James Cooke is a principal analyst with Nucleus Research in Boston, covering supply chain planning software. He was previously the editor of CSCMP?s Supply Chain Quarterly and a staff writer for DC Velocity.
When it comes to warehouse automation, the U.S. grocery industry has long been the final frontier. For decades, grocers' warehouses and distribution centers remained untouched by the wave of automation sweeping through the nation's DCs. While pharmaceutical, electronics, and consumer goods facilities all around them installed the latest automated material handling systems, grocers clung to their manual ways.
Although there were some technical concerns, the reasons were largely financial. In a business known for its paper-thin margins, automation simply wasn't seen as a justifiable expense. "[Grocers] have such a low-margin business, they tend not to put their investment in warehouse technology," says Jeff Waller, president of the Atlanta consulting firm Waller & Associates. "They put it in the storefront."
But now that's starting to change. Within the past five years, several large grocers, including Kroger Co., HEB Grocery, and Stop & Shop Supermarket Co., have embarked on projects to partially or fully automate some of their distribution centers.
As for what's behind the reversal in thinking, it's partly the prospect of long-term labor savings. On top of that, the grocers say they stand to benefit from improved picking accuracy, a reduction in product damage, and higher throughput. But the fact remains, automated systems represent a hefty investment. And while some big players may have capitulated, it's still anything but clear whether their smaller counterparts will follow their lead.
Man vs. machine
A wholesale shift to automation would represent sweeping change for the grocery industry. Grocers' distribution facilities have long been labor-centric operations, with workers handling the distribution process from start to finish. In a typical operation, palletized products from suppliers are unloaded from trucks by workers on forklifts, who ferry the pallets to rack storage. Other workers break the pallets down into cases and later, assemble them into mixed pallet loads for delivery to individual grocery stores.
By and large, this work has been accomplished with little more than forklift trucks and pallet jacks. "The plain old forklift gets the job done quicker and for a lot less money," says Steven W. Simonson, a partner at the Raleigh, N.C.-based consulting firm Tompkins Associates.
Furthermore, up until fairly recently, systems that could handle complex grocery operations—with their thousands of stock-keeping units and diverse array of carton sizes—weren't widely available. For the most part, when grocers deployed technology in their DCs, it was in the form of voice or labor management systems—technology designed to help associates work more efficiently, not to replace them.
But technological advances have altered the equation, leading a few of the big players to start replacing at least some of those workers with machines. "We're seeing a real interest in automation in the grocery industry," says Mike Kotecki, a senior vice president with systems integrator HK Systems of Milwaukee, Wis.
In the past five years, HK has automated about 14 grocery warehouses in the United States, Kotecki reports. One of the first was a 2004 project at Stop & Shop's distribution center in Freetown, Mass., where HK installed automated storage and retrieval systems (AS/RS) that can accommodate both pallet and case picking. The system HK designed features cranes that automatically deposit pallets delivered by forklift into storage and then, when the pallets are needed for orders, remove them from storage and shuttle the loads to a station for loading into outbound trailers. For mixed-case pallets, the crane lowers pallets to floor-level bins, where order pickers select the needed items.
HK has also designed an automated mixed-case picking solution featuring a dynamic pick module for a grocery customer that Kotecki declined to name. At that customer's facility, workers break inbound pallets down into cases, which they deposit into totes or trays for storage by the unit's crane. When items are needed for orders, the crane ferries the trays to pick locations on the sides of the rack. Workers then retrieve the items for assembly into mixed pallet loads.
Case by case
Like HK, systems integrator Witron Integrated Logistics Corp. of Arlington Heights, Ill., has recently seen a flurry of interest in automation among grocery retailers. Within the last five years, Witron has installed its Order Picking Machinery (OPM), a fully automated case picking and palletizing system, at centers operated by big grocery chains like Kroger Co. in the United States and Sobeys Inc. in Canada.
At these facilities, the automated system takes over at receiving. Transfer vehicles whisk incoming pallets to an induction area, where a special machine removes cases from the pallets in layers and loads them onto plastic trays for storage in a mini-load AS/RS. When the cases are needed for orders, cranes remove them from storage and feed them to Witron's Case Order Machines, which assemble them into mixed-load pallets in a store-friendly sequence. In these DCs, the only contact forklifts have with pallets is at the receiving and shipping docks.
These systems come with a high price tag. An automated system of this level of complexity generally costs more than $1 million, says Brian Sherman, a senior engineer and account manager at Witron. And that's not the ceiling. Kotecki of HK says costs can run into the tens of millions for a big, complicated installation, like a fully automated rack-supported system for a hundred-foot-tall building with triple-deep rack storage.
Cost still a barrier
It's that million-plus dollar price tag that remains a sticking point for many grocers, particularly the smaller operations. Marc Wulfraat, director of supply chain strategy at consultant TranSystems Corp. of Kansas City, Mo., has run the numbers for some of his grocery clients. His conclusion: Automation doesn't make sense unless the company is paying its forklift operators $60,000 or more a year.
Outside of some unionized operations in big cities, most grocers don't pay their forklift drivers those kinds of salaries, Wulfraat says. Indeed, April 2009 figures from the Web site salary.com put the average pay for a forklift operator in the United States at $30,292.
Although the numbers alone may not justify automation, there are other factors that may come into play. For example, in Kroger's case, automation helped solve some longstanding employee recruitment and retention problems, says Simonson of Tompkins Associates. "They weren't finding quality employees, and turnover was killing them," he says.
For the most part, however, grocers still seem inclined to put their capital into technology that boosts sales in the store rather than in the distribution center. "Grocery companies tend to be behind the technology curve in distribution compared to Wal-Mart, who's on the leading edge," says Waller. "But competitive pressures will get them there eventually."
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."