REI's newest distribution center is a model of sustainability
It's known for selling gear and apparel for the great outdoors, but when it went to build its latest DC, REI turned its focus inward, creating a facility that is both ecofriendly and worker-friendly.
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.
Given its stated commitment to environmental stewardship and green practices, it's probably no surprise that in designing its new DC, retail co-op Recreational Equipment Inc. went all out where sustainable design is concerned. Rather than just doing the easy stuff—say, throwing in some extra insulation and adding a bike rack—the co-op, better known as REI, designed an ecofriendly showplace that incorporates solar panels, recycling systems, and water conservation features both inside and outside the building.
The new facility, which opened in July, is located in the Phoenix suburb of Goodyear, Ariz., and complements REI's existing DCs in Sumner, Wash., and Bedford, Pa. It was designed using the U.S. Green Building Council's LEED (Leadership in Energy and Environmental Design) standards. REI hopes the project will earn a LEED Platinum certification, which is the top rating and one that's difficult for a distribution facility to achieve. At the very least, it believes the project will receive the next-highest rating, LEED Gold+.
To understand why REI approached the project the way it did, it helps to know a little about REI itself. Founded in 1938 by a group of 23 mountain climbing buddies, REI is a national outdoor retail co-op whose mission is to inspire, educate, and outfit members for a lifetime of outdoor adventures and stewardship. The co-op, which boasts 6 million members, operates 148 retail stores across the country and runs a healthy online business selling gear for hiking, climbing, cycling, snow sports, and the like. It is also heavily involved with organizations that promote environmental stewardship.
"Sustainable operations are part of REI's ethos," says Rick Bingle, the co-op's supply chain vice president. In order to stay true to the co-op's values, REI made choices aimed at limiting the DC's demands on natural resources, he adds. "The Goodyear facility was envisioned from day one to be sustainable."
To design the facility and the various energy-efficient systems it houses, REI sought input from both employee teams and outside experts. Bingle characterizes the endeavor as a truly collaborative process that didn't have the usual "handoff" from architect to building contractor. "Having everyone at the table allowed us to [achieve] a net-zero [energy] facility. It was very interactive," he says.
FUELED WITH SUNSHINE
One of the project's goals was to reduce the building's energy consumption. After all, energy is among the greatest expenses in a distribution center—particularly in Arizona, where it can cost a fortune to cool a large building. To power the 400,000-square-foot facility sustainably, REI installed 280,000 square feet of solar panels on its roof. As Bingle puts it, "We designed the building so that everything below the roof is powered by everything above."
The system is rated to produce 2.2 megawatts of electricity when the sun is shining—roughly the amount required to power 390 homes in Phoenix—though it actually produces slightly more. The solar panels have a return on investment of five years, but REI expects them to last 25 years, which would translate to about 20 years of free electricity at the facility.
The solar array on the roof of REI's Goodyear, Ariz., DC produces more electricity than it consumes in a year. The design teams had calculated that four megawatts would be needed to power the building. When it became clear the solar panels wouldn't be able to generate that much electricity, the teams worked to get consumption below 2.2 megawatts.
REI's solar array produces more than it consumes in a year, making the building a "net-zero" energy facility. It uses the public electric grid as a "continuous battery" by sending power to the grid during the day and pulling it back at night. The city of Goodyear's power station is located adjacent to the facility—just a short cable connection away—which should help maximize facility uptime. Eventually, REI would like to store power onsite using banks of batteries.
The design teams originally calculated that four megawatts would be needed to power the building. But when it became clear that the solar panels wouldn't be able to generate that much electricity, the teams worked to reduce consumption wherever possible to get below the 2.2-megawatt threshold. "Everything done inside the building was designed to reduce electricity usage and heat creation," Bingle notes.
For example, a traditional facility of this size in a desert climate would need about 100 rooftop air conditioning units. On top of that, it would require a great deal of water—a valuable commodity in this region—to cool the units. REI's facility, by contrast, uses only four units cooled with a closed-water evaporative system. Not only does this minimize the amount of electricity required, but the closed system also saves over 1 million gallons of water each year versus comparable systems.
Further air conditioning savings were obtained by stirring the air within the building to reduce the temperature differential between floor and ceiling to just a few degrees. Plus, large fans were installed to exhaust the warmest air away from the ceiling and out of the building. "The air conditioning design makes it a lot more comfortable for our workers," says Bill Best, divisional vice president, supply chain operations.
