Predictive maintenance takes hold in today's increasingly connected distribution center, where sensors, software, and the Internet converge to improve system visibility and reduce downtime.
Victoria Kickham started her career as a newspaper reporter in the Boston area before moving into B2B journalism. She has covered manufacturing, distribution and supply chain issues for a variety of publications in the industrial and electronics sectors, and now writes about everything from forklift batteries to omnichannel business trends for DC Velocity.
Conveyor systems have long been embedded with sensors and connected to remote monitoring systems for maintenance and troubleshooting, but advancing technology is quickly taking things to the next level. Sophisticated sensing technology and Internet-enabled connectivity are delivering more detailed information to the DC floor, allowing organizations to move beyond routine preventive maintenance schedules and into the realm of predictive maintenance, where downtime is minimized, equipment availability is maximized, and productivity can reach new heights.
Conveyor equipment manufacturers and systems integrators are making this possible with solutions that emulate the "smart factory" movement, also known as Industry 4.0, in which automation, data exchange, and other technologies merge to create leaner, more productive manufacturing environments. In the DC, conveyor system solutions that incorporate the same technologies can provide greater visibility into mechanics and equipment usage, helping organizations avoid equipment failure and allowing them to take a more proactive approach to managing their conveyor systems.
"The enhanced ability to take action based on real-time information is what has transformed the performance of conveyor systems and automated material handling systems," says Ken Ruehrdanz, distribution systems market manager for systems integrator Dematic. "More sophisticated sensing technology, enhanced computing power, and the reduced cost of data gathering and storage allow systems integrators to track, identify, monitor, analyze, and optimize the performance of convey and sort systems."
And that translates to better all-around performance in the DC, adds Diane Blair, senior manager, international services and technical communications, for material handling solutions provider Honeywell Intelligrated. Blair emphasizes the pressure on today's DCs to work smarter and faster than ever before—while avoiding the lost revenue and the blow to customer satisfaction that comes from unplanned downtime.
"Everybody needs uptime, and they are trying to get as much availability out of the equipment they have—especially today," she says. "You never want a surprise when you're trying to ship a million boxes."
REAL-TIME CONNECTIVITY
The Industrial Internet of Things (IIoT) is driving much of the change occurring in conveyor system maintenance, particularly when it comes to monitoring the condition of equipment in the DC. Ruehrdanz points to advances in warehouse execution systems (WES)—software designed to control movement of products in a facility—as a case in point.
"In the era of the [IIoT], the WES can move from not only managing the operation [to] also optimizing conveyor system operation, repairs, and maintenance," he explains, pointing to Internet connectivity as the conduit for supplying more extensive, real-time data about the state of the conveyor system, down to the component level. "The maintenance management module of the WES software continuously assesses every portion of the conveyor network and then submits alerts when a threshold has been reached or a module is underperforming."
Those alerts allow technicians to schedule routine preventive maintenance—including automatic ordering of spare parts, in some cases. Analytics software records operational data, reporting trends and predicting future performance.
"Predictive analytics capabilities will continue to expand as IIot allows us to know what will happen, when it will happen, and what we can do about it," Ruehrdanz says. "This will allow warehouse and production operations to maximize operational excellence and strengthen the case for automation."
Similarly, predictive analytics are at the heart of Honeywell Intelligrated's Connected Distribution Center, a system that combines machine-level sensors, smart controllers, and connected devices for gathering data and delivering information on equipment health and facility performance in real time. Blair says the system allows unprecedented visibility into potential problems.
"It provides us with asset-level data that helps the customer set operations and performance limits," she explains. "We will see things we wouldn't normally see, such as a motor on a line way back in a system that makes a noise or vibration. [Technicians] may not see that until it gets to preventive maintenance—or they may not see it at all. It allows us to help them catch those anomalies prior to a failure, so they can address them before they become issues."
VIDEOS, APPS, AND MORE
High-tech connectivity is also helping to address labor-related concerns stemming from a dearth of technically trained conveyor maintenance technicians on the DC floor. Conveyor equipment makers and systems integrators are stepping up efforts to provide hands-on assistance with troubleshooting and maintenance needs by turning to IIoT-powered apps as well as emerging technologies such as virtual reality (VR). Mitch Smith, vice president of engineering for conveyor manufacturer Hytrol, points to the company's Hytrol Toolbox app that allows technicians to access equipment information and maintenance instructions on their mobile devices. The technician simply scans a serial number or 2-D (two-dimensional) bar code on the equipment in question to gain access to a host of information, including frequently asked questions and troubleshooting advice. The company provides video instruction in a similar way via its "Ask Hytrol" series on YouTube.
"One of the challenges the industry has—particularly material handling and a lot of e-commerce facilities and parcel facilities—is that there is a lack of trained and experienced conveyor maintenance technicians today," Smith says. "This leads us to integrate maintenance solutions by employing more controls, software, and other technologies."
Similarly, Dematic uses a smartphone app that allows technicians to stream live video or audio from an Android or iOs device. Called SiteView, the app enables Dematic's technical support team to see what the conveyor maintenance technician sees while hearing the technician describe the issue or ask a question.
Some companies are already using virtual reality tools for maintenance requirements, in the form of VR glasses and headsets that deliver hands-on instruction, for instance. Hytrol is developing its own Target Virtual Reality app that allows technicians to use their mobile device to hover over a piece of equipment, generating troubleshooting questions and step-by-step maintenance instructions on the device. Smith says the Target VR app will be released early in 2019.
"We're even looking at ways we can have online or video chat through this app," Smith says. "We're trying to connect the real world of what's going on in the field directly to the task at hand—and if need be, connecting to a human being at some point."
Smith adds that the race is on for conveyor solutions providers to bring more and more predictive maintenance capabilities to the table.
"It's about keeping the system running. It's about keeping equipment available for use," he explains. "At the end of the day, DCs are there to provide a service to consumers. It's our job to make sure the conveyor is running and available at all times. Being able to predict up front if there's a problem—that's what we're all trying to do."
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."