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.
DC managers have long dreamed of automated systems so sophisticated they can simply turn out the lights and let the machines do all the work. The reality is that few facilities have reached that point; in most cases, humans are still needed to monitor the machines and make sure they're performing as intended. Yet there are some who are quite close to the goal of a lights-out facility.
Take Migros, for instance.
Migros is the top grocery retailer in Switzerland, with over 600 stores dotting the Swiss landscape. These stores vary considerably in size and items carried, but many resemble convenience stores more than the large superstores familiar to U.S. shoppers. As is common in Europe, these stores are designed to get people in and out quickly, reflecting European shoppers' tendency to make frequent trips to pick up just a few items. Given the challenges posed by variable store size, fluctuating orders, and limited room at the retail stores to hold buffer stock, Migros needs a distribution system that's flexible and responsive.
The hub of the company's distribution activity is a large facility in Suhr, Switzerland, from which dry grocery items are distributed to all of the stores. In 2002, Migros installed a semiautomated system from Witron at the site. This system proved to be a huge improvement over the previous manual systems, and it showed Migros what automation could do.
The company took things a step further in 2011, when Migros installed Witron's sophisticated OPM (Order Picking Machinery) system, an almost completely automated solution. The new system, which incorporates Witron's COM (Case Order Machine) technology, is designed to rapidly select cases and build them into store-friendly mixed pallets. It also allows orders to be turned quickly and accurately, while its flexibility helps the facility balance the workload by shifting work to different areas to avoid bottlenecks.
On top of that, the automated system provides Migros with better control over its 4,000 different stock-keeping units (SKUs). "This is a fully transparent system," explains Alexander Schweizer, manager of IT and engineering at Migros. "I know where each case is and its expiration date. We no longer have the need to do a manual inventory."
The transition to the new system occurred over a four-month period, with five stores originally coming on line, then 10, 20, and so on. Notably, the facility remained in continuous operation while the project was completed. All told, the project's price tag came to $85 million Swiss francs or $91 million USD.
THOUGHT FOR FOOD
Today, the automated system takes over as soon as pallets of incoming goods arrive at Suhr. As pallets enter the facility, automatic cranes deposit them in a high-bay warehouse used for reserve storage. Witron built the high bay as part of the 2002 project. The original structure contained 68,500 storage locations in 16 aisles. An expansion completed in November 2012 added four more aisles and 16,500 new locations, for a total of 85,000.
When items from reserve storage are needed to replenish the picking area, the appropriate pallets are retrieved by cranes from the high bay and sent to depalletizers, where the cases are removed layer by layer. The cases then pass through a singulator that places them in-line on conveyors. The conveyors, supplied by Witron's FAS subsidiary, whisk the cases to an area where they are gently deposited onto plastic trays for short-term storage.
The trays, now holding cases, are conveyed to a 56-aisle tray warehouse, an automated storage and retrieval system (AS/RS) with 265,000 tray storage locations served by 56 cranes. Built on the roof of the existing facility in Suhr to save space, the tray warehouse actually acts more like a buffer than a storage system, as product is held there for two to three days at most.
When a product on a tray is needed to fill a store order, the storage crane in its aisle is summoned to retrieve it. The tray is then conveyed to one of 28 sequencing buffers. These buffers are smaller automated storage and retrieval systems, where product is held only as orders are being built. Each of the sequencing buffers serves a COM machine where the orders are assembled.
Algorithms within the system's software determine how each pallet in the order will be built. The idea is to assemble the pallets with an eye toward expediting store putaway. Each pallet is built to one of nine product family groups, based on shelf destination in the store. Most of the stores have limited space and narrow aisles, so the ability to quickly restock the shelves is crucial.
The trays are sequenced out of the buffers in an order designed to facilitate the building of stable pallets, with heavier, bulkier items on the bottom and lighter products on top. The bottoms of the trays are dotted with small holes about the size of a U.S. nickel. As the trays enter the COMs, metal cylinders poke up through the holes to raise the product off the tray. An arm then gently sweeps the carton onto a singulator that arranges the stacking of each layer.
One of the advantages of the system is that it allows Migros to build taller loads than it could previously, with loads averaging about 61 cartons per pallet and reaching up to 1.8 meters (about 6 feet) high. These taller loads allow Migros to make better use of truck space.
"The automation allows us to build pallets higher than a person can stack them," says Schweizer. "That has saved 6 to 8 percent on transportation costs."
The system can even accommodate products that are difficult to palletize, such as stacking plastic PET water bottles. These bottles, which are becoming increasingly popular in Europe, are made of a thin plastic that makes for non-stable loads. The automated system picks these PET bottles by the pack, then sends them through the COM, which inserts a cardboard slipsheet below each case. The sheets do not cover the entire surface of the pallet, only the part where a PET bottle pack is resting and extra stability is required. The arrangement allows the stacking of bottles four rows high.
Completed pallet loads pass through stretch wrappers, then head over to shipping. On high-volume days, the facility will ship about 370,000 cartons a day.
SWIFT AND ACCURATE
Since moving to the new system, Migros has realized a number of benefits. For one thing, the new solution allows for greater speed and flexibility in its operations. The numerous built-in buffers enable it to schedule work when it is most convenient. The system is also designed to accommodate seasonal changes in the product lineup, making it a simple matter to adjust volumes and introduce new products. On heavier days, the system is capable of performing as many as 20,000 picks per hour.
On top of that, the new system has cut down on picking errors, thereby improving store service. "Picking accuracy is much higher than it was with our manual systems," reports Schweizer. "We are nearly at 100 percent, compared to 99.5 percent at best before."
Labor requirements have also been reduced in the two-shift operation. Before, about 120 employees were needed per shift. Today, the number has been cut to 28, making the facility much more economical to operate.
All these benefits notwithstanding, the biggest plus in Schweizer's eyes is the flexibility offered by the system. "It is now very easy to handle different-sized orders," he says. "We are very happy with the results, and our stores are also happy."
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."