"Goods to person" puts a different spin on order picking
In some of today's high-tech warehouses, workers no longer trudge up and down aisles to fill orders. Sophisticated machines deliver everything they need right to their stations.
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.
Back in the day, there was one thing about order fulfillment operations you could pretty much take for granted. When it came to gathering items for orders, the people did the walking and the equipment stayed put.
That's no longer a safe assumption. Today, a growing number of companies are taking the opposite tack. Instead of sending workers out to retrieve goods, they're using automated material handling equipment to deliver items to order pickers who remain in a fixed spot. This approach, known as goods to person, isn't new. In fact, it's been around for several decades. But it's attracting increased attention these days, particularly from high-volume operations that do a lot of piece picking.
What's driving much of the interest in this approach is its potential to enhance productivity. Suppliers of goods-to-person systems say the equipment can boost pick rates as high as 1,000 lines per hour. Part of the reason is that workers spend less time traveling and more time order picking, making them more productive. Another part is that automated systems offer capabilities like product sequencing that help streamline the work flow.
There are other benefits as well. For one thing, these systems save space. Goods-to-person setups allow for denser storage and eliminate the need for traditional pick faces, reducing overall storage space requirements. For another, they boost accuracy. With goods-to-person systems, only the goods needed for orders are delivered to operators, cutting down on the chances workers will pick the wrong items.
Other advantages include improved ergonomics and safety. Under this approach, workers no longer have to carry cases from place to place; the storage machines and conveyors do the heavy lifting. In addition, lift truck traffic is reduced, resulting in a safer work environment.
As for equipment, goods-to-person systems come in a variety of forms and configurations. They can incorporate pallet-based (unit load) automated storage and retrieval systems (AS/RS), tote-based miniload systems, carousels (both horizontal and vertical), robots, and vertical lift modules. (For purposes of this story, we'll concentrate on automated storage and retrieval systems, both pallet- and tote-based.)
To date, goods-to-person picking has been successfully employed in a range of industries, including retail, pharmaceutical, grocery, apparel, industrial parts, meat, dairy, and medical. What follows are four examples of companies that have successfully adopted this approach.
Next PLC
When it needed to boost logistics productivity, Next, one of the United Kingdom's largest clothing retailers, decided to give goods-to-person picking a go. It installed an AS/RS that is connected to high-rate put stations at its DC in South Elmsall, England. The gambit paid off. Once the new system was in place, picking productivity increased by 300 percent.
The system, which was supplied by Dematic, stores fast-moving apparel items, footwear, accessories, and home goods. When needed for orders, products are automatically retrieved and conveyed to one of the system's 20 put stations. Within each station, 24 order totes are staged, each representing a different store.
Workers follow a light-directed process to select items and place them into the proper totes. The remaining product is then sent back to the storage system until needed. Completed orders are pushed off onto takeaway conveyors that whisk them to shipping.
The result is a fast, productive system for filling store orders. Workers are able to pick up to 1,000 items per hour, which is three times the rate achieved back when they had to search the shelves for products.
Liberty Hardware
Like Next PLC, Liberty Hardware saw productivity soar when it shifted to a goods-to-person picking approach. In September 2009, Liberty installed an automated AS/RS from Daifuku at one of its distribution facilities in Winston-Salem, N.C. The one-aisle miniload system, which boasts 3,520 storage locations, holds cabinet hardware, wall plates, and other items in totes. These items are picked as individual pieces, mainly to fill specialty and online orders.
Liberty made the switch in a bid to boost efficiency and make better use of space. Under the old system, employees picked products from flow racks in a traditional pick module onto carts—a method that required a lot of walking.
"The big issue for us was travel time. This eliminates it," says Tom Turner, Liberty Hardware's vice president of global logistics. "[The new system] also allows us to fit a larger amount of stored product into a smaller footprint."
