After being derailed by Hurricane Harvey in 2017, manufacturer Pepperl+Fuchs' newly automated DC is now up and running—speeding customer deliveries and streamlining the manufacturer's North American supply channel.
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.
Automating your distribution center is often described as a journey, and that couldn't be more true for manufacturer Pepperl+Fuchs and its automation-project partner, material handling equipment provider SSI Schaefer.
Pepperl+Fuchs is settling into its newly automated distribution center near Houston for the second time. The maker of electrical explosion protection products and sensor technology embarked on a relocation and facility upgrade in 2016, but the project was derailed by Hurricane Harvey, which hit the Texas Gulf Coast shortly after the facility opened for testing in 2017. The Category 4 storm swept through Houston that August, bringing with it a series of tornadoes. One of those tornadoes ripped the air-conditioning units off the top of the new building, leaving a hole in the roof where the rain poured in, flooding the facility.
The damage required Pepperl+Fuchs and SSI Schaefer to reconstruct what the manufacturer refers to as "a showcase" of both companies' automation and technology capabilities. As company officials explain, the modern DC came together in a unique partnership that combines SSI's warehouse automation and material handling solutions with Pepperl+Fuchs' industrial sensor capabilities. The design features an automated storage and retrieval system (AS/RS) and warehouse management software (WMS) from SSI Schaefer and incorporates about 1,000 of Pepperl+Fuchs own industrial sensors, which feed data to the WMS, monitoring product flow throughout the facility.
After an eight-month pause to deal with insurance claims and another year to repair damage and test the system again, Pepperl+Fuchs' DC officially reopened last September, almost exactly two years after Harvey. And the manufacturer is already reaping rewards: The collaborative system has reduced receiving and picking times to a fraction of what they were before the project's implementation and is helping to streamline Pepperl+Fuchs' North American supply chain.
NO STRANGER TO AUTOMATION
Germany-based Pepperl+Fuchs has been automating its facilities since the 1990s and runs modern, high-tech DCs in Mannheim, Germany, and Singapore. The firm decided to automate and relocate its main North American DC from suburban Cleveland to Katy, Texas, five years ago, in large part to put it on par with the other facilities, but also to streamline global supply operations. The suburban Houston location places Pepperl+Fuchs closer to its oil and gas industry customers and eases logistics challenges associated with receiving products from its European and Asian warehouses, company leaders explain. Products can be shipped to Houston via the Galveston Bay in one day, compared with up to three days to Cleveland, for example. The Houston area also eases airfreight challenges and costs for Pepperl+Fuchs clients.
"[We have] more concentrated business in the Houston area, and the logistics infrastructure is better, so it made sense," says Mehmet Hatiboglu, Pepperl+Fuchs' COO.
Automation was vital too. Pepperl+Fuchs sells a wide range of industrial sensors and explosion-proof enclosures to customers in the automotive and oil and gas industries, shipping thousands of different items per week, in small lot sizes. Customer service and order precision are paramount, Hatiboglu adds.
"In our business, you have to be fast and accurate in your deliveries," he says, noting that the company's Mannheim, Germany, DC has an order accuracy rate of 99.98%. He credits that to the facility's AS/RS system. "If you don't have an AS/RS, you are slower, less accurate. For us, it's a must to have an automated system."
The company's North American DC operations were largely manual prior to the relocation and automation project, and the improvement rates have been staggering, reports Colin Akers, Pepperl+Fuchs' director of operations for North America. He says receiving has been cut to 15 minutes from an hour and parts picking has been cut to one minute from four. Accuracy and quality have improved as well.
"We are able to satisfy customer demand very quickly today," Akers says.
And fortunately for Pepperl+Fuchs, the relocation to Houston wasn't complete when Hurricane Harvey hit. The new DC had only been open for testing, so the firm was able to keep filling orders from Cleveland while it repaired the damage and readied for the hand-off.
HIGH-TECH HAVEN
Pepperl+Fuchs' Houston DC measures 110,000 square feet, the smallest of its three global DCs. Its operations feature a massive AS/RS, pick-to-light systems, custom packaging equipment, and a series of automated quality checks to ensure order accuracy. For example, sensors in the system weigh packages to detect errors, making sure the measurements for each box conform with the expected weight of the items described in the order.