The office area of the building was also engineered to create what the company calls "micro climates." Many of the offices are equipped with climate-controlled chairs, known as Hyperchairs, that incorporate individual fans and heating elements that allow workers to adjust their temperatures without affecting the rest of the office space. The chairs' temperature can be adjusted on control pads built into the chairs, or via Bluetooth and a smartphone app.
ECO-FRIENDLY MATERIAL HANDLING
Using robotic equipment cuts down on the need for restrooms and other energy-consuming systems. The conveyors' motor-driven rollers shut off when there's nothing to convey.
As for the facility's handling systems, REI worked with its material handling systems integrator, W&H Systems (now DMW&H), and material handling equipment supplier Knapp to install productive, energy-sipping equipment. This included 24-volt conveyors with motor-driven rollers that shut off when no items are present to convey. Knapp supplied an efficient "pocket sorter" and an OSR Shuttle system. The pocket sorter stores products in bags that are sorted and delivered to workstations for processing.
The OSR Shuttle system provides REI with what the co-op calls "one-touch production" because it requires little interaction with the product other than loading it onto the conveyor and at goods-to-person workstations. This automated storage and picking system uses individually powered shuttles to store and retrieve totes of products. Shuttles and conveyors then work together to deliver products to automated picking stations.
Pocket sorters deliver products in bags. Since the sorters, unlike people, don't need lighting to do their work, they help REI save electricity. Motion sensors turn the lights on when needed.
The goods-to-person stations are staffed by a small number of associates who can complete 4,000 unit picks per hour, compared with about 500 units per hour in a manual environment. Holding down the headcount in the fulfillment operation has translated to less demand on the cooling system, restrooms, and other building systems. On top of that, the shuttle machines, unlike human workers, do not need lighting to carry out their work in the racks.
The LED lights that illuminate other parts of the building operate on occupancy motion sensors, so they shut off when no workers are present. In addition, skylights were strategically positioned over the main travel paths and over mezzanines to allow natural sunshine to brighten the work areas.
To further reduce its environmental impact, REI's Goodyear facility operates an extensive recycling program. There are individual streams for recycling plastic, paper, wood, and cardboard, Bingle says. In addition, paper plates and food products from the cafeteria are composted. Overall, some 97 percent of all materials are recycled, meaning that less than 3 percent of materials and waste is sent to landfills.
THIS IS A DESERT, AFTER ALL
In a desert environment like Goodyear's, water may be the most precious resource. So it's no surprise that REI's new facility was built with an emphasis on water conservation. Besides choosing an air conditioning system that minimizes water consumption, REI took a number of other steps to conserve water wherever possible throughout the building. For instance, restrooms feature no-water urinals and low-flush toilets.
That thinking even carried through to the building's landscaping. Working in conjunction with the Phoenix Botanical Garden and other environmental groups, REI designed an outdoor space that's unusual for a logistics facility. It includes a walking trail that features native desert vegetation with the kinds of signage typically found in a botanical garden. The signs describe the plants, why they were chosen for the garden, and how they help the co-op meet its sustainability objectives.
"You will never see this at another warehouse. We made a choice to build a botanical garden for our employees and the community. It allows them to enjoy the outdoors," Bingle says.
REI chose vegetation that is drought-tolerant and requires little watering. An underground drip irrigation system provides what little water is needed. Underground irrigation is considered far more efficient than aboveground sprinkling systems, where water would quickly evaporate under the hot Southwestern sun.
Employees are encouraged to use the walking trail and to eat in the garden when weather permits. In addition, the facility's cafeteria has large glass garage doors that look out onto the garden. On pleasant days, the doors are rolled up to turn the inside and outside areas into one large seating facility.
REI believes part of its corporate mission is to educate others on sustainable practices. It shares insights with other distribution operations on how a facility can be made both highly productive and environmentally friendly. For Bingle and his team, creating a sustainable distribution process and sharing it with others is just a natural extension of the cooperative's mission in providing quality outdoor products. "Our approach is, we want to bring people into the learning experience of what we have created in this sustainable building," he says.
A version of this article appears in our September 2016 print edition under the title "The great indoors."
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."