John Johnson joined the DC Velocity team in March 2004. A veteran business journalist, John has over a dozen years of experience covering the supply chain field, including time as chief editor of Warehousing Management. In addition, he has covered the venture capital community and previously was a sports reporter covering professional and collegiate sports in the Boston area. John served as senior editor and chief editor of DC Velocity until April 2008.
Given Americans' infatuation with all things large—whether it's sport utility vehicles that break the five-ton barrier or larger-than-life TV screens—it's hardly surprising that the distribution centers through which all those items pass are being super-sized as well. And it's not just the Wal-Marts and Targets of the world that boast facilities whose square footage is measured in the millions. When Columbia Sportswear dedicated its new 550,000- square-foot distribution center in Kentucky early this year, CEO Tim Boyle hastened to assure onlookers that the company was committed to making it a bigger operation "as quickly as we can." And that wasn't just talk. Columbia, whose goal is to operate a DC in the one million square foot range, has already completed land preparation on an adjacent lot for an expansion in the not-too-distant future.
But not everyone is convinced that bigger is better. The pharmacy chain CVS opened a DC measuring just 400,000 square feet in Ennis, Texas, this past fall. And far from apologizing for its size, Kevin Smith, the chain's senior vice president of supply chain and logistics, touts it as a selling point. The Ennis facility, he claims, will service the same volume and number of stores as a DC twice its size. Let the others keep building their mega-structures, he says; CVS will be sticking with the "small is beautiful" philosophy going forward. "We've determined that the optimal operating model for the future will [feature] less labor, more automation and a smaller footprint."
What's the attraction of that smaller footprint? It's partly about productivity. "There are distinct productivity opportunities with smaller DCs," says Smith."Engineering studies show that for every 100,000 square feet you expand a DC beyond 500,000 square feet, you give up 10 to 12 percent of productivity. At a large DC, 70 percent of labor time is spent traveling to select an item or to put something away. That is unproductive time for us, so small is better."
Another consideration is the rising cost of real estate and construction in the parts of the country where CVS does business. "Over the years, DCs have become bigger and bigger, primarily because there is a belief that there is an administrative benefit to running one large facility as opposed to two small ones," says Smith. "But there are drawbacks to large buildings. They require large investments in land and building construction."
Rx for a labor shortage
But beyond cost and real estate considerations, CVS believes there's an even more compelling reason for investing in smaller, but more automated, facilities: a projected shortage of labor. Smith is convinced that declining birth rates and the emergence of alternative service-oriented jobs will significantly drain the labor pool available to DCs in coming years.
It's clear that CVS's management has given a great deal of thought to how it will cope with that shortage. "What we need to do is develop an environment that attracts enough labor to our operations, but that capitalizes on automation as much as possible to limit our dependence on labor," Smith says."Of course,we will always need people to move product. There is simply no reasonable substitute … for the flexibility of the human hand when it comes to picking the 20,000 odd items that we pick and ship every day."
Though CVS's distribution operations will always rely on workers to some degree, Smith says the company has made every effort to reduce its dependency on labor. For example, when it built the Ennis facility, CVS installed a state-of-theart material handling system. Designed by Witron, the system uses extensive automatic storage and retrieval technology to present items to pickers as needed. Key features include Witron's Dynamic Picking System for piece-picked items and its Module Picking System for items picked in full cases.
If the automated system performs as projected, CVS will consider it money well spent. The pharmacy chain, which currently operates 13 regional DCs that total 7.2 million square feet, is in the midst of reorganizing its DC base after acquiring the 1,260-store Eckerd chain last year. Plans call for the company's DC in Garland, Texas, which is 35 miles down the road from Ennis, to be closed by July, with the Ennis facility picking up the slack. "By next summer we will be servicing our 5,375 stores from 7.2 million square feet in 12 DCs," says Smith. "… That means we'll absorb $7 billion of additional sales [from the Eckerd merger] and do it from one less DC."
Those savings all add up for CVS, a company that considers logistics to be a core competency. "The contribution we make is non-marginable," says Smith. "Every dollar we save goes directly to the bottom line and represents a dollar of profit. Over the past few years, we've been able to save lots of [money] through process improvements, inventory control and good labor management."
It appears that the company has achieved those results without sacrificing performance. Smith reports that the logistics group has maintained an on-time delivery rate of 98.4 percent (within a 15- minute window) for the 300,000 store deliveries made each year and an inventory turn rate of five turns per year. But that hasn't kept it from striving for improvement. "We continue to pursue the ?Wow' factor," he says. "We want our competitors and our suppliers to shake their heads and ask ?How do they operate at such low costs with such high quality and accuracy and instock rates?'"
location, location, location
When a new rule limiting how long truck drivers can stay on the road took effect in January 2004, it wasn't just drivers and fleet managers who were thrown for a loop. The managers who oversee distribution networks found their operating models shaken to the core as well. For decades, it's been common practice to operate a few strategically located super-sized DCs, from which truckers would fan out to cover far-flung geographic territories. But now that drivers face severe restrictions on how long they can remain on the road, DC managers are beginning to wonder if they wouldn't be better off with more, smaller DCs.
