Before you dig: 11 questions to ask before breaking ground on a new DC
With complex DC design and construction projects, small oversights can lead to big holdups and delays. Asking the right questions beforehand can help keep your project on track.
Susan Lacefield has been working for supply chain publications since 1999. Before joining DC VELOCITY, she was an associate editor for Supply Chain Management Review and wrote for Logistics Management magazine. She holds a master's degree in English.
Opening a new distribution center (DC) is a major event for any company, but—unless you're Amazon—it's typically not something that you do every month. So it's all too easy to overlook some issues or concerns that could affect the success of the facility (and your entire supply chain) for years to come.
One key to avoiding that trap is to ask the right questions. For example, at the start of the process, when you're considering general locations, these questions would be ones regarding the site's suitability from a distribution network perspective, such as how close you'll be to your customers and suppliers, how good the existing logistics infrastructure is, and how easy or hard it will be to find the right type of employees.
But what about when you have narrowed your search to a few specific sites within your target region? What information do you need to make sure you pick the best possible spot and end up with the best possible DC layout? After talking to a few experts, we have compiled some examples of the kinds of questions companies should ask themselves before breaking ground or signing the lease.
1.Are you sure you have executive buy-in? It may seem obvious that you need executive approval before embarking on a capital project like building a new DC. Yet time and time again, site selection projects are put on hold or delayed because project leaders did not get approval from high enough up the food chain, according to John Morris, who leads the industrial services group for the real estate firm Cushman & Wakefield. For example, Morris remembers one client that had to stop and make its pitch for a new DC three different times—first regionally, then to the company's headquarters in North America, and then again to the world headquarters in Europe. To make sure this doesn't happen to you, get the support and approval of someone at the C-level from the start.
2.Is everyone on the same page? When it comes to designing the building itself, you need not just an architect and a general contractor but also a team of specialists to plot out the work processes and determine the facility's layout. The facility design team should work closely with the operations, finance, and IT (information technology) or systems group to make sure it is accurately capturing the company's existing processes and business. It may also want to consult with your systems integrator and/or equipment suppliers to make sure it has up-to-date info on the equipment's specs and power requirements.
Similarly, it's critical that the design team work hand in hand with the architect, says Mike Kasperski, who leads consulting company enVista's design build team. Otherwise, you might end up having to settle for suboptimal processes or equipment simply because that's what will fit in the building. For example, the type of racking that you'd like to use might work better in a building that's designed with columns that are spaced 52.25 feet apart rather than 50 feet apart. Or the equipment that you're using may require concrete flooring of a certain thickness to ensure that it can support the machines' weight. These things can be changed relatively easily at the design phase but not after the concrete has been poured.
3.Do you have all the data you need? To determine the size and shape of the building, the design team will need access to a vast amount of data, such as annual sales, whether there are seasonal variations or spikes in demand, what your receipts are, and what types of product you have on hand and how much of it. (Some advice on the information that is needed can be found in an enVista white paper titled "Optimum Facility Design.")
4.What are the current processes in your distribution center? It's unlikely that your new facility will be an exact replica of an existing DC. However, it is still crucial to know exactly what processes are followed in the current facility and how product flows through it, says Kasperski. Otherwise, you risk leaving something critical out of the new design.
Furthermore, the information on the current processes should come directly from the employees on the warehouse floor, says Kasperski. Management, he says, is often unaware of exactly how the work is actually done. For example, employees on the floor may know that orders for a particular customer require a special process, but that information might never have been formally documented.
5.Do you expect your business to change in the next five to 10 years? We've all heard of newly constructed facilities that were out of date or at capacity the moment they opened. To lessen the likelihood of that happening to you, find out everything you can about your company's business plan for the next five to 10 years, advises Kasperski. Before you break ground on a new DC, you'll need to know what products you may be selling in the future that you're not selling now and whether they'll have different space or handling requirements. You also should know what markets you may be entering; what types of stores, channels, or businesses you will be serving; and where you expect growth to come from. For example, do you expect a greater percentage of your sales to come from e-commerce five years from now? How could the DC accommodate that? What space or equipment will you need to handle this growth?
