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.
Heading into the wilderness, even the most experienced trekkers carry what they consider their "10 essentials." Though the lists vary slightly from expert to expert—sunscreen, gorp and pocket knives make it onto some lists but not others—one item common to every list is a map. Venturing into unknown territory without one is considered just plain foolhardy.
That's an apt analogy for the process of making the journey from green field or empty shell to a fully operating DC. The road can be a harrowing one, full of uncertainty, and the cost of failure or even delay can be substantial. While those who plan and equip DCs for a living differ some on the details, they all agree that careful preparation beforehand, with a clear understanding of how a new or refurbished DC should perform, is crucial.
Purchasing equipment without a clearly developed map can lead to disaster. Kenneth Ackerman, a Columbus, Ohio-based warehousing consultant and long-time observer of the business, recalls one company that burned brightly but briefly during the dot-com era, its demise hastened by unbridled spending on material handling equipment. "They went down with a huge splash with highly automated DCs," he recollects. "They went to one conveyor company and said, 'Sell us everything you think we need.'" The result was a costly white elephant.
In the particular case he described—he did not name the company because of ongoing issues regarding its dissolution—what made matters worse was that much of the equipment the company purchased was special ordered, which limited its resale value. "A lot of it was scrapped,"Ackerman says. "It was of no value to anyone.When you make a mistake in this business, you've made a whopper."
Nor was the case unique, Ackerman says. "Because of the dot-com bust, the landscape is littered with empty high-tech automated warehouses." To avoid erecting a similar monument to industrial folly, he encourages clients to use systems integrators or other specialists for projects that extend much beyond the simplest racking and storage. "If it's sufficiently complicated," he says, "you'll need a tour guide."
Details, details, details
With or without a tour guide, preparation for the project begins with developing a consensus on the destination— something else on which the experts largely concur. For companies with a longer corporate history than short-lived dotcom flameouts, a look at past order and sales volumes should provide some insight into where they should be going.
Jeff James, a systems consultant with Forte, a Mason, Ohio-based consulting and project management firm that specializes in distribution operations, outlines the process. "We take order detail for six to 12 months, analyze the data and determine volume. If you have 10 cases on a pallet and sell 12 a week, that's very different than if you sell a thousand cases.We're dissecting data with true order history and a forecast of how the business will grow."
The analysis is by necessity very detailed. M. Geoffrey Sisko, vice president of Gross & Associates, a Woodbridge, N.J.-based consultant that specializes in material handling logistics, says the close look at operations, while a given, is also important in developing requests for proposals.
"You have to get all your ducks in a row," he says. "How many trucks will there be, what kind of freight, how will you put away and how will you replenish? Will you do batch or order picking? How many pallets are you going to store? You look at both peak and average volumes. It's basically the whole process."
Sisko says Gross & Associates usually has customers look out about five years for planning purposes. "We get nervous beyond that, and you can't do much less. It's usually two years before you're fully ramped up."
Ed Reel, vice president of Peach State Integrated Technologies in Atlanta, warns buyers to avoid the classic miscue of focusing on the facility's particular service requirements before deciding what role the DC will play in the company's distribution network. "It's not what's inside the walls that's driving the design," he says. "It's what's outside the walls—products, customers, brands. There has to be a link."
That advice is echoed by Patrick Sedlak, vice president of Sedlak Management Consultants in Richfield, Ohio. "You have to take a look at it from a business perspective. It's not a technical or equipment solution, but a business solution. We support the idea that you go through what you want the building to do, converting sales growth and sales numbers into distribution numbers. We create a template for day one, but we look three to five years out as well."
Reel also notes that when determining what you want the building to do, it's important to differentiate between warehousing and DC functions. "A warehouse stores inventory. A DC fulfills orders," he says. "The more you can minimize the warehouse, the better."
One thing leads to another
Warehouse or DC, the facility will most assuredly need equipment. Though many managers assume that choosing equipment means months of poring through catalogs, they'd do better to start by reviewing their operating data. Sedlak lists some of the factors to consider: "You have to define units, SKUs and throughput requirements. You use those as a measuring stick for comparing alternative concepts —whether it's narrow aisles, AS/RS or conventional aisles. Then you test alternatives to see what offers the biggest payback.
