It's Murphy's Law your equipment's going to break down just when you're in the midst of processing your biggest customer's order. But it doesn't have to be that way.
As any homeowner or car owner will tell you, equipment breakdowns have joined death and taxes on the list of life's certainties. Hoping to forestall the inevitable, smart car owners get regular oil changes and smart homeowners schedule tuneups for their furnaces or washing machines.
It's no different for America's distribution centers. Smart managers who want to keep their lift trucks lifting, conveyors conveying, and AS/RS systems storing and retrieving have progressive preventative maintenance (PM) programs in place for all of their equipment. These routine checkups can extend the life of equipment and help avert the chances of a catastrophic breakdown just when your biggest customer's order is being filled.
What many don't realize, however, is that the upkeep plan itself requires upkeep. It's important not to just set up a maintenance schedule and walk away. Managers should plan to audit the program's effectiveness on a regular basis—measuring performance against key metrics (see below) and setting goals for improvement. And it goes without saying, these should not be vague goals like "minimizing breakdowns," but specific objectives such as reducing the amount of maintenance-related overtime paid by X percent or cutting parts inventories by Y percent.
One manager who has a solid grip on how effective his company's PM program has proven to be is Bryan Eccard, director of facility services for Limited Brands, parent company of national retail chains like Victoria's Secret, Express and The Limited. Ask Eccard what Limited Brands' PM program has accomplished, and he'll give you specifics: The company's equipment breakdown time has shrunk by 15 percent, he reports, and equipment spare parts inventory is down by a quarter of a million dollars.What's more, the equipment is lasting much longer. "We have some equipment that's been around for 18 years and is still running today," he says.
Achieving this level of performance was neither easy nor quick. Managers at Limited Brands have been fine-tuning the enterprisewide progressive preventative maintenance program since 1997, when the company consolidated all seven of its Columbus, Ohio-based DCs under Limited Logistics Services. Although the company already had a PM program in place at each of the DCs, management decided to standardize the procedures in order to take things to the next level.
the metrics of maintenance
You can't audit a preventative maintenance program without a set of metrics to measure performance against. But what should you measure? Kate Vitasek and Mike McHale, partners at Supply Chain Visions in Bellevue, Wash., recommend the following:
Availability. Is the equipment available when it's supposed to be?
Efficiency. Is the equipment performing at the expected speed/throughput?
Quality/reliability. Is the equipment producing/doing the right things?
Inventory optimization. Are your inventory projections accurate? To find out, measure the percentage of inventory/parts on hand when needed.
Maintenance department productivity. Are there enough people assigned to maintenance tasks? Too few? Too many? Measure the percentage of maintenance work planned and the percentage of overtime labor required for the maintenance department
The first step was consolidating computer systems: "We had various versions of MP2 by Data Stream and we had to come up with one program that would help us develop one standardized set of procedures," says Eccard. As part of that effort, managers examined the PM practices in use at the different facilities and distilled them into a set of best practices for use across the enterprise.
Once data on all of the material handling equipment were entered into the system, Eccard and his crew wrote step-by-step instructions for maintaining each piece of equipment, including a list of parts and tools needed for each. "This process gave us a way to track the costs of materials for all of our equipment," explains Eccard. "Then we tackled the process of determining the number of FTE (full-time employee) hours required to maintain each piece of equipment. Combined, those numbers gave us the true costs of equipment and labor." Limited then established a baseline for budgeting time for maintenance as well as for labor and parts.
With this solid set of baseline information, Limited Brands is able to plan the work a month in advance. This allows the company to schedule the right number of people at the right time to keep each piece of equipment in working order.Work is carried out in order of importance—the equipment that would have the biggest impact on operations if it broke down is tended to first, and then on down the line.
Making a case
Not all preventative maintenance programs succeed as spectacularly as Limited Brands' program has, of course. Eccard believes that a big part of the success can be traced to corporate support for the program. "Our management is behind this program 110 percent," he says.
That's important, says Bruce Tompkins, principal at Tompkins Associates. "The commitment to a preventative maintenance program must come from the top because often, you're going to have to get mindsets to change," he says. "It's important to have the whole organization believe in this and understand that it's your best shot for preventing failure down the road."
For those who are forced to take their case to management in order to get funding for a PM program, the best course is to show them the numbers. "Look at your historical data to see how often equipment is down and how often you get customer complaints—figure out the cost of downtime," says Kate Vitasek, partner at the Bellevue, Wash.-based consultant Supply Chain Visions.
