There's more to conveyor performance than feet per minute. Smart users look for systems that can be installed quickly, are simple to maintain and stay up no matter what.
Peter Bradley is an award-winning career journalist with more than three decades of experience in both newspapers and national business magazines. His credentials include seven years as the transportation and supply chain editor at Purchasing Magazine and six years as the chief editor of Logistics Management.
In the world of conveyors, faster isn't always better. Manufacturers may tout the latest belt's blazing-fast travel speed. But in the real world, conveyor speed is about much more than feet per minute. Snaking through the innards of manufacturing and distribution, the conveyor functions much like the circulatory system's central artery, carrying cartons, totes and the like to the far corners of the DC. What matters is not so much how quickly it whips through the facility but how reliably it runs.
For a mechanism that's so critical to smooth DC operations, the conveyor has seen surprisingly few technological advances in the past three decades. "Simply put, conveyor technology has been static for 30 years," says Gregg VandenBosch, a product manager for Siemens. Though engineers have introduced increasingly powerful and sophisticated programmable logic controllers (PLCs) and other components through the years, he says, architecturally, innovation has been rare.
But that dry spell is over. In the past two or three years, manufacturers have rolled out dramatic improvements in conveyor design and technology. And based on their customers' requests, they've focused on making installation and maintenance simpler and quicker; making components more reliable; and engineering systems flexible enough to handle a variety of package sizes and weights.
Mixing it up
For conveyor manufacturers, that request for flexibility is something fairly new. "Recently, we've noted an increase in requests to handle a wider range of products, from Jiffy bags [padded mailers], to rugs, to oversized cartons, within the same system," says John Dillon, director of engineering for the Automotion Systems Group. That's prompted his company to look for new ways of combining its standard product lines and technology, he notes. In one case, Automotion rigged up an all-belt system with a high-speed slat sorter. "This multiple input all-belt system joined a low-speed 'inch and store' mode and a high-speed 'slug release' mode to maximize throughput. "The end result was that we were able to successfully mix those rugs, bags and oversized cartons all on the same system," he says.
Gordon Hellberg, vice president of conveyor manufacturer Ermanco, adds that many end users have changed their picking processes in the last few years, which has major implications for conveyor performance. "More and more, we're seeing cases with the empty box at the end of the line. The box has been sized to the order. Items for the order are picked directly into the box, which eventually moves to the end of the line for sealing and shipping. So conveyors have to handle a greater variety of containers, smaller on average than previously, and handle more of them."
Mike Johnson, senior vice president in the unit handling division of HK Systems, agrees. "One of the things we see changing is the size and complexity of orders. Most things in the past have been cases. Perhaps as a result of the growth in Internet commerce], instead of shipping solid cases, there are more and more 'eaches.' Package sizes vary and package sizes are getting smaller." He reports that one customer, a consumer products company, actually changed its system in mid-installation to add features that would make it easier to handle individual picks.
Boyce Bonham, manager of the technology center for Hytrol, adds that his company has also noticed that clients are handling a bigger variety of packages than in the past. For conveyor manufacturers, he says, that can pose design challenges. "If you're designing a system to handle a large variety of packages, you have to consider how to keep packages from going side to side and keep them single file," he explains. Bonham also notes that end users have reported that the packages they're handling are arriving in worse condition than in the past. Bonham doesn't know why package quality has deteriorated, although he speculates that perhaps lower-quality packaging materials are being used or that the items in question are imported products that have already undergone substantial handling. Whatever the cause, he notes, it creates an issue for the equipment that has to handle and sort the packages.
Plug and convey
Siemens' new C-L100 line of package conveyors is indicative of the direction in which conveyor design is heading. The line was designed, the company says, to reduce installation time, allow operational flexibility and monitor components in order to predict parts failure.
Fast installation is possible because the side channels are pre-wired at the factory with power and communications buses. Modules plug together quickly on site.
In addition, Siemens has standardized components, controls and software. The result, the company says, is reduced parts inventory, streamlined maintenance and reduced programming requirements.
To meet the demand for conveyors that can accommodate a greater variety of package sizes and weights, the C-L100 systems were designed to handle products weighing as little as 1/4 pound to as much as 100 pounds per zone in sizes ranging from 3 inches by 6 inches by 1/4 inch up to 53 inches long and 30 inches wide.
