transportationreport MOTOR FREIGHT
706 Lane St. Sandusky, Ohio 44870
www.lewcoinc.com
LEWCO inc. has a full line of conveying
equipment to complete your system.
Call Conveyor sales at 419-625-4014
today for your free assessment.
POLY-V DRIVEN ROLLER CONVEYORS
Poly V-belt Driven Roller Conveyors,
commonly referred to as PLV,
provides a positively driven live
roller conveyor. Because of
the positive Poly-V belt and
Grooved hubs, it’s an ideal
choice for conveying heavy
product which includes heavy
packages, pallets, containers,
drums and other unit loads.
PLV19 is suitable for loads up to
200 lbs. and PLV25 is suitable for loads
up to 2,500 lbs. In addition, it is very quiet, capable of
higher speeds, and is less expensive than commonly
selected chain driven live roller conveyors.
HOW IT WORKS...
- Zero Pressure
Accumulation
- Sortation of Products
- Pallet Accumulation
- Pallet Dispensing
- Pallet Orientation
- Pallet Staging
- Pallet Transportation
WHERE IT WORKS...
- Parcel Handling
- Appliance
- Automotive
- Cabinetry & Furniture
- Food & Beverage
- Manufacturing
- Order Fulfillment
- Warehousing &
Distribution
- Aerospace
- Government Agencies
& Military
BENEFITS...
- Easy and Fast
Installation
- Clean and Safe
- Economical
Transportation
- Quiet
- Energy Efficient
- Automated Production
- Continuous Operation
- Increased Productivity
- Increased Worker Safety
- Reduced Man Hours
PBR19 POWERED ROUND BELT DRIVEN CONVEYOR
The Powered Round Belt Driven
Conveyor is a quiet and
efficient live roller conveyor
system. These systems are
primarily suitable for lighter
loads up to 75 pounds. Each
roller is powered individually by
a composite “O” ring or band with
up to ( 16) rollers connected to a single
24v flat motor with integrated control cards.
With the goal being simple to install, this conveyor
is commonly used in zero pressure accumulation
applications commonly integrated with pop-up
transfers, curves, or spurs.
All are supported by
controls platform with decentralized drives
46 DC VELOCITY SEPTEMBER 2016 www.dcvelocity.com
percent of respondents said they had done nothing in response
to the carriers’ actions, meaning they had accepted the rate
increases that accompanied the changes in the pricing model.
“There are various successful responses to dimensional
weight pricing. Taking no action is not one of them,” said Jack
T. Ampuja, CEO of Supply Chain Optimizers and the survey’s co-author along with Jim Kling, a professor at Niagara
University in Lewiston, N.Y. Shippers that simultaneously
employed multiple solutions seemed to achieve the best outcomes, according to Ampuja and Kling.
PAYBACK TIME
Over the years, parcel and LTL shippers have benefited greatly
from the carriers’ under-reliance on dimensioning equipment
and systems. Though parcel carriers had the technology, they
used it only for shipments measuring more than three cubic
feet. As a result, they charged the actual weight for bulky,
lightweight parcels, effectively underpricing portions of their
trailer space. LTL carriers, without any equipment at all,
resorted to tape measures and rulers, hardly a precise method
for verifying product density. This allowed shippers to tender
an ineffectively packaged consignment and still get away with
being undercharged for the service, according to the authors.
Parcel carrier executives have said the expansion of dim
weight pricing was necessary to properly compensate their
companies for the space occupied by low-weight, high-cube
shipments. The change would also deliver to shippers a wake-up call to re-engineer their inefficient packaging processes
that just add cube to a package without providing any real
value to the shipper, customer, or carrier.
More than 18 months into the dual initiatives, the explosive
growth of e-commerce continues to drive traffic in these lighter, bulkier consignments, according to UPS Chairman and
CEO David P. Abney. “Package weight keeps going down, but
the cube keeps going up,” Abney told reporters at a company
event June 30.
LTL pricing occupies a world of its own. Rates are based on
an intricate system of classification codes that were developed
in the mid-1930s. Because charges based on classification codes
are subject to interpretation, it is commonplace for shippers
and carriers to get embroiled in post-delivery disputes over
pricing differentials. LTL carriers that advocate dimensioning
have said that it will not only yield more accurate pricing
outcomes, but also reduce the frequency of so-called carrier
chargebacks and the hassle that often accompanies them.
Carriers have a vested interest in promoting the dimensioning practice: By doing a better job of pricing palletized freight,
carriers can recover the $65,000 cost of a dimensioning
machine within 90 days, the survey’s authors said.
The growing use of dimensioning equipment will force
shippers to do a better job of preparing their freight for tender, Ampuja and Kling said. Those who observe the status quo
will likely confront rates that are higher than they’ve ever paid
before, they said. “The reality is that most shippers are not
aware that the responsibility for proper packaging and pallet-
