages subject to DIM weight rates increases, so will shippers' need to obtain precise information on the weights and dimensions of packages leaving their DCs with parcel and express carriers.
If we're talking a package here or a package there, gathering the weight and cube information might not be a big deal. If you're talking thousands of boxes, though, it quickly becomes a complex—and costly—business challenge. All too often, warehouse and shipping workers make a rough stab at the package's dimensions or, more commonly, ignore the size altogether because they're in a hurry to get orders to the dock, and rely solely on weight taken from a scale.
Do that these days, however, and your bill is likely to include back charges, says Phil Metzler, strategic product group leader, shipping and mail business for Mettler-Toledo. Thus, all manner of new devices to measure and weigh with ever-increasing accuracy and speed are showing up in warehouses and logistics hubs throughout the supply chain.
Mettler-Toledo, for example, offers cubing systems that use a variety of technologies, including lasers, photo diodes and both static and dynamic scales. "The goal is to provide systems that are modular in nature, that allow easy integration into existing material handling systems, and that easily aggregate data for communication to a host computer system," says Mettler-Toledo's strategic accounts manager, Bob Pacotti.
No shortage of choices
One of the pioneers in this technology is Quantronix of Farmington, Utah, which markets the Cubiscan series of dimensioning machines. Cubiscan systems come in a variety of configurations—from ceiling-mounted devices that allow omni-directional access to the measuring area to portable systems that can easily be moved around the plant or warehouse. "Large static cubing systems are new in the past few years," reports Randy Neilson, director of sales and marketing for Quantronix.
Each type of model has its strengths. Small static systems, for example, are good for measuring small and irregular shaped items, but they usually aren't the right fit for large crated merchandise or palletized goods. Larger systems are suitable for those larger items but generally are incapable of handling smaller items, Neilson explains. He suggests customers take a look at using two or more systems to cover all of their needs.
Cubing or dimensioning systems use low-powered laser technology (similar to bar-code scanning) or infrared light or ultrasound to measure packages. The technologies vary, but the idea is the same in all cases—accurate, defendable measurements of volume.
And that's a concern whether you're a shipper or a carrier. "There's only so much space on a truck," says Gordon Cooper, vice president-marketing for ExpressCube, a division of Mississauga, Ontario-based Global Sensors. ExpressCube will soon enter the U.S. market with its dimensioning system, which uses photo diodes. Developed for Cardinal Couriers, a regional carrier in eastern Canada, the technology will be demonstrated at the ProMat show next month in Chicago.
What's ahead?
Suppliers of automatic scales and cubing systems say that the systems pay for themselves in months by eliminating the inaccuracies associated with hand weighing and measuring. "You can save maybe 10 percent on your backcharging bills by using automatic or semi-automatic weighing and cubing technology," says Joe Flaviani of Schneider Electric, which markets weighing devices and offers consulting expertise on cubing, weighing and other material handling applications. "The cost savings alone usually more than justify the investment in these new systems."
"One of our systems saved the user $155,000 per year in back charges. That's on a $15,000 investment in this kind of technology," adds Mettler-Toledo's Metzler.
As for what's ahead, it seems that for scales—particularly the huge scales used to weigh whole semis and train cars— the trend will be toward automation. "More and more we're building truck weighing systems that are unattended," says Larry Behrens, industrial products manager for Fairmont, Minn.-based Avery Weigh-Tronix. "We're also doing more and more with RFID," he adds.
As for cubing systems, Cooper foresees big "changes in this field in terms of price reductions due to increased volumes, and ease of operation and setup." He's also optimistic that those advances will lead to increased sales. In the near term, he says, "[w]herever you find a scale in business, you'll find a cubing machine as well."
"Automated dimensioning will continue to migrate from the carriers back through the supply chain. Today you see increased focus on parcels and packages, but soon, you'll see more focus on palletized goods. They have the same size and weight issues as individual packages," predicts Mettler- Toledo's Metzler. "You'll also begin to see more use of dimensioning technologies at retail and point-of-sale (POS) counters, such as at a UPS store or FedEx Kinko's." Adds Pacotti, "You may not see fundamentally different technology, but rather ways to better package all the data ... in ever-more simplified ways. The IT manager always wants more simplicity."
