In just three short years, Southern Living at Home had hit it big. Orders for everything from firescreens to crystal stemware were pouring in at a rate of 10,000 a day. There was just one problem: that was about 7,000 more than the company could ship out. Fortunately, help was a phone call away.
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.
At first the shouts coming out of AOL Time Warner's New York headquarters were cries of joy. Back in the dark days of 2001, executives had taken a big leap of faith, signing off on a plan that carried the distinct smell of risk. To be precise, they had OKed the launch of Southern Living at Home (SLAH), an offshoot of Southern Living home and garden magazine, whose business model depended, improbably enough, on selling home décor items—firescreens, Tuscan olive jars, plant stands, aromatherapy candles—at home parties. Hardly the route to mass-market success, you might think. Except surprisingly enough, it was. In just three years' time, SLAH's sales zoomed to $120 million.
But all too soon those shouts of joy turned into something that sounded more like lamentations. SLAH was fast becoming a victim of its own success. True, orders were rolling into the fulfillment center in torrents—to the tune of over 10,000 a day. But they were rolling out in a trickle. Despite workers' best efforts, the order fulfillment house SLAH had hired simply couldn't keep up with the volume. Leadtimes climbed to three or four weeks, and the call center's capabilities were becoming more strained by the day.
At first, Southern Living At Home and Custom Marketing Services—the third-party fulfillment provider it had hired—simply threw labor at the problem. The workforce eventually swelled to 375 warehouse pickers, who rushed through the aisles pushing more than 275 shopping carts and running 76 packing tables. For a while, that worked. "We got to the point where we could do 3,000 packages a day using our manual pick-pack process," says Butch Bell, vice president of operations at Southern Living At Home. But as SLAH's sales skyrocketed, it became clear that manual fulfillment wouldn't cut it; the time to automate had come.
Making their move
It was at that point that Southern Living At Home and Custom Marketing Services called in outside help—in this case, systems integrator Forte. What was needed, the three parties agreed, was a new automated, open-ended and highly configurable facility. The decision was made to move fulfillment operations to a new 500,000-square-foot distribution center owned by Custom Marketing just outside of Birmingham, Ala. Forte would be in charge of equipment procurement, WMS integration, project management and employee training. In less than six months, the new, highly automated facility was up and running; the first shipment was ushered out the doors in May 2003.
Because SLAH's business is highly seasonal—sales spike around the holidays and in the weeks following the publication of its twice-yearly catalogs—Forte designed a scalable system with an emphasis on flexibility. The center houses four identical two-level pick modules, which Custom Marketing can enable or disable depending on demand. Under normal circumstances, two modules are used. Southern Living uses all four modules during peak season (September through December) to handle the 14,000-plus orders it ships daily at that time of year.
For many of the same reasons, the center was outfitted with pick-to-light, rather than radio frequency (RF), technology. (The three parties agreed that RF wouldn't be cost effective given the seasonal fluctuations in staffing.) As it turned out, the pick-to-light system—made by Lightning Pick—has provided the flexibility SLAH needs. For one thing, very little training is required to get workers up to speed. It also makes it easy to shift staffing within a picking module so that plenty of help is available wherever demand is highest.
Follow that order!
Today, the typical order arrives electronically, placed by one of the more than 25,000 independent sales consultants who serve as liaisons between the company and the party hosts. SLAH's sophisticated ordering program gives consultants the option of placing an order right away or electing to have it held in queue for several days to allow party hosts to collect additional orders. Once the order is released, it drops into the WMS (WM for Windows from Manhattan Associates), which generates a pick list.
Guided by the pick-to-light beacons, workers start picking product to totes with shipping labels attached. The automated conveyor system uses in-line scanners that sort the totes to a quality assurance or packing area as directed by Southern Living's WMS. All the while, a warehouse control system (Forte's DC Automation Director) that links the WMS and the material handling system processes, reports and tracks cartons as they move throughout the facility.
Following the pick-pack process, cartons are conveyed to a station where dunnage is added. Next, conveyors transport the cartons to an in-line scale and shipping sorter. The scan and weighing system sends info on the box's cumulative weight to the WMS, which simultaneously calculates what the weight should be based on data that's been preloaded into the system for each product. The system takes this information and sends it on to the automation director, which determines whether to pass or divert the carton. If the carton's weight falls outside the expected tolerances, it's diverted to a shipping quality control area. If it's within tolerances, it's diverted to one of six parcel zone destinations and updated to a manifested status. From there, FedEx takes over, delivering all of SLAH's products to their destinations. When the delivery's complete, FedEx, whose systems are tied into SLAH's billing system, automatically provides the company with a proof of delivery.
Faster, better, cheaper
A year after the high-tech DC's opening, Bell can reel off a whole list of benefits. "The automated system has brought us some great cost savings," he says. "But the big thing was the added capacity to ship product."
Another benefit has been a noticeable improvement in quality."Under the old system we were experiencing quite a few mispicks—either missing items or wrong quantities," Bell reports. "But now—thanks to quality control checks both after the picking process and after the packing process—we've achieved around 99.5-percent picking accuracy. When it comes to quality now, the difference is night and day."
Then there are the labor savings. Productivity has increased by more than 30 percent. Southern Living at Home has seen a reduction in order cycle time of 15 percent or more, and automation increased throughput by over 100 percent without the need to add staff at the distribution center. Today, products generally ship in five days—not three or four weeks—although they often go out the door in the first 36 hours after the order is received.
So far so good, but what happens if growth continues to barrel ahead? SLAH expects throughput to increase 500 percent over the next three years. And that may be a conservative estimate. As Jerry Vink, vice president of engineering for Forte, dryly points out: "They continue to set records when it comes to their ability to break their own sales forecasts."
Actually, the company's already mulling over its options. Southern Living's Bell says the company is currently evaluating the need for another distribution center, possibly in the Northeast or West. A decision is expected this fall.
But that may not be necessary, at least for a while. Vink explains that when Forte's engineers designed the new DC, they deliberately built in capacity for future growth. "We've allowed for additional pick modules to be constructed, and we can double the size of pick modules and packaging areas," he reports. "We have a number of dock doors available with extra sortation equipment so we can increase shipping capacity at any time. The current system's useful life is dependent on their ultimate growth rate. But we've built in modifications and changes that can handle their growth down the road."
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."