An early failed RFID experiment wasn't enough to shake Patrick Sweeney's faith in the technology. In fact, he made RFID the focus of his second venture as well as his first book, RFID for Dummies .
Mitch Mac Donald has more than 30 years of experience in both the newspaper and magazine businesses. He has covered the logistics and supply chain fields since 1988. Twice named one of the Top 10 Business Journalists in the U.S., he has served in a multitude of editorial and publishing roles. The leading force behind the launch of Supply Chain Management Review, he was that brand's founding publisher and editorial director from 1997 to 2000. Additionally, he has served as news editor, chief editor, publisher and editorial director of Logistics Management, as well as publisher of Modern Materials Handling. Mitch is also the president and CEO of Agile Business Media, LLC, the parent company of DC VELOCITY and CSCMP's Supply Chain Quarterly.
A more conventional business executive might have written RFID off altogether after his early experiments with the technology fizzled. But Patrick Sweeney wasn't so easily dissuaded. As he saw it, the failure had less to do with the technology's capability than with its maturity. "It turned out that the technology wasn't ready—it was too expensive for what we wanted to do," he says. "Still, I felt convinced that would change. The RFID concept seemed sound. It just needed further time in development." Sweeney decided to bide his time.
Then fate intervened in the form of a fortuitous meeting on the links with a Wal-Mart executive who happened to be an early champion of radio-frequency identification. Sweeney came away convinced that there was a future in the technology. He decided to take a chance and invested his own money in a startup based on, you guessed it, RFID.
Today, Sweeney is president and CEO of ODIN Technologies, the company he founded in 2002 after recruiting Dr. Daniel Engels, the creator of the electronic product code (EPC) protocol and director of the Massachusetts Institute of Technology's (MIT) Auto-ID lab. In just five years, ODIN, which specializes in the development and implementation of RFID systems for logistics applications, has become the dominant player in the physics of RFID deployment, research, and installation optimization software. Its clients range from Fortune 500 leaders to the U.S. Department of Defense's Defense Logistics Agency, which in May 2006 awarded ODIN a contract to deploy the largest RFID network ever opened to public bidding.
Sweeney isn't just an entrepreneur, however. He has also proved to be something of a technology visionary. He recently had two patents approved and has several other patents in various stages of the approval process. In addition, Sweeney is the author of two RFID-related publications, RFID for Dummies and The CompTIA RFID+ Study Guide.
Sweeney spoke recently with DC VELOCITY Group Editorial Director Mitch Mac Donald about how he came to be a leading voice in the RFID field.
Q: Tell us a little bit about your background and your career to date.
A: I was born and raised in Massachusetts, and while in high school, I went to work part-time for a group of entrepreneurs up in Manchester, N.H. Then about a year and a half out of school, I had a tryout with the U.S. National Team for rowing. I spent a good five years training for the Olympics, and in 1996, I ended up finishing second in the Olympic trials. As a result, I got offered the alternate spot but didn't take it.
Q: Why not?
A: Because the alternate is the guy who sort of hopes that someone else gets hurt, gets all the gear, and then never gets to compete. I actually ended up spending that summer rowing for Ireland because I've got dual citizenship. I rowed in the World Cup with that team. After that, I wound up traveling through about 50 different countries competing in a bunch of national championships and international races. It was a great experience and it got me the "jock entry" into the top business schools around the country—or the East Coast, to be precise. I ended up going to the University of Virginia and at the same time, went to work for an IT company. I actually started my first year there as an intern and kept working through my second year.
Q: What was your first move after finishing grad school?
A: I took a full-time position with the same company.My dad was involved in the computer field starting with the technology services specialist EDS way back in 1970. I also had a lot of buddies who were starting Web site-hosting companies and making a lot of money doing it. I figured I could do that, so in 1999, I started a venture capital-backed firm offering server space for hosting. Toward the end of that year, I saw an article in MIT's Technology Review about these little chips that could track things.
Q: A report on what was then the new Auto-ID Center at MIT?
