Peter Bradley is an award-winning career journalist with more than three decades of experience in both newspapers and national business magazines. His credentials include seven years as the transportation and supply chain editor at Purchasing Magazine and six years as the chief editor of Logistics Management.
Even the best run, most modern, most productive distribution centers have a life cycle. Equipment ages; newer, faster, better technology comes along; or the business changes and with it, the demands on the DC. Eventually the day comes when it becomes apparent to all concerned that an upgrade is in order if the operation is going to stay competitive.
Although some companies take that as an opportunity to move to a newer, more up-to-date facility, that's not the only option. Another alternative is to retrofit the existing DC, replacing older equipment with modernized parts or systems.
But a retrofit can be daunting, with the potential to interrupt business operations. So we asked some experts who oversee retrofits for a living for tips on getting it done with minimal disruption. Here's what they suggested:
Find a partner. Certainly, specialists in DC retrofits have a vested interest in touting their capabilities. But they make a cogent point in urging clients to find partners who are familiar with the process to help with design and implementation issues.
Who that partner is depends on the scope and scale of the project, says Seth Taylor, a director for the consulting and systems integration firm Fortna. "You want to make sure you partner with the right people, people who do this for a living," he says. "You want them providing a thorough analysis of the existing facility and planning how to get the job done. Not all companies are set up to do retrofits. It is a bit of an art, and mastery of that art comes from experience."
Keep the entire business involved. "The facilities I've seen be successful take an all-in approach," Taylor says. "They bring all facets of the business into the planning and execution. Any part of the business that will be affected needs to have a member on the core team." That could include DC management and line personnel, maintenance, engineering, human resources, IT, and sales and marketing.
Taylor also stresses the need for ongoing communication throughout the process. Keeping all parts of the business informed about what will occur during the implementation of each phase, what the risks are, and the expected outcome can help build support throughout the organization, he says.
External clients also should be kept in the loop, so they are not surprised by any changes in business processes that result from the retrofit. Taylor notes that these project updates can be parlayed into a marketing tool. "It's another touch for the customer, letting them know you are improving the business," he says.
Plan, then plan some more. A retrofit requires detailed step-by-step planning in order to succeed. That includes figuring out in great detail what mechanized systems will be used, the number of pick faces needed, how many SKUs the system will manage, the order picking process, and more, says Bob Babel, vice president, systems engineering for Forte, another consulting and systems integration specialist. He adds that it's crucial to examine not only how the business has changed since the existing facility began operations—is the DC shipping smaller and more frequent orders, for example—but also what changes can be expected over the life of the retrofit. That's particularly important for businesses that are moving into e-commerce. "That's a different scenario than expanding capacity to continue what you've been doing for years," he says.
Babel also urges managers to keep the possible need for further expansion in mind when planning a retrofit. For example, he says, if future expansion might include an addition at one end of the DC, the material handling system should be designed to accommodate that. "We try to anticipate with the client what might be the next move," he says.
Taylor adds that while careful and diligent planning is a necessity, companies should also be prepared to depart from their plans if necessary. "Retrofits are ugly, they are hard, and you always have something go wrong," he says. "You have to be able to modify plans in order to succeed."
Draft your plan with an eye toward minimizing disruption. It's rare that a DC has the luxury of a planned one- or two-week shutdown that might simplify a retrofit. In most cases, Babel says, you have to maintain service levels and commitments to customers, while simultaneously installing new systems around the existing operation.
That's not easy. "The analogy I always use is heart surgery," Taylor says. "To keep the business alive, you need a full plan, you need to educate everybody, and you need all the tools you envisioned needing. You need a document that outlines every facet of the plan. You need to have multiple meetings prior to any cut-in."
Babel uses a different analogy to make a similar point. He compares the implementation to a game of chess, with careful coordination of how each of the pieces moves. Babel adds that implementation is particularly difficult in three-shift operations. That, he says, requires implementing the retrofit in smaller chunks.
Taylor concurs with that advice. "One of the biggest mistakes I've seen is the tendency to bite off more than you can chew," he says. "You need to make sure you can do what you plan, but at the same time you don't want to extend the schedule out."
