David Maloney has been a journalist for more than 35 years and is currently the group editorial director for DC Velocity and Supply Chain Quarterly magazines. In this role, he is responsible for the editorial content of both brands of Agile Business Media. Dave joined DC Velocity in April of 2004. Prior to that, he was a senior editor for Modern Materials Handling magazine. Dave also has extensive experience as a broadcast journalist. Before writing for supply chain publications, he was a journalist, television producer and director in Pittsburgh. Dave combines a background of reporting on logistics with his video production experience to bring new opportunities to DC Velocity readers, including web videos highlighting top distribution and logistics facilities, webcasts and other cross-media projects. He continues to live and work in the Pittsburgh area.
As we begin, may i suggest a glass of Altesino Brunello di Montalcino Riserva? This fine red wine from Italy's Tuscany region is aged four years to provide a multidimensional blend of aromas featuring berries, spices, and dried flowers. Its taste is full-bodied and velvety, and it provides a fresh finish.
While you're enjoying your glass of wine, allow me to tell you about Winebow, the New Jersey-based importer responsible for bringing Altesino and other fine Italian vintages into the U.S. market.
Winebow represents over 70 wine-growing estates, offering some of the finest Italian wines available anywhere to wine lovers throughout the nation.
In addition to its import business, which serves cus- tomers nationwide, Winebow also is a regional wholesaler of other fine wines from all around the world. These are sold to smaller distributors, retailers, and restaurants within the Northeast—about 5,000 customers in all.
About a third of its wholesale distribution business is in New York City. Orders there may vary from several pallet loads for a small distributor to a few bottles needed to restock a restaurant's wine cellar.
Recent acquisitions have expanded Winebow's wholesale operations from its base in New Jersey and neighboring New York and Pennsylvania to include Connecticut and Massachusetts. The company also has wholesale distribution operations in Washington, D.C.
All bottled up Wine flows freely
While double-digit growth and the move into new markets have been positive developments for the company, the effect on Winebow's Ho-Ho-Kus, N.J., distribution facility has been more like a bad hangover. The 80,000-square-foot building, which served both the import and wholesale businesses, did not offer an optimal design, nor was it located in a particularly accessible location. The facility was in a small industrial park that was bordered by railroad tracks. Trucks often had to wait for trains to pass before they could move into and out of the small yard.
Actually,Winebow had outgrown the Ho-Ho-Kus facility a long time ago and had been forced to locate product at two offsite facilities and two third-party warehouses. Having its wines in five different locations made things very difficult to manage.
"Our primary issue was space," says Scott Ades, senior vice president of corporate development and operations. "We needed more room and a layout that would provide greater throughput and allow us to improve customer service and our response time."
Winebow contacted W&H Systems, a material handling conveyor and software systems integrator based in Carlstadt, N.J., that is well known for its work designing systems for the wine and spirits industry. The result of the collaboration was the creation of a new 196,922-squarefoot distribution center in Pine Brook, N.J. Situated within 20 miles of midtown Manhattan, the location allows Winebow to have products within easy reach of a large portion of its customer base.
Opened last April, the facility seamlessly handles more than a million cases of wine annually, representing over 3,300 different stock-keeping units (each brand, type of wine, and vintage represents a different SKU). The wholesale division offers 933 unique brands of wine from 600 different suppliers, while the import business has 120 brands.
All of the wine for the wholesale distribution business (with the exception of product bound for customers in Massachusetts and Connecticut) passes through the new building. About one-third of the imported wines also flow from Pine Brook, with the rest shipped directly from the manufacturers.
The new facility provides badly needed room and a much more efficient design. It boasts 23 doors, including three drive-in docks, compared to just four doors in the old warehouse. A new two-level pick module also provides faster and more accurate processing of orders. New conveyors and sorters help whisk cases through the building.
"The new facility has allowed us to be more efficient and productive," reports Ades. "We are more easily able to meet the delivery windows of our customers."
Wine flows freely
Most receiving at Winebow takes place during the daytime hours, with picking of orders done overnight for next-day delivery. As many as 19 doors can be used for receiving, though usually only a handful are assigned to incoming goods. The three new drive-in docks were carved out of the facility floor so that trailers can back up directly inside the building. "We basically built these interior docks for security and to get some of the trailers out of the weather," explains Ades.
The interior docks also provide additional flexibility.Workers can fill a trailer and store it inside overnight until it's time to leave the building. Reefer units can also be pushed into the building to avoid sitting out under a blazing sun.
Currently, received items are checked against paper lists. But within the next few months, the building will be installing the Motek Priya warehouse management system (WMS), which will then control most of the warehouse operations. At that time, products will be scanned into the warehouse management system upon arrival. Ades says Winebow wanted to refine its other processes in the new building before tackling the WMS implementation.
Both the importing and distribution businesses operate from within the building, sharing common areas. "Inventory is virtually separated, but physically together. On paper, though, they are separate operational entities," explains Ades.