A: That's exactly right. The Auto-ID Center had just started up, so they ran an article in the magazine. As it happened, these new chips, called radio-frequency identification (RFID) tags, caught my eye because they sounded like they could be used to solve a problem we were having at our managed hosting company, ServerVault.
What we were looking for at the time was a quick means of identifying the various servers in our data center. Although the servers—which were stacked in what we called a "server farm"—all looked the same, some demanded more attention than others because of their service requirements. Some of our service agreements with clients stipulated that if the server went down, we had to get a replacement server up and running within two minutes or pay a penalty. In other cases, like the server we hosted for a recipe Web site, the server could be down for 24 hours and the client didn't particularly care. Problem was, we couldn't tell them apart by simply looking at them, so I thought RFID might be an interesting application for that.
Q: Makes sense.
A: I realized we could tag every one of our servers and use the technology to quickly determine which server was which.We started using the tags to locate specific servers that needed attention. It replaced a fairly unsophisticated approach in which, essentially, whenever a problem arose, we had to go and physically touch each server and put a keyboard on it and find out what was where.
Q: So you attached RFID tags to actual server hardware and programmed the system to let you know when there was a problem with a particular server box?
A: Exactly right.
Q: How did it work out?
A: It turned out that the technology wasn't ready—it was too expensive for what we were doing. I think a lot of people have had that experience over the past four or five years.
Still, I felt convinced that would change. The RFID concept seemed sound. It just needed some further time in development. I was so convinced that in 2002, I decided to start my own RFID company.
Q: That's a fairly bold move for a guy who had tried the technology and found it still had a ways to go.
A: Actually, part of my decision stemmed from a golf trip over in Ireland, where I spent a day with Tom Coughlin, who at the time, was the president and CEO of Wal-Mart's Stores division.
Q: Sounds like this story is about to get very interesting!
A: Oh, it is. I didn't need anyone to hit me over the head with a two-by-four after I heard Tom explain why he thought RFID was a very good idea. It seemed that an opportunity had presented itself, so we got started with the formation of ODIN in 2002.
Q: What did you see your fledgling RFID company
doing?
A: One of the opportunities that we saw very early on was in what we call the physics of RFID.
Q: What do you mean by the "physics"?
A: Five years ago, a lot of what we heard about RFID in logistics applications was where and how it didn't work. People would complain, for instance, that RFID had trouble working in or near water and metal. The fact was, RFID didn't have trouble with anything. The challenge was making people understand that fact. We saw an opportunity for a company that would help people understand exactly how RF waves behave around certain materials and why. We had to help the market understand the issues of physics that related to how RFID works in various environments.
Because nobody had a really good understanding of the physics around RFID, people were struggling to make the readers work and struggling to get consistently high read rates. So that physics approach helped educate the market about the fact that RFID did work well— you just had to take various factors into consideration.
Q: What is the focus of ODIN with RFID today?
A: We design, install, and then support the actual RFID system infrastructure: the tags, the readers, the light switches, all those components. We do the design and the installation. We choose the hardware because it's very important to pick the right hardware for a particular application. We advise on the middleware, or software integrated into the system, based on the specific system's architecture.
When it comes to whose equipment or systems to use, however, we are like Switzerland. Other than making sure it is the right choice for the customer's application, we really don't care whose reader is used.We don't care whose middleware is used.We have used it all. The tools that we have are software tools that automatically configure and set up the readers once they are on site.
Q: You wrote the book RFID for Dummies about three years ago. What was it like to write a book in the "Dummies" series?
A: It was interesting on a couple of different levels. Writing the book was actually easy. The publisher of the Dummies books has really got it down to a science, and that made the work fairly simple. It was also interesting that when the book first came out, one of the things that people said was that I was giving away all the company secrets. We even had clients of ours send us proposals from other vendors that took stuff right out of the book and put it in their pitch, which is always flattering.
Essentially, I guess, we gave away all the secrets, but we also came away with the idea that we were going to continue to innovate.