To minimize disruption, companies often build new systems alongside existing systems, Babel says. As an example, he cites one of Forte's customers, an office supply company, that revamped all of its 30-plus DCs, including eight complete retrofits. "We built the automated system around the non-mechanized system, and replaced aging controls and equipment. We built the sortation system slightly above and behind the existing systems, then cut over during the weekend," he says. As a result of careful planning and implementation, he reports, none of the facilities lost any time.
Babel says Forte took a similar approach with a retail apparel company whose whole operation involved a push strategy—shipping its fashion goods, held for a single season, out to 500 stores. To avoid interrupting operations, he says, Forte literally set up a separate area to serve the stores during the changeover. "We devised a way to build mezzanines over the existing packing operation, then we automated the packing operation and the sortation of individual cases, and installed a put-to-light system," he says. "After that was up and running, we retrofitted the existing area."
Test and train. Taylor emphasizes the importance of testing not only components as they are installed, but the entire system. "Sometimes software can be funny in the way different portions of the system can be affected," he warns. "You have to validate the whole system and make sure you are ready to go."
Another crucial piece of the implementation is preparing those who will work with the system. "You want to make sure your operators are fully trained," Taylor says. That's partly because you want employees to look forward to the change, rather than dreading what's to come, he notes. But it's also a matter of readiness. "You need to be ready to go when you go live with the tie in."
Taylor says in one of the most successful retrofits he has worked on, the company spent a substantial amount to send operators to a different facility to learn the technology. "Although it required a large investment," he says, "the DC became the company's second most productive facility on day one."
Manage the handoff. "Handoffs are always interesting," Taylor says. "You want to plan them." He tells of one client that implemented a new warehouse control system, shifted from paper picking to an RF system, and made other operational changes—and then implemented it all in the course of a single weekend. "They affectionately called it the Big Bang," he says. "It took a long time to plan. The only way to make it work without a shutdown was by a managed transition.
"We never just pack up our tools and leave," he adds. "The idea is to make sure they need you as little as possible. The idea is for them to want to take the system and go."
Expansion by design
In less than three decades' time, Ikea has grown into one of the largest mass-market home furnishings retailers in North America. The company opened its first store in the United States in 1985 and now operates 37 here and 11 more in Canada.
Much of Ikea's success is based on offering goods at a relatively low cost, which means the retailer must do everything it can to keep its own costs in check. For instance, when it set up its distribution network, it built a system that matched its current needs but that could also grow with the company.
That foresight paid off a few years back when the retailer went to expand its DCs in Perryville, Md., and Bakersfield, Calif. When originally built, the two facilities, the biggest in Ikea's six-DC U.S. network, each occupied 850,000 square feet and featured 24 high-bay aisles with 60 feet of clearance. But as volume grew, Ikea embarked on a project to build out the two DCs to roughly double their original size. As part of that project, it added another 24 high-bay aisles at each site, providing a total of 120,000 pallet locations in each DC to handle the roughly 9,500 products it carries.
As for the material handling equipment that would serve the additional aisles, that was never in question. Back when it opened the DCs, Ikea selected aisle-changing automated storage and retrieval cranes, rather than installing dedicated cranes in each aisle. That offered a number of advantages, explains Jim Leddy, Ikea's warehouse logistics coordinator. For one thing, employing cranes that can service multiple aisles allowed the company to match cranes to throughput, not the number of aisles, producing what he describes as significant savings at the outset. For another, use of the cranes would allow for scalable expansion to accommodate future growth.
Ikea originally installed just six of the aisle-changing cranes at each DC to service all 24 aisles. Since that time, it has invested in additional cranes as demand dictated. Each 24-aisle section (two in each of the warehouses) is now served by nine cranes, for a total of 18 in each facility, Leddy says. He adds that the system can accommodate up to 12 cranes in each 24-aisle section.
The cranes employed by Ikea are man-up cranes manufactured by LTW Intralogistics that change aisles along tracks that run perpendicular to the aisles. When an operator wants to change aisles, he uses a switch in the cab to move the crane, which rotates around a 10-foot-radius curved track. Leddy reports that it takes less than a minute for a crane to change aisles.
The 3,000-pound capacity cranes are used for both putaway and retrieval. In daily operations, pallet trucks move inbound goods to the high bays, where they are deposited onto pallets. Crane operators, directed by Ikea's warehouse management system (WMS), then bring the pallets to storage locations.
