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.
Dallas Ryan can set his watch by the trucks' arrival. Right at the stroke of midnight, they roll up to UCSF Medical Center's loading docks ready to disgorge cases of everything from sutures and skin graft carriers to abdominal catheters and cardiovascular implants. But it's not the trucks' consistency that makes these deliveries remarkable. It's the supplier's ability to fill staggeringly complex orders faster than the plot threads unravel on "ER." Many times, those incoming medical supplies—typically anywhere from 1,500 to 2,000 separate items—were ordered online only hours earlier. (Orders sent by mid morning are delivered that night.) And in almost every case, the orders arrive complete.
Good thing, because hospital supply is a high-stakes business. Physicians at the University of California at San Francisco Medical Center routinely perform rare and risky surgical procedures, which means that everything from surgical gloves to seldomused sutures must be available at all times. Stumble here and you've done more than just snarl up the orderly flow of medical supplies; an error can be a matter of life and death. "If a patient needed treatment requiring a specific item and we didn't have it in house because our fill rates were low, that would definitely affect patient care," says Ryan, who's the center's assistant director of material services. "Fortunately, we're pretty much able to avoid stockouts on critical items."
That's largely because of the hospital's alliance with Cardinal Health's Medical Products & Services segment, the behind the- scenes partner for UCSF Medical Center and many other healthcare facilities across the country. Ranked 17th in the latest Fortune 500 list, Cardinal Health is one of the industry's powerhouses, with revenues of more than $50 billion. The Medical Products & Services group alone reported sales of about $6.5 billion last year.
Impressive numbers, to be sure, but healthcare distribution is not an easy way to make a buck. Customers can be both demanding and inflexible. "As a medical and surgical supplies distributor, we're not like a Wal-Mart DC that ships to its own stores," says Steve Inacker, vice president of distribution technology at Cardinal Health. "Our customers have a high degree of sensitivity when it comes to on-time, accurate and consistent orders. Our customers can fire us. Wal-Mart doesn't fire its distribution center."
Running on automatic
To stay out of firing range, the Cardinal group has gone high tech. For example, the DC that supplies UCSF Medical Center—a two-year-old 315,000-square-foot automated center in Dixon, Calif.—boasts a gleaming state-of-the-art automated storage and retrieval system (AS/RS). The Dixon site is one of four Cardinal Health DCs using AS/RS technology. Similar systems are in place in Michigan, Texas and New York; a fifth AS/RS-equipped facility will open late this year in Maryland.
The Dixon DC operates 12 AS/RS cranes from Austria based TGW Inc. TGW also provided the conveyor for the site. The facility currently processes 18,000 picks per day— or 2,400 orders a day—running one and a half shifts (which is 77 percent of capacity). The AS/RS system is connected to a warehouse management system (WMS) from Witron Integrated Logistics Corp., which also serves as the systems integrator for Cardinal Health's automated DCs. The WMS interfaces with host systems from J.D. Edwards and SAP (depending on which system the facility had in place when it was acquired by Cardinal).
The operation itself is as carefully choreographed as a Balanchine ballet. Every SKU in the order picking system has a reorder point and a reorder quantity. The reorder point is reached when the inventory in the order picking system, Witron's OPS solution, drops to one week's worth of supply. Once an SKU drops to that level, the WMS automatically generates an order to pick material from reserve or bulk storage to replenish the OPS. This is done manually, usually by a rider on a forklift who picks and delivers the material to a "detrashing" station, where products are taken out of cartons, repackaged and placed in totes.
After detrashing, the totes are automatically put away into the OPS. Items from a given SKU are generally stored in multiple locations across different aisles. This allows for workload balancing across the aisles and allows technicians to carry out preventative maintenance tasks aisle by aisle without interrupting operations. Put-away is semi-random. Faster-moving items like surgical gloves are stored toward the front of the aisle; slower-moving items are stored toward the rear, minimizing the distance the mini-load cranes must travel. Between 5 and 10 percent of pick locations remain empty to optimize the put-away operation.
