When it needed to boost DC throughput by more than a third, Dollar Tree didn't expand the facility or hire more staff. It simply made minor adjustments to the center's software and conveyor system.
As its name implies, the Dollar Tree sells everything for a buck.That's true for all of the nearly 3,000 different items the retailer carries, which run the gamut from New Years Eve party hats to cleaning supplies.
That deceptively simple strategy has proved to be a winner for the Chesapeake, Va.-based retail chain. Over the past two decades, the company has built an empire of nearly 3,400 stores. Dollar Tree is now the nation's largest dollar-per-item retailer; last year, it reported sales of over $4 billion.
But the $1 price cap also means the company must maintain tight control over its operating costs. A key part of Dollar Tree's success in that regard has been its distribution system, a network of nine sophisticated DCs that collectively handled more than 4 billion items last year.
"Logistics is considered a core competency of the organization," says Steve White, Dollar Tree's chief logistics officer. "With the majority of our business focused on the $1 price point, cost control and productivity improvement is essential.We are always looking to raise the bar in all of our metrics to continue to leverage down costs while continuing to raise service levels. We are in the position where we cannot pass along operating cost increases to the consumer. Our quest to improve never ends."
Right now, the Dollar Tree is in the midst of an ambitious expansion campaign. The retailer opened 240 new stores last year and expects to open a similar number this year. It eventually plans to bring the total number of stores up to 4,000.
To accommodate the rising demand, the company's newest DC—a facility located in Joliet, Ill.— underwent an overhaul last year. But the 1.2 million-square-foot facility didn't require an expansion. All that was needed was some tweaking of the DC's software and conveyor system. Specifically, the company installed UniSort MXT software from FKI Logistex, a sortation subsystem that increases sorter throughput and material handling capacity without the need to expand the facili-ty's square footage or add personnel. As a result, the DC's throughput capacity has increased by more than a third.
Sorting it out
The Joliet DC is set up to enable product flow from various parts of building— full-case pick lines from pallets or carts to conveyors, cross dock lines, and pick module lines all feed products to a central merge point near the shipping doors. Twelve different conveyor lines merge into a single line of product that feeds the sorter; the sorter then diverts product to the correct lanes for the intended stores. The central merge and sorter system uses FKI high-speed Unisort XV line shoe sorter technology.
The various conveyor lines do not move at uniform speeds, however. Products fed to the central merge from the pick module move at a slower rate than products fed from the cross dock lines. By applying MXT technology at the merge, gapping, and sorter subsystem, Dollar Tree is able to balance out the flow of product moving through the facility and create a stream of high-density product leaving the merge and entering the sorter. MXT technology allows Dollar Tree to quickly scale up to meet peak product demand on a daily or seasonal basis by optimizing merging, induction, and sortation functions, enabling rates well in excess of 300 cartons per minute when demand exists (although Dollar Tree currently doesn't run at those speeds).
"We're able to balance this flow and create this high-density stream of product into the sorter and successfully divert products to their down lanes," says Jerry Koch, FKI's product director for software and controls, warehouse and distribution in North America. "We're getting 36 percent more capacity out of the existing equipment at the same conveyor speeds and still maintaining the high level of product diverting accuracy that we already had. So we're able to increase throughput without increasing speed."
That's done by simply changing settings at the control station that programs the gap optimizer, a crucial component of the system that determines the spacing between products traveling on the conveyors.
The MXT software also allows Dollar Tree's DC personnel to increase (or decrease) the flow of products on a daily basis, if desired. They're able to do that by simply adjusting the spacing between products on the conveyor—there's no need to change conveyor speed. That capability is crucial during peak demand season or at times when the DC has to boost throughput to get products out to new stores in time for the store openings.
"The beauty was we didn't increase system speed," says White. "It was all just additional throughput, and it's accomplished by reducing the gap between products. You've got to be right on top of your game when you run those small gaps."
Pump up the volume
Based on its success with the MXT technology at Joliet, the company decided to install the technology at its DC in Briar Creek, Pa., which was recently expanded from 600,000 square feet to 1 million square feet. Dollar Tree is experiencing similar throughput gains at the new facility after rolling out FKI's MXT technology in three phases over three weekends.
"That facility serves over 600 stores, and a lot of the daily demand is driven by sales and new store openings, so we need to make sure we have the capacity built into the system so we can handle those volume swings from week to week," says White. "It's easy for us to make adjustments as far as changing the gap on a day-to-day basis if we want to. It's a simple keystroke to change the parameters."
White notes that the ability to boost throughput by adjusting the gap between products—as opposed to speeding up the conveyor—helps extend the sorter's life and reduces maintenance and energy costs. But the real payoff has come in productivity gains. "It creates a big-time savings in that we don't need to stop and pump up the speed of the conveyor," he says. "Think about it; you don't increase the speed of the sortation system, yet you get an additional 30 percent throughput capacity. That's huge.
"The beauty of our business is we sell everything for a dollar, and 95 percent of it rides on the conveyor. It's crucial to our business plan."