It seems to be working. We focus our company on four core ideologies. Number one is to hire only the best, so we have a really extensive hiring process. Number two is to constantly innovate. Number three is to act with integrity. Number four is to create supremely satisfied clients. If you look at our list of clients, there is nobody in the RFID space that has had more success with big global clients.
Q: What do you say to the RFID naysayers who contend that the technology's capability is being oversold?
A: I'd tell them that I completely agreed for my first three and a half years in this business, but in the past year, we have very clearly seen a transition or evolution. The industry that we are leading right now is dramatically different from the one we were in just 10 months ago. As recently as July and August of 2006, there were still people over-hyping the capabilities. There were venture capitalists trying to make a quick buck. Now what we see, particularly from the beginning of this year, is that RFID has its own successful industry. The big value and the big benefit is really starting to come into clear view as we move through 2007.
Q: Does that make RFID similar to emerging technologies of the past? There's no shortage of stories about new technologies being unveiled to great fanfare before falling victim to the "over-promised and under-delivered" syndrome. And then, when the hype died down and people adjusted their expectations, the technology evolved substantively in the second round, if you will.
A: That's a very good description, and I think it is right where we are today with RFID. We are sort of in the calm after the storm, if you will. There was previously so much hype and so much noise that it created a promise for the technology that I'm not sure anyone will ever be able to deliver on.
Right now, I think we are just moving out of the evaluation process for the technology for many companies. Wal-Mart made a big push. The DOD made a big push, and others are following. For most companies, though, things move a little more deliberately. They have a little money in this year's budget. There is a little extra in next year's budget, and then in three years, there is the money to take the big step, but first they want to see if RFID proves itself in the initial small steps. If you look back, it's the same logical progression of business investment in new technologies that we've seen in the past. It happened with enterprise resource planning systems. It happened with warehouse management software(WMS). Now it's happening with RFID.
Q: What's the risk for companies that sit back and take a wait-and-see attitude toward using RFID in their supply chain operations?
A: It's the same risk folks took when they waited to see how bar coding might change the game, or how WMS might impact their business. Essentially, you run the very real risk of losing your competitive edge.Your cost of doing business is going to be substantially higher than your competitor's. The big problem is going to come in not having the same level of actual intelligence that your competitors have. With RFID, you'll have real-time actual intelligence on product demand from the store backroom all the way up to the manufacturing line and then back to your suppliers. Your inventory will be much closer to where it needs to be when it needs to be there, and you will have a much more robust view of what is going on.
Q: Of course, you'll also be flooded with information. What advice do you have for folks trying to walk that razor-thin line between information availability and information overload?
A: That is a great question, Mitch.We get a lot of people wondering about how they can take action with all this data. If you don't decide that before you set the system up, all hell can break loose. You've got to get ahead of the data. If you aren't ready to handle the data to take action on it, then it is just more bad data.
With RFID, you've got something that is highly accurate. It is both a data-finding tool and a business intelligence tool. Before you install a system, you need to first answer the question "What will I do with all this data?" If you answer that question well on the front end, you can really harness the technology's capabilities.
Seventeen innovative products and solutions from eleven providers have reached the nomination round of the IFOY Award 2025, an international competition that brings together the best new material handling products for warehouses and distribution center operations.
The nominees this year come from six different countries and will compete head-to-head during a Test Camp that will be held March 26 and 27 in Dortmund, Germany. The Test Camp allows hands-on evaluation and testing of products based on engineering and operational design. In contrast to the usual display of products at a trade show, The Test Camp also allows end-users and visitors to the event the opportunity to experience these technologies hands-on as they would operate in a facility.
Award categories include integrated solutions, counter-balanced forklifts, warehouse forklifts, mobile robotic solutions, other warehouse robotics, intralogistics software, and specialized solutions for controlling operations. A startup of the year is also recognized.
The finalists include entries from aluco, EP Equipment Germany, Exotec, Geekplus Europe, HUBTEX, Interroll, Jungheinrich, Logitrans, PLANCISE, STILL and Verity.