When it comes time to pick an order, all items for a given order are automatically retrieved and brought to the workstations. The totes are queued up in front of the picker, who systematically picks and packs all of the items for an order from the totes. A computer terminal indicates when an order is complete. Whatever product remains in the totes goes back into the OPS system, and empty totes are directed to an induction station for put-away.
Excellent prognosis
AS/RS has turned out to be just what the doctor ordered, resulting in a variety of benefits to Cardinal's Medical Products & Services division. To begin with, the sites that installed AS/RS have seen productivity soar. In a typical manual picking setup, a DC worker spends up to 70 percent of his time looking for products to be picked. With AS/RS technology, product is delivered directly to the picker, eliminating vast chunks of travel time. Inacker claims the system allows Cardinal Health to realize a 20-percent improvement in picking productivity over traditional warehouses.
Another plus: AS/RS solutions are scalable, making expansions much easier. "You can grow much easier in an AS/RS environment because you have the ability to add aisles, versus punching a wall out to add 100,000 square feet," says Inacker.
Expansions are not only easier, they're cheaper. Generally, a distribution center using AS/RS can be built on a much smaller footprint than a more traditional facility because automation allows you to build up, not out. In areas where land is at a premium, savings pile up quickly. For example, Inacker estimates that using AS/RS for the center in Columbia, Md., which is located midway between Baltimore and Washington,D.C., cut space requirements by four acres—which translates to savings of about $800,000 in a part of the country where land values approach $200,000 an acre. The company also expects to be able to consolidate some smaller DCs, further cutting expenses.
But what really has management buzzing is the improvement in order accuracy, which is critical for both Cardinal Health and its customer base. "We're not into auto parts and we're not general merchandise," says Inacker. "This is healthcare products. When you ship the wrong thing, the customer usually has [to] delay a critical procedure or will need to source that product somewhere else and have it expedited. So having very high fill rates and very accurate orders is … extremely important to our customers."
Accurate order fulfillment also saves money. Incorrect orders typically trigger a complicated remediation process, which can include issuing credits and re-bills, as well as additional shipping costs for expedited freight services.
Though the Dixon DC officially states its accuracy rate at 99 percent, the operation has actually gone several consecutive months without a single error, an achievement that's virtually unheard of in a non-automated environment. To ensure accuracy, the system conducts automatic cycle counting at the same time as the pick function. Once the picker completes his pick, he may be directed by the computer screen to do a cycle count of what's left in the tote, which serves as a kind of triple check.
Surprisingly, automation's beneficial effects on order accuracy caught management unawares. "One thing we didn't recognize at the time we implemented the [AS/RS] system was that our quality would improve so significantly, from the standpoint of having the right item in the right quantity picked, packed and shipped to the customer," says Inacker. "The AS/RS is driven off the operator working at the pack station in a hands-free environment, and it makes for a very accurate and clean quality process."
show and tell
Tours are available, by appointment only (but forget the free samples). Ever since the $50 billion healthcare conglomerate Cardinal Health touted the wonders of its Medical Products & Services segment's AS/RS systems in its annual report, it seems everybody wants a look at its high-tech DCs.
It's not just other divisions within Cardinal Health that are eyeing the technology, says Steve Inacker, Cardinal's vice president of distribution technology, who's now involved in several engineering projects within the company's pharmaceutical distribution sector. Customers are interested too. The company finds itself hosting tours on a regular basis to both customers and supply chain partners who want to view the heavily automated facility, which is driven by an AS/RS system from Witron Integrated Logistics Corp.
The group is happy to accommodate these requests. Seeing is believing, says Inacker. "When you talk to customers about the investment we're making in their business when it comes to our quality process, it really rings true to them when they see the facility and the automated process." It also gives them insight into the daily operations. "We're able to show them what a picker does in that environment versus what pickers do in a more conventional warehouse."
As word gets out, the tour schedule is filling up, sometimes with repeat visits. "At the four locations where we have AS/RS, not a month goes by without a customer tour," Inacker reports. "We've even had several repeat tours, where people bring senior management and people from different departments to see the technology."
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."