"Some companies are evaluating if they should go to smaller DCs in order to provide more just-in-time deliveries to their retail locations …," says Erin Henderson, manager of site selection and economic development for The Facility Group. "The old trucking laws played a part in [justifying] large DCs, but because the new law requires drivers to have more rest time, retailers are realizing they can't meet their daily delivery requirements."
What's sparked all the turmoil are provisions in the new federal truck driver hours-of-service (HOS) rule mandating more rest time for drivers. Prior to Jan. 4, 2004, when the new regulations kicked in, drivers had the flexibility of using mid-day breaks to extend the on-duty period if necessary. But the new rule, which was aimed at preventing accidents caused by driver fatigue, eliminated that option. It also limited drivers to a maximum of 11 hours of driving in a 14-hour shift (in contrast to the former 10 hours of driving within a 15- hour shift). A shift cannot begin unless the driver has taken at least 10 hours off, and each shift must be followed by at least another 10 hours off.
Some of the loudest rumblings are coming from companies that supply retailers scattered throughout the Southeast. It's been generally held that the I-85 corridor just north of Atlanta is the best location from which to serve the Southeast. Now, however, that's been called into question. The time restrictions have made it much tougher for Florida-bound drivers to reach their destinations in a single shift. Things only got worse recently when the city of Atlanta banned trucks from entering the city unless they had a bill of lading for a delivery inside city limits, depriving truckers of a traditional shortcut.
But what's bad news for truckers may be welcome news for real estate developers in places like Fayetteville and Hampton, Ga. Facing a logistical nightmare, some companies are said to be considering revamping their DC networks with an eye toward opening facilities in communities not north, but south of Atlanta.
Supply chains are poised for accelerated adoption of mobile robots and drones as those technologies mature and companies focus on implementing artificial intelligence (AI) and automation across their logistics operations.
That’s according to data from Gartner’s Hype Cycle for Mobile Robots and Drones, released this week. The report shows that several mobile robotics technologies will mature over the next two to five years, and also identifies breakthrough and rising technologies set to have an impact further out.
Gartner’s Hype Cycle is a graphical depiction of a common pattern that arises with each new technology or innovation through five phases of maturity and adoption. Chief supply chain officers can use the research to find robotic solutions that meet their needs, according to Gartner.
Gartner, Inc.
The mobile robotic technologies set to mature over the next two to five years are: collaborative in-aisle picking robots, light-cargo delivery robots, autonomous mobile robots (AMRs) for transport, mobile robotic goods-to-person systems, and robotic cube storage systems.
“As organizations look to further improve logistic operations, support automation and augment humans in various jobs, supply chain leaders have turned to mobile robots to support their strategy,” Dwight Klappich, VP analyst and Gartner fellow with the Gartner Supply Chain practice, said in a statement announcing the findings. “Mobile robots are continuing to evolve, becoming more powerful and practical, thus paving the way for continued technology innovation.”
Technologies that are on the rise include autonomous data collection and inspection technologies, which are expected to deliver benefits over the next five to 10 years. These include solutions like indoor-flying drones, which utilize AI-enabled vision or RFID to help with time-consuming inventory management, inspection, and surveillance tasks. The technology can also alleviate safety concerns that arise in warehouses, such as workers counting inventory in hard-to-reach places.
“Automating labor-intensive tasks can provide notable benefits,” Klappich said. “With AI capabilities increasingly embedded in mobile robots and drones, the potential to function unaided and adapt to environments will make it possible to support a growing number of use cases.”
Humanoid robots—which resemble the human body in shape—are among the technologies in the breakthrough stage, meaning that they are expected to have a transformational effect on supply chains, but their mainstream adoption could take 10 years or more.
“For supply chains with high-volume and predictable processes, humanoid robots have the potential to enhance or supplement the supply chain workforce,” Klappich also said. “However, while the pace of innovation is encouraging, the industry is years away from general-purpose humanoid robots being used in more complex retail and industrial environments.”
An eight-year veteran of the Georgia company, Hakala will begin his new role on January 1, when the current CEO, Tero Peltomäki, will retire after a long and noteworthy career, continuing as a member of the board of directors, Cimcorp said.
According to Hakala, automation is an inevitable course in Cimcorp’s core sectors, and the company’s end-to-end capabilities will be crucial for clients’ success. In the past, both the tire and grocery retail industries have automated individual machines and parts of their operations. In recent years, automation has spread throughout the facilities, as companies want to be able to see their entire operation with one look, utilize analytics, optimize processes, and lead with data.
“Cimcorp has always grown by starting small in the new business segments. We’ve created one solution first, and as we’ve gained more knowledge of our clients’ challenges, we have been able to expand,” Hakala said in a release. “In every phase, we aim to bring our experience to the table and even challenge the client’s initial perspective. We are interested in what our client does and how it could be done better and more efficiently.”