Weighing and measuring used to be two of the simplest tasks in the DC. Over the past few years, they have become more and more high tech. Every sign suggests that the trend will continue as shippers and carriers keep trying to balance—and dimension—the fees and costs of moving packages through the supply chain.
States across the Southeast woke up today to find that the immediate weather impacts from Hurricane Helene are done, but the impacts to people, businesses, and the supply chain continue to be a major headache, according to Everstream Analytics.
The primary problem is the collection of massive power outages caused by the storm’s punishing winds and rainfall, now affecting some 2 million customers across the Southeast region of the U.S.
One organization working to rush help to affected regions since the storm hit Florida’s western coast on Thursday night is the American Logistics Aid Network (ALAN). As it does after most serious storms, the group continues to marshal donated resources from supply chain service providers in order to store, stage, and deliver help where it’s needed.
Support for recovery efforts is coming from a massive injection of federal aid, since the White House declared states of emergency last week for Alabama, Florida, Georgia, North Carolina, and South Carolina. Affected states are also supporting the rush of materials to needed zones by suspending transportation requirement such as certain licensing agreements, fuel taxes, weight restrictions, and hours of service caps, ALAN said.
E-commerce activity remains robust, but a growing number of consumers are reintegrating physical stores into their shopping journeys in 2024, emphasizing the need for retailers to focus on omnichannel business strategies. That’s according to an e-commerce study from Ryder System, Inc., released this week.
Ryder surveyed more than 1,300 consumers for its 2024 E-Commerce Consumer Study and found that 61% of consumers shop in-store “because they enjoy the experience,” a 21% increase compared to results from Ryder’s 2023 survey on the same subject. The current survey also found that 35% shop in-store because they don’t want to wait for online orders in the mail (up 4% from last year), and 15% say they shop in-store to avoid package theft (up 8% from last year).
“Retail and e-commerce continue to evolve,” Jeff Wolpov, Ryder’s senior vice president of e-commerce, said in a statement announcing the survey’s findings. “The emergence of e-commerce and growth of omnichannel fulfillment, particularly over the past four years, has altered consumer expectations and behavior dramatically and will continue to do so as time and technology allow.
“This latest study demonstrates that, while consumers maintain a robust
appetite for e-commerce, they are simultaneously embracing in-person shopping, presenting an impetus for merchants to refine their omnichannel strategies.”
Other findings include:
• Apparel and cosmetics shoppers show growing attraction to buying in-store. When purchasing apparel and cosmetics, shoppers are more inclined to make purchases in a physical location than they were last year, according to Ryder. Forty-one percent of shoppers who buy cosmetics said they prefer to do so either in a brand’s physical retail location or a department/convenience store (+9%). As for apparel shoppers, 54% said they prefer to buy clothing in those same brick-and-mortar locations (+9%).
• More customers prefer returning online purchases in physical stores. Fifty-five percent of shoppers (+15%) now say they would rather return online purchases in-store–the first time since early 2020 the preference to Buy Online Return In-Store (BORIS) has outweighed returning via mail, according to the survey. Forty percent of shoppers said they often make additional purchases when picking up or returning online purchases in-store (+2%).
• Consumers are extremely reliant on mobile devices when shopping in-store. This year’s survey reveals that 77% of consumers search for items on their mobile devices while in a store, Ryder said. Sixty-nine percent said they compare prices with items in nearby stores, 58% check availability at other stores, 31% want to learn more about a product, and 17% want to see other items frequently purchased with a product they’re considering.
Ryder said the findings also underscore the importance of investing in technology solutions that allow companies to provide customers with flexible purchasing options.
“Omnichannel strength is not a fad; it is a strategic necessity for e-commerce and retail businesses to stay competitive and achieve sustainable success in 2024 and beyond,” Wolpov also said. “The findings from this year’s study underscore what we know our customers are experiencing, which is the positive impact of integrating supply chain technology solutions across their sales channels, enabling them to provide their customers with flexible, convenient options to personalize their experience and heighten customer satisfaction.”
Transportation industry veteran Anne Reinke will become president & CEO of trade group the Intermodal Association of North America (IANA) at the end of the year, stepping into the position from her previous post leading third party logistics (3PL) trade group the Transportation Intermediaries Association (TIA), both organizations said today.