Yet even full management support is no guarantee of success. Far too many companies end up disappointed by the mediocre results they get. This happens for a variety of reasons. Some companies lose sight of their goals; others get overwhelmed by the size of the task.What follows are some tips for avoiding some common pitfalls:
Set priorities. It's important to prioritize where a PM program can have the greatest impact. "Too often, companies make the mistake of going out and trying to do it all at once," says Tompkins. "You have to start with the equipment that has the biggest impact on your operations."
Develop a schedule. Consider how often you need to conduct maintenance, who will need to conduct it, and exactly what needs to be done to each piece of equipment. You can make up the schedule manually, but software like that used by Limited Brands can make the job much easier.
As for when to schedule maintenance, look for the slowest shift or off-shift, if there is one. Some companies perform maintenance in small doses on a daily basis; others shut the whole facility down at specified intervals to do a complete overhaul. "The beauty of planning," says Vitasek, "is that you can schedule maintenance to avoid busy times. The interruption of a breakdown is much worse."
Keep up with the paperwork. "You have to track what you're doing and make sure you don't let maintenance slide," says Dick Bonsall, manager at Sedlak Management Consultants in Richfield, Ohio.
Set goals for continuous improvement. "Your plan needs to be subjected to an audit, either by a third party or by a good internal group," says Vitasek."People can easily get into the habit of treating maintenance as an afterthought without goals for improvement." Says Eccard: "You need to measure your system; otherwise it's not worth the effort. We set new goals each year to ensure continuous improvement."
A move by federal regulators to reinforce requirements for broker transparency in freight transactions is stirring debate among transportation groups, after the Federal Motor Carrier Safety Administration (FMCSA) published a “notice of proposed rulemaking” this week.
According to FMCSA, its draft rule would strive to make broker transparency more common, requiring greater sharing of the material information necessary for transportation industry parties to make informed business decisions and to support the efficient resolution of disputes.
The proposed rule titled “Transparency in Property Broker Transactions” would address what FMCSA calls the lack of access to information among shippers and motor carriers that can impact the fairness and efficiency of the transportation system, and would reframe broker transparency as a regulatory duty imposed on brokers, with the goal of deterring non-compliance. Specifically, the move would require brokers to keep electronic records, and require brokers to provide transaction records to motor carriers and shippers upon request and within 48 hours of that request.
Under federal regulatory processes, public comments on the move are due by January 21, 2025. However, transportation groups are not waiting on the sidelines to voice their opinions.
According to the Transportation Intermediaries Association (TIA), an industry group representing the third-party logistics (3PL) industry, the potential rule is “misguided overreach” that fails to address the more pressing issue of freight fraud. In TIA’s view, broker transparency regulation is “obsolete and un-American,” and has no place in today’s “highly transparent” marketplace. “This proposal represents a misguided focus on outdated and unnecessary regulations rather than tackling issues that genuinely threaten the safety and efficiency of our nation’s supply chains,” TIA said.
But trucker trade group the Owner-Operator Independent Drivers Association (OOIDA) welcomed the proposed rule, which it said would ensure that brokers finally play by the rules. “We appreciate that FMCSA incorporated input from our petition, including a requirement to make records available electronically and emphasizing that brokers have a duty to comply with regulations. As FMCSA noted, broker transparency is necessary for a fair, efficient transportation system, and is especially important to help carriers defend themselves against alleged claims on a shipment,” OOIDA President Todd Spencer said in a statement.
Additional pushback came from the Small Business in Transportation Coalition (SBTC), a network of transportation professionals in small business, which said the potential rule didn’t go far enough. “This is too little too late and is disappointing. It preserves the status quo, which caters to Big Broker & TIA. There is no question now that FMCSA has been captured by Big Broker. Truckers and carriers must now come out in droves and file comments in full force against this starting tomorrow,” SBTC executive director James Lamb said in a LinkedIn post.
The “series B” funding round was financed by an unnamed “strategic customer” as well as Teradyne Robotics Ventures, Toyota Ventures, Ranpak, Third Kind Venture Capital, One Madison Group, Hyperplane, Catapult Ventures, and others.
The fresh backing comes as Massachusetts-based Pickle reported a spate of third quarter orders, saying that six customers placed orders for over 30 production robots to deploy in the first half of 2025. The new orders include pilot conversions, existing customer expansions, and new customer adoption.
“Pickle is hitting its strides delivering innovation, development, commercial traction, and customer satisfaction. The company is building groundbreaking technology while executing on essential recurring parts of a successful business like field service and manufacturing management,” Omar Asali, Pickle board member and CEO of investor Ranpak, said in a release.
