The prospect of losing three key employees to retirement proved to be just the impetus switch-maker Saia-Burgess needed to automate its warehouse operations.
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.
In one sense, three employees at Saia-Burgess's Vandalia, Ohio, warehouse provided the impetus for dramatic changes in operations by leaving the company. The three announced that they planned to retire, and senior management, seeking to rein in labor costs, decided they would not be replaced.
That caused operations managers to look closely at what were largely manual operations and rethink how they handled order fulfillment. And the changes they implemented resulted in a leaner, more efficient warehouse operation.
Crunch time
A division of Johnson Electric, Saia-Burgess produces solenoids, switches, and motion solutions that are used by original equipment manufacturers in a variety of products, including ATMs, security monitoring systems, and medical devices. The Vandalia manufacturing facility, one of two that the company operates in the United States, includes a small onsite warehouse that holds parts and components needed for manufacturing as well as for filling orders from the company's 3,000 or so customers.
Until just over a year ago, items housed in the 7,000-square-foot warehouse were stored in bins on shelving. But that system had become increasingly unworkable over time. As the number of SKUs stored at the site swelled to 10,000, the warehouse ran up against a space shortage, which eventually forced the company to rent an offsite overflow storage facility.
At the time, picking was largely a manual process. When items were needed for manufacturing or order fulfillment, workers would select the products by hand using paper pick lists, filling one order at a time. But there were a couple of drawbacks to this approach. To begin with, it was time-consuming. The average order consists of 250 pieces, which meant workers spent a lot of time trudging up and down the aisles in search of various parts and components.
The process was also error prone. With workers picking to lengthy pick lists, it's probably no surprise that accuracy hovered below 94 percent. Beyond that, the work tended to be physically challenging. In some cases, workers had to climb a ladder to retrieve bins that weighed as much as 75 pounds.
On top of that, the process was inefficient. Because pickers were going out to retrieve items order by order, there was a lot of picking redundancy. "We would build one kit at a time working against a work order or a sales order," recalls Tim O'Brien, the company's materials manager. "But we would find ourselves going to the same bins several times a day."
The problem came to a head when three of the five pickers announced plans to retire, and word came down that no replacements would be hired. That meant managers needed to quickly come up with a way to accomplish the same amount of work, if not more, with less than half the previous staff. The only way to do that and still maintain high service levels, company managers concluded, was through automation.
Riding along on a carousel
After investigating several options, Saia-Burgess found a solution in horizontal carousels from Remstar. The units, which feature an oval track with rotating shelved bins that deliver items to the operator, promised to solve two of the operation's most pressing problems: space and labor. The four carousels Saia-Burgess installed can accommodate some 70 percent of the parts and components that used to sit on shelving; now, only the larger bulk items are stored on the shelves. Plus, with the new automated system, work that used to take five people can now be done with two. (The two remaining workers operate on different shifts, with one person primarily responsible for replenishing the carousels and the other handling picking tasks.)
Today, the picking process looks far different than it did a year or so ago. To begin with, the paper lists are gone. The entire picking process is now managed by sophisticated software. Remstar's FastPic software interfaces with Saia-Burgess's Movex materials requirement planning system to manage the picking within the storage carousels. The two software systems also keep track of inventories independently, which is helpful when it comes to verifying and cross-checking information on what parts and components are currently on hand.
Under the new system, the four carousels all feed into a single workstation, where the picker can batch pick items for up to six orders at once. This represents a huge leap in efficiency over the old system because it allows any SKUs needed for multiple orders to be picked at one time.
As parts are needed, a carousel spins to the first pick location. Indicator lights attached to the carousels direct the picking, telling the worker the exact locations of products within the carousel's bins and how many to select for each order. Lights at a put counter also illuminate, showing which of the selected parts go with each order. While the picker is busy selecting parts from the first carousel, other carousel units spin to locations holding parts for subsequent picks. Once an order is completed, the parts are loaded onto a cart for delivery to a specific assembly area or to shipping.
Faster, better, cheaper
In the year since the carousels were installed, Saia-Burgess has seen multiple benefits. To begin with, both its space and labor issues have been resolved. The carousels offer much higher-density storage than the shelves did, with the entire system occupying only 5,000 square feet. This has freed up around 2,000 square feet of warehouse space that the company has since converted to value-added manufacturing and an expanded shipping area. The denser storage has also eliminated the need for the offsite warehouse, saving the company $4,000 a month in rent.
In addition, the company has cut its labor needs by 60 percent with no sacrifice in accuracy. Picking accuracy currently stands at around 99 percent—a huge improvement over the sub-94 percent recorded with the manual system. The automated system also makes it easy for pickers to pull "hot" orders, like replacement parts that are urgently needed in the assembly operations. All the carousel operator has to do is push a button to interrupt the pick sequence so he or she can retrieve the needed part.
Safety has also improved because there's no longer any need for workers to climb ladders or lift heavy bins. Instead, work comes to them. And because fast-moving SKUs are placed in the carousels at kneeto- shoulder height, the need for bending is minimized.
Security has been enhanced as well. Since it began storing items in the carousels and not on open shelves, Saia-Burgess has seen a decline in loss and shrinkage.
Taken together, these benefits have added up quickly. Saia-Burgess reports that it saw a return on its investment in carousels in only 18 months.
Looking back at the decision today, the investment in carousels seems like a can't-miss proposition. But O'Brien reports that senior management initially had its doubts about whether this was the right solution for Saia-Burgess. That's all changed, he says. "We are getting by with fewer people now, which we could not do without the carousels. They now know that this project has been a success."
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."