In the “IFOY Start-up of the Year” spin-off award, Blickfeld, ecoro, enabl and Filics are in the running. These finalists were selected from all entries following six weeks of intensive work by the IFOY organization, test teams, and a jury composed of journalists who cover the logistics market. DC Velocity’s David Maloney is one of the jurors, representing the United States. Winners will be recognized at a gala to be held July 3 in Dortmund's Phoenix des Lumières.
While Christmas is always my favorite time of the year, I have always been something of a Scrooge when it comes to celebrating the New Year. It is traditionally a time of reflection, where we take stock of our lives and make resolutions to do better. I’ve always felt that I really didn’t need a calendar to remind me to kick my bad habits in favor of healthier routines. If I was not already doing something that was good for me, then making promises I probably won’t keep after a few weeks is not really helpful.
But as we turn the calendar to 2025, there is a lot to consider this new year. The election is behind us, and it will be interesting to see how supply chains react to the new administration. We’ve been told to expect sharp increases in tariffs, like those the president-elect issued in his first term. Will these cause the desired shift away from goods made in China?
What we have actually seen so far is a temporary surge in imports that began in late fall in anticipation of higher tariffs. This bump will be short-lived, however, unless consumer confidence remains unusually high.
Of course, the new administration’s aim with tariffs is to encourage companies to bring production back to America. Will we see manufacturing surge at home? Probably not. It took us decades to send our manufacturing to parts of the world where production was cheaper. I imagine it will take decades to bring it back, if it can ever really be fully brought back. We’ve become accustomed to those lower labor costs. So take your pick—higher tariffs or higher labor costs. Regardless of which route businesses choose, it will probably drive prices higher.
Labor itself will be interesting to watch this year. As I write this, the three-month extension of the master agreement between dock workers and East and Gulf Coast ports is due to expire in a few weeks—on Jan. 15, to be precise. While the two sides have resolved their wage disputes, the issue of automation remains a major sticking point, with the workers resisting the widescale implementation of automated systems.
And of course, we still have two wars raging overseas that have disrupted supply chains. Will we see peace this year, or will other trouble spots flare up?
And here at home, we’ve now been in a trucking recession for two years. What will happen in that sector in 2025? Hopefully, better days are ahead, but only ifconsumers keep spending, demand increases, fuel prices continue to drop, and capacity levels out. That’s a lot to ask.
Whatever this year holds for our supply chains, it is definitely setting up to be very interesting, to say the least.
Shannon Curtis – Raymond: Consumers are clamoring for innovation in the food supply chain sphere in 2025. From a greater emphasis on convenience to a renewed desire for operational efficiency and security, new preferences call for a shift from tried-and-true procedures to innovative business models that champion modernization—the adoption of which can help organizations stand out as technological and cultural leaders in the new year and beyond.
Loren Swakow – Noblelift: I think it is still a strong and viable market—[there are] always new opportunities. When the new additional tariffs come in, we shall see how that affects the total market. I think the demand for used equipment will go up. Users will have X amount of dollars to invest in equipment, and if the Chinese, Canadian, and/or Mexican product [costs] gets pushed higher, the user does not necessarily have more money available. I am not sure sales of American-made lift trucks will increase.
Martin Boyd – Big Joe: It’s safe to say the industrial lift truck market has been somewhat volatile the last five years, with the market reaching all-time highs during the pandemic years, [then experiencing] massive swings downward these past two. While most lift truck OEMs enjoyed the spike in sales, the enormous demand put a significant strain on the supply chain, pushing leadtimes out to unprecedented levels while simultaneously driving up costs. The significant market decline is something no CEO in this industry would boast about. The fall we are experiencing today is better viewed as a normalization or correction to a market that was way overinflated.
With all the pent-up demand from the excessive orders due to the elongated pandemic leadtimes, we are now experiencing an abundance of stock on hand at both the OEM and distribution levels. On the surface, a market that’s quickly becoming half of what it was two years ago looks catastrophic. However, when you compare it to what’s happened over the past 15 years, today’s market still looks relatively healthy.