When needed for orders, totes holding hardware are retrieved by crane and deposited on a conveyor for transport to a picking station. Once the selections have been made, the items are conveyed to pack stations, where they're placed into cartons for shipment. To maximize efficiency, the system allows up to 12 orders to be filled at a time.
Among other benefits, the new system has improved order accuracy. Because only the items needed for orders are delivered to the stations, accuracy now stands at better than 99 percent. The system offers security advantages as well, since only the storage/retrieval machine can access the product totes.
But the biggest gains of all have come in productivity and labor savings. With the new system, Liberty is able to fill about 80 orders an hour, a very high rate for complicated piece picking, and it does it with fewer people. "We have been able to reduce our labor over 50 percent from the old-style methodology," reports Turner.
Spar AG
Spar AG, one of Europe's largest grocery chains, has done more than just pay lip service to the goods-to-person approach. It has backed up its words with cash, investing heavily in automated storage systems for its distribution center in Wels, Austria. The 900,000-square-foot facility, which holds both dry food and non-food items, serves 1,500 stores, most of which are small shops that handle less-than-case quantities.
The facility boasts a number of automated systems supplied by TGW Systems and Witron. They include a high-bay AS/RS system for storing pallets, Witron's Dynamic Picking System for less-than-case quantity selection, Witron's Ergonomic-Dynamic Picking System for picking cases, and another AS/RS miniload system to sequence shipping.
The high-bay AS/RS consists of 17,500 locations and eight aisles, and primarily replenishes the other automated picking systems.
The Dynamic Picking System is a goods-to-person system used for split-case picking, with products dynamically delivered to a picking face. Products are stored in totes in miniload aisles. The bottom of the system has a large number of facings where the totes are brought for picking. Lights direct picking from the delivered totes into order totes. The product totes continuously change position as they are retrieved and placed into the facing, then sent back to storage after picking has been completed.
The Ergonomic-Dynamic Picking System, which is used for selecting full cases, puts a different spin on fulfillment. Workers are automatically transported to pick locations, riding through aisles on six crane carts that move horizontally or vertically to positions holding 800 different stock-keeping units (SKUs) that ship as full cases. Upon arrival at a picking location, the worker selects the required case and deposits it onto an order pallet, which adjusts up and down automatically to a comfortable height for picking. The worker then pushes a button and the cart whisks him to the next pick location until the pallet is complete.
A fourth AS/RS acts as a shipping buffer. It contains 11 aisles to hold totes filled with picked products until they're ready to ship. It then releases them in sequence to a stacker that gathers the totes onto wheeled carts for shipment. Upon delivery to stores, the carts are simply wheeled into shop aisles to make restocking shelves easy.
Idaho State Liquor Division
Not every facility is able to invest in a full goods-to-person picking system, but that doesn't mean it can't benefit from the technology. Distribution operations can still realize big gains by using AS/RS systems for tasks like replenishment.
A case in point is the Idaho State Liquor Division, which is completing the installation of a three-aisle AS/RS system that will be used to replenish storage racks in its Boise DC. The AS/RS, which holds more than 3,000 pallets in double-deep racks, will solve a sticky storage problem for the liquor distributor. For some time, the Boise facility, which supplies spirits and liquor to 166 state-owned or -contracted stores, has been grappling with a shortage of capacity. Installing the AS/RS system, which was supplied by Interlake Mecalux, will allow it to store most of its reserve inventory in just 17,000 square feet of floor space.
Once the system is up and running, pallets will be discharged at a floor-level station that will be used to replenish forward case picking locations on the bottom levels of the existing static storage rack. A second output station is located on an upper mezzanine. Pallets for split-case picking will be delivered to this station, where cases will be removed from the pallets and conveyed to the back of flow racks. The cases will then be made ready for split-case picking.
"We are going to touch the product less often," says Bill Applegate, the facility's product general manager. "Just in all ways, we'll have a lot denser product storage, and we'll be freeing up space in the original warehouse for either lower-volume items or to create more picking locations. Our plan is for this AS/RS to meet our needs today and as much as 25 years in the future."
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."