According to Pickle, its truck-unloading robot applies “Physical AI” technology to one of the most labor-intensive, physically demanding, and highest turnover work areas in logistics operations. The platform combines a powerful vision system with generative AI foundation models trained on millions of data points from real logistics and warehouse operations that enable Pickle’s robotic hardware platform to perform physical work at human-scale or better, the company says.
Bloomington, Indiana-based FTR said its Trucking Conditions Index declined in September to -2.47 from -1.39 in August as weakness in the principal freight dynamics – freight rates, utilization, and volume – offset lower fuel costs and slightly less unfavorable financing costs.
Those negative numbers are nothing new—the TCI has been positive only twice – in May and June of this year – since April 2022, but the group’s current forecast still envisions consistently positive readings through at least a two-year forecast horizon.
“Aside from a near-term boost mostly related to falling diesel prices, we have not changed our Trucking Conditions Index forecast significantly in the wake of the election,” Avery Vise, FTR’s vice president of trucking, said in a release. “The outlook continues to be more favorable for carriers than what they have experienced for well over two years. Our analysis indicates gradual but steadily rising capacity utilization leading to stronger freight rates in 2025.”
But FTR said its forecast remains unchanged. “Just like everyone else, we’ll be watching closely to see exactly what trade and other economic policies are implemented and over what time frame. Some freight disruptions are likely due to tariffs and other factors, but it is not yet clear that those actions will do more than shift the timing of activity,” Vise said.
The TCI tracks the changes representing five major conditions in the U.S. truck market: freight volumes, freight rates, fleet capacity, fuel prices, and financing costs. Combined into a single index indicating the industry’s overall health, a positive score represents good, optimistic conditions while a negative score shows the inverse.
Specifically, the new global average robot density has reached a record 162 units per 10,000 employees in 2023, which is more than double the mark of 74 units measured seven years ago.
Broken into geographical regions, the European Union has a robot density of 219 units per 10,000 employees, an increase of 5.2%, with Germany, Sweden, Denmark and Slovenia in the global top ten. Next, North America’s robot density is 197 units per 10,000 employees – up 4.2%. And Asia has a robot density of 182 units per 10,000 persons employed in manufacturing - an increase of 7.6%. The economies of Korea, Singapore, mainland China and Japan are among the top ten most automated countries.
Broken into individual countries, the U.S. ranked in 10th place in 2023, with a robot density of 295 units. Higher up on the list, the top five are:
The Republic of Korea, with 1,012 robot units, showing a 5% increase on average each year since 2018 thanks to its strong electronics and automotive industries.
Singapore had 770 robot units, in part because it is a small country with a very low number of employees in the manufacturing industry, so it can reach a high robot density with a relatively small operational stock.
China took third place in 2023, surpassing Germany and Japan with a mark of 470 robot units as the nation has managed to double its robot density within four years.
Germany ranks fourth with 429 robot units for a 5% CAGR since 2018.
Japan is in fifth place with 419 robot units, showing growth of 7% on average each year from 2018 to 2023.
Progress in generative AI (GenAI) is poised to impact business procurement processes through advancements in three areas—agentic reasoning, multimodality, and AI agents—according to Gartner Inc.
Those functions will redefine how procurement operates and significantly impact the agendas of chief procurement officers (CPOs). And 72% of procurement leaders are already prioritizing the integration of GenAI into their strategies, thus highlighting the recognition of its potential to drive significant improvements in efficiency and effectiveness, Gartner found in a survey conducted in July, 2024, with 258 global respondents.
Gartner defined the new functions as follows:
Agentic reasoning in GenAI allows for advanced decision-making processes that mimic human-like cognition. This capability will enable procurement functions to leverage GenAI to analyze complex scenarios and make informed decisions with greater accuracy and speed.
Multimodality refers to the ability of GenAI to process and integrate multiple forms of data, such as text, images, and audio. This will make GenAI more intuitively consumable to users and enhance procurement's ability to gather and analyze diverse information sources, leading to more comprehensive insights and better-informed strategies.
AI agents are autonomous systems that can perform tasks and make decisions on behalf of human operators. In procurement, these agents will automate procurement tasks and activities, freeing up human resources to focus on strategic initiatives, complex problem-solving and edge cases.
As CPOs look to maximize the value of GenAI in procurement, the study recommended three starting points: double down on data governance, develop and incorporate privacy standards into contracts, and increase procurement thresholds.
“These advancements will usher procurement into an era where the distance between ideas, insights, and actions will shorten rapidly,” Ryan Polk, senior director analyst in Gartner’s Supply Chain practice, said in a release. "Procurement leaders who build their foundation now through a focus on data quality, privacy and risk management have the potential to reap new levels of productivity and strategic value from the technology."