Q: WILL 2025 AND THE HOPES OF LOWER INTEREST RATES SPUR INVESTMENTS IN NEW INDUSTRIAL TRUCKS?
Loren Swakow – Noblelift: It will not hurt, but I do not think interest rates hinder sales. One point [in the interest rate] in either direction has a small impact on the payment. A rate reduction can be used as a marketing tool, though. If rates decline, dealers can go back over their outstanding quotes, refigure the payments, and present a new monthly cost to the user.
Martin Boyd – Big Joe: There are many factors, including interest rates, that play a role in the level of investment in industrial truck fleets. Most significant of those factors is consumer confidence. Logically, when consumers are confident, they buy more, which means manufacturers will have to make more and lift trucks will have to move more.
While inflation and high interest rates have surely stifled consumer confidence these past four years, there are signs that a new, more business-friendly administration will work in conjunction with lower interest rates to help drive up consumer confidence. Lower interest rates will work hand in hand with that resurgence in consumer confidence to help drive more investment in industrial equipment.
Q: WILL THE NEW ADMINISTRATION’S PROPOSED TARIFFS HURT OR HELP YOUR BRANDS?
Martin Boyd – Big Joe: The industrial lift truck market is one that is very global in nature, with a complex supply chain and operations scattered throughout the world. The tariffs that are being proposed on countries like Canada, Mexico, and China will undoubtedly have an impact on the industrial market, depending on the manufacturer. All lift truck manufacturers will experience varying levels of impact due to the tariffs, but tariffs are designed to incentivize companies to re-evaluate their supply chains and bring more manufacturing capacity back to the United States, which is a good thing.
Loren Swakow – Noblelift: As we represent a Chinese manufacturer, the tariff increase will have an effect. We are currently paying 25%. An additional 10% (as of the last reports) is manageable. It is a world economy. Adding the tariff just adds cost to the product here in the U.S. China does not pay it; the dealers do. We have no choice but to pass on this added cost. To reduce the costs of tariffs, manufacturers will move production to a country that does not have a tariff. Even though labor costs will be higher, it will not add more than the proposed tariff to the cost of the machine.
The factory will look for new countries to manufacture in as well. If tariffs had come in at 60% per campaign promises, it would have been disastrous. We probably would have moved manufacturing to Vietnam or another Asian country immediately.
Q: THE MARKET HAS BEEN MOVING TO ELECTRIC VEHICLES IN RECENT YEARS. DO YOU THINK THIS WILL CONTINUE, OR WILL THE ADVENT OF A MORE FOSSIL FUEL-FRIENDLY ADMINISTRATION DRIVE MORE DEMAND FOR INTERNAL COMBUSTION (IC) TRUCKS?
Loren Swakow – Noblelift: The states have a bigger say in this than the federal government. Look at California as an example. With the advent of lithium as a safe and effective power solution, and with the price of lithium batteries coming down, I think [the use of] electric vehicles will continue to expand. Total cost of ownership is already much lower on electric when compared to IC product.
We continue to see electric product increasing every year. It is more sustainable, and it has now reached a point where cost is not a barrier to entry. Power and force have been overcome; we produce an electric rough-terrain lift truck that has a 50-degree gradeability.
Users will look at their own requirements, costs, etc., before deciding on IC or electric. I do not think the new administration will be able to justify the additional cost needed to use IC products. Electric is the future of material handling.
Martin Boyd – Big Joe: As anyone involved with the industrial lift truck market knows, California has been the driving force behind the electrification of the market, forcing organizations that operate in that state away from lift trucks that run on fossil fuels. While there have been no changes in the stringent regulations being imposed by the California Zero Emission Forklift Initiative, which essentially prohibits the sale of most spark-ignited internal combustion forklifts starting in 2026, there are many that expect an easing of such regulations.
Yet, aside from the legislative pressures, there continues to be a strong value proposition for making the switch to electric. Technological advancements in lift truck systems, battery technology, and charging platforms have all combined to make moving to electric more feasible than ever before; we are one of the only westernized nations who still use combustion engine equipment indoors. This is a welcome change for both warehouse employees and the environment.
