Two years ago, growth in its bath and plumbing products business threatened to clog operations in Liberty Hardware's California DC. But since the company moved to a high-speed automated facility, orders now flow freely.
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.
Liberty Hardware's business model may be built around getting the right tools and hardware into the hands of customers, but a few years back, it nonetheless faced a hardware issue of its own. Sales of the company's products—cabinet pulls and hinges, builder's and bath hardware, and hooks and wall plates—were taking off. But Liberty's West Coast distribution center lacked the automated material handling equipment it would need to keep up with growing order volume.
At the time, the Winston-Salem, N.C.-based company was serving West Coast customers out of a cramped 60,000-square-foot facility in Southern California. The DC relied strictly on manual processes, which meant its labor requirements were high and it suffered from the usual inefficiencies associated with manual distribution.
As the building's lease expiration date drew near, Liberty Hardware had to decide whether to move to a much larger manual facility or take the plunge and invest in an automated operation. Automation made more sense over the long term, but it wouldn't be an easy road. At the very least, Liberty would have to design a material handling system, choose the equipment, and, perhaps most daunting of all, justify the project to its parent corporation, the giant home improvement and building products conglomerate Masco Corp.
As it turned out, however, Liberty had no difficulty getting corporate sign-off on the initiative. In fact, Liberty's status as a Masco subsidiary proved to be an advantage. Like Liberty, a number of other Masco subsidiaries were operating their own DCs in Southern California or hiring third-party service providers to handle their distribution. When it looked at Liberty's proposed facility, Masco saw an opportunity to consolidate the operations of several of its subsidiaries at a single site.
In 2006, the company opened a new 460,000-square-foot facility in Ontario, Calif. The DC handles distribution not just for Liberty but also for three other Masco companies: BrassCraft, which distributes plumbing supplies like brass fittings, valves, and water connectors; Delta Faucets, which makes faucets for residential and commercial use; and Alsons, which makes shower heads and other bath and kitchen fixtures for the do-ityourself retail market. Liberty's products account for about 60 percent of the facility's total order volume, BrassCraft's for another 30 percent, while the remainder consists of Delta's and Alsons' goods.
A model for success
When Liberty and its sister companies began planning for the new joint facility, they didn't have to start from scratch. In 2001, Masco had built a 600,000-square-foot automated distribution facility in Winston-Salem, N.C., to serve customers in the eastern part of the country. The design had worked out well, and Masco decided to duplicate its basic plan for the new West Coast DC.
"We wanted to better serve our customer base on the West Coast and felt we had experience and a good model from our East Coast facility to create a bigger, better facility there," says Tom Turner, Liberty's vice president of global logistics. "We knew that the automation would help us keep our costs down."
Not only did Liberty model its new DC on the Winston-Salem building, but it also used most of the same vendors and suppliers. They included Tom Zosel Associates, which designed the material handling system, and Dematic, which supplied the majority of the systems and provided integration services. (The equipment supplied by Dematic includes some 10,000 linear feet of roller conveyors, a sliding shoe sorter, and a warehouse control system that interfaces with Liberty's Manhattan warehouse management software.) By using the same suppliers, Liberty was able to get the new facility up and running quickly.
A quick startup was important to Liberty. The leases on several of the previous buildings would run out before the new DC's material handling systems would be ready for operation. That meant the tenant companies would have to start shipping orders from the unfinished facility, which would require careful planning and coordination. As an interim solution, Liberty and its sister companies ended up using a portion of the building to distribute products via manual procedures, while the automated systems were installed alongside. Once those systems were completed, distribution was switched over to the automated system. Almost immediately, Liberty saw a marked increase in the volume handled and speed of processing. It also noticed a reduction in product damage.
Turning on the faucet
The new building features three pick modules, where the majority of customer orders are filled as full case picks. More than 85 percent of the products shipped from Ontario are picked within the modules, with the remainder picked directly from the reserve storage pallet racks. Each of the three-level modules is equipped with a conveyor that starts on the bottom level and winds its way up to the second level and then on to the third. This design allows products to be picked directly to the belt.
Two of the modules contain carton flow racks on the bottom level and pallet flow racks on the upper two levels, while the third module is completely outfitted with carton flow racks. Products from the various brands are intermingled within the modules but are picked in waves and shipped separately by brand. The system has the flexibility to wave orders by customer, but typically waves are built according to ship date.
