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.
Every carpenter knows that the work isn't done until the finishing touches have been added. For 25,000 carpenters and cabinetmakers throughout Europe, that often includes adding edgings along with knobs, handles, hooks, and other hardware from Rudolph Ostermann GmbH.
What are edgings? They're the finishing strips that go on the end of a cabinet or countertop. Once a carpenter cuts a piece of material to size, there remains a rough unfinished edge. An edging piece is then glued on to provide a professional finish. Ostermann is the largest supplier of edgings in Europe, and edging accounts for 70 percent of its annual sales.
Ostermann distributes these products from a facility located in Bocholt, in the northern Rhine region of Germany near the border with the Netherlands. The 11,000-square-meter (118,403-square-foot) facility handles around 3,000 orders daily, consisting of about 5,000 order lines. The distribution center also ships to carpenters, furniture stores, and office supply stores throughout Europe and to select customers in other countries, including the United States. Orders received by 4 p.m. ship the same day, with next-day delivery throughout Germany and nearby nations.
In order to keep up with demand and improve its product handling, the family-owned company erected a high-bay building outfitted with an automated storage and retrieval system (AS/RS) in 2012. The facility was designed by SSI Schaefer, which also served as the systems integrator. The project included the material flow design, construction of a rack-supported high-bay building, the installation of the automated storage system and connecting conveyors, and seamless integration with the warehouse management system. The automated system now helps Ostermann organize its stock and keep pace with growth.
"We considered just building a warehouse with racks in it, but we realized that it would be slow to process orders," says Christof Wauters, logistics and material manager for Ostermann. "A manual warehouse would have reduced the performance of the picker. That is why we chose automation. The system also takes up less space in the building and reduces errors," he says.
The AS/RS is used to house products that replenish picking areas. Hardware and other decorative products are stored in the automated system, along with 1,500 different edging products (the edgings come in wood tones and just about every color of the rainbow, as well as in a variety of widths). The variety results in more than 7,000 different SKUs (stock-keeping units).
Suppliers deliver the edgings in large rolls that lie flat on pallets. These pallets are placed onto conveyors that feed the AS/RS. The system offers 10,000 storage locations for pallets arrayed along its two aisles, both of which are 120 meters (394 feet) long. Each aisle has a crane to pick up pallets for storage and retrieve them when needed for replenishment. The rack measures 24 meters (78 feet) high, and the system provides some 45,000 cubic meters (more than 1.5 million cubic feet) of automated storage space.
At the time the automated system was installed, Ostermann was already using an SAP warehouse management system to direct distribution operations. Once the high-bay warehouse was built, the company added the SAP Task and Resource Management application to control the automated functions. Ostermann reports that the integration of the two SAP systems was seamless, with no additional IT changes needed. The SAP software now manages the entire automated processes, including the placement of pallets into storage positions.
CUTTING EDGE
Today, about 75 percent of the facility's total products pass through the high-bay AS/RS. The process starts at the building's docks, where pallets of inbound materials are offloaded from trucks. After the pallets are labeled, they're placed onto conveyors by lift trucks. The conveyors automatically carry the pallets to the AS/RS.
Throughout the day, the AS/RS replenishes static racks that hold products for picking. The management software directs the cranes to retrieve pallets and deposit them onto conveyors. Lift trucks gather the pallets from the conveyors and transport them to the static racks. The racking is five to nine levels high, depending on whether the section is pallet racking or rack shelving. There are a total of 12,000 storage positions in the static area.
Associates use paper lists to pick products from the racks using order picker trucks. From five to 10 orders are batch picked at a time onto a pallet and then separated into individual orders later. The SAP software determines the optimal pick path to minimize travel and labor for the order pickers.
Because many customers don't want to buy a full roll of edging, Ostermann will cut pieces to size for specific orders. If this service is needed, the rolls are picked and taken by lift truck to cutting stations, where the amount required for an order is measured from the roll, cut, and placed onto shipping pallets using a robotic palletizer and an automatic stretch-wrapping machine. Most orders ship by parcel carrier.
Another section of the building is outfitted with powered cantilever racks. Longer strips of products measuring up to six meters (about 20 feet) are placed onto the racks for storage and direct picking. Motors and wheels on the rack sections allow them to glide tightly together to provide dense storage or roll apart to create an access aisle.
SOLD ON AUTOMATION
As for how the new system is working out, since moving to the SSI Schaefer automated system, Ostermann has been able to handle increased volumes in a smaller footprint. It has also optimized its processes, which has led to better labor utilization and improved real-time inventory tracking.
"If we had not added the high-bay automated system, we also would have had to hire more personnel. Plus we gained accuracy," notes Wauters. "It was our first automated system, and now we are looking at installing a goods-to-person system for picking."
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."