Shannon Curtis – Raymond: The industry is embracing alternative fuel and energy sources. One viable option is lithium-ion batteries (LIBs) with certification from Underwriters Laboratories. While lithium-ion technology is already a proven solution in the industry, offering superior performance and longer life spans than traditional lead-acid batteries, The Raymond Corporation sees UL-compliant LIBs playing a pivotal role in meeting new regulatory standards. These batteries not only help reduce emissions but also improve the operational efficiency of the material handling, manufacturing, and warehousing industries.
Q: LIFT TRUCKS ARE USED FOR MANY TASKS, BUT ARE THERE ANY APPLICATIONS THAT ARE OF PARTICULAR INTEREST TO CUSTOMERS?
Shannon Curtis – Raymond: Today, organizations are aiming innovations in lift truck technologies to increase uptime, improve speed and mobility, streamline diagnostic procedures, and lower operating and energy costs—dramatically cutting consumption without reducing productivity. And it’s not just the forklift technologies that are evolving. The systems that warehouse managers rely on to manage and maintain their trucks—including operator-assist and data collection technologies—are also growing increasingly advanced.
Loren Swakow – Noblelift: E-commerce has fueled growth in the last few years. I believe it is here to stay. If anything, it will expand. All these products come from warehouses that need material handling machines. Every product we touch, including food, is probably moved at one point by a lift truck. We need to move products from one location to another, and trucks must be loaded and then unloaded at their destination. Lift trucks perform this function.
We are seeing continued expansion of Class III product [electric hand trucks and hand/rider trucks]. Walkie products move material but cannot stack it. Companies are realizing most of their need is for movement. For example, [a company may] have always used three lift trucks [that can both move and stack product] in its warehouse, when it only needs to have one truck [that’s capable of both moving and stacking product] along with two trucks [that just] move material, which includes loading and unloading at the dock.
Martin Boyd – Big Joe: Labor constraints today have been a significant challenge for operations that require the use of lift trucks. With the massive movement to e-commerce, there is a much higher need for lift truck operators in warehousing and distribution environments. The lack of skilled labor has really pressured companies to invest in technologies that help operations accomplish more with less. As a result, more and more operations are looking to [incorporate] various levels of automation into their industrial lift truck fleets.
Q: DO YOU SEE ROBOTICS SOLUTIONS AS COMPETITIVE WITH FORKLIFTS OR COMPLEMENTARY TO THEM?
Martin Boyd – Big Joe: For many years, the industrial lift truck manufacturers viewed automation and AGV [automatic guided vehicle] companies as competitors, but we’ve experienced a significant change in thinking over the past decade. What was a threat has now become a strength for the lift truck manufacturers. Almost all lift truck manufacturers today have expanded their technology capabilities to such a level that they are now able to offer automated versions of their standard equipment with improved ROI [return on investment] calculations.
Loren Swakow – Noblelift: They are complementary. Most AGV solutions are based on a forklift of some type. We will just be building different types of forklifts. The goal of robotics is to take out the labor cost of the driver. The operator is by far the most expensive component of material handling.
Support of your AGV will determine the success of the project. Dealer networks will be the key here. There are more and more companies getting into the AGV market, but can they support it after the sale?
Repetitive moves or long distances are the easiest [places] to remove the driver from the equation. If the unit goes down because of programming or mechanics, you must be able to get it back up operating as soon as possible. Dealer network and aftersales support should be a major component of the decision to take advantage of the benefits of AGV material handling.
Shannon Curtis – Raymond: Robots have been used in warehouses for decades, but in recent years, “cobots” have become even more complementary in the warehouse and instrumental in providing great levels of efficiency. From improved security and increased productivity to increased accuracy and lower costs, cobots are becoming an increasingly important part of warehouse operations.
Q: TODAY’S INDUSTRIAL TRUCKS OFFER MORE SAFETY FEATURES THAN EVER BEFORE. WHAT DO YOU SEE AS THE MOST SIGNIFICANT SAFETY DEVELOPMENTS OF THE PAST FIVE YEARS?
