For pharmaceutical DC, a healthy dose of automation
To assure that the right medications get to patients right away, Toho Pharmaceutical built a distribution center that is so highly automated most of the products processed there are never touched by human hands.
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.
Some products require a higher level of distribution prowess than others. Take pharmaceuticals, for example. Total accuracy is crucial; even the slightest mistake—shipping the wrong dosage of a medication to a customer, for instance—could prove life threatening. And because a patient's health may depend on getting the proper medications in a timely manner, quick order fulfillment and delivery are equally critical.
With so much at stake, many pharmaceutical wholesalers are turning to automation to assure the accuracy and speed upon which their customers depend. One such company is Toho Holdings Co. Ltd., a leading player in Japan's pharmaceutical industry. In its quest for perfection, Tokyo-based Toho has taken DC automation to a whole new level, building a highly automated facility that features unique combinations of equipment and technology and requires little human involvement.
MINIMIZING MANUAL HANDLING
Toho's pharmaceutical wholesaling subsidiary, Toho Pharmaceutical Co. Ltd., operates six distribution centers for handling prescription drugs and another two facilities for over-the-counter medications. Its more than 106,000 customers throughout Japan include pharmacies, hospitals, and clinics.
At Toho Pharmaceutical, three miles of conveyors tie the automated systems together. Conveyors are painted in different colors to help identify the functions of each within a very complex system. Here, empty totes are transported on yellow conveyors.
In December 2013, Toho opened TBC Saitama, a highly automated logistics center in the city of Kuki in Saitama Prefecture, to distribute prescription drugs to customers in East Central Japan. The automation is so extensive that the 130 warehouse workers employed at the facility never touch about 70 percent of the products processed there. This is due in large part to several automated storage and retrieval systems (AS/RS) and a small army of robotic pickers. Tying all of the automated systems together are five kilometers (three miles) of conveyors. The conveyors themselves are painted different colors to help identify the functions of each conveyor line within a very complex system. For example, purple conveyors transport inbound totes. Green conveyors carry totes with picked items to the shipping area, while empty totes are transported on yellow conveyors.
Overall, automation has reduced the number of manual processes in the building to five, compared with 12 manual operations in the company's other logistics centers. At the same time, the design of the new facility enables the accuracy and speed of processing required for medications. The typical order leadtime is half a day, and any orders received by 8 p.m. ship out the next morning.
The main goal of TBC Saitama was to reduce errors to less than one per 10 million items processed. "The reason for so much automation is accuracy," explains Mitsuo Morikubo, executive managing director. "Errors here may directly link to incorrect medicines given to patients at customer sites. We need to assure accuracy as much as possible."
One reason Toho implemented such extensive automation was the difficulty of obtaining workers to perform tedious tasks.
Another reason Toho chose to implement such an extensive automated system is the difficulty of obtaining enough workers. Japan's available work force is declining; moreover, it's not easy to find suitable employees to perform tedious tasks like filling small, complex orders. The automation allows Toho to swiftly and accurately process orders while greatly reducing the distributor's reliance on labor. It also helps the company trim costs and improve profitability, Morikubo adds.
It wasn't easy to find a supplier that could meet all of Toho's requirements. The pharmaceutical distributor chose Japan's Daifuku Co. Ltd. to provide the design and most of the material handling systems in TBC Saitama. "When we looked at the automation we wanted for this center, we felt that Daifuku was the only company that could handle it," says Morikubo.
SMALL SPACE, HIGH THROUGHPUT
Software is crucial for operating a highly automated facility. Daifuku also supplied robots, AS/RSs, and the customized warehouse control system (WCS) that integrates optimally with the facility's NEC warehouse management system (WMS).
The software systems accurately manage a large number of orders each day. Because many of Toho's customers have limited storage space, they order products only when they need them. As a result, most of the 23,000 customers served from TBC Saitama receive shipments daily, with many receiving more than one each day.
The software also ensures that most products are processed on a first-in/first-out basis, meaning that the first medicines received into the building are the first to ship, so customers receive fresh product well before expiration dates. Product lots are also tracked by the WMS. Together, the software systems provide full track-and-trace capability for every product as it passes through the building. That information is then sent along with the product as it travels through the supply chain. Morikubo says that in Japan, only blood products and other biological products are currently required by law to have full traceability, but the company anticipates that other pharmaceutical products will soon be subject to similar legislation. "We are looking ahead to prepare for laws for greater trace requirements," he says.
The combination of automation and sophisticated software enables TBC Saitama to process 90,000 order lines daily in just under 34,000 square meters (approximately 365,200 square feet) of space. Considering the amount of picking and packing required for pharmaceuticals, you would expect to see a much larger facility. But the high degree of automation allows for a smaller DC than might otherwise be required. The facility was also constructed with three stories, which reduces the overall building footprint in a country where land is expensive.
TBC Saitama handles 28,000 different stock-keeping units (SKUs). Products come to the facility from a wide variety of manufacturers, and most are delivered on plastic pooled pallets or on wheeled trolleys. About 15 percent of the 15,000 cartons received daily do not have a bar code, so Toho installed an optical character-recognition system that automatically takes a picture of each uncoded carton, and then reads the manufacturer's original label or carton markings, including product lot and expiration date. The recognition system can process 1,000 cases an hour.