When pallets are needed for shipping, crane operators retrieve them—again according to directions provided by the WMS—and place them on conveyors that take them to the shipping area. Most of the shipments to stores consist of single SKU-pallets. Only about 10 percent of shipments are mixed-load pallets, which are assembled at the DC.
Right now, the facilities handle between 35,000 and 45,000 pallets a week in seven-day-a-week, two-shift operations, Leddy says. In the meantime, Ikea continues to grow rapidly. Leddy says he is confident that the DCs are ready to meet the demand.
A move by federal regulators to reinforce requirements for broker transparency in freight transactions is stirring debate among transportation groups, after the Federal Motor Carrier Safety Administration (FMCSA) published a “notice of proposed rulemaking” this week.
According to FMCSA, its draft rule would strive to make broker transparency more common, requiring greater sharing of the material information necessary for transportation industry parties to make informed business decisions and to support the efficient resolution of disputes.
The proposed rule titled “Transparency in Property Broker Transactions” would address what FMCSA calls the lack of access to information among shippers and motor carriers that can impact the fairness and efficiency of the transportation system, and would reframe broker transparency as a regulatory duty imposed on brokers, with the goal of deterring non-compliance. Specifically, the move would require brokers to keep electronic records, and require brokers to provide transaction records to motor carriers and shippers upon request and within 48 hours of that request.
Under federal regulatory processes, public comments on the move are due by January 21, 2025. However, transportation groups are not waiting on the sidelines to voice their opinions.
According to the Transportation Intermediaries Association (TIA), an industry group representing the third-party logistics (3PL) industry, the potential rule is “misguided overreach” that fails to address the more pressing issue of freight fraud. In TIA’s view, broker transparency regulation is “obsolete and un-American,” and has no place in today’s “highly transparent” marketplace. “This proposal represents a misguided focus on outdated and unnecessary regulations rather than tackling issues that genuinely threaten the safety and efficiency of our nation’s supply chains,” TIA said.
But trucker trade group the Owner-Operator Independent Drivers Association (OOIDA) welcomed the proposed rule, which it said would ensure that brokers finally play by the rules. “We appreciate that FMCSA incorporated input from our petition, including a requirement to make records available electronically and emphasizing that brokers have a duty to comply with regulations. As FMCSA noted, broker transparency is necessary for a fair, efficient transportation system, and is especially important to help carriers defend themselves against alleged claims on a shipment,” OOIDA President Todd Spencer said in a statement.
Additional pushback came from the Small Business in Transportation Coalition (SBTC), a network of transportation professionals in small business, which said the potential rule didn’t go far enough. “This is too little too late and is disappointing. It preserves the status quo, which caters to Big Broker & TIA. There is no question now that FMCSA has been captured by Big Broker. Truckers and carriers must now come out in droves and file comments in full force against this starting tomorrow,” SBTC executive director James Lamb said in a LinkedIn post.
The “series B” funding round was financed by an unnamed “strategic customer” as well as Teradyne Robotics Ventures, Toyota Ventures, Ranpak, Third Kind Venture Capital, One Madison Group, Hyperplane, Catapult Ventures, and others.
The fresh backing comes as Massachusetts-based Pickle reported a spate of third quarter orders, saying that six customers placed orders for over 30 production robots to deploy in the first half of 2025. The new orders include pilot conversions, existing customer expansions, and new customer adoption.
“Pickle is hitting its strides delivering innovation, development, commercial traction, and customer satisfaction. The company is building groundbreaking technology while executing on essential recurring parts of a successful business like field service and manufacturing management,” Omar Asali, Pickle board member and CEO of investor Ranpak, said in a release.
According to Pickle, its truck-unloading robot applies “Physical AI” technology to one of the most labor-intensive, physically demanding, and highest turnover work areas in logistics operations. The platform combines a powerful vision system with generative AI foundation models trained on millions of data points from real logistics and warehouse operations that enable Pickle’s robotic hardware platform to perform physical work at human-scale or better, the company says.
Bloomington, Indiana-based FTR said its Trucking Conditions Index declined in September to -2.47 from -1.39 in August as weakness in the principal freight dynamics – freight rates, utilization, and volume – offset lower fuel costs and slightly less unfavorable financing costs.