Shannon Curtis – Raymond: One of the most significant advancements in warehouse operations involves the implementation of virtual reality (VR) simulators. The technology can help new forklift operators develop the skills they need to succeed on the warehouse floor without impacting day-to-day operations, while also serving as a reinforcement tool for experienced operators. VR simulators serve as flexible, scalable teaching tools that rely on advanced technology to help workforces become more efficient and expand operator skills, creating optimized conditions for all employees.
In addition, training reinforcement offerings—like integrated equipment detection and notification systems and operator tether systems—can similarly help warehouse operators improve their work environment. Systems like these use intelligent speed limitations, real-time object detection, operator notifications, and more to improve employee awareness of their environment even in high-traffic areas.
Martin Boyd – Big Joe: With advancements in technology, all lift truck manufacturers are playing their part in developing new technologies that allow for the safe operation of their equipment. While there are various means in which manufacturers have applied these technologies, there is no substitute for a sound operator safety training program. [Ensuring that your operators receive the proper training] will always be the number-one way to reduce the likelihood of workplace incidents involving lift trucks. In addition to having fully trained operators, many manufacturers offer optional operator-assistance systems that may improve workplace safety for both the operator and those working around lift trucks.
Loren Swakow – Noblelift: When I started in this business, we were selling used trucks without overhead guards. They were produced without them. The load backrest was not a given. Seat belts were nonexistent.
There have been so many great advancements in safety, it is hard to pick just one. We are incorporating AI [artificial intelligence] into our equipment now. This will recognize a person in the area and warn the driver. Besides changing the physical attributes of the lift truck to make it safer for the operator, we will see more and more technology and AI in the pursuit of making it safer for the pedestrian.
Q: WHAT ARE THE ADVANTAGES OF LEASING VERSUS BUYING FOR COMPANIES LOOKING TO ACQUIRE NEW TRUCKS?
Loren Swakow – Noblelift: This is an age-old question. It really depends on the user. It is a function of cash flow and cash balances in each company. Leases can be expensed, while purchases need to be capitalized. Not only are we looking at the cash position, but we also now need to review our profit position. The user needs a lift truck, but does he need to capitalize it because profit is low, or does he need to expense it to decrease his profit and reduce the taxes on the company?
Every company is different, [but either way,] you will have outflow of cash and a new lift truck on the floor producing for you. The question is which method benefits the organization the most.
Shannon Curtis – Raymond: Today’s electric forklifts offer performance that meets the needs of the most common lift truck applications, but with dramatically reduced maintenance requirements and with data collection capabilities that are quickly becoming essential to facility and resource optimization. Although the total cost of ownership of electric products is typically lower than for internal combustion products, the higher upfront initial purchase cost of switching to electric-powered equipment may have been a barrier in the past. Currently available governmental incentives and supplier programs, like leasing, make battery power—specifically, the traditionally more expensive lithium-ion power—even easier to justify.
Martin Boyd – Big Joe: When it comes to the lease vs. buy decision, each organization needs to evaluate several factors when considering what’s right for their application and company.
In leasing, you enjoy a lower cost per month and can be flexible on the terms of the lease. If you have a high-use environment, where you may need to renew equipment more often, leasing clearly has its advantages. In addition, a lease is often treated as an operating expense on the income statement, while a financed forklift is considered an asset on the balance sheet with depreciation expense recorded each period.
On the other hand, if you are using the asset less often and plan to keep it over the life of a typical lease (five years), then the benefits of a straight purchase or finance would outweigh those of a lease.
That is important because the increased use of robots has the potential to significantly reduce the impact of labor shortages in manufacturing, IFR said. That will happen when robots automate dirty, dull, dangerous or delicate tasks – such as visual quality inspection, hazardous painting, or heavy lifting—thus freeing up human workers to focus on more interesting and higher-value tasks.