The system also meets emerging requirements for quieter systems by eliminating the use of pneumatics and entering a sleep mode when not in use.
They're even quick to assemble: VandenBosch, who is product manager for the C-L100 line, says that Siemens set out to modularize the three major installation phases—mechanical, electrical and communications. The result is a significant reduction in assembly time in the field.
Siemens isn't the only manufacturer to offer modular "plug and convey" systems. Late last year, FKI Logistex introduced a new flat-belt driven roller conveyor, called the Accutronic, with zone control modules and power connections integrated into the design.
Hytrol, too, is moving in that direction. "We're trying to make things more modular,more pluggable," says Bonham. Pre-wired products and decentralized drives, for instance, allow faster installation, require fewer technicians on site, and require less troubleshooting, he says. In addition, modular systems tend to work well in retrofits. Though equipment costs for modular, pre-wired systems may be higher than for unwired systems, the time and labor savings in the field can help offset that capital cost.
Why the sudden push for speedy installations? It seems that all too often, businesses spend months dithering about what kind of conveyor to install, only to pressure the manufacturer to get the job done quickly once the decision is made. "On the conveyor side, when you pull the trigger, you typically have a short lead time," says Gary Cash, vice president of product management and market for FKI Logistex's warehousing and distribution division. "What we're doing is trying to find ways to meet the needs for shorter schedules." Some of those schedules are short indeed. Cash reports that FKI Logistex provided the material handling systems for Dollar Tree Stores' new 1.2-million- square-foot DC in Joliet, Ill., in a whirlwind project that the company says took only 18 months from conception to completion.With deadlines like that, it's no surprise that conveyor companies are developing more integrated systems with the controls built in, which reduces the need for field testing.
Hellberg of Ermanco offers another explanation for the demand for factory pre-assembled systems. "Over the last couple of years, people have had to downsize, so they don't have the engineering [support] they used to have. We've become an extension of their engineering departments," he says. He adds that he's seen the downsizing both at the distributor level and among end users.
Quick fixes
The demand for simple, predictable maintenance, too, has spurred some ingenious designs. For example, Joe O'Connor, Automotion's director of marketing, explains that his company has developed a pop-up wheel sorter with opposing bolts and flanges that allow workers to pull only those parts that need servicing through the side of the unit. Earlier-generation systems required technicians to drop the whole unit out from underneath.
Automotion also has developed software, which it calls the Computerized Maintenance Management System, that aids in both installation and maintenance. The complete bill of materials for a project is pre-loaded into the software. The software guides installation and maintenance teams. "It literally creates tasks for them," O'Connor says. "We've modified tasks and grouped them together and made them easier to do." The software also allows other equipment, such as lift trucks, to be added to the system, and it even stores information on maintenance personnel, such as schedules and particular skills.
HK Systems has approached the problem of simplifying maintenance by designing its conveyors so that potential problems will be confined to single components. "We try to do things so they won't take forever to fix," says Johnson. He cites a sliding shoe sorter that features a breakaway pin that snaps off in a product jam. "You're always going to get jams," he says. But a serious jam can cause slats in a sortation system to break. By using the breakaway pin, only the shoe itself has to be replaced—a five-minute task that's far easier than repairing the slats or a drive chain. "We try to make it so that if something does break, it's simpler to repair."
Hellberg believes that the time it takes to get a conveyor up and running again after a failure will become an important new measurement in DCs, in line with the traditional measure of mean time between failures. He says that repair time was an important consideration in the design of a narrow-belt accumulator Ermanco introduced in 2003.
Of course, it's important to remember that conveyors are usually purchased as part of a larger material handling system, which means that above all, they must be able to integrate with other parts of a system. Hellberg recalls discussing the issue of mixing brands with a distributor he was visiting not long ago. What he learned was that his client was not overly concerned with whose name was on each component as long as it all worked smoothly. "The end user doesn't care," he says, "as long as the system is providing the function."
yes, RFID affects conveyors too
You might think the world of conveyors, at least, would represent an island of sanity amid the chaos of the radio-frequency identification (RFID) revolution. But you'd be wrong. Conveyor manufacturers are getting caught up in the hubbub too.