Meanwhile, TIA today announced that insider Christopher Burroughs would fill Reinke’s shoes as president & CEO. Burroughs has been with TIA for 13 years, most recently as its vice president of Government Affairs for the past six years, during which time he oversaw all legislative and regulatory efforts before Congress and the federal agencies.
Before her four years leading TIA, Reinke spent two years as Deputy Assistant Secretary with the U.S. Department of Transportation and 16 years with CSX Corporation.
Two European companies are among the most recent firms to put autonomous last-mile delivery to the test with a project in Bern, Switzerland, that debuted this month.
Swiss transportation and logistics company Planzer has teamed up with fellow Swiss firm Loxo, which develops autonomous driving software solutions, for a two-year pilot project in which a Loxo-equipped, Planzer parcel delivery van will handle last-mile logistics in Bern’s city center.
The project coincides with Swiss regulations on autonomous driving that are expected to take effect next spring.
Referred to as “Planzer–Dynamic Micro-Hub w LOXO,” the project aims to address both sustainability issues and traffic congestion in urban areas.
The delivery vehicle, a Volkswagen ID. Buzz battery-electric minivan, will feature Loxo’s Level 4 Digital Driver navigation software, a highly automated solution that allows driverless operation. The van was retrofitted to include space for two swap boxes for parcel storage.
During the two-year pilot phase, Loxo’s Digital Driver will navigate a commercial vehicle several times a day from Planzer’s railway center to various logistics points in Bern's city center. There, the parcels will be reloaded onto small electric vehicles and delivered to end customers by Planzer’s parcel delivery staff.
Following the completion of the pilot phase, Planzer and Loxo will build on the program for rollout in other Swiss cities, the companies said.
The partners said the project addresses the increasing requirements of urban supply chains and aims to ensure the “scalability of their disruptive solution.” With largely emission-free delivery, it contributes to greater levels of sustainability for the city as a living space, they also said.
“The uniqueness of this project lies in the fact that it will have a direct impact on society,” Planzer’s CEO and Chairman Nils Planzer said in a statement announcing the project. “We didn't just want to integrate automated technology into existing systems, we wanted to develop a completely new concept and a new business model.”
As the hours tick down toward a “seemingly imminent” strike by East Coast and Gulf Coast dockworkers, experts are warning that the impacts of that move would mushroom well-beyond the actual strike locations, causing prevalent shipping delays, container ship congestion, port congestion on West coast ports, and stranded freight.
However, a strike now seems “nearly unavoidable,” as no bargaining sessions are scheduled prior to the September 30 contract expiration between the International Longshoremen’s Association (ILA) and the U.S. Maritime Alliance (USMX) in their negotiations over wages and automation, according to the transportation law firm Scopelitis, Garvin, Light, Hanson & Feary.
The facilities affected would include some 45,000 port workers at 36 locations, including high-volume U.S. ports from Boston, New York / New Jersey, and Norfolk, to Savannah and Charleston, and down to New Orleans and Houston. With such widespread geography, a strike would likely lead to congestion from diverted traffic, as well as knock-on effects include the potential risk of increased freight rates and costly charges such as demurrage, detention, per diem, and dwell time fees on containers that may be slowed due to the congestion, according to an analysis by another transportation and logistics sector law firm, Benesch.
The weight of those combined blows means that many companies are already planning ways to minimize damage and recover quickly from the event. According to Scopelitis’ advice, mitigation measures could include: preparing for congestion on West coast ports, taking advantage of intermodal ground transportation where possible, looking for alternatives including air transport when necessary for urgent delivery, delaying shipping from East and Gulf coast ports until after the strike, and budgeting for increased freight and container fees.
Additional advice on softening the blow of a potential coastwide strike came from John Donigian, senior director of supply chain strategy at Moody’s. In a statement, he named six supply chain strategies for companies to consider: expedite certain shipments, reallocate existing inventory strategically, lock in alternative capacity with trucking and rail providers , communicate transparently with stakeholders to set realistic expectations for delivery timelines, shift sourcing to regional suppliers if possible, and utilize drop shipping to maintain sales.