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."
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."