Processing begins when products arrive in import containers or domestic trailer loads. Once palletized, most of these receipts first go into reserve storage (the reserve storage area has 35,000 pallet positions). When needed to fill orders, the products are transferred to the modules' flow racks. The warehouse management system and warehouse control system work in tandem to direct the flow of products throughout the building.
Workers pick individual cases from the flow racks using bar-coded shipping labels, which are produced by printers located within each of the modules. As they select items, the workers apply the labels to the cases and then deposit the cases directly onto the conveyor belt. The conveyors carry the cases through a merge point and then past five-sided fixed scanners that read the labels' bar codes and feed the information to the warehouse control system. The WCS then works with the warehouse management software to update inventory and determine where to send the product once it enters the next system, a Dematic RS-200 sliding shoe sorter that can perform up to 150 sorts per minute.
Based on the cases' destination information, the block-shaped "shoes" slide across the conveying surface to gently push cases to one of 22 diverts, where automatic pressure accumulation conveyors hold the products until they are ready to be released to shipping docks. The cases in each accumulation area are then palletized, stretch wrapped, and loaded onto outbound trucks.
About 350,000 cases are shipped from the facility each month, although during peak periods, monthly volume can run as high as 440,000 cases. About 80 percent of the orders go out to big box retailers and mom-and-pop hardware stores; the rest go to wholesalers that supply building contractors.
Engineering in flexibility
Although it used the Winston-Salem facility as a model when designing the Ontario DC, Liberty did make a few changes. Many of those modifications were aimed at accommodating products of a wide range of shapes and sizes. Items flowing through the facility weigh anywhere from less than a pound all the way up to 60 pounds.
For example, when it came to the DC's conveyor systems, Liberty chose rollers that are based on two-inch centers rather than the usual three-inch centers. The closer spacing of the rollers allows smaller, lighter-weight packages to travel on the conveyors more easily.
In addition, the sorter shoes in Ontario glide on interleaving extruded aluminum slats instead of tubes. This virtually eliminates the chance that a small carton will jam the system.
The Ontario facility also boasts some energy-saving features that are not found at its East Coast counterpart. Its roller conveyors are equipped with photo-eye accumulation and designed to operate quietly while conserving energy. About 300 feet of conveyor can be powered with only a three-horsepower drive. If there is no activity for 15 seconds, the conveyor shuts down to further reduce energy consumption.
The Ontario facility was also designed with growth in mind. Two additional picking modules can be added as needs dictate.
Right tools, right outcome
As for how it's all working out, Liberty says the new facility is everything it hoped for. Since the company moved into the building in 2006, its overall distribution costs have dropped and its labor requirements have been reduced by 40 percent.
Efficiency is up as well. "Our turnaround time on orders is excellent now, less than 48 hours," says Turner. "Our accuracy is extremely good too—at 99.9 percent—and we have kept our labor and overtime in check as well. This facility has been very successful in terms of what we expected."
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.
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."
Businesses are cautiously optimistic as peak holiday shipping season draws near, with many anticipating year-over-year sales increases as they continue to battle challenging supply chain conditions.
That’s according to the DHL 2024 Peak Season Shipping Survey, released today by express shipping service provider DHL Express U.S. The company surveyed small and medium-sized enterprises (SMEs) to gauge their holiday business outlook compared to last year and found that a mix of optimism and “strategic caution” prevail ahead of this year’s peak.
Nearly half (48%) of the SMEs surveyed said they expect higher holiday sales compared to 2023, while 44% said they expect sales to remain on par with last year, and just 8% said they foresee a decline. Respondents said the main challenges to hitting those goals are supply chain problems (35%), inflation and fluctuating consumer demand (34%), staffing (16%), and inventory challenges (14%).
But respondents said they have strategies in place to tackle those issues. Many said they began preparing for holiday season earlier this year—with 45% saying they started planning in Q2 or earlier, up from 39% last year. Other strategies include expanding into international markets (35%) and leveraging holiday discounts (32%).
Sixty percent of respondents said they will prioritize personalized customer service as a way to enhance customer interactions and loyalty this year. Still others said they will invest in enhanced web and mobile experiences (23%) and eco-friendly practices (13%) to draw customers this holiday season.