Contributing Editor Toby Gooley is a writer and editor specializing in supply chain, logistics, and material handling, and a lecturer at MIT's Center for Transportation & Logistics. She previously was Senior Editor at DC VELOCITY and Editor of DCV's sister publication, CSCMP's Supply Chain Quarterly. Prior to joining AGiLE Business Media in 2007, she spent 20 years at Logistics Management magazine as Managing Editor and Senior Editor covering international trade and transportation. Prior to that she was an export traffic manager for 10 years. She holds a B.A. in Asian Studies from Cornell University.
The process of picking, packing, and shipping an order consists of a series of steps that occur in a defined sequence. Whether that process is completed correctly and on time depends on how well each step is carried out. When automation is involved, an additional factor comes into play: Success also depends on how well the various pieces of equipment used in the process are integrated with each other. In the case of an automated packaging line, that means getting each of the machines—carton erectors, shrink wrappers, void fillers, labelers, document inserters, carton sealers, conveyors, and the like—to do its job at the right time and at the right speed.
What if a packaging line doesn't achieve that perfect synchronization? At the very least, backlogs and equipment jams could develop; at worst, the line might stop altogether. It doesn't take much for that to happen; just one mistake or oversight can undermine productivity and reliability.
To find out what could go wrong and how to prevent it, we talked to a systems integrator, a packaging engineer, a third-party logistics (3PL) company executive, and a manufacturer of packaging equipment and systems. Here are their tips for avoiding 10 common packaging line pitfalls.
1. Keep your supplier in the loop. The surest way to bring a packaging line to a halt is to run out of corrugated cardboard, labels, thermal forms, foam cushioning, plastic wrap, or other consumable materials purchased from suppliers. That's generally not a concern when it's business as usual. But if, say, you launch a new product or experience a significant bump in sales, your suppliers might not be able to handle the additional demand, cautions Tyler O'Neill, global packaging engineer for the supply chain services company ModusLink Global Solutions. Regular communication and sharing forecasts will help both parties avoid surprises. "If you think something will change, let your suppliers know," he advises. O'Neill also recommends buying strategically from multiple suppliers to ensure the availability of materials.
2. Inspect before you accept. In a high-volume DC, the last thing you want is for defective packaging materials to be inducted into a line. Examples include misprinted cartons and labels that smudge, to name just a few possibilities. You may not find out there's a problem until orders make it part way through the line, O'Neill says, and if your supplier can't immediately deliver replacements, you might have to shut down the line temporarily. A formal protocol for verifying that all incoming shipments of packaging supplies are correct and up to standard will help you prevent stoppages, he says.
3. Minimize refilling of consumables. The more often you have to refill supplies like label stock, liquids, glue, tape, and the like, the more often you'll have to slow down or stop a line, or take an employee away from a workstation to refill them. "That's why whenever we have any consumables in a packaging line we're designing, we like to put in the largest magazine possible," says Jay Moris, president of systems integrator Invata Intralogistics. Adding extra capacity does add cost, he says, but smaller magazines and reservoirs can negatively affect uptime. Furthermore, if a piece of equipment depends on an operator to notice when consumables are getting low, then a larger container requiring fewer refills will reduce the opportunity for an operator to miss a refill signal or wait too long to replenish supplies.
4. Build in redundancy. Automated packaging equipment is expensive, so buyers may be reluctant to acquire and maintain spare equipment. But if a critical piece of machinery goes down, the resulting delays could be far more costly than the price of a spare. "You can save money if you buy cheaper equipment, use smaller magazines, or don't keep spares, but if you end up with two hours of downtime on Cyber Monday, nobody will care about the money you saved," Moris observes. Anything that could not be handled manually is a candidate for backup; if a box taper went down, for example, taping could be done by hand, albeit more slowly, but a label printer could not be replaced with manual labor. Moris recommends integrating critical spare equipment into the line so that in an emergency, you could immediately switch over to the backup machine, rather than have to pull it out of storage and shut down the line to install it. The extra machine can also keep the line moving while the other is undergoing maintenance or consumables are being refilled.