Congestion on U.S. highways is costing the trucking industry big, according to research from the American Transportation Research Institute (ATRI), released today.
The group found that traffic congestion on U.S. highways added $108.8 billion in costs to the trucking industry in 2022, a record high. The information comes from ATRI’s Cost of Congestion study, which is part of the organization’s ongoing highway performance measurement research.
Total hours of congestion fell slightly compared to 2021 due to softening freight market conditions, but the cost of operating a truck increased at a much higher rate, according to the research. As a result, the overall cost of congestion increased by 15% year-over-year—a level equivalent to more than 430,000 commercial truck drivers sitting idle for one work year and an average cost of $7,588 for every registered combination truck.
The analysis also identified metropolitan delays and related impacts, showing that the top 10 most-congested states each experienced added costs of more than $8 billion. That list was led by Texas, at $9.17 billion in added costs; California, at $8.77 billion; and Florida, $8.44 billion. Rounding out the top 10 list were New York, Georgia, New Jersey, Illinois, Pennsylvania, Louisiana, and Tennessee. Combined, the top 10 states account for more than half of the trucking industry’s congestion costs nationwide—52%, according to the research.
The metro areas with the highest congestion costs include New York City, $6.68 billion; Miami, $3.2 billion; and Chicago, $3.14 billion.
ATRI’s analysis also found that the trucking industry wasted more than 6.4 billion gallons of diesel fuel in 2022 due to congestion, resulting in additional fuel costs of $32.1 billion.
ATRI used a combination of data sources, including its truck GPS database and Operational Costs study benchmarks, to calculate the impacts of trucking delays on major U.S. roadways.
There’s a photo from 1971 that John Kent, professor of supply chain management at the University of Arkansas, likes to show. It’s of a shaggy-haired 18-year-old named Glenn Cowan grinning at three-time world table tennis champion Zhuang Zedong, while holding a silk tapestry Zhuang had just given him. Cowan was a member of the U.S. table tennis team who participated in the 1971 World Table Tennis Championships in Nagoya, Japan. Story has it that one morning, he overslept and missed his bus to the tournament and had to hitch a ride with the Chinese national team and met and connected with Zhuang.
Cowan and Zhuang’s interaction led to an invitation for the U.S. team to visit China. At the time, the two countries were just beginning to emerge from a 20-year period of decidedly frosty relations, strict travel bans, and trade restrictions. The highly publicized trip signaled a willingness on both sides to renew relations and launched the term “pingpong diplomacy.”
Kent, who is a senior fellow at the George H. W. Bush Foundation for U.S.-China Relations, believes the photograph is a good reminder that some 50-odd years ago, the economies of the United States and China were not as tightly interwoven as they are today. At the time, the Nixon administration was looking to form closer political and economic ties between the two countries in hopes of reducing chances of future conflict (and to weaken alliances among Communist countries).
The signals coming out of Washington and Beijing are now, of course, much different than they were in the early 1970s. Instead of advocating for better relations, political rhetoric focuses on the need for the U.S. to “decouple” from China. Both Republicans and Democrats have warned that the U.S. economy is too dependent on goods manufactured in China. They see this dependency as a threat to economic strength, American jobs, supply chain resiliency, and national security.
Supply chain professionals, however, know that extricating ourselves from our reliance on Chinese manufacturing is easier said than done. Many pundits push for a “China + 1” strategy, where companies diversify their manufacturing and sourcing options beyond China. But in reality, that “plus one” is often a Chinese company operating in a different country or a non-Chinese manufacturer that is still heavily dependent on material or subcomponents made in China.
This is the problem when supply chain decisions are made on a global scale without input from supply chain professionals. In an article in the Arkansas Democrat-Gazette, Kent argues that, “The discussions on supply chains mainly take place between government officials who typically bring many other competing issues and agendas to the table. Corporate entities—the individuals and companies directly impacted by supply chains—tend to be under-represented in the conversation.”
Kent is a proponent of what he calls “supply chain diplomacy,” where experts from academia and industry from the U.S. and China work collaboratively to create better, more efficient global supply chains. Take, for example, the “Peace Beans” project that Kent is involved with. This project, jointly formed by Zhejiang University and the Bush China Foundation, proposes balancing supply chains by exporting soybeans from Arkansas to tofu producers in China’s Yunnan province, and, in return, importing coffee beans grown in Yunnan to coffee roasters in Arkansas. Kent believes the operation could even use the same transportation equipment.
The benefits of working collaboratively—instead of continuing to build friction in the supply chain through tariffs and adversarial relationships—are numerous, according to Kent and his colleagues. They believe it would be much better if the two major world economies worked together on issues like global inflation, climate change, and artificial intelligence.
And such relations could play a significant role in strengthening world peace, particularly in light of ongoing tensions over Taiwan. Because, as Kent writes, “The 19th-century idea that ‘When goods don’t cross borders, soldiers will’ is as true today as ever. Perhaps more so.”
