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.
For third-party logistics service providers (3PLs) that specialize in order fulfillment, life is never dull—unpredictable, perhaps; but never dull. Unlike their counterparts at, say, an engine manufacturer or a textile mill, the third party's staffers might find themselves picking lipstick one day, electric guitars the next.
A prime example of a 3PL company that has to be ready for whatever its clients might throw at it next is New Jersey-based Capacity. This five-year-old company, which runs two distribution facilities in North Brunswick, N.J., serves more than 60 different clients. Half of Capacity's distribution business is for cosmetics companies, like Bliss and Tarte, so it has to be ready to deal with small products. But the facilities also must be prepared to handle music CDs and larger items, like textiles, garments and electronics. "We actually handle everything from K-Mart uniforms to yoga mats to electric guitars," says Thom Campbell, chief strategic officer and a founding partner of Capacity.
To give it the flexibility it needs to process both pallet loads and single-item orders, Capacity actually uses two warehouses. The smaller 60,000-square-foot facility processes mostly full case orders, while its 130,000-square-foot building handles pick-and-pack needs. Of course, managing two different systems in two separate facilities poses challenges for the software that automates the whole process. For Capacity, the answer was a warehouse management system (WMS) customized by Foxfire Technologies to accommodate Capacity's multi-facility, multi-product design. The WMS controls all picking and packing processes, including paper picking and radio frequency (RF)-directed picking from pallet racks, flow racks and shelving. In addition to order fulfillment, RF is used to direct receiving and shipping functions. The WMS also allows clients to view their inventories in real time.
Take your pick
Most picking tasks take place in the larger pick-and-pack building. In that facility, the majority of products are placed into reserve pallet racks upon receipt, where they remain until needed. Some full pallets and full cases, like cosmetics that ship directly to stores, may be picked from the pallet racks, but most of the items pulled from there are destined to replenish Capacity's pick modules.
"Our picking strategy really depends on the client," reports Campbell. "We currently process everything from a single Internet order with one piece to a full trailer of products."
The facility's pick modules consist of case flow racks and shelving. Takeaway conveyors run through these areas to facilitate efficient picking of orders. The flow racks hold fast-movers, while the shelving contains slower-moving products and irregularly shaped items not suited to the flow racks. Most products for a particular client are grouped together to speed up selection, as processing is typically waved a client at a time.
Items are picked by order into totes or cartons according to the client's specifications. The fast-movers are selected from their flow racks using either pick tickets or RF-directed assignments (Capacity is currently in the process of migrating more of its clients to the RF processes). Items are also gathered from the nearby shelving and placed into the cartons or containers before they're pushed off onto the takeaway conveyors. Since picking is performed by discrete order, some cartons or totes are filled to the brim with products, while others, such as those for Internet orders, may contain only one item.
Slower-moving items, odd-shaped products (such as the electric guitars) and select merchandise for less-active customers are located in shelving away from the conveyors. These items are picked to wheeled carts.
Once all selections have been made, the items are either conveyed or carted to 16 pack stations. Typically, 10 to 15 of these stations are active at any given time, depending on the volume being processed that day. Workers remove the items from their totes and cartons, conduct quality checks to verify proper order selection and then repack the items into shipping cartons.
"Different clients have different pack regimens," says Campbell. Some use custom boxes with identifying markings. Some require value-added services, such as gift wrapping. Dunnage, the protective material placed around the product in the shipping carton, is added according to the clients' preferences. Some prefer air bubble wrap, while others use kraft paper to protect their products. Cartons are also weighed and packing lists are created, again based on customer preferences. Once all items have been repacked, the cartons are sealed and then sent to a staging area to await shipment.
The facility processes 2,000 to 3,000 orders a day, consisting of about 10,000 packed items. And in case you were wondering, Capacity has not yet reached its name.
gearing up to pick ...
There's no shortage of equipment and systems on the market designed for use in picking and packing operations. Here's a look at some of the most common types of equipment:
Pick tickets and labels: Although they represent a decidedly low-tech approach, pick tickets are still the most widely used method of picking orders. Typically, a list of required selections is printed onto a sheet of paper that a worker takes with him into the picking areas. The worker simply pulls the needed items, then crosses them off the list. Similarly, pick labels are used in many facilities. The labels contain printed information on which items are needed, with many also doubling as shipping labels. Workers pick required products, deposit them into a carton, then place the label on the carton's side.
Radio frequency-directed systems: At sites that use RF systems, workers use radio-frequency data terminals/scanners to direct their picking. Instructions for which items are needed are relayed to the display on the workers' terminals. Typically, items are scanned with the units to confirm their picks.
Voice-directed systems: Workers wearing headsets are given audible computer-generated instructions on which items to choose. The software that drives the system has voice-recognition capabilities so that the workers are able to speak responses back into their headsets to confirm their selections.
Light-directed systems: Beacons installed on racks next to storage locations light up to guide workers in selecting items contained in the racks. Number displays adjacent to the lights show how many of each SKU are required. The worker selects the proper items, then hits a button on the pick-to-light system to confirm that picking has been completed.
Storage systems: While not true picking technologies, many storage systems are designed to facilitate order selection. These include flow racks that rely on gravity to move products to the front of the rack faces where they are easily accessible. Carousels and mini-load automatic storage and retrieval systems (AS/RS) are similarly designed to collect stored items and then present them directly to workers located at picking stations.
... and to pack
Corrugated cartons: Corrugated is still the material of choice for packing products, especially for one-way shipments. Corrugated is relatively inexpensive, recyclable and easy to store and assemble.
Returnable containers: Companies that have a closed-loop distribution system find economic advantages to using returnable containers. These shipping boxes—typically constructed of plastic, although they may also be made of wood, steel, aluminum and other materials—provide greater protection than most corrugated cartons and are reusable, making them economical and environmentally friendly. Even companies that do not have their own backhaul transportation mechanism for returning containers to their distribution center can benefit by joining a pooling organization that shares returnable containers among a large number of clients.
Dunnage systems: Dunnage is the protective material placed inside a carton or container to cushion products in transit. There are a variety of different types.
Air-filled bubble material can be purchased either already inflated or in flat form so that the user can inflate it as needed and cut it to length at the packing stations using specialized machines.
Kraft paper can also be distributed by machines at pack stations. In many systems, the paper can be folded into a protective "mattress" that is placed around items within the cartons to provide cushioning and to fill voids. Foam peanuts are also widely used to protect items.
They are small enough to fill empty carton space easily, and are lightweight and reusable.
Chemical foam offers a high level of protection and is often used to cushion electronics and other products that could be easily damaged by shifting during transit. Typically, two chemicals are injected into plastic bags to form this type of dunnage. As the chemicals mix, they interact to create a foam that quickly begins to expand. The bags are then placed around the product within the carton. As the foam continues to expand, it wraps around the product and fills any voids.
Machine-aided packing: A number of machines can help to automate packing processes. Automatic carton erectors make building multiple-sized cartons a snap. Once the cartons are packed, sealing machines automatically tape them closed. Labeling machines place packing slips, shipping labels and RFID-embedded labels directly onto cartons. Other labeling machines known as coders can print bar codes and other information directly onto carton surfaces without the need for adhesive labels.
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."