"You have to do the heavy analysis up front, breaking up each part of the process, then rolling it out and stitching all the functional areas together. All of a sudden, the layout and system requirements come into focus. At that point, there's value to bringing the vendor community in. I believe too many people go to the vendor community to do the frontend work and design before they've fully considered what needs to be done."
The next step, Sisko says, is to come up with the design. "You do anything you can to be absolutely clear on what you need to have. The vendors have to understand what you want to happen. You have to do that in terms of personnel, the human/machine interface and IT." James adds: "You focus on how the customer wants to run the DC. The more detail we have up front, the better off we're going to be."
Performance specifications for mobile, storage and processing equipment are also important. Sisko cites one customer who attempted to cut costs by contracting for racks and lift trucks with one provider, opting for low-end equipment, only to learn too late that the lift trucks could not reach the tops of the racks. "You have to communicate very clearly things like the aisle size, weights and heights," he warns.
Ackerman says that careful vendor analysis should extend into every part of the DC. He cites lighting as an example. "I was on a project where the client rejected the recommended lighting in favor of the cheapest type. I pointed out that with the more expensive lighting—the type that remains dim until it senses that someone has entered the area—the life cycle cost was the payback. I don't know what the exact payback was in Columbus [Ohio,where the facility is located], but if you haven't done the math, you haven't done it right."
It goes without saying that decisions on matters like flooring type and roof design should take into consideration any plans for future expansion. Bob Babel, vice president of engineering for Forte, points out that if future expansion could include hanging conveyor, for example, that may require reinforcing a ceiling during the initial construction.
Will the systems fit?
Babel and James both emphasize that decisions about which systems to use cannot be divorced from the discussion of the material handling requirements. "Otherwise, you can get caught up in an endless series of modifications if the WMS (warehouse management system) and other systems don't work together well," Babel argues.
"The first thing we do is see if the customer is predisposed to a particular platform," James says. If that's the case, he turns his scrutiny to the software provider. "We look at longterm viability [of the software provider]. If the customer wants the source code, that may not be so important. But if a company is not strong in IT and doesn't want the source code, you don't want to choose a provider that might go out of business or be sold off. Nor do you want to hire the new kid on the block to support a multi-billion dollar company."
It's also crucial to delve into the details of the WMS and its compatibility with actual operations. "If you just ask if the system supports replenishment, every WMS vendor will tell you yes," James says. "A better question to ask is, "How is your company going to do that?'" That forces the WMS vendor to either explain how it provides that support or propose an alternative.
During the initial planning phase, Forte avoids narrowing the equipment or systems selection to a particular vendor, Babel says. That comes later. "When we have a final layout," he says, "then we know what vendors we can go to for bids."
Reel, too, says that Peach State, a systems integrator, remains "vendor neutral" in the planning stages. Most material handling manufacturers, he says, understand that their products may be mixed with those of other companies. Equipment in the industry is largely compatible, he says. "That doesn't make it easy, but you know the ability to integrate is there."
Sedlak adds, "The industry is getting better as a whole. The technology is getting better. The standards of communication are getting better." He says that just a decade ago, controllers on conveyors and other equipment were much less compatible with each other than they are today.
Once the detailed objectives are ready, the RFP package can be prepared. Sisko says a solid RFP includes detailed descriptions and specs, the time frame for responses, and the form of the response to allow "apples-to-apples" comparison.
The requests for proposal themselves should be made available only to selected qualified suppliers. "You don't let somebody bid just because the sales guy shows up," cautions Babel.
Sisko agrees. "You want to qualify the vendors first and keep it to a reasonable number," he says. "That way, you're doing everyone a favor." Factors to consider in choosing vendors extend beyond the quality of their goods, he says. "Ask who is running the project. You want that person there. You want the client to be able to work with the project manager. Know what else is on their plate. You don't expect 100 percent of their attention, but there will be periods when they will have to put a lot of time in and you want to know they've got it."
Sisko suggests obtaining a minimum of three bids, even if a customer has a favorite supplier. "There may be a favorite," he acknowledges, "but sometimes a dark horse candidate comes in and blows them away."
It's important to give vendors time to provide serious responses. How much time depends on the proposal's complexity. Two weeks may be enough for racks, but if a request is for pallet or carton flow solutions, which require some engineering work by the vendor, five weeks may be reasonable.
