The pharma distributor has made multiple upgrades to its South Carolina DC in the past seven years to maintain its competitive edge. And it's not done yet.
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 the highly competitive world of pharmaceutical distribution, regional players must find a way to differentiate themselves if they hope to compete with the big national firms. Such is the case with Smith Drug. The Spartanburg, S.C.-based distributor operates in the Southeast, serving 1,200 independent pharmacies, regional hospitals, and long-term care facilities. To separate itself from the pack, the company has chosen to play the service card, filling orders with speed and accuracy that's second to none.
"Our primary focus is customer service. We have to be better than others to compete," explains Isaac Rogers, the company's vice president of operations.
For that reason, Smith Drug hasn't been shy about introducing process improvements aimed at helping the company maintain its competitive edge. In fact, operations at its 240,000-square-foot Spartanburg DC have undergone several major overhauls in the past seven years—all designed to increase accuracy and turn customer orders faster.
Phase one
The first of those projects took place in 2004, when the company retooled the facility's picking area to convert it over from a pick-and-pass setup to a zone-bypass design. The goal in this case was to speed up the order fulfillment process. "With pick-and-pass, you're only as fast as your slowest picker," says Rogers.
One drawback of the pick-and-pass workflow was that it required order totes to be routed through all of the zones whether items were needed from those areas or not. With the revamped system, which was designed and implemented by SSI Schaefer, an order can bypass a zone if no stock-keeping units (SKUs) from that section are required. And if work is backed up in a zone, the order tote can bypass that zone and return later when the bottleneck is cleared up. (Picking in the zone bypass area is directed by a voice system supplied by Vocollect.)
Along with retooling the pick area, Schaefer supplied three A-frame automated order picking units for the facility's fast movers. Together, the units feature 6,300 channels that hold 4,600 different products—mostly small bottles and boxes. Fast movers in Spartanburg account for about 22 percent of total SKUs, including 92 percent of prescription drugs.
A conveyor belt runs under the A-frames. When products are needed for orders, they're dropped onto the belt and then gently deposited into an order tote that waits at the end of the line. Approximately 78 percent of picks in the building occur within the A-frames, which can service up to 1,800 totes per hour.
Along with these process improvements, Schaefer added a tote buffer system, two tote destackers, an automated tote labeling system, and software that cubes the totes. In combination, these systems have virtually eliminated the need to handle totes manually.
"We have to be more efficient here to offset decreased margins and higher labor costs," says Rogers. "The automatic label machines and the zone bypass are where we gained most of our labor productivity, saving the equivalent of 16 positions."
No resting on laurels
These productivity gains notwithstanding, the facility was not done with improvements. In 2008, it embarked on another round, installing eight Schaefer carousels containing 43,000 dense storage locations. This system, which is arranged in two pods of four units each, has a footprint of only 6,600 square feet. Storing the same amount of inventory on static shelving would require more than 45,000 square feet. On top of that, a mezzanine was installed over the carousels, further boosting capacity.
When items are needed for orders, the carousels spin to make the required storage tubs accessible to a worker stationed at each pod. Lights direct the picking, indicating the location and quantity of items needed. Since a single storage bin might have as many as eight compartments, the system is set up with an additional light to indicate which compartment holds the required SKU. Up to seven orders can be selected at once.
Workers gather the picked items into order totes located at a lower put station, following directions provided by lights. Smith Drug has workers deposit items one at a time, with a light barrier above each tote keeping count of how many times the worker reaches across. This assures that the correct quantity is placed into the tote.
With the new system, a single worker can complete 1,000 picks an hour, compared with 175 picks per hour with manual picking. Not only is the process faster; it's also more accurate. In fact, inventory tracking with the carousel system has proved to be so good that Smith Drug now uses the equipment to process and hold returns. "The system knows when an item is a return, and which customers we can assign a return to and which customers won't accept a returned item," says Rogers.
So far, so good
As for the results, the process improvements introduced over the past seven years have allowed Smith Drug to accommodate volume growth that prior to the recession, averaged 20 percent annually. Better yet, the facility was able to absorb the added volume without any loss of productivity or accuracy. In fact, Rogers reports that productivity at the Spartanburg DC jumped 55 percent after installing the A-frames, zone-pass picking, carousels, and the automatic tote labeling equipment. Order accuracy now stands at 99.99 percent.
The system has also helped alleviate backups during peak periods—typically, Sunday and Monday nights. "Before, we had two or three nights a week when trucks would always go out late. Now, that happens only about five times a year total," says Rogers. "And often on those days, workers would be here 12 to 14 hours to get the orders out. With the automation, we rarely have any overtime now."
The success of the Spartanburg projects led Smith Drug to duplicate many of the automated processes at a facility it opened in Valdosta, Ga., in 2009. Among other benefits, the system's space-saving features enabled the company to keep the building's footprint to just 108,000 square feet. "The carousels paid for themselves the first day because they allowed us to build a smaller facility," says Rogers.
Not satisfied with standing pat, Rogers says he has Schaefer working on automating the quality control area, where prescription drug orders are verified. It will be just the latest chapter in Smith Drug's ongoing search for ways to reduce costs, create efficiencies, and improve customer service.
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."