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.
Manufacturing growth is usually a good thing. But it can cause headaches for the distribution end of the operation. Argozumos, a Spanish provider of juice products and a subsidiary of Germany's riha Group, managed to avoid that trap when it had to make changes at its bottling facility in Lekunberri, Spain, to accommodate increases in production. Basically, it took pre-emptive action by addressing its distribution needs at the same time it added new filling capacity.
Since its founding in 1981, Argozumos has sought to be innovative with its juice products. It was the first to introduce soft-pack juices to the Spanish market and recently became the first bottler in its country to install an aseptically filled juice line. The new PET-Asept-D line uses a dry process that sterilizes plastic juice containers using gaseous hydrogen peroxide instead of water. (The facility is limited in the amount of wastewater it can discharge.)
The innovative juice line was completed in 2008 at the Lekunberri distribution center, located in northern Spain about 20 miles from Pamplona. Sales of juices in the plastic PET bottles have since surpassed sales of cartoned juices.
In order to accommodate the added production volumes from the new line, some changes to the distribution end of the building would be needed. Products had been floor-stored on pallets prior to the addition of the new line, but the number of available locations in the warehouse was limited. Some new space would have to be found—and fast.
Argozumos looked to Krones for an answer. For decades, Krones has been known as a leading equipment supplier in the beverage, food packaging, and processing industries, and it was, in fact, the provider of the new aseptic filling line at Lekunberri. But Krones also designs and supplies distribution equipment, including automated storage systems. Krones says that because production increases often translate into distribution challenges, it takes a holistic approach to logistics, offering its customers systems that integrate the two aspects.
What Argozumos told Krones it wanted was a solution that would not only add critical space for storage, but also provide a high degree of inventory accuracy while reducing damage compared with manual handling. The solution also had to be a system that could be installed without disrupting the production or distribution flow of the existing operations. The company did not have the luxury of shutting down operations while the installation took place.
The solution Krones came up with for Argozumos included a high-bay warehouse with an automated storage and retrieval system (AS/RS).
To house the new system, a rack-supported building (76 meters long by 37 meters wide by 29 meters high, or 250 by 121 by 95 feet) was added on to the facility. The racking provides very dense storage compared with the former block warehouse. In the block warehouse, products were stored on the floor or in small stacks, which resulted in the waste of vertical space. The amount of available storage space was further reduced by the need to allow room for lift trucks to maneuver within the building.
"We were able to dimension the high-bay warehouse as a correspondingly smaller and more affordable building," says Christian Theis, managing director of operations for the riha Group.
The AS/RS inside the building features five aisles served by five automated cranes that gather pallets or half-sized pallets of products for deposit into 14,060 double-deep storage locations. The cranes are able to handle 165 pallets per hour.
KEEPING THE JUICES FLOWING
Production in the facility takes place seven days a week on six carton lines, a glass bottle line, a standard plastic-bottle PET line, and the new aseptic PET line. The new line alone is designed to produce up to 25,000 containers an hour. Overall, the facility manufactures about 400 different SKUs, defined by various juice blends, packaging types, sizes, and so forth.
Finished products coming from the bottling machines are shrink-wrapped into six-packs or 24-bottle trays and then palletized onto either full-sized pallets or half-sized Euro pallets. Once the packaging and palletizing is completed, control is handed over to the facility's new warehouse management system (WMS), also supplied by Krones as part of the upgrade.
The WMS controls the inventory in the automated warehouse as well as the former floor-stored space that's now used for overflow and bulk storage. In addition to processing the company's own branded juices, the new warehouse management system helped make it possible for Argozumos to expand its production of private-label juice products for Europe's major food retailers and perform co-packing within its facility. The new automated warehouse has the capacity to easily handle the storage needs for these other operations as well.
From production, the palletized loads are conveyed to vertical lifts that raise the loads about 15 feet above floor level, where they are transferred to conveyors. (Designing these conveyors to run overhead allows for greater flexibility in the use of the valuable floor space below, such as reconfiguring or adding new production lines in the future.) The pallets are then conveyed to the adjacent rack-supported building. The automated system is designed to handle 146 pallets an hour from production, plus as many as 60 pallets per day that come in from other facilities. These outside products will be co-packed with juices produced in Lekunberri.
As pallets arrive in the high-bay area, a contour and pallet inspector automatically checks them to make sure they're suitable for use in the AS/RS, with no hanging edges or broken parts. Rejected pallets are diverted to a spur for repair. The five cranes of the AS/RS then gather suitable loads for transport to the double-deep storage locations. Eighty percent of the loads are on half-pallets slaved together for storage. The warehouse provides enough of a storage buffer for a two-week turn in products. With the automation, however, a goal is to eventually provide more just-in-time distribution of products, so that dwell time will be reduced.
When needed for orders, a full pallet or half pallet is pulled by the cranes and taken to a drop-off station. The system can retrieve 165 pallets an hour. From there, shuttle transfer cars and conveyors transport the pallets to the shipping area, where 12 lanes await. The system is designed with swivels within the conveyor that can turn the pallet for loading with either the long or short edge leading. Some pallets will be loaded immediately onto outbound trucks for just-in-time processing, while other items will be staged for shipping. Loading is conducted on two shifts, with the warehouse management system helping to keep the workload balanced. Over 60 trucks can be loaded daily.
While 95 percent of products ship as either a full or half pallet, the remaining 5 percent of products ship as pallets with mixed cases. The new AS/RS has made it much easier to pick cartons for these mixed-case loads. Pallets are retrieved from the storage system and taken to a small picking area, where workers remove cartons for orders as directed by handheld terminals. The source pallet is then sent back to the AS/RS until needed for further picking.
The finished mixed pallets are either sent directly to shipping or sent to the AS/RS for temporary storage until the truck assigned to that order is ready to be loaded. The ability to store completed orders before shipping means that products for those orders can be picked in advance. This allows for more flexibility in balancing the picking workload throughout the facility's single picking shift. When the loads are ready to ship, these pallets are retrieved easily from the AS/RS in sequence for ordered loading. Products can also be sent from the AS/RS to the old block warehouse, which has 4,000 storage positions for overflow needs.
JUICED FOR THE FUTURE
The addition of the new production lines has allowed Argozumos to expand its offerings, while the automation in the distribution side of the business has streamlined its processes and improved the handling of its products. Altogether, the production lines and distribution operation account for 250 million juice units annually.
The AS/RS and new warehouse management system have contributed greatly to those output volumes. They have combined to reduce labor costs, increase speeds, improve product availability, and reduce damage. The automated systems and conveyors have also cut down on lift truck traffic on the facility floor, while placing conveyors overhead has reduced congestion.
The automated storage also provides the capacity needed for current and future growth. Three more aisles can be added to the system if needed, which would boost the operation's storage space by about 60 percent.
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."