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.
For a dot-com retailer, the distribution center is much more than a warehouse. It is a storefront, fulfillment depot, and customer service center all rolled into one. Unlike brick-and-mortar retailers, online merchants can't offer customers the opportunity to see and feel the product they're ordering. What they can do is offer a much wider selection than can be found in stores and provide superior customer service. iHerb.com aims to excel on both counts.
iHerb.com is a pure-play dot-com retailer that offers some 30,000 wellness-oriented health and natural organic products. This includes vitamins, sports nutritional products, supplements, health care items, earth-friendly cleaning products, and housewares.
"Anybody young, old, in shape, out of shape, anybody looking to better their performance, anybody looking to better their health ... that's the kind of customer we are looking for," says Craig Smith, director of operations at iHerb's new distribution center in Moreno Valley, Calif.
iHerb's pledge to customers is that any order received by 1 p.m. PST will ship the same day. That's a tall order that requires a combination of sophisticated voice and put-to-light technology to facilitate swift order turnaround. Adding to the challenge, the operation has to be able to accommodate the small (one- to 10-item) quantities that make up a typical Internet order.
"Our biggest challenge is that while we receive product by the case, we have to turn around and package it and put it into small boxes so that it can survive the transit to the customer's house. So from that perspective, it's a lot more challenging than traditional distribution," notes Smith.
The automated route
iHerb was launched 14 years ago as an Internet-only health product retailer. The Moreno Valley DC, which opened in October 2010, is the third building it has used but the first to be automated—the previous two were manual operations. The new 320,000-square-foot climate-controlled building gives iHerb room to spread out. The company originally occupied half the building, but within three months, it had moved into the remaining portion as it expanded its SKU depth to accommodate its growing business.
The automated system, designed and integrated by Dematic, has made possible this broad reach and speedy order fulfillment. On top of that, it is engineered to provide the flexibility to handle a wide range of product sizes and to accommodate growth and expansion down the road.
The system also helps iHerb track its products within the building. Because many of the retailer's nutritional items are ingested, it must maintain strict control over them, knowing where each item is at any time.
As products enter the building, 100 percent pass through quality control and inspection. Lots and expiration dates are recorded, as many of these will have to be supplied with the customs information for international shipments. Products are then staged for putaway, with a voice system directing their placement within the pallet storage racks. The voice system was designed by Dematic, using Vocollect hardware and software of Dematic's own design.
Approximately 99 percent of the order picking is done in batches within a three-level module and a small shelving area that together provide over 45,000 pick locations. The batching is directed using voice.
The remaining 1 percent of picks are mostly non-conveyable items selected directly from storage. Products for batch picking are first brought from the reserve racks to replenish case and pallet flow racks that contain faster-moving items within the modules, as well for the floor-level shelving that holds slower movers.
Dematic's Pick Director software works in tandem with iHerb's homegrown warehouse management system to organize orders into the batches. The software then directs workers wearing headsets to select the quantity needed for a batch. For instance, if 30 customers each order a bottle of calcium tablets, then 30 bottles will be pulled at the same time and placed into a batch tote. The items will be allocated to individual orders later in the process.
Pick, pack, repeat
Once the batch totes have been filled within the pick module, workers place them onto takeaway conveyors. Elsewhere in the facility, associates gather slow-moving items from the shelves and deposit them into totes sitting on wheeled carts. Voice directs this operation as well. When the tote is full, the worker is instructed to wheel the cart to an induction location on the conveyor line and deposit the tote onto a conveyor. There, the totes are merged with totes coming from the pick module and conveyed to put stations, where steerable wheels pop up to divert the batch totes to their assigned stations based on order profile.
At the put stations, items from the totes are divided up for individual orders. The put stations themselves are arranged as shelving walls on either side that run perpendicular to the conveyor. On the backsides of the shelving walls are pack stations. The arrays of shelving, called "put walls," hold various-sized bins that are used to gather individual orders, with each bin representing an order. The entire wall is wired with put-to-light technology.
As batch totes arrive from picking, workers unload them and allocate the items to bins in the put wall. To begin the process, the worker at the put station removes an item from the tote and scans it. This causes lights and quantity indicators to flash below an order bin that requires that product. The worker simply deposits the items into the bin and pushes a button to confirm that it's the correct tote. He or she then scans another item and repeats the process. The scanning and putting of items into totes, as directed by the lights, continues until all of the items in the batch tote have been assigned. Then, another tote arrives, carrying more products that will be divided among the customer bins. All told, the put system is designed to accommodate 500 puts per hour, per operator.
Once an order is ready for packing, a light flashes at the pack station on the opposite side of the put wall. Employees spend considerable time wrapping individual items, Smith says. "We carry glass, we carry liquid, we carry food goods, and we carry durable goods. All that has to be packed so that it's going to survive that trip to your house." Particular attention is given to international shipments to ensure they arrive intact at the 180 country destinations iHerb serves.
As a purveyor of natural and organic products, iHerb is committed to using environmentally friendly packaging. The company recently moved to a biodegradable, compostable clamshell-design packaging for its breakable bottles. It also uses recycled materials wherever possible.
Once products are packed, they're placed onto takeaway conveyors that pass through stations where void fill is added and the cartons are sealed. The products are also weighed using an inline scale before heading to a sliding shoe sorter that diverts the cartons to 10 shipping lanes based on carrier and destination.
As for how the new process is working out, Smith has nothing but praise for the system. The automated system's speed has allowed iHerb to meet its same-day shipment pledge while achieving an accuracy rate that has cut returns by 60 percent, he reports. "The pick to voice allows us to achieve essentially 100 percent accuracy in what we pick—whatever goes in that box is exactly what that customer ordered."
Editor's note: To watch a video of the iHerb.com facility in action, go to www.moveitshow.com.
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."