UTi Pharma knew its web of DCs could not keep up with business. Careful planning and construction of a new facility led to a healthy boost in productivity and left room for growth.
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.
Any time a resident of South Africa calls on a local pharmacy for a prescription medication, chances are the drug in question passed through a new 32,000-square-meter (344,445-square-foot) distribution center near Johannesburg operated by UTi Pharma, the company that distributes 55 percent of the pharmaceuticals in that country.
The story of how that facility came to be, consolidating several other operations, is a lesson in careful planning and execution. The process was not without hiccups—nothing that large could be—but the initiative has proved a remarkable success for the company.
UTi Pharma is the largest distributor of pharmaceuticals in the nation, managing shipments to 10,000 pharmacies, 400 private hospitals, 2,600 laboratories, 6,800 retailers, 400 wholesalers, 1,900 state-operated facilities, and 840 exporters. In other words, a vast customer base. It handles products on behalf of 41 local and multinational manufacturers of both brand name and generic products, including medical devices and products for human and animal health. That large customer base, along with rapid growth and the strict requirements for handling pharmaceuticals, were proving a challenge for UTi Pharma's existing DC network, leading the company to begin considering significant changes in 2009. The end result was the new DC.
The Meadowview facility, as it is called, is located in Gauteng province near Johannesburg, South Africa's largest city. The DC represents a major step forward for UTi Pharma's operations. The new building replaces eight of the nine DCs the company previously operated in the region. But its importance reaches far beyond consolidating operations. It brings together modern material handling and management techniques that allow compliance with the stringent requirements demanded of pharmaceutical distribution. It provides the company with space to grow over the next 10 years or so. It provides substantially faster throughput rates than the facilities it replaced while reducing manual processes and overall staffing. And it provides greater security than the company could guarantee in its formerly scattered operations, thus reducing shrinkage. Morne van Rensburg, general manager of projects and engineering, expects the remaining facility in the region, a cold-room operation, will be brought under the roof of the new DC by 2017.
GROWING PAINS
Back in 2009, the company, an operating unit of UTi Worldwide, was running a dozen distribution centers, nine of them located in and around the Gauteng region. The fact that the company had so many operations to begin with was a result of UTi's growth, both organic and through acquisitions, says van Rensburg, one of the three primary project managers on the development of the new DC. The company has averaged 13 percent growth every year since 2004.
"We ran out of space," van Rensburg says. "We were running at 95 percent. That meant we couldn't take new clients on. Just looking at generic growth, we would have been out of space by [the end of last year]." Changing business requirements also led UTi to look to develop a more modern and agile operation. The company's expectation was that order profiles were likely to shift, with a changing mix of pallet, unit, and case shipping. It needed an operation that could adapt quickly to changes in customers' demands.
All that led the company to begin the process of revamping its distribution, an undertaking that eventually led to its bringing the operations of eight of those nine DCs under one roof in the new highly automated DC.
But UTi was cautious in making changes, considering other options before making a major capital commitment to a new building. Throughout the process, UTi worked closely with Fortna, an international supply chain consulting firm whose services include distribution center planning. Fortna had long been a partner of UTi's, van Rensburg says.
The objective was to develop a distribution solution that would meet the company's requirements at least through 2025 at the projected growth rates of 13 percent a year, he explains. Sensitivity analysis was completed to understand requirements if growth were limited to 5 percent a year. Those analyses showed the company would require between 38,000 and 50,000 pallet locations by 2025. In addition to meeting growth requirements, the solution would need to provide for greater operational efficiency than the existing operating practices. Included in this were faster throughput, fewer manual processes, lower staff costs, improved security, and "greener" operations. It would have to comply with the most stringent requirements for pharmaceutical DCs demanded by UTi's own clients as well as the World Health Organization, the Medicines Control Council of South Africa, and the South African Pharmacy Council.
REVAMP, EXPAND, OR BUILD NEW?
The company first considered whether revamping or expanding existing operations would meet its requirements, but it soon determined that would not be feasible. At best, its analysis showed, by taking on an adjacent site at one of the facilities and installing a bulk automated storage and retrieval system (AS/RS), the existing operations could provide just under 30,000 pallet positions—far short of expected requirements. Further, adapting the existing facilities would not provide the flexible order picking systems needed. That led to the decision to explore construction of a greenfield facility—and building the business case to persuade UTi's board that the investment made sense.
As for how big the new facility would be, the initial design concept indicated that a 50,000-square-meter (538,195-square-foot) building would meet UTi's needs. In late 2009, the company began soliciting proposals from construction firms for the building and proposals from three major material handling equipment manufacturers it had worked with in the past for the equipment.
Van Rensburg emphasizes that UTi left it up to the equipment manufacturers to suggest what specific technology would work best. The initial design proposals came back in April 2010. Those proposals provided UTi with options that varied from a very-narrow-aisle operation to a wide-aisle concept to an AS/RS-centric operation. The AS/RS proposal had the lowest staff requirements of the three, would limit access to stock (important for security reasons), could be operated with the lights out in much of the building, and was overall, the lowest-cost solution, and that's what the company selected. The final design included a large bulk AS/RS, a cross-belt sorter, and other technologies.
The property developer broke ground in May 2011, and the facility began operations in October 2012. The old facilities were completely closed by February 2013. One key requirement in the process of shifting operations was to minimize disruption to daily activities. "That was quite interesting and quite stressful," van Rensburg says. "We distribute around 55 percent of all pharmaceuticals in South Africa. We could not disrupt the market." But in the end, the process worked. While there were some disruptions, he says, they were not significant.
Construction delays, though, did lead to one problem that in retrospect, the managers would have handled differently. Adrienne Youell, one of the UTi managers who led the project, explains that the original plan provided for three months of testing before opening the facility. But the construction delays cut into that time. And failure to vacate the facilities the company was leaving would have been costly. That forced UTi into running double shifts to complete the testing, a highly stressful period. "One big lesson we learned is to not make up time from construction delays in your testing phase," she says. Van Rensburg adds that if he had to do it again, he would have absorbed the costs for staying in the existing facilities a while longer.
ROOM FOR EXPANSION
But those problems are behind the company now. Today, the facility receives and puts away an average of 400 pallets a day. It is central to UTi Pharma's operations around the country, as all products bound either for customers or for other UTi Pharma DCs pass through the Meadowview distribution center. It is at Meadowview where imported goods reside during government-mandated quarantine periods.
The building, which is temperature- and humidity-controlled throughout, is divided into receiving, bulk storage, unit pick, and shipping areas. The 4,220-square-meter (45,424-square-foot) receiving area has a pallet conveyor that flows into the bulk storage AS/RS. Euro pallets, which measure 800 by 1,200 by 120 millimeters (31 by 47 by 5 inches), can go directly into the system. Non-Euro pallets must be repalletized first. The 10-aisle AS/RS has 38,400 pallet locations but is designed to be expanded to as many as 58,000. The unit-picking area adjacent to the AS/RS consists of 11 double-layer carousels feeding seven pick-to-tote stations.
The system uses weight validation in both the receiving and picking processes. In the unit-pick area, workers are offered a single product at a time, further reducing the opportunity for errors, according to Fortna. Compared with the previous operations, manual processes have been cut in half, with the automated processes sharply accelerating throughput. In fact, the pick-to-tote technology increased unit-picking productivity by 342 percent.
The planning and execution of the project may have been arduous, but the results indicate it was a worthwhile endeavor for UTi Pharma, providing the company with an efficient, productive, and secure facility with room to accommodate its continued rapid growth.
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."