For conveyor companies, the first inkling that they too were going to be drawn into the confusion came when requests to conduct RFID tests started trickling in. Mike Johnson, senior vice president in the unit handling systems division of HK Systems, reports that by now, his company has received numerous requests to conduct trials to determine how fast clients can run their conveyors without compromising RFID tag reading accuracy. That's more complicated than it might sound. Read rate is a function not just of conveyor speed but of the readers themselves, the tags and even product characteristics (metals and liquids are notorious for interfering with radio waves). As a result, there are usually a lot of variables to test.
Not surprisingly, testers have encountered plenty of hiccups. "We don't know of a great solution right now," Johnson says. "Although some are running at 600 feet per minute and running fine, some may have a label orientation issue. If the tag is facing away from the reader, there may be a problem. Metals and liquids are sometimes a problem."
But occasionally the tests turn out better than expected. Johnson tells of a test conducted for a battery manufacturer that assumed its metal-encased products would cause major read issues. To the testers' astonishment, they found that the dense products somehow enhanced the RFID readers' ability to capture information.
Beyond the customer testing, Johnson hopes to use RFID technology to streamline his own business someday. "We've taken a look at " [using] it [to track] equipment maintenance," he reports. He also envisions a day when HK will stick RFID tags on all outgoing shipments of conveyor and other equipment. "We'd like to have RFID tags on all the equipment going out," he says. "We could scan it going onto the truck, scan it when it's coming out." Johnson says he's eager for that day to arrive. One of the biggest headaches in any major conveyor installation is keeping track of an impossibly large number of components, he explains. "I'd love to get to the point where we would have a layout and know at any time where each component is."
Nearly one-third of American consumers have increased their secondhand purchases in the past year, revealing a jump in “recommerce” according to a buyer survey from ShipStation, a provider of web-based shipping and order fulfillment solutions.
The number comes from a survey of 500 U.S. consumers showing that nearly one in four (23%) Americans lack confidence in making purchases over $200 in the next six months. Due to economic uncertainty, savvy shoppers are looking for ways to save money without sacrificing quality or style, the research found.
Younger shoppers are leading the charge in that trend, with 59% of Gen Z and 48% of Millennials buying pre-owned items weekly or monthly. That rate makes Gen Z nearly twice as likely to buy second hand compared to older generations.
The primary reason that shoppers say they have increased their recommerce habits is lower prices (74%), followed by the thrill of finding unique or rare items (38%) and getting higher quality for a lower price (28%). Only 14% of Americans cite environmental concerns as a primary reason they shop second-hand.
Despite the challenge of adjusting to the new pattern, recommerce represents a strategic opportunity for businesses to capture today’s budget-minded shoppers and foster long-term loyalty, Austin, Texas-based ShipStation said.
For example, retailers don’t have to sell used goods to capitalize on the secondhand boom. Instead, they can offer trade-in programs swapping discounts or store credit for shoppers’ old items. And they can improve product discoverability to help customers—particularly older generations—find what they’re looking for.
Other ways for retailers to connect with recommerce shoppers are to improve shipping practices. According to ShipStation:
70% of shoppers won’t return to a brand if shipping is too expensive.
51% of consumers are turned off by late deliveries
40% of shoppers won’t return to a retailer again if the packaging is bad.
The “CMA CGM Startup Awards”—created in collaboration with BFM Business and La Tribune—will identify the best innovations to accelerate its transformation, the French company said.
Specifically, the company will select the best startup among the applicants, with clear industry transformation objectives focused on environmental performance, competitiveness, and quality of life at work in each of the three areas:
Shipping: Enabling safer, more efficient, and sustainable navigation through innovative technological solutions.
Logistics: Reinventing the global supply chain with smart and sustainable logistics solutions.
Media: Transform content creation, and customer engagement with innovative media technologies and strategies.
Three winners will be selected during a final event organized on November 15 at the Orange Vélodrome Stadium in Marseille, during the 2nd Artificial Intelligence Marseille (AIM) forum organized by La Tribune and BFM Business. The selection will be made by a jury chaired by Rodolphe Saadé, Chairman and CEO of the Group, and including members of the executive committee representing the various sectors of CMA CGM.
The global air cargo market’s hot summer of double-digit demand growth continued in August with average spot rates showing their largest year-on-year jump with a 24% increase, according to the latest weekly analysis by Xeneta.