Hyster-Yale Materials Handling today announced its plans to fulfill the domestic manufacturing requirements of the Build America, Buy America (BABA) Act for certain portions of its lineup of forklift trucks and container handling equipment.
That means the Greenville, North Carolina-based company now plans to expand its existing American manufacturing with a targeted set of high-capacity models, including electric options, that align with the needs of infrastructure projects subject to BABA requirements. The company’s plans include determining the optimal production location in the United States, strategically expanding sourcing agreements to meet local material requirements, and further developing electric power options for high-capacity equipment.
As a part of the 2021 Infrastructure Investment and Jobs Act, the BABA Act aims to increase the use of American-made materials in federally funded infrastructure projects across the U.S., Hyster-Yale says. It was enacted as part of a broader effort to boost domestic manufacturing and economic growth, and mandates that federal dollars allocated to infrastructure – such as roads, bridges, ports and public transit systems – must prioritize materials produced in the USA, including critical items like steel, iron and various construction materials.
Hyster-Yale’s footprint in the U.S. is spread across 10 locations, including three manufacturing facilities.
“Our leadership is fully invested in meeting the needs of businesses that require BABA-compliant material handling solutions,” Tony Salgado, Hyster-Yale’s chief operating officer, said in a release. “We are working to partner with our key domestic suppliers, as well as identifying how best to leverage our own American manufacturing footprint to deliver a competitive solution for our customers and stakeholders. But beyond mere compliance, and in line with the many areas of our business where we are evolving to better support our customers, our commitment remains steadfast. We are dedicated to delivering industry-leading standards in design, durability and performance — qualities that have become synonymous with our brands worldwide and that our customers have come to rely on and expect.”
In a separate move, the U.S. Environmental Protection Agency (EPA) also gave its approval for the state to advance its Heavy-Duty Omnibus Rule, which is crafted to significantly reduce smog-forming nitrogen oxide (NOx) emissions from new heavy-duty, diesel-powered trucks.
Both rules are intended to deliver health benefits to California citizens affected by vehicle pollution, according to the environmental group Earthjustice. If the state gets federal approval for the final steps to become law, the rules mean that cars on the road in California will largely be zero-emissions a generation from now in the 2050s, accounting for the average vehicle lifespan of vehicles with internal combustion engine (ICE) power sold before that 2035 date.
“This might read like checking a bureaucratic box, but EPA’s approval is a critical step forward in protecting our lungs from pollution and our wallets from the expenses of combustion fuels,” Paul Cort, director of Earthjustice’s Right To Zero campaign, said in a release. “The gradual shift in car sales to zero-emissions models will cut smog and household costs while growing California’s clean energy workforce. Cutting truck pollution will help clear our skies of smog. EPA should now approve the remaining authorization requests from California to allow the state to clean its air and protect its residents.”
However, the truck drivers' industry group Owner-Operator Independent Drivers Association (OOIDA) pushed back against the federal decision allowing the Omnibus Low-NOx rule to advance. "The Omnibus Low-NOx waiver for California calls into question the policymaking process under the Biden administration's EPA. Purposefully injecting uncertainty into a $588 billion American industry is bad for our economy and makes no meaningful progress towards purported environmental goals," (OOIDA) President Todd Spencer said in a release. "EPA's credibility outside of radical environmental circles would have been better served by working with regulated industries rather than ramming through last-minute special interest favors. We look forward to working with the Trump administration's EPA in good faith towards achievable environmental outcomes.”
Editor's note:This article was revised on December 18 to add reaction from OOIDA.
A Canadian startup that provides AI-powered logistics solutions has gained $5.5 million in seed funding to support its concept of creating a digital platform for global trade, according to Toronto-based Starboard.
The round was led by Eclipse, with participation from previous backers Garuda Ventures and Everywhere Ventures. The firm says it will use its new backing to expand its engineering team in Toronto and accelerate its AI-driven product development to simplify supply chain complexities.
According to Starboard, the logistics industry is under immense pressure to adapt to the growing complexity of global trade, which has hit recent hurdles such as the strike at U.S. east and gulf coast ports. That situation calls for innovative solutions to streamline operations and reduce costs for operators.
As a potential solution, Starboard offers its flagship product, which it defines as an AI-based transportation management system (TMS) and rate management system that helps mid-sized freight forwarders operate more efficiently and win more business. More broadly, Starboard says it is building the virtual infrastructure for global trade, allowing freight companies to leverage AI and machine learning to optimize operations such as processing shipments in real time, reconciling invoices, and following up on payments.
"This investment is a pivotal step in our mission to unlock the power of AI for our customers," said Sumeet Trehan, Co-Founder and CEO of Starboard. "Global trade has long been plagued by inefficiencies that drive up costs and reduce competitiveness. Our platform is designed to empower SMB freight forwarders—the backbone of more than $20 trillion in global trade and $1 trillion in logistics spend—with the tools they need to thrive in this complex ecosystem."