Those negative numbers are nothing new—the TCI has been positive only twice – in May and June of this year – since April 2022, but the group’s current forecast still envisions consistently positive readings through at least a two-year forecast horizon.
“Aside from a near-term boost mostly related to falling diesel prices, we have not changed our Trucking Conditions Index forecast significantly in the wake of the election,” Avery Vise, FTR’s vice president of trucking, said in a release. “The outlook continues to be more favorable for carriers than what they have experienced for well over two years. Our analysis indicates gradual but steadily rising capacity utilization leading to stronger freight rates in 2025.”
But FTR said its forecast remains unchanged. “Just like everyone else, we’ll be watching closely to see exactly what trade and other economic policies are implemented and over what time frame. Some freight disruptions are likely due to tariffs and other factors, but it is not yet clear that those actions will do more than shift the timing of activity,” Vise said.
The TCI tracks the changes representing five major conditions in the U.S. truck market: freight volumes, freight rates, fleet capacity, fuel prices, and financing costs. Combined into a single index indicating the industry’s overall health, a positive score represents good, optimistic conditions while a negative score shows the inverse.
Specifically, the new global average robot density has reached a record 162 units per 10,000 employees in 2023, which is more than double the mark of 74 units measured seven years ago.
Broken into geographical regions, the European Union has a robot density of 219 units per 10,000 employees, an increase of 5.2%, with Germany, Sweden, Denmark and Slovenia in the global top ten. Next, North America’s robot density is 197 units per 10,000 employees – up 4.2%. And Asia has a robot density of 182 units per 10,000 persons employed in manufacturing - an increase of 7.6%. The economies of Korea, Singapore, mainland China and Japan are among the top ten most automated countries.
Broken into individual countries, the U.S. ranked in 10th place in 2023, with a robot density of 295 units. Higher up on the list, the top five are:
The Republic of Korea, with 1,012 robot units, showing a 5% increase on average each year since 2018 thanks to its strong electronics and automotive industries.
Singapore had 770 robot units, in part because it is a small country with a very low number of employees in the manufacturing industry, so it can reach a high robot density with a relatively small operational stock.
China took third place in 2023, surpassing Germany and Japan with a mark of 470 robot units as the nation has managed to double its robot density within four years.
Germany ranks fourth with 429 robot units for a 5% CAGR since 2018.
Japan is in fifth place with 419 robot units, showing growth of 7% on average each year from 2018 to 2023.
Progress in generative AI (GenAI) is poised to impact business procurement processes through advancements in three areas—agentic reasoning, multimodality, and AI agents—according to Gartner Inc.
Those functions will redefine how procurement operates and significantly impact the agendas of chief procurement officers (CPOs). And 72% of procurement leaders are already prioritizing the integration of GenAI into their strategies, thus highlighting the recognition of its potential to drive significant improvements in efficiency and effectiveness, Gartner found in a survey conducted in July, 2024, with 258 global respondents.
Gartner defined the new functions as follows:
Agentic reasoning in GenAI allows for advanced decision-making processes that mimic human-like cognition. This capability will enable procurement functions to leverage GenAI to analyze complex scenarios and make informed decisions with greater accuracy and speed.
Multimodality refers to the ability of GenAI to process and integrate multiple forms of data, such as text, images, and audio. This will make GenAI more intuitively consumable to users and enhance procurement's ability to gather and analyze diverse information sources, leading to more comprehensive insights and better-informed strategies.
AI agents are autonomous systems that can perform tasks and make decisions on behalf of human operators. In procurement, these agents will automate procurement tasks and activities, freeing up human resources to focus on strategic initiatives, complex problem-solving and edge cases.
As CPOs look to maximize the value of GenAI in procurement, the study recommended three starting points: double down on data governance, develop and incorporate privacy standards into contracts, and increase procurement thresholds.
“These advancements will usher procurement into an era where the distance between ideas, insights, and actions will shorten rapidly,” Ryan Polk, senior director analyst in Gartner’s Supply Chain practice, said in a release. "Procurement leaders who build their foundation now through a focus on data quality, privacy and risk management have the potential to reap new levels of productivity and strategic value from the technology."