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.
There are times in business when external pressures push a company to the brink, forcing it to adapt swiftly to changing circumstances in order to survive.
Pharmaceuticals distributor Harvard Drug Group faced such a challenge a few years back. In this case, the crisis was precipitated by regulatory requirements. To combat a rising tide of drug tampering and counterfeiting incidents, both the federal and state governments had begun imposing tighter controls over the distribution process. One result was a spate of drug "pedigree" laws—legislation requiring suppliers, wholesalers, distributors, and/or repackagers to maintain detailed records documenting each stage of a drug's journey through the supply chain.
For wholesaler/distributors like Harvard Drug, the pedigree laws brought a new set of record-keeping burdens. In addition to their own internal records, they would now be responsible for gathering item-specific information (like drug names and exact lot numbers) on all of the products they handled. They would also be required to certify the accuracy of the pedigrees and the orders they shipped.
That may sound more like an inconvenience than a body blow, but it was a serious concern for Harvard Drug. The company was already under intense pressure to turn orders around swiftly. Now, it would have to find a way to incorporate an additional, time-consuming step into its process. For a time, the company was genuinely worried that the rigorous pedigree requirements might put it out of business.
Technical difficulties
To understand why Harvard Drug found the prospect so alarming, you need to know a little about its business. The Livonia, Mich.-based company distributes pharmaceuticals, over-the-counter drugs, vitamins, and veterinary medicines to independent pharmacies, small drug store chains, hospitals, clinics, and veterinary offices. These are customers with high service expectations. Because of the high cost of drugs, stores and pharmacies tend to keep very little stock on hand; instead, they rely on their suppliers to ship them products as needed—and there's little tolerance for delays. An order placed today is expected to be at the store or clinic tomorrow.
To assure swift processing, Harvard Drug has designed its Livonia DC to turn an order around within two hours. But the pedigree requirements threatened to gum up the works. First, there was the problem of squeezing tasks like lot and expiration date validation into an already compressed cycle. Then there was the question of technology. As the company began looking into the new data gathering requirements, it quickly realized that its current system wasn't up to the job.
"Our legacy software system did not have the ability to track items at the lot level," explains Dale Swoffer, Harvard Drug's senior vice president of information technology and chief information officer. And that wasn't all. It was also clear that the RF picking system used at the Livonia DC wouldn't be able to keep up with the new demands. "To get the volume and the validation we needed, it would not have been possible with RF, because there are no bar codes [from the manufacturer] to identify each lot," Swoffer says. "We would have had to put a bar-code label on each bottle with a unique ID. It was just not practical with the amount of volume we put through."
There was no way around it. In order to survive, the company would have to make some big changes. "We had no choice," says Swoffer. "The bottom line is we had to make it work or we'd be out of business—period."
By the numbers
Harvard Drug found the answer to its pedigree problems in new software and a voice-directed picking system. The software includes a warehouse management system (WMS) from Manhattan Associates that connects to an Axway software solution that handles the pedigree tracking. The Manhattan software also interfaces directly with the Vocollect Voice voice-directed picking system, which provides workers with real-time order fulfillment instructions and captures the data needed for lot and expiration date validation.
Today, 40 workers use the voice system at the company's Livonia distribution facility, a 70,000-square-foot center that fills orders for small piece items and cases. Individual orders are gathered into totes, which are conveyed to zones within the pick modules. As a tote enters a zone, a worker reads the last five digits of the tote's ID number into a headset to notify the WMS of the tote's arrival. The system responds by giving the worker verbal directions to the location of the first item to be picked. When he or she reaches that spot, the worker confirms the location by reading off the rack's check digit number.
About 90 percent of bin locations contain multiple lots, which means the voice system must be very specific in the instructions it provides regarding the lots and quantities to be picked. The worker confirms the pick by reading back the last four digits of the lot number and the quantity selected before depositing the items into the tote. The voice system then repeats the process for any other items needed from that zone. Once all the picks in a zone have been completed, the tote is passed to the next zone until the order is complete or the tote is full.
For the remaining 10 percent of bin locations—those that contain a single lot—pickers follow a slightly curtailed procedure. In those cases, the software automatically skips the request for lot confirmation, which helps speed up the picking process.
The voice system is designed with flexibility in mind. For instance, if a worker receives instructions to select items from a particular lot but finds the lot is no longer available within the zone, he or she can pick from another lot of the same SKU, informing the voice system of the change so it can update the pedigree record.
Sounds good
Since converting over to the new software and voice-directed system, the Livonia DC has been able to ship orders on time and handle higher volumes, Swoffer reports. "We have more than kept pace," he says. "We actually do more lines today and have increased our volume, while adding the additional steps for the pedigree requirements." The facility now averages about 12,000 lines picked a day, with a peak of 18,000.
Order accuracy is up as well. Picking accuracy this year has run about 99.93 percent, up slightly from 2008 numbers. But with the strict pedigree requirements, 99.93 percent isn't good enough—the company will accept nothing less than perfection. So Harvard Drug has set up an additional validation process to ensure that all errors are corrected before orders leave the building.
As for what's ahead, the company hopes to roll out the voice system (which is currently used only for picking) to the putaway and cycle counting functions at the Livonia DC. It is also looking to implement voice technology next year at its facility in Indianapolis, a smaller center that houses a case picking operation.
"I really do not think we could have gotten through all of our processes with the speed we needed without voice," says Swoffer. "It gives us a clear competitive edge, and that is why we want to expand it to our Indianapolis DC."
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."