Every quote, load plan and compliance call in road freight rests on dimensions someone estimated in a yard. Stereon turns messy physical items into verified, reusable, quoteable, loadable freight assets — and feeds every system that already exists.
Design files, 3D scans or rough dims — every item becomes one verified freight asset, DG declared at the door.
Verified envelopes packed onto the right vehicle — fewer trucks, fuller decks, no auto-approvals near a limit.
Dual-regime pricing, DG-gated documents and a signed load plan the carrier can actually trust.
Carriers bill the greater of dead weight and cubic weight — and at Australia's 250–333 kg/m³ conversion, a hand's width of dimensional error moves the invoice ~24 kg. On irregular freight, every number in that equation is a yard guess. Everyone in the chain pays for it differently.
Guessed dims → cubic penalties, 30–40% quote-to-invoice variance, and a second vehicle "to be safe." Messy loads travel unspecified — then get damaged or rejected.
Freight lands bigger than declared: depot re-measures, wasted deck space, missed permit lead-times, DG surprises at the dock — and the driver wears the compliance risk.
They quote off what the customer tells them — every re-bill erodes margin, every dispute erodes the relationship, and awkward freight gets priced defensively or turned away.
Movers and retail deliveries answer that question when the truck is already in the driveway. Wrong vehicle, second trip, surprise charges — all for want of dimensions known up front.
The commercial data layers are mature. The physical ones barely exist. That bottom band is the entire wedge.
Every existing load-planning tool assumes you already know the item's dimensions and will type them in — which is exactly the step that fails for irregular freight. Stereon attacks the bottleneck itself: capturing physical truth at source.
An item enters however it exists — an engineering drawing, a phone scan, or a rough measurement — and becomes a versioned library asset with packaging, handling and DG attributes. The library optimises the truck, then hands the carrier everything they need — live in the pilot today.
Point a phone at it — the scan resolves the object and its verified dims land in the library as a reusable freight asset. No scanner on hand? Dims come straight off the engineering drawing (the AI reads it, an operator confirms) or as rough dims, flagged until re-measured. Packaging and orientation set the true shipped envelope — a panel travelling vertical on an A-frame eats a pallet space, and the system knows it.
The engine rearranges the load for pallet-space and deck-rate optimisation — collision, stacking and orientation rules, deck metres, with axle loads checked after every placement and every drop: a load that is legal at departure can overload an axle at drop three. The objective is trucks removed, not utilisation percentages — and every arrangement is one a forklift driver can actually execute.
The loaded truck is swept against versioned, per-state rule packs: mass and dimension limits, restraint feasibility per the Load Restraint Guide, axle groups, oversize thresholds. WA runs different rules to the HVNL states — interstate lanes bind to the most restrictive jurisdiction on the route. Near any limit it escalates to a human. It never auto-approves.
Declared at input, before an item is placed: no UN number + class → no DG documents. Segregation per ADG Table 9.1, placard thresholds computed per leg, protective placement enforced around batteries. Stereon screens and documents; it never pretends to certify.
One click: a signed plan per vehicle — top-down placement diagram, axle profile at every drop, restraint checklist, pricing regime and surcharge flags, stamped with the rule-pack version it was checked against. That audit trail is what a Chain-of-Responsibility duty actually needs: evidence, not certification.
Photogrammetry can be wrapped by anyone. What compounds is the customer-specific library of verified freight assets — geometry, confirmed weights, handling flags, version history, and the audit trail of every quote and plan built on them.
Leaving means re-digitising the entire catalogue and retraining operations.
Cross-customer geometry and utilisation benchmarks no one else can assemble.
Rules plus audit logs quietly become the freight desk's risk shield.
Plans and dimensions flow into the TMS layer — Machship, Cario and beyond.
Item libraries accumulate verified physical truth with every scan.
Warehouse teams touch it daily — repeat items are instant, new items are a two-minute scan.
Buyers already pay US$15K–100K per fixed dimensioning unit where the ROI is obvious — proof the budget exists. Stereon is mobile, works on oversized freight, and produces a reusable asset instead of a one-off number.
Vision Intelligence — freight so awkward it breaks the manual status quo weekly. Prove savings on the hardest case.
Traffic management, fencing, solar, equipment hire, staging & AV, modular buildings — same pattern, same library economics.
One Machship integration reaches 100+ 4PL operators. Stereon becomes the physical-truth module of the platforms freight already runs on.
DB Schenker, DHL, Geodis — the identical irregular-freight problem, worldwide. The library model travels.
The same verified geometry means something different — and something valuable — to every party that touches the freight.
Know exactly what fits before saying yes. Verified envelopes turn "she'll be right" into a packed deck — and make taking on extra freight a calculation, not a gamble.
Messy, irregular consignments become specified, safely handled, correctly restrained freight. Fewer "second truck to be safe" bookings, fewer damage claims, fewer re-bill disputes.
White-label physical truth into their own offering: sharper quotes on freight competitors won't touch, instant re-quotes from the library, and an audit trail their customers can lean on.
A customer scans the couch, the fridge, the flat-pack. The mover or carrier knows the item, its dimensions and what the job actually needs — before the truck is booked.
The backload play: a meaningful share of truck-kilometres run empty on return legs. Today "can you fit it on the way back?" is answered by phone tag and guesswork. A shared library of verified envelopes makes it an instant yes/no with a price — that's where this layer goes once the library is dense enough.
Assembled camera towers, concrete counterweights, gate sections, pole bundles, lithium-battery kits — dispatched interstate weekly with no TMS and manually booked consignments. A freight profile almost perfectly adversarial to the status quo, which is exactly why it's the proving ground.
A feasibility assessment, not a pitch deck. Five questions had to survive honest scrutiny — each with a stated confidence, and the caveats left in.
Cubic-weight conventions (250 / 333 / 167 kg/m³), the deck-metre and heavy-haul regimes, and the full accessorial cost stack — mapped to where geometry actually moves the invoice.
Load-planning SaaS, fixed dimensioning hardware, phone dimensioners and TMS platforms — each mapped to the precise capability none of them own.
Use-case tolerance bands, confidence-driven behaviour, and a Phase-0 capture protocol with pre-committed kill / continue / accelerate gates.
TAM / SAM / SOM built bottom-up, cross-checked against global TMS software and the automated-dimensioning hardware market.
NHVR Chain of Responsibility, the Load Restraint Guide, the ADG Code for lithium batteries, and IATA air rules — scoping what the product may and may not claim.
Eleven risks scored on severity × likelihood, each with a mitigation — capture accuracy, false precision, adoption, liability creep and TAM honestly among them.
Grounded in public industry data — Gartner supply-chain surveys · Australian carrier pricing conventions · NHVR & ADG regulation · academic 3D bin-packing literature · private-SaaS M&A comparables. Full viability assessment available under NDA.
Validation pilot in market now. Evidence pack — accuracy tables, variance analysis, operator adoption — lands at the end of the 90-day sprint.
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