Wine and spirits distributor RNDC found the answer to its space crunch—and throughput woes—in an innovative new DC that features mezzanines and state-of-the-art conveyors.
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.
Not so long ago, wine and spirits distributor Republic National Distributing Co. (RNDC) found itself facing the classic growth challenge&8212;at least where its distribution operations were concerned. RNDC, which is the second-largest distributor of wine and spirits in the U.S., had seen sales explode in one of its key markets: Virginia.
That kind of exponential growth is great for the bottom line, but it can create problems elsewhere in the organization. In this case, it was the company's DC in Sandston, Va., that was feeling the strain. Basically, RNDC had outgrown the facility, and building out was not an option. The Sandston building had already been expanded in 2001, says Stefan Kirshenbaum, RNDC's vice president of operations systems and services, and the lot didn't allow for further expansion.
Filling orders on time was also becoming a challenge. Space limitations prevented the operation from deploying the kind of technology that would allow it to achieve the productivity and accuracy levels it wanted. And the building's size limited the amount of merchandise that could be pushed through it in a day. "We just grew out of it, plain and simple. We needed to move forward to a new distribution space," Kirshenbaum says.
After conducting a site search, the company found a suitable spot some 30 miles north of Sandston in Ashland, Va. The new location offered 23 acres to grow in as well as proximity to Interstate 95. The move would also put it a bit closer to the growth markets in Northern Virginia.
Opened in February, the new facility has a footprint of 280,000 square feet but offers 315,000 square feet of processing space when you include the mezzanines. The site provides ample room for expansion, with enough space to enlarge the facility to well over half a million square feet if needed.
The facility's material handling system was designed by W&H Systems, which also integrated the equipment. The new setup includes new automated equipment to speed up processing, including a voice-directed picking system and conveyors and sorters that gently handle cases of bottles. A camera system also assures shipping accuracy, and smart software keeps it all flowing with the smoothness of fine Kentucky bourbon.
RAISING THE BAR
For many of the products arriving at the new Ashland facility, the first stop is the reserve area, which contains both floor and rack storage and some high-density pushback racking. As the name implies, the pushback racks are designed so that when a lift truck operator loads a new pallet into the front of the rack, the previously loaded pallets are pushed backward along a rail. The facility's pushback racks range from two to four pallets deep, allowing the company to make optimal use of storage space. When a pallet is removed, the remaining pallets behind gently slide forward to make it easy to retrieve subsequent pallets. Advance Storage Products provided the pushback racks along with flow racks and other static storage units in the building.
Reserve items are used to replenish three modules&8212;two that are used for full-case picking and one for individual bottle selection. The Jennifer voice system from Lucas directs all of the picking activity. The Shiraz warehouse control system (WCS) supplied by W&H Systems determines picking waves, working in conjunction with Manhattan Associates' warehouse management software. The waves are based on multiple tiers of algorithms that consider product and delivery route. Picking for six trucks can be performed at the same time within the wave. Orders for each truck are picked in reverse delivery sequence so that the order for the first stop is loaded onto the truck last.
Pallet flow racks hold full cases of fast-moving items, while slower-moving cases are presented to workers in case flow rack locations. In both instances, workers select the cases onto a belt that runs through the middle of the two case picking modules, following directions transmitted by the Jennifer voice system. Each worker is also supplied with a stack of customer labels that are printed to match the picking sequence that the Jennifer system provides to him or her. Combining voice with the labels is much faster than simply using pick-by-label selection, since the worker does not have to stop to read locations off of the labels. Instead, the associate can be moving as he or she is listening to the voice prompts, saving valuable seconds with each pick.
Once a worker arrives at the appropriate section, he or she recites a check digit to confirm the location and then removes the number of cases required, placing a customer label onto each before depositing it onto the takeaway conveyor belt. The voice system then directs the picker to the next location.
Meanwhile, the conveyor transports the selected cases through a five-sided scan tunnel that matches the customer label and the product UPC label to assure that the right product has been selected.
BOTTLES UP!
The bottle pick area is specifically designed for fast throughput. A setup that combines flow racks, the voice system, and other material handling equipment allows for an average of 600 bottles to be picked per person per hour, which is one of the highest picking rates in the wine and spirits industry.
Two conveyor lines run through the bottle pick module. An "express line" is used for faster-moving products, which are selected only from the bottom level of the two-level module. This constitutes about 85 percent of the individual bottle picks made here. The DC uses the pick-and-pass order selection method in the bottle pick area, with workers selecting bottles within their zones from deep-flow racks and then passing the order carton along to the next worker for additional selections.
A carton erector builds a box to begin the process. The voice system then takes over to direct picking. First, a worker reads a carton ID into the voice system to match the carton to the products it will contain. The voice system then tells the worker the quantity of bottles to select from each location. Again, a check digit is used to confirm the right items were picked. Completed cartons are conveyed to a quality assurance area, where randomly selected cartons are checked against actual orders.
The remaining 15 percent of bottle picks consist of both fast- and slower-moving items. These are picked onto a conveyor belt known as the "local line." Pick-and-pass is also employed here, with the carton passed through the various pick zones and bottles added to it. In some cases, the cartons require additional items from the second level, where most of the DC's medium-movers are stored on flow racks. In such cases, the cartons are placed on an AmbaFlex spiral conveyor, which whisks them to the next level.
The facility's 4,000 slow-moving stock-keeping units (SKUs) are stored in static shelving. Two cases per SKU are housed in each slot on the shelves. When needed, bottles from the shelving are batch picked onto rolling carts that can hold from 100 to 120 bottles in numbered locations. The voice system directs picking from the racks and also tells the worker where on the cart to place the bottle.
Once the batch has been picked, the voice system instructs the worker to push the cart to a station near the quality assurance area on the second level. The voice system then directs bottles to be removed and combined as needed with items selected for each customer order.
After undergoing quality checks, the orders are conveyed to an Intelligrated sliding shoe sorter designed for the gentle handling of cartons filled with glass bottles. The sorter carefully diverts the cartons to six dock positions. To assure that the right carton is loaded onto the right truck, the company installed a camera capture system from Blue Violet Networks at the docks. Tied to the warehouse control system, the system uses cameras to capture three distinct views of each carton. To resolve discrepancies, an operator can dial in a carton number and see exactly which truck the carton was loaded into.
THE RIGHT TONIC
Ashland is one of four new distribution centers that RNDC is building within a 12-month period. Several existing facilities are also undergoing renovations. Many of these will incorporate similar designs, with the goal of duplicating the impressive gains that the Ashland facility has recorded in just half a year of operation.
Ashland can process some 3,200 cases per hour, which is double the rate achieved in the previous facility. Plus, orders are shipping on time, which has virtually eliminated overtime, and accuracy is at an all-time high. And there is room to grow, as the material handling systems can handle up to 3,600 cases per hour at peak. "We did not expect to be hitting the throughput numbers this quickly," notes Kirshenbaum. "It has produced a lot of smiles from top to bottom. I truly believe we hit a home run here."
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."