Products are housed in three parts of the building. A large bulk area stores approximately 6,600 pallets stacked on the floor. Customers ordering imported products—these, again, are other distributors located nationwide—typically order full pallet quantities or mixed pallets containing full cases. Most often, these are picked from the bulk area and ferried by lift trucks to outbound doors dedicated to the import business.
Products for the wholesale distribution side of Winebow's business—smaller distributors, retailers, and restaurants in the region—are also stored in the bulk area. However, most of the wholesale products stored here are fast movers that replenish the facility's pick module. Replenishment begins during daylight hours and continues as needed during overnight picking.
While the vast majority of the wholesale distribution orders are filled in the pick module, some product for larger customers may also be picked directly from the bulk area as full pallets or loads of mixed cases.
Slower-moving pallets are stored in 2,500 rack locations (the racks were supplied by Unex). Also found within the racking are 700 half pallet locations and some decking for slow-moving wines that are stocked in smaller quantities. Thanks to the 22-foot ceilings in the new facility,Winebow is now able to store products four rack levels high, compared to only three levels high in the old building.
Most of the racked items also replenish the pick module, though, as with the bulk area, some items for customer orders may also be picked directly from these racks. Individual cases selected here are inducted by hand into the facility's conveyor system.
Wine list, please
As much as 95 percent of all order filling for the wholesale distribution business occurs within the pick module. This new area has only been in operation since the first week of November. Prior to that, picking was done from a temporary setup in an overflow bulk room while the module was made ready for occupancy.
The two-level module provides 6,000 square feet of picking space per level. The top level consists of 300 locations equipped with floor-mounted pallet flow rollers. Full cases are picked here by label, with the label attached as the case is removed and placed onto a takeaway conveyor (which was supplied by FKI Logistex).
The bottom level of the module contains a mix of storage for pallets, cases, and individual bottles, with storage systems here also supplied by Unex. Another 30 locations are dedicated to full pallets on flow rollers. Case flow racks provide 250 locations capable of holding 2,500 cases of slowmoving products. Opposite the flow racks is shelving that holds medium and slow movers that are picked as individual bottles. About 25 percent of the wholesale business consists of split-case orders.
As with the upper level, full cases are picked by label, while bottles are picked by lists into order cartons that are then labeled for shipping. Once the WMS is installed, picking of these items may be directed by radio-frequency units or even voice technology.
In the short time that the new module has been in use,
Ades has already seen improvements. It is now easier to locate products, and picking speed and accuracy is better.
"When you are dealing with premium wines, you have to be accurate," he says. "Damage has also been reduced as we are not moving product as much internally."
Picks made on the bottom level are placed onto a takeaway conveyor where they are transported to the upper level by a Ryson spiral conveyor. The cases next pass through a scan tunnel, where Accu-Sort scanners read the bar codes on the labels before cartons are diverted to two loading docks using a pop-up sorter (which was also supplied by FKI Logistex).
Winebow operates its own fleet of 30 trucks for wholesale deliveries. Loading the trucks begins with the start of order filling at 7 p.m. and continues overnight so that the first trucks are ready to depart the building at 5: 30 a.m.
A good finish
The creation of the new distribution center has provided a smooth flow of wines at Winebow. All products are finally under one roof. There's no longer any need to shuttle products between the offsite warehouses, and space constraints are a thing of the past.
"Before, we had to spend time just consolidating inventory to make space for new receipts," recalls Ades. "A fair amount of productivity has been achieved simply by eliminating all of the extra handling and shuffling of products."
In addition to greater flexibility, the additional space gives Winebow the capacity to eventually double its previous throughput. The company distributed just over a million cases in 2007, 12 percent more than the year before, and expects to handle at least 10 percent more this year. It has plenty of room now to accommodate such growth for years to come.
Changes to the material handling systems are also planned to keep up with expected growth. Another pick module can be added, the sorter can provide double the number of diverts, and additional doors can be assigned to shipping. Narrow-aisle racking is also being considered to create additional density in the storage areas.
The large room that had been used for temporary picking before the pick module went live will soon be sublet. This area, measuring 27,000 square feet, can then be taken back in about five years when growth necessitates.
And within the next few months, the new WMS system will provide Winebow with real-time information and improved inventory control.
The new building also proved to be a winner during the recent holiday season, easily Winebow's busiest time. "We were able to process our orders much better than in the past, and we did it all with less manpower and better response time," says Ades.
Best of all, the new facility has improved Winebow's customer service. Greater efficiencies and flexibility have allowed Winebow to extend its order cutoff time from 5 to 6 p.m., with the hope of extending it by another hour soon.
Orders also arrive at their destinations at the promised time, which is no easy task when making deliveries in the traffic of midtown Manhattan.
"Customer service has definitely gone up," says Ades. "Our trucks are on the road earlier, and we hit our delivery windows on time and [with the product] in good condition. Our customers now tell us, 'I'm going to order from you because I know I will get it on time.'"
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.
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.