Some inbound pallets of higher-demand products are conveyed to an automated storage and retrieval system that dynamically stores pallets in 2,310 positions. The system has five aisles, with a crane operating in each aisle. Each aisle is 33 pallet-storage positions long and seven positions high. The pallets stored in this AS/RS also help to restock a miniload unit that stores cartons and totes. The cartons are depalletized by two robots.
The miniload has 18 aisles, with a crane operating in each and a capacity of 53,136 storage locations. The cranes can move 2,700 cases an hour. The cases are automatically measured using lasers and are also weighed before entering. Knowing the correct dimensions allows the system to store large, medium, and small cases side by side within one location in the miniload, thereby better utilizing space. Dimensioning information is captured for all new products and is used by the robotic picking stations downstream.
Some of the lower-demand products arrive with more than one SKU in the carton. These must be repacked manually into totes, scanned, and conveyed to the fixed rack. Products also have to be repacked into totes for the robotic picking stations positioned downstream. However, the robots are able to pick directly from certain suppliers' cartons after the carton's top has been cut off. (A second miniload system handles cases that will ship as full cases, but design flexibility also allows these cases to feed the robotic picking stations as needed.)
To fill orders, the totes and cartons are removed from the second miniload and taken to automated stations, where 16 robots perform picking and sorting at the same time. Each robot is equipped with three cameras that "see" the products as they lie in their source tote or carton. Software then determines the best way for the robot to reach into the container to gather one product at a time using an end effector with air suction and eight "fingers." The 16 robots are collectively capable of picking 10,000 individual items per hour.
Order totes are positioned at the end points of feed belts, where items slide down a flexible plastic sheet and gently drop inside.
As the containers move beneath them, the robots pick the required number of items. The robot then places the picked items onto one of three subconveyor belts that flow past it. The items are merged and directed to a particular customer order on two main conveyors. Items are then sorted onto four conveyor belts. Those four lines feed staged order totes positioned at the end points of the belts, where the items slide down a flexible plastic sheet and gently drop inside. The software coordinates the picking sequence so that heavier items are deposited into the order totes first and lighter products are added on top. The tote is then weighed to verify that the weight of the accumulated items matches the expected total weight.
Morikubo says the design for both picking and sorting with the robots was "very impressive," but notes that there were some concerns. "We knew it would be a challenge, as it was the first time that Daifuku had integrated robotic picking of this sort into a system," he says.
That challenge clearly has been overcome. Originally, Daifuku designed the robotic systems to handle about 50 percent of the facility's total throughput. However, Toho Pharmaceutical improved its operations and systems, and now 64.5 percent of its output volume passes through these stations. Morikubo says this 14.5 percent improvement in productivity has saved even more labor than initially planned.
GETTING ORDERS READY TO SHIP
While the automated system is able to handle the majority of the DC's storage and picking activities, some items either cannot pass through the automated equipment due to size or fragility or are picked too infrequently to justify their occupying such valuable space. These products are placed into static shelving that can hold 24,000 SKUs for manual picking. They include many of the original suppliers' cartons containing multiple SKUs.
The manual picking stations are located on the building's third floor. Radio-frequency units direct workers here to batch-pick items for several orders at a time into totes. The associate then takes the batch tote to one of 20 sort stations, where 10 order totes are staged to receive the products. The picker removes the first item from the tote and scans it. This causes a door above a staged tote to swing open to indicate that this is the tote where the item should be placed. The process continues in the same manner, with the worker scanning items and doors opening above the proper order tote until all items in the batch tote are sorted.
Finished order totes from this manual area are conveyed to a holding buffer, where they marry up with totes from the automated picking areas. Once gathered, the totes for each customer go to a consolidation station, where a worker removes the items from the order totes, scans them to reconfirm order accuracy, and then consolidates the products into a separate plastic tote for shipment to the customer. Containers destined for customers without inspection systems are closed and sealed with a special security tape with a chemical base that will display a message if the tape is peeled off or tampered with.
The completed shipping totes are next conveyed to a sequencing AS/RS on the first floor. This system has two aisles, with the capacity to hold 1,280 totes until they are ready to ship. At that time, they are released from the buffer in the proper sequence to match the delivery routes of shipment centers downstream, passing through a robotic system that automatically places the totes onto wheeled trolleys. SKUs picked as full cases that can ship in their original cartons are loaded onto separate trolleys. The trolleys are then wheeled onto trucks in the sequence determined by load planning software. Some trucks will head directly to customers, while others first go to a logistics consolidation center to be broken down by delivery route.
MORE PRODUCTIVE WITH LESS LABOR
The automation design at Toho Holdings has met its goals. The machines, along with the 130 associates working alongside them, are able to process 200,000 pieces a day with near-perfect accuracy. That amounts to about 30 billion Japanese yen worth of product monthly, or about $300 million at current exchange rates.
The automation has also markedly increased productivity. TBC Saitama is 77 percent more productive than the company's other logistics facilities, while using only half the amount of labor, according to Toho's executives.
But, of course, the main reason for the automation always comes back to the quality of processing. "We want to make sure that products going to patients are always accurate. That is why we pursued automation. We always want to improve our quality," says Morikubo.
The design has been so successful that it will be replicated for other DCs Toho will build in the future. A new facility in Hiroshima is slated to open next year using most of the same designs, with tweaks to improve upon TBC Saitama's capabilities. In the next distribution facility, Morikubo says, Toho is aiming to automate about 90 percent of its handling.
—Senior Editor Toby Gooley contributed to this article.
A version of this article appears in our August 2016 print edition under the title "A healthy dose of automation."
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."