To reach those goals, robots will grow through five trends in the new year, the report said:
1 – Artificial Intelligence. By leveraging diverse AI technologies, such as physical, analytical, and generative, robotics can perform a wide range of tasks more efficiently. Analytical AI enables robots to process and analyze the large amounts of data collected by their sensors. This helps to manage variability and unpredictability in the external environment, in “high mix/low-volume” production, and in public environments. Physical AI, which is created through the development of dedicated hardware and software that simulate real-world environments, allows robots to train themselves in virtual environments and operate by experience, rather than programming. And Generative AI projects aim to create a “ChatGPT moment” for Physical AI, allowing this AI-driven robotics simulation technology to advance in traditional industrial environments as well as in service robotics applications.
2 – Humanoids.
Robots in the shape of human bodies have received a lot of media attention, due to their vision where robots will become general-purpose tools that can load a dishwasher on their own and work on an assembly line elsewhere. Start-ups today are working on these humanoid general-purpose robots, with an eye toward new applications in logistics and warehousing. However, it remains to be seen whether humanoid robots can represent an economically viable and scalable business case for industrial applications, especially when compared to existing solutions. So for the time being, industrial manufacturers are still focused on humanoids performing single-purpose tasks only, with a focus on the automotive industry.
3 – Sustainability – Energy Efficiency.
Compliance with the UN's environmental sustainability goals and corresponding regulations around the world is becoming an important requirement for inclusion on supplier whitelists, and robots play a key role in helping manufacturers achieve these goals. In general, their ability to perform tasks with high precision reduces material waste and improves the output-input ratio of a manufacturing process. These automated systems ensure consistent quality, which is essential for products designed to have long lifespans and minimal maintenance. In the production of green energy technologies such as solar panels, batteries for electric cars or recycling equipment, robots are critical to cost-effective production. At the same time, robot technology is being improved to make the robots themselves more energy-efficient. For example, the lightweight construction of moving robot components reduces their energy consumption. Different levels of sleep mode put the hardware in an energy saving parking position. Advances in gripper technology use bionics to achieve high grip strength with almost no energy consumption.
4 – New Fields of Business.
The general manufacturing industry still has a lot of potential for robotic automation. But most manufacturing companies are small and medium-sized enterprises (SMEs), which means the adoption of industrial robots by SMEs is still hampered by high initial investment and total cost of ownership. To address that hurdle, Robot-as-a-Service (RaaS) business models allow enterprises to benefit from robotic automation with no fixed capital involved. Another option is using low-cost robotics to provide a “good enough” product for applications that have low requirements in terms of precision, payload, and service life. Powered by the those approaches, new customer segments beyond manufacturing include construction, laboratory automation, and warehousing.
5 – Addressing Labor Shortage.
The global manufacturing sector continues to suffer from labor shortages, according to the International Labour Organisation (ILO). One of the main drivers is demographic change, which is already burdening labor markets in leading economies such as the United States, Japan, China, the Republic of Korea, or Germany. Although the impact varies from country to country, the cumulative effect on the supply chain is a concern almost everywhere.
Container traffic is finally back to typical levels at the port of Montreal, two months after dockworkers returned to work following a strike, port officials said Thursday.
Today that arbitration continues as the two sides work to forge a new contract. And port leaders with the Maritime Employers Association (MEA) are reminding workers represented by the Canadian Union of Public Employees (CUPE) that the CIRB decision “rules out any pressure tactics affecting operations until the next collective agreement expires.”
The Port of Montreal alone said it had to manage a backlog of about 13,350 twenty-foot equivalent units (TEUs) on the ground, as well as 28,000 feet of freight cars headed for export.
Port leaders this week said they had now completed that task. “Two months after operations fully resumed at the Port of Montreal, as directed by the Canada Industrial Relations Board, the Montreal Port Authority (MPA) is pleased to announce that all port activities are now completely back to normal. Both the impact of the labour dispute and the subsequent resumption of activities required concerted efforts on the part of all port partners to get things back to normal as quickly as possible, even over the holiday season,” the port said in a release.