Xeneta cited two reasons to explain the increase. First, Global average air cargo spot rates reached $2.68 per kg in August due to continuing supply and demand imbalance. That came as August's global cargo supply grew at its slowest ratio in 2024 to-date at 2% year-on-year, while global cargo demand continued its double-digit growth, rising +11%.
The second reason for higher rates was an ocean-to-air shift in freight volumes due to Red Sea disruptions and e-commerce demand.
Those factors could soon be amplified as e-commerce shows continued strong growth approaching the hotly anticipated winter peak season. E-commerce and low-value goods exports from China in the first seven months of 2024 increased 30% year-on-year, including shipments to Europe and the US rising 38% and 30% growth respectively, Xeneta said.
“Typically, air cargo market performance in August tends to follow the July trend. But another month of double-digit demand growth and the strongest rate growths of the year means there was definitely no summer slack season in 2024,” Niall van de Wouw, Xeneta’s chief airfreight officer, said in a release.
“Rates we saw bottoming out in late July started picking up again in mid-August. This is too short a period to call a season. This has been a busy summer, and now we’re at the threshold of Q4, it will be interesting to see what will happen and if all the anticipation of a red-hot peak season materializes,” van de Wouw said.
The report cites data showing that there are approximately 1.7 million workers missing from the post-pandemic workforce and that 38% of small firms are unable to fill open positions. At the same time, the “skills gap” in the workforce is accelerating as automation and AI create significant shifts in how work is performed.
That information comes from the “2024 Labor Day Report” released by Littler’s Workplace Policy Institute (WPI), the firm’s government relations and public policy arm.
“We continue to see a labor shortage and an urgent need to upskill the current workforce to adapt to the new world of work,” said Michael Lotito, Littler shareholder and co-chair of WPI. “As corporate executives and business leaders look to the future, they are focused on realizing the many benefits of AI to streamline operations and guide strategic decision-making, while cultivating a talent pipeline that can support this growth.”
But while the need is clear, solutions may be complicated by public policy changes such as the upcoming U.S. general election and the proliferation of employment-related legislation at the state and local levels amid Congressional gridlock.
“We are heading into a contentious election that has already proven to be unpredictable and is poised to create even more uncertainty for employers, no matter the outcome,” Shannon Meade, WPI’s executive director, said in a release. “At the same time, the growing patchwork of state and local requirements across the U.S. is exacerbating compliance challenges for companies. That, coupled with looming changes following several Supreme Court decisions that have the potential to upend rulemaking, gives C-suite executives much to contend with in planning their workforce-related strategies.”
Stax Engineering, the venture-backed startup that provides smokestack emissions reduction services for maritime ships, will service all vessels from Toyota Motor North America Inc. visiting the Toyota Berth at the Port of Long Beach, according to a new five-year deal announced today.
Beginning in 2025 to coincide with new California Air Resources Board (CARB) standards, STAX will become the first and only emissions control provider to service roll-on/roll-off (ro-ros) vessels in the state of California, the company said.
Stax has rapidly grown since its launch in the first quarter of this year, supported in part by a $40 million funding round from investors, announced in July. It now holds exclusive service agreements at California ports including Los Angeles, Long Beach, Hueneme, Benicia, Richmond, and Oakland. The firm has also partnered with individual companies like NYK Line, Hyundai GLOVIS, Equilon Enterprises LLC d/b/a Shell Oil Products US (Shell), and now Toyota.
Stax says it offers an alternative to shore power with land- and barge-based, mobile emissions capture and control technology for shipping terminal and fleet operators without the need for retrofits.
In the case of this latest deal, the Toyota Long Beach Vehicle Distribution Center imports about 200,000 vehicles each year on ro-ro vessels. Stax will keep those ships green with its flexible exhaust capture system, which attaches to all vessel classes without modification to remove 99% of emitted particulate matter (PM) and 95% of emitted oxides of nitrogen (NOx). Over the lifetime of this new agreement with Toyota, Stax estimated the service will account for approximately 3,700 hours and more than 47 tons of emissions controlled.
“We set out to provide an emissions capture and control solution that was reliable, easily accessible, and cost-effective. As we begin to service Toyota, we’re confident that we can meet the needs of the full breadth of the maritime industry, furthering our impact on the local air quality, public health, and environment,” Mike Walker, CEO of Stax, said in a release. “Continuing to establish strong partnerships will help build momentum for and trust in our technology as we expand beyond the state of California.”