Managers of spatially challenged DCs may not realize it. But a technology often marketed as a means of boosting picking productivity can also solve their space woes.
David Maloney has been a journalist for more than 35 years and is currently the group editorial director for DC Velocity and Supply Chain Quarterly magazines. In this role, he is responsible for the editorial content of both brands of Agile Business Media. Dave joined DC Velocity in April of 2004. Prior to that, he was a senior editor for Modern Materials Handling magazine. Dave also has extensive experience as a broadcast journalist. Before writing for supply chain publications, he was a journalist, television producer and director in Pittsburgh. Dave combines a background of reporting on logistics with his video production experience to bring new opportunities to DC Velocity readers, including web videos highlighting top distribution and logistics facilities, webcasts and other cross-media projects. He continues to live and work in the Pittsburgh area.
Space may be the final frontier to Captain Kirk, but to the average warehouse manager, it's territory well explored. Chances are, that manager has mapped out his or her warehouse to the last millimeter in a bid to make the most of the available storage space.
But sometimes that's just not enough. For one reason or another—soaring sales, an acquisition, the launch of a new product line—the manager finds himself scrambling to find room for 20,000 SKUs in space designed for 10,000. It seems there's little choice but to move on or build out.
There may be another option. What managers may not realize is that a technology typically marketed as a means of enhancing picking productivity can also solve their space woes. The technology? Automated storage systems.
Automated storage devices are computer-controlled machines designed to store and retrieve items from defined locations. They use moving shelves to deliver products directly to workers. For DCs that store small parts that are picked by the piece, installing an automated system (typically an automated carousel or vertical lift module) means order pickers no longer need to scurry around the DC searching for items.
Automated storage systems also require very little floor space. These systems provide extremely dense storage. And because the storage and retrieval functions are automated, they eliminate the need for aisles.
Better still, they oftentimes take advantage of unused ceiling space. In fact, two of the three systems most widely used for small parts operations—vertical carousels and vertical lift modules—are designed specifically for high-rise storage. And the third—horizontal carousels—can be stacked one atop another if desired. (See the accompanying sidebar for descriptions of these systems.)
How much space can a DC expect to save? Companies that have replaced conventional racks and shelving with automated systems report that they've saved as much as 75 percent of the floor space formerly devoted to storage. "Vertical systems ... can provide huge savings in real estate. A 40- to 50-foot high system offers tremendous storage in a very small footprint," notes John Molloy, president of White Systems, a storage systems manufacturer.
Installing an automated system may even eliminate the need to expand the facility or move to a larger building, points out Michael Fanning, national sales manager for Hanel Storage Systems. And these systems generally require only a modest investment. Automated storage systems typically pay for themselves in about two years.
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defensive maneuvers
The tale of Northrop Grumman's Apopka, Fla., facility will sound familiar to many DC managers. Over the past three years, business had tripled for the defense contractor's Laser Systems division, which is housed at the site. Inevitably, the manufacturing operation began to run out of room. And just as inevitably, the manufacturing people began to eye the space that had traditionally been given over to storage.
But instead of pushing storage off site, managers found the space they needed by eliminating a stock room and replacing it with three vertical lift modules (VLMs). Installed in the facility this past October, these automated units (made by White Systems) occupy only one-fourth of the footprint of the former stockroom, yet hold 1.25 times more than the stockroom could accommodate.
The VLMs, which are 30 feet tall, each hold 90 trays of electronic components used to manufacture lasers. Each one comes equipped with a lift unit, which works as an elevator to transport trays between their storage positions and an access station at the bottom of the unit. When needed, these parts are delivered directly to workers.
That's proved much quicker than sending workers out to scour the racks for parts. "Productivity was not the main reason we installed these systems," admits Dave Carlton, manager of operations engineering. "But we expect significant gains [now that] the parts come directly to them."
Turbocharged picking
Given the potential space savings, you might wonder why automated storage systems are frequently touted for their productivity benefits. That's easily explained. On average, companies that install automated storage systems can expect their order picking productivity to triple. "One person can usually do the work of three when using automated storage," says Greg Jarvis, product manager for Kardex USA, another storage systems manufacturer.
And that's by no means the outside limit. For those who have set their sights even higher, there's the option of incorporating pick-tolight technology into their storage systems. Light-directed picking further boosts productivity because pickers no longer have to stop to consult paper lists or handheld devices for instructions. Instead, the warehouse management system (or another type of software) automatically directs the carousel unit to spin to the shelves where the required items are stored. A beacon next to the shelf lights up to indicate which models to pick and how many.
Automated storage systems can also be designed with put-to-light capability, which means they're outfitted with additional lights to indicate which totes or cartons should receive the various items being picked. "This allows you to batch pick orders," says Ed Romaine, vice president of marketing for Remstar and FastPic Systems. With batch picking, workers can fill multiple orders in the time it would ordinarily take to fill a single order, he explains. "Often, anywhere from five to nine orders can be filled simultaneously."