5. Make it simpler. Using complex packaging that requires a lot of folding and forming in the line can really slow things down. For instance, inserts with multiple folds that take some effort to fit into a box correctly typically require many time-consuming touches and may not be easy for people to master. From the standpoint of speed, says O'Neill, a better choice would be to use a prefabricated unit, like a thermal-formed or pulp-molded tray that can be quickly dropped into the box and fitted around the product.
6. Take operating speed into consideration. Each piece of equipment requires a different amount of time to complete its task. To prevent slower machines from compromising productivity, position them farther down the line if the packing method allows. Moris cites the example of a customer that had to print and insert lengthy packing lists into its orders. Rather than hold things up waiting for the multipage lists to print out, Invata placed the printer/inserter farther downstream. As soon as the ordered items are "married" to a shipping carton, the system instructs the printer to produce the packing list, thus allowing plenty of time for printing before the carton arrives at the document inserter.
7. Pay attention to pacing. If bottlenecks develop on a partially automated line, it could be because the pace at which operators are working is not well matched to the flow and speed of the equipment, says Andy Smith, president of Consumer and Industrial Logistics for Genco, a third-party logistics company that has a packaging division. "For example, you could have eight people working on a line, but if one has a four-minute task and another has a two-minute task, that's where the bottleneck will be," he says. He suggests observing the operators to validate the time required for each task and then balancing the work to maintain the necessary pace and ensure a consistent work flow. Lean techniques such as those used to manage manufacturing production lines can help here.
8. "Shake hands" the right way. If the integration of equipment, software, and control systems is not done properly, an order's progress through the packaging line will be a bumpy one indeed. "You have to make sure the software is programmed correctly, that it works in conjunction with every piece of equipment, and that each piece of equipment works properly with the others," says Louis Suffern, e-commerce solutions manager with Sealed Air's Product Care division. At every juncture, he explains, there will be an electronic "handshake" that signals the next piece of equipment to take over. If takeaway speeds or the timing of the electronic handshake aren't correct, a machine could detect a fault and suspend operations. That's why thorough testing—not just of each piece of equipment but also of the software—is critical, he says.
9. {Plan for exceptions. In an automated packaging system, errors like incomplete orders, out-of-register printing, and unreadable bar codes are rare, but they do happen. If you don't design in a protocol for handling errors and rejects, the line will end up slowing or stopping every time there's an exception, no matter how small, says Suffern. Ideally, he says, you want a way to resolve problems and get a package back on the automated line with the least amount of disruption and the fewest touches. One option is to automatically divert exceptions down a conveyor to a workstation specifically set up to resolve errors, and then to reinduct the corrected package at the appropriate station on the line. Suffern has also seen systems that scan packing lists to identify missing items and then convey them to the packing station; that way, workers don't have to leave their posts to complete the orders.
10. Design for tomorrow, not just for today. If your packaging line has no flexibility built into it, you're likely to encounter slowdowns when any change comes along, says Genco's Smith. Equipment that can accommodate changes in box size, graphics, labeling, and other attributes will keep things moving without lengthy shutdowns. "You want to have limited changeovers with the least amount of time to switch over for your product mix," he advises. To get an idea of what may be coming down the road, he says, make sure you're informed about new products in development, special promotions, and issues like theft prevention and entry into new markets that could prompt changes in packaging. "It's a mistake to design for what's happening now and not for where you need to be tomorrow," Smith says.
THINK HOLISTICALLY
One last, important piece of advice is not so much about avoiding a pitfall as it is about changing the way you think about automation. Moris of Invata Intralogistics suggests treating a packaging line as a single, integrated entity, rather than as a collection of individual pieces of equipment. "[Automated packaging lines] are not just the sum of their individual components," he says. "They become an entire machine in themselves." By keeping that in mind, DCs can better maintain their packaging lines' productivity and reliability.
The Port of Oakland has been awarded $50 million from the U.S. Department of Transportation’s Maritime Administration (MARAD) to modernize wharves and terminal infrastructure at its Outer Harbor facility, the port said today.
Those upgrades would enable the Outer Harbor to accommodate Ultra Large Container Vessels (ULCVs), which are now a regular part of the shipping fleet calling on West Coast ports. Each of these ships has a handling capacity of up to 24,000 TEUs (20-foot containers) but are currently restricted at portions of Oakland’s Outer Harbor by aging wharves which were originally designed for smaller ships.