Reel emphasizes the importance of building enough time into a project to work it through properly. "A lot of companies don't understand the path from design through implementation," he says. "Usually, schedules are so compressed that you add risk and cost to the project."
Limit but don't constrain
Though you don't want to skimp on the details when soliciting vendors' bids, it's important to allow some leeway in the process. "Don't specify the brand; instead say you want the equivalent of X," Sisko urges. "There may be something in the closet you didn't know about. All the specs should be based on performance. If you want to accumulate, don't say how. Let the vendors choose the best fit."
Sedlak makes a similar point. "There are a lot of smart people out there," he says. "Many times, companies will bid to the base but then say, 'Based on our knowledge, we think you can accomplish the same thing another way.'We're very open to that. On our last three jobs, the conveyor provider came up with better solutions."
David Stallard, a partner with Atlanta-based consultants The Progress Group, also believes in a more open solicitation process. He recently managed a building expansion and material handling project for a large apparel company using what he calls a collaborative design/build process. The invitation for bids for the building itself stated all the objectives for the project while listing what was flexible and what constraints to consider. "We narrowed a long list of vendors to a short list before giving out invitations," he says. "Their responses allowed us to look at much broader options than if we had simply submitted tightly written descriptions of what we wanted and then compared them only on price."
He says his firm and the client evaluated six different proposals, which they took to three different integrators for further discussion. "We asked them for qualifications and references. They came up with some fresh ideas that we would have missed had we taken the more traditional approach."As a result, the client was able to implement a new receiving process for 40 percent of the original budget, freeing funds to do more with the building itself.
Whatever the approach, Sisko urges buyers to remain open to making changes based on vendor questions or concerns even after the RFP has been issued. "Some call with silly questions. But if one calls and says, 'What does this mean?' and it becomes apparent that it's not clear, you may want to send an addendum to everyone."
Evaluation of the proposals should go well beyond looking at initial cost. Babel explains that the evaluation should include making sure the bidder followed the specifications; looking at value-added options proposed; and ensuring that cost-cutting proposals don't impair functionality. Other matters to consider include the cost and availability of spare parts, and the availability of after-sales service.
"There are a whole bunch of variables," Sisko says. One that often comes up is the choice between purchasing from a manufacturer or a systems integrator. "Sometimes you get a better price going direct," he says, "but if you have five guys doing different parts, you may need to hire a project manager to make sure they work together. In some cases, the manufacturers have experience in working together, but you have to make sure that there's one that can take the lead."
Sisko has one other hard and fast rule: It's imperative that vendors respond in the requested format—usually an Exel spreadsheet. "If some don't fill it in, they can't come to the party," he says. Sticking to a standardized format simplifies the process of comparing proposals.
With the proposals in hand and a clear understanding of the desired end result, buyers are ready to embark on the final selection process. Surprisingly, the spoils rarely go to the low-cost bidder. "I've learned from years of project management that you are generally going to get a bell curve," Sisko says. "The contract usually goes to someone in the middle."
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."
Global trade will see a moderate rebound in 2025, likely growing by 3.6% in volume terms, helped by companies restocking and households renewing purchases of durable goods while reducing spending on services, according to a forecast from trade credit insurer Allianz Trade.
The end of the year for 2024 will also likely be supported by companies rushing to ship goods in anticipation of the higher tariffs likely to be imposed by the coming Trump administration, and other potential disruptions in the coming quarters, the report said.
However, that tailwind for global trade will likely shift to a headwind once the effects of a renewed but contained trade war are felt from the second half of 2025 and in full in 2026. As a result, Allianz Trade has throttled back its predictions, saying that global trade in volume will grow by 2.8% in 2025 (reduced by 0.2 percentage points vs. its previous forecast) and 2.3% in 2026 (reduced by 0.5 percentage points).
The same logic applies to Allianz Trade’s forecast for export prices in U.S. dollars, which the firm has now revised downward to predict growth reaching 2.3% in 2025 (reduced by 1.7 percentage points) and 4.1% in 2026 (reduced by 0.8 percentage points).
In the meantime, the rush to frontload imports into the U.S. is giving freight carriers an early Christmas present. According to Allianz Trade, data released last week showed Chinese exports rising by a robust 6.7% y/y in November. And imports of some consumer goods that have been threatened with a likely 25% tariff under the new Trump administration have outperformed even more, growing by nearly 20% y/y on average between July and September.