Getting it right
Of course, no one would care much about picking speed if it meant sacrificing accuracy. But there's no danger of that with automated storage systems. These systems maintain a detailed and accurate accounting of all items stored on their shelves or in their slots. That's helpful for two reasons. First, they share that information with the DC's warehouse management system or other enterprise software, which virtually eliminates the possibility that a product will be tossed on a shelf and forgotten. And second, because a worker can only pick what is presented to him or her, there's almost no chance of error. Eliminating errors associated with manual picking also minimizes the hassle and expense of managing returns. It helps cut down on fines as well. "Many retailers are now penalizing distributors if their [order] is incorrect," notes Robert Rienecke, vice president of sales for Diamond Phoenix, an automated storage systems manufacturer.
There are labor advantages as well. Rienecke reports that installing an automated system reduces a company's dependence on a large pool of skilled workers. "Since the systems are automated, they are easy to use," he says. "[They're] also ideal for companies that have difficulty finding qualified labor."
Safe and secure
Along with speed, accuracy and space savings, automated systems can keep their contents safe. Vertical carousels in particular offer environmental advantages for DCs that process items sensitive to dust, heat or humidity. Because these systems are enclosed, the air inside can be heated, air conditioned and kept relatively dust free.
Automated systems also enhance security—a big plus for DCs that handle high-value items like jewelry, precision parts and high-end computer chips. That's particularly true of vertical systems, which essentially act as a high-rise steel safe.
And if that's still not enough security to guarantee that the DC manager sleeps well at night, added security features can be built in. Automated storage systems can be programmed to limit access to trusted workers and even to create an audit trail of who has handled each item and when.
what's what in automated storage systems?
When it comes to automated storage systems, there's one for every orientation. Companies that handle small parts have a choice of horizontal carousels, vertical carousels or vertical lift modules. Here's a look at each:
Horizontal carousels are the most commonly used of the systems designed for automated small parts storage. They work much like sandwich vending machines, but on a much grander scale. A horizontal carousel consists of a circular track that spins, known as a pod. But instead of holding sandwiches, the carousel has hundreds of shelves, typically six or seven high, that hold a wide range of products. The carousels' main advantage is that they deliver products to the worker, eliminating the need for workers to roam all over the DC.
A typical horizontal carousel system has two to three spinning pods of carousels per workstation. While a picker is selecting product from one pod, the remaining pod or pods are spinning to bring other needed items to the picking face.
Vertical carousels are similar to their horizontal cousins, except, as their name implies, they travel vertically to take advantage of overhead space. The shelves rotate around a central core much the way carts rotate on a Ferris wheel. Though the shelves remain in fixed positions, bins of varying sizes can be placed on the shelves to accommodate a wide range of small items. The shelves can also accommodate cartons. When workers need access to a shelf, the vertical carousel spins until that shelf is aligned with an access opening. The worker simply reaches through that opening, which is set at an ergonomically safe height, to deposit items onto the exposed shelf or retrieve items from it.
Like vertical carousels, vertical lift modules (VLMs) are tall structures that take advantage of ceiling space, minimizing the footprint. But unlike vertical carousels, they don't spin. Instead, small elevators carry products to available storage slots, then slide the products into the space where they'll be stored until needed. When it comes time to retrieve the items, an elevator brings the products down to an opening at the bottom where they're accessible to workers. The VLM's primary advantage is that it offers extremely dense storage. Most systems have sensors that gauge the size of the load to be stored so that the system can assign storage locations for maximum density. Loads are often stored no more than an inch—or even a half inch—apart.
Southco gets a handle on storage
For cabinet hardware maker Southco, the decision to automate was an open and shut case. Cabinet hardware might sound like a small, specialty business, but it turns out it's not so small after all. All the screws, hinges, latches, handles, locks and so forth stocked in Southco's Philadelphia DC add up to a whopping 20,000 SKUs, making manual picking impractical.
Today, Southco uses a combination of stacked horizontal carousels and conventional horizontal carousels (all supplied by Diamond Phoenix) to store and retrieve those parts. The stacked carousels consist of three pods each, stacked two carousels high. Only case quantities are stored here, with the products loaded into totes. The system uses an automatic extractor to insert and remove the totes from the 6,200 storage slots housed in the three pods.
Meanwhile, six conventional horizontal carousels hold products that will be picked as split cases. These are arranged in two pods of three carousels each. As a worker picks from one carousel, the other two carousels spin to locations containing subsequent picks so that picking can continue uninterrupted.
The two types of systems work in tandem to fill orders. For instance, if a customer orders 500 of an SKU that comes 200 pieces to the case, two full cases are extracted from the stacked carousels, while the remaining 100 pieces are picked from the split-case conventional carousels.
The results? "The productivity improvements ... are astronomical," says Ed Baginsky, the DC's operations manager. "One of my guys can pick three times more than what they can pick out of the racks."
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."