Although many shoppers will
return to physical stores this holiday season, online shopping remains a driving force behind peak-season shipping challenges, especially when it comes to the last mile. Consumers still want fast, free shipping if they can get it—without any delays or disruptions to their holiday deliveries.
One disruptor that gets a lot of headlines this time of year is package theft—committed by so-called “porch pirates.” These are thieves who snatch parcels from front stairs, side porches, and driveways in neighborhoods across the country. The problem adds up to billions of dollars in stolen merchandise each year—not to mention headaches for shippers, parcel delivery companies, and, of course, consumers.
Given the scope of the problem, it’s no wonder online shoppers are worried about it—especially during holiday season. In its annual report on package theft trends, released in October, the
security-focused research and product review firm Security.org found that:
17% of Americans had a package stolen in the past three months, with the typical stolen parcel worth about $50. Some 44% said they’d had a package taken at some point in their life.
Package thieves poached more than $8 billion in merchandise over the past year.
18% of adults said they’d had a package stolen that contained a gift for someone else.
Ahead of the holiday season, 88% of adults said they were worried about theft of online purchases, with more than a quarter saying they were “extremely” or “very” concerned.
But it doesn’t have to be that way. There are some low-tech steps consumers can take to help guard against porch piracy along with some high-tech logistics-focused innovations in the pipeline that can protect deliveries in the last mile. First, some common-sense advice on avoiding package theft from the Security.org research:
Install a doorbell camera, which is a relatively low-cost deterrent.
Bring packages inside promptly or arrange to have them delivered to a secure location if no one will be at home.
Consider using click-and-collect options when possible.
If the retailer allows you to specify delivery-time windows, consider doing so to avoid having packages sit outside for extended periods.
These steps may sound basic, but they are by no means a given: Fewer than half of Americans consider the timing of deliveries, less than a third have a doorbell camera, and nearly one-fifth take no precautions to prevent package theft, according to the research.
Tech vendors are stepping up to help. One example is
Arrive AI, which develops smart mailboxes for last-mile delivery and pickup. The company says its Mailbox-as-a-Service (MaaS) platform will revolutionize the last mile by building a network of parcel-storage boxes that can be accessed by people, drones, or robots. In a nutshell: Packages are placed into a weatherproof box via drone, robot, driverless carrier, or traditional delivery method—and no one other than the rightful owner can access it.
Although the platform is still in development, the company already offers solutions for business clients looking to secure high-value deliveries and sensitive shipments. The health-care industry is one example: Arrive AI offers secure drone delivery of medical supplies, prescriptions, lab samples, and the like to hospitals and other health-care facilities. The platform provides real-time tracking, chain-of-custody controls, and theft-prevention features. Arrive is conducting short-term deployments between logistics companies and health-care partners now, according to a company spokesperson.
The MaaS solution has a pretty high cool factor. And the common-sense best practices just seem like solid advice. Maybe combining both is the key to a more secure last mile—during peak shipping season and throughout the year as well.
The Boston-based enterprise software vendor Board has acquired the California company Prevedere, a provider of predictive planning technology, saying the move will integrate internal performance metrics with external economic intelligence.
According to Board, the combined technologies will integrate millions of external data points—ranging from macroeconomic indicators to AI-driven predictive models—to help companies build predictive models for critical planning needs, cutting costs by reducing inventory excess and optimizing logistics in response to global trade dynamics.
That is particularly valuable in today’s rapidly changing markets, where companies face evolving customer preferences and economic shifts, the company said. “Our customers spend significant time analyzing internal data but often lack visibility into how external factors might impact their planning,” Jeff Casale, CEO of Board, said in a release. “By integrating Prevedere, we eliminate those blind spots, equipping executives with a complete view of their operating environment. This empowers them to respond dynamically to market changes and make informed decisions that drive competitive advantage.”
Material handling automation provider Vecna Robotics today named Karl Iagnemma as its new CEO and announced $14.5 million in additional funding from existing investors, the Waltham, Massachusetts firm said.
The fresh funding is earmarked to accelerate technology and product enhancements to address the automation needs of operators in automotive, general manufacturing, and high-volume warehousing.
Iagnemma comes to the company after roles as an MIT researcher and inventor, and with leadership titles including co-founder and CEO of autonomous vehicle technology company nuTonomy. The tier 1 supplier Aptiv acquired Aptiv in 2017 for $450 million, and named Iagnemma as founding CEO of Motional, its $4 billion robotaxi joint venture with automaker Hyundai Motor Group.
“Automation in logistics today is similar to the current state of robotaxis, in that there is a massive market opportunity but little market penetration,” Iagnemma said in a release. “I join Vecna Robotics at an inflection point in the material handling market, where operators are poised to adopt automation at scale. Vecna is uniquely positioned to shape the market with state-of-the-art technology and products that are easy to purchase, deploy, and operate reliably across many different workflows.”