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.
Five years ago, Toronto-based Apotex Inc. faced the classic growth challenge, if such a thing can be said to exist. Already one of Canada's largest pharmaceutical manufacturers, the company, which makes generic, prescription and private-label over-the-counter drugs, began to experience an unexpected surge in sales. The cause quickly became apparent. It wasn't an outbreak of some northern strain of bird flu or an escalation in hypothermia cases; rather it was skyrocketing demand from consumers across the border in the United States. Fed up with the high cost of home-grown drugs, increasing numbers of U.S. consumers had begun importing lower-priced medications from Canada.
Since that time, there's been no letup in demand. Output at the company's Etobicoke, Ontario, manufacturing facility has increased fivefold during the past five years, with 70 percent of the dosages manufactured at the site bound for the United States. And although the financial people probably aren't complaining, the boom has had some side-effects. The growth has created a space crunch in the manufacturing plant as well as the R&D lab located on site. It has also put a severe strain on the warehouse, which stores raw materials and work in process for the adjacent manufacturing plant.
Though Apotex was in desperate need of space, building an addition at the site wasn't an option. The Etobicoke facility is surrounded by major roads on all four sides. And in any event, any extra space that could be found would be immediately commandeered by the manufacturing plant, which itself was feeling the squeeze.
Clearly, the only place the warehouse could grow was up. In the end, Apotex altered its sights from the horizontal to the vertical. To free up floor space for production and research, the company came up with a high bay, very-narrow-aisle design for the storage area, a design that called for 65-foot ceilings in one section and 80-foot ceilings in another as opposed to the traditional 30-foot ceilings. And to make it all work, the storage area would be equipped with automated storage and retrieval systems.
Retrieval made easy
Today, Apotex operates two separate storage and retrieval systems in the Etobicoke facility. A semi-automated system handles the storage of raw materials and a small volume of finished goods, while a fully automated system supports work in process. Together, the two systems, which both use equipment supplied by FKI Logistex, provide Apotex with the warehouse space it needs to meet its expanding output.
Not only have the high-rise systems eased the storage space crunch; they've also improved inventory control at the site. Because the systems keep close tabs on inventory, the company can respond immediately to demand for a specific ingredient or medication. Once the item is located, a crane can be easily dispatched to retrieve it from its storage location within the system. Products can also be removed from storage in a specific sequence to accommodate just-in-time manufacturing.
The semi-automated system that houses the facility's raw materials consists of seven aisles with a footprint of some 50,000 square feet. The aisles are 300 feet long and 65 feet high. Aisles 1 through 6 are used for materials, while Aisle 7 holds some finished goods until they are ready to ship to a distribution center in Indianapolis.
Two man-operated cranes patrol the 10,500 pallet locations within the storage area. The cranes are designed to change aisles easily, guided by rails at the floor and ceiling. Using only two units to cover seven aisles reduced overall system costs while also providing flexibility. If repairs are needed on one unit, the other unit can quickly retrieve needed items from any aisle. As volumes increase, the company has the option of adding cranes and/or aisles.
The raw materials, contained in drums, cartons and bags, are held in the storage locations on plastic pallets. Plastic was chosen over wood for a variety of reasons, such as the reduced risk of contamination from split wood, wood dust and debris; long-term cost-effectiveness; and longer life expectancy. The plastic pallets are used only within the closed loop of the facility, however, not for outbound shipments.
To retrieve items from storage, operators manning the cranes can either drive the cranes to the assigned locations or program the units for semi-automatic mode, which at the push of a button, whisks them to rack slots where the ingredients needed next for production are stored. Each of the cranes features twin loaders to hold two pallets at a time.
After the pallets have been gathered, they're driven to drop-off stations. There, a combination of conveyors, vertical lifts and automated guided vehicles transport the materials through the various processes of the adjacent manufacturing plant.
Just what the doctor ordered
The second storage and retrieval system, installed just last year, houses work in process: big gray totes containing medications in tablet or capsule form that are awaiting further processing, such as tablet coating or special packaging. This AS/RS consists of one 80-foot-tall aisle manned by a fully automated crane. The crane is designed to make about 20 to 25 moves an hour, sliding the totes in and out of 1,800 double-deep locations.
While the system is predominately used for holding the work in process, a number of the storage locations are devoted to empty totes. Some of these empties are waiting to go to washer units for cleaning, while others have already been washed and are being held there temporarily until needed. All totes are moved to and from the automated system using automatic guided vehicles.
To track the medications as they move through the facility, Apotex is using radio-frequency identification (RFID). "All work in process has RFID tags, which [allows us to] track the weight of the tote and then write that to the tag," explains Fred Grafe, the company's director of global logistics. He adds that the information on the tags is automatically read and updated each time the materials enter and exit the automated storage systems, resulting in very little manual intervention with the totes.
The lack of human intervention both minimizes the risk of contamination and provides greater security for the medications, which is important in assuring the safety of the consumer drug supply. The reduction in handling also has reduced product damage and picking errors. Warehouse accuracy at the facility has now improved to well over 99 percent. For Apotex, at least, it appears that the AS/RS storage units have proved to be a miracle cure.
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."