Autonomous pallet stacker: AutoGuide Mobile Robots has expanded its Max N10 modular mobile robot line with the launch of the Max N10 pallet stacker. (See photo above.) The stacker, which features autonomous pallet finding and infrastructure-free navigation, is an extension of the company's base mobile robot platform configured with a newly designed attachment to enable pallet and rack handling.
The Max N10 pallet stacker serves as an automated counterbalanced lift truck that can pick and place pallets or racks from floor level, trailer decks, conveyors, and racks up to five feet high. Standard payload capacity is 1,770 pounds; a high-capacity version is available. (AutoGuide Mobile Robots)
Item-picking cobot:
Vanderlande, a supplier of process automation solutions for warehouses, has developed Smart Item Robotics (SIR) technology to enhance single-item picking in e-commerce fulfillment operations. The SIR system utilizes a collaborative robot—or "cobot"— that is able to work harmoniously in the same area as a human operator and has the ability to pick and place individual items, the company says.
SIR's applications include bin-to-bin picking, where the robot picks single products from a source bin and gently stacks them into the required order carton or bin, and bin-to-belt picking, in which the robot picks single items from a source bin before placing them on a belt. This can then feed a pocket sorter, packing machine, or other type of sorter.
The SIR solution can handle various products without SKU (stock-keeping unit) teaching. In addition, its "intelligent stacking" capability enables the efficient positioning of goods, while ensuring products are handled smoothly and securely. (Vanderlande)
Cube-mounted AS/RS:
Robot technology company AutoStore has introduced its new Black Line cube-based automated storage and retrieval system (AS/RS). The Black Line is an updated version of AutoStore's 23-year-old Red Line cube-based AS/RS, but for high-throughput operations. A cube-based AS/RS consists of a high-density storage system that is basically a cube-shaped metal grid and holds bins. Robot modules travel on top of that grid and pick bins from it.
The Black Line can pick up to 650 bins per hour in comparison with the Red Line, which has a maximum throughput of 350 bins per hour. The Black Line robots are slimmer and pick up the bins within the central cavity of the robot, instead of carrying them on top. This allows more room for the robots to pass one another. The robots are also lighter and faster than those used on the Red Line and are powered by BattPack lithium-ion batteries, which reduce the time needed for recharging.
AutoStore is also offering the new RelayPort workstation, where the operator picks from the bins delivered by the robots. The new system uses tabs for buffering, enabling the robots to queue up a line of bins, which allows for higher picking speeds. Companies will typically have five to 15 of these ports for picking. (AutoStore)
Robotic sorting solution:
Warehousing and logistics solutions provider Geek+ Robotics has introduced the MiniSort, a smart and flexible robotic sorting solution. The MiniSort solution, which uses the Geek+ S20 line of robots as sorting and transportation devices, can cut labor costs and boost efficiency in package-sorting applications, the company says.
The S20 series of robots used by MiniSort are adaptable when it comes to sorting products of different sizes and weights, and are capable of carrying packages. After palletization, Geek+ transport robots or unmanned forklifts can be used to deliver pallets to their corresponding buffer storage or truck areas, further reducing labor costs.
The robots use visual-inertial navigation and high-precision laser radar for obstacle avoidance to ensure workplace security; are capable of handling various product ranges and able to deliver packages weighing up to 44 pounds (20 kilograms); and support various features, including automatic matching with conveyor belts, product fall detection, and dynamic delivery. The system is capable of supporting intelligent gathering and deployment of several hundred robots, while at the same time ensuring uninterrupted 24-hour operation of the robotic system, the company says. (Geek+ Robotics)
Singulation solution:
Automated material handling solutions provider MHS has introduced a robotic singulation solution that's designed to address growing e-commerce order volumes and labor challenges facing distribution centers. The solution combines advanced robotic technologies to pick individual items from bulk flow to feed downstream processes.
Suitable for parcel-processing operations handling large quantities of smaller-sized packages, the robot uses vision software and algorithms to pick individual items from bulk flow and then properly orient and place them in a single-file stream for downstream sortation processes. The solution uses a vacuum-based end effector to reliably handle packaging types commonly found in e-commerce and parcel-processing environments, from corrugate cases to polybags. (MHS)
Robotics solutions: enVista, a global software solutions and consulting services firm, has launched a Robotics Practice to help companies overcome critical labor shortages in distribution and manufacturing as well as boost efficiency in their warehouse operations. The company says its engineers will develop custom solutions for clients in its robotics lab and testing facility in Chicago.
The firm's robotics solutions include proof-of-concept testing, operational and automation assessments, modeling and analytics, tailored engineering solutions, and a full robotics innovation and testing facility with industry-leading Fanuc robots.
EnVista's automation and robotics services team is composed of system-agnostic consultants as well as mechanical, electrical, and software engineers that focus on finding the optimal solution for a warehouse or distribution center's labor productivity and automation needs. (enVista)
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."