6.Is your facility designed to be flexible? Even with all that documentation and planning, your business is bound to encounter unforeseen challenges and opportunities. Will your new facility be flexible enough to meet them? For example, Kasperski recommends making sure that your facility is designed with some free operating space. "If you fill up your DC with a whole bunch of material handling equipment," he says, "then there's no space for special projects or seasonal spikes or promotions that you may have."
Similarly, think carefully before committing to a highly automated DC, he says. While the automated equipment may save you labor costs, it may make it harder to adapt to business changes such as new products or an increase in e-commerce sales.
7.Can your existing IT system handle the new facility design? As you design your facility, it's important to know what your systems—whether they're warehouse management systems (WMS), enterprise resource planning systems, or order management systems—can and cannot do, Kasperski says.
"If you are not planning on spending a couple million on a new WMS, you'd better understand the capabilities of the current one," he warns. "Because you can design the most beautiful left-handed flapjack turner ever, but if your WMS doesn't support it, it doesn't do you any good."
8.What risks is the site vulnerable to? If companies were not already concerned about their facilities' risk of flooding, hurricanes Harvey and Irma certainly put the issue top of mind. Similarly, companies should know about the risk of earthquakes, fire, high winds, and other natural and human-caused disasters in the area.
"It's not so much that these factors get overlooked, as companies try to cut it too close," warns Carl Solly, vice president and chief engineer of the insurance company FM Global. "Sometimes, companies see that they are six inches in elevation outside of the 100-year flood zone and declare victory. But flood zones are an approximation, and flooding can get much more severe."
For this reason, FM Global currently recommends to its clients that any new facility be at least a foot outside of the 500-year flood zone.
If it's not possible to locate your facility outside of a risk area, consider what alterations can be made to the site or building to minimize the risk. In areas at high risk of flooding, for example, companies could bring in fill to raise the building up two or three feet, use flood barriers or gates, or even just make sure that product is not stored on the floor.
9.What kind of infrastructure and resources does the community have in place? Local infrastructure and resources can make a big difference in how quickly a DC rebounds from a disaster or event, Solly says. For example, what are the roads into and out of the facility like? Are they prone to flooding? What is the local fire department like; could it handle a high-challenge fire? How would firefighters access the site? If you're outside the flood zone, are you protected by a levy? If so, is that levy adequately maintained?
According to Solly, it is good practice to consult with your insurance company on possible risks and hazards once you have narrowed down your search to two to three sites.
In addition to evaluating the quality of local infrastructure and resources, companies need to find out what ordinances or regulations may apply to their new DC. For example, is there a height restriction due to a nearby airport or other local ordinances? Are there limitations on road access? What are the fire regulations in the community?
10.Who are the people in your neighborhood? Companies need to look not only at what is on the land they plan to acquire or rent, but also at what is happening on adjacent properties, says Solly. For example, are you next to a chemical plant that could release hazardous materials? Does your neighbor store highly combustible materials—such as big stacks of empty pallets—in its yard?
"There is likely no way to clearly understand the neighbors' risk or risk management plan, but it makes good sense to consider the potential based on publicly available information and make an informed choice," Solly says.
11.Have you given yourself enough time? According to Morris of Cushman & Wakefield, this is one of the most important questions companies should ask themselves before they start the site selection process. "[Not giving yourself enough time] is one of the most common mistakes, and it is certainly the most impactful," he says.
For a typical warehouse or distribution facility, Morris recommends giving yourself three months after you've selected the building site to properly vet the location and property before you sign the certificate of occupancy or the initial lease. For more complicated facilities that involve manufacturing, that timeframe can extend to as much as two years.
Many of the other problems that crop up can be resolved as long as you've allowed enough time in the schedule. If you start the process and then discover you don't have all the information you need to design a facility, you can stop and conduct a more thorough analysis ... as long as you have enough time. Likewise, if you find that you haven't gotten buy-in from all the appropriate parties, you can stop and "resell" the project ... but again, only if you have enough time. A much more difficult obstacle is adding more time to a project timeline, Morris says.
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."