According to the port, those changes will let it handle newer, larger vessels, which are more efficient, cost effective, and environmentally cleaner to operate than older ships. Specific investments for the project will include: wharf strengthening, structural repairs, replacing container crane rails, adding support piles, strengthening support beams, and replacing electrical bus bar system to accommodate larger ship-to-shore cranes.
Commercial fleet operators are steadily increasing their use of GPS fleet tracking, in-cab video solutions, and predictive analytics, driven by rising costs, evolving regulations, and competitive pressures, according to an industry report from Verizon Connect.
Those conclusions come from the company’s fifth annual “Fleet Technology Trends Report,” conducted in partnership with Bobit Business Media, and based on responses from 543 fleet management professionals.
The study showed that for five consecutive years, at least four out of five respondents have reported using at least one form of fleet technology, said Atlanta-based Verizon Connect, which provides fleet and mobile workforce management software platforms, embedded OEM hardware, and a connected vehicle device called Hum by Verizon.
The most commonly used of those technologies is GPS fleet tracking, with 69% of fleets across industries reporting its use, the survey showed. Of those users, 72% find it extremely or very beneficial, citing improved efficiency (62%) and a reduction in harsh driving/speeding events (49%).
Respondents also reported a focus on safety, with 57% of respondents citing improved driver safety as a key benefit of GPS fleet tracking. And 68% of users said in-cab video solutions are extremely or very beneficial. Together, those technologies help reduce distracted driving incidents, improve coaching sessions, and help reduce accident and insurance costs, Verizon Connect said.
Looking at the future, fleet management software is evolving to meet emerging challenges, including sustainability and electrification, the company said. "The findings from this year's Fleet Technology Trends Report highlight a strong commitment across industries to embracing fleet technology, with GPS tracking and in-cab video solutions consistently delivering measurable results,” Peter Mitchell, General Manager, Verizon Connect, said in a release. “As fleets face rising costs and increased regulatory pressures, these technologies are proving to be indispensable in helping organizations optimize their operations, reduce expenses, and navigate the path toward a more sustainable future.”
Businesses engaged in international trade face three major supply chain hurdles as they head into 2025: the disruptions caused by Chinese New Year (CNY), the looming threat of potential tariffs on foreign-made products that could be imposed by the incoming Trump Administration, and the unresolved contract negotiations between the International Longshoremen’s Association (ILA) and the U.S. Maritime Alliance (USMX), according to an analysis from trucking and logistics provider Averitt.
Each of those factors could lead to significant shipping delays, production slowdowns, and increased costs, Averitt said.
First, Chinese New Year 2025 begins on January 29, prompting factories across China and other regions to shut down for weeks, typically causing production to halt and freight demand to skyrocket. The ripple effects can range from increased shipping costs to extended lead times, disrupting even the most well-planned operations. To prepare for that event, shippers should place orders early, build inventory buffers, secure freight space in advance, diversify shipping modes, and communicate with logistics providers, Averitt said.
Second, new or increased tariffs on foreign-made goods could drive up the cost of imports, disrupt established supply chains, and create uncertainty in the marketplace. In turn, shippers may face freight rate volatility and capacity constraints as businesses rush to stockpile inventory ahead of tariff deadlines. To navigate these challenges, shippers should prepare advance shipments and inventory stockpiling, diversity sourcing, negotiate supplier agreements, explore domestic production, and leverage financial strategies.
Third, unresolved contract negotiations between the ILA and the USMX will come to a head by January 15, when the current contract expires. Labor action or strikes could cause severe disruptions at East and Gulf Coast ports, triggering widespread delays and bottlenecks across the supply chain. To prepare for the worst, shippers should adopt a similar strategy to the other potential January threats: collaborate early, secure freight, diversify supply chains, and monitor policy changes.
According to Averitt, companies can cushion the impact of all three challenges by deploying a seamless, end-to-end solution covering the entire path from customs clearance to final-mile delivery. That strategy can help businesses to store inventory closer to their customers, mitigate delays, and reduce costs associated with supply chain disruptions. And combined with proactive communication and real-time visibility tools, the approach allows companies to maintain control and keep their supply chains resilient in the face of global uncertainties, Averitt said.
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.