The three-aisle AS/RS has two pickup/dropoff locations on the end of each aisle. A crane in the center of each aisle serves racks to the right and left, retrieving and delivering product to and from the end locations. The AS/RS is the cornerstone of the facility's picking and receiving process; it has 18,000 storage locations, and today stores about 6,000 finished goods and 5,000 different raw materials. After they are unloaded by workers, products are moved out of the receiving area via a series of conveyors and are automatically entered into the AS/RS. During picking, products are automatically retrieved from the AS/RS and delivered to picking stations, where pickers fill orders using a pick-to-light system. Finished orders are placed on two- by one-foot trays that are transported to packaging and shipping via the conveyor system.
The Houston DC mirrors Pepperl+Fuchs' Mannheim and Singapore locations, creating a seamless approach to picking and receiving across the organization, according to Robin Stratthaus, logistics project manager at the new facility. All three locations use SSI Schaefer's AS/RS and the systems are connected by the company's ERP (enterprise resource planning) system, so the interface is the same whether you pick parts in Europe, Asia, or North America, he explains. The difference is in the WMS. Houston uses a different warehouse management and control system than the other two locations, and the operation is also the only one that uses Pepperl+Fuchs sensors to collect the data that fuel the WMS. Pepperl+Fuchs leaders explain that they wanted to show what their own sensors can do in an automated system, which is why they needed a partner that would be willing to re-engineer its systems to include their sensors. SSI Schaefer was that partner.
"One of our requirements when doing vendor selection was using Pepperl+Fuchs sensors, and SSI Schaefer was willing to partner and display their software technologies as well. Together, the two technologies were a great fit," says Jim Bolin, executive vice president-Americas for Pepperl+Fuchs' Process Automation Division. "The information that we need is monitored throughout our facilities. The data allows management to keep a close watch on what's important during operations."
To get that information, the Houston DC is controlled by WAMAS, SSI Schaefer's warehouse management suite of software solutions, which handles all of the company's intralogistics. The DC also uses WAMAS Lighthouse software, another layer of the system that allows the company to monitor, control, and optimize productivity, explains Jan Jagersky, SSI Schaefer's director of IT solutions. The entire system uses sensors that collect information and relay it back to company decision-makers in real time, providing a level of supply chain visibility the North American operations never had before, he says.
Implementing the Pepperl+Fuchs sensors into the system required an extra layer of engineering because they were used in place of other products SSI Schaefer typically uses. IT experts from both organizations had to work together to ensure the compatibility of the hardware. Jagersky says the two teams continue to work together, meeting monthly to review progress and plan updates to the overall system.
NEWFOUND VISIBILITY
The product and technology combination in Houston not only creates the showcase of each company's strengths the partners set out to establish, but it has also set Pepperl+Fuchs' North American operations on the road to continuous process improvement.
"[The] automation helps us to identify process weaknesses [and] correct master data," Stratthaus explains, emphasizing the ability to constantly improve the receiving, picking, packaging, and shipping processes. "And it is a big step toward more automation and digitization [in the future]."
Jagersky emphasizes the newfound visibility across the supply channel.
"With more than 1,000 sensors tracking movement through the facility, there is visibility across the supply chain that can help them make adjustments, changes [and so forth] that will bring benefits," Jagersky explains, citing the ability to more accurately adjust staffing levels based on order volumes and to more effectively plan preventive maintenance as examples. "Traditional systems lack this kind of visibility. As [Pepperl+Fuchs'] business evolves and they learn the opportunities they have ... we can expand on what they may need."
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.
Global trade will see a moderate rebound in 2025, likely growing by 3.6% in volume terms, helped by companies restocking and households renewing purchases of durable goods while reducing spending on services, according to a forecast from trade credit insurer Allianz Trade.
The end of the year for 2024 will also likely be supported by companies rushing to ship goods in anticipation of the higher tariffs likely to be imposed by the coming Trump administration, and other potential disruptions in the coming quarters, the report said.
However, that tailwind for global trade will likely shift to a headwind once the effects of a renewed but contained trade war are felt from the second half of 2025 and in full in 2026. As a result, Allianz Trade has throttled back its predictions, saying that global trade in volume will grow by 2.8% in 2025 (reduced by 0.2 percentage points vs. its previous forecast) and 2.3% in 2026 (reduced by 0.5 percentage points).
The same logic applies to Allianz Trade’s forecast for export prices in U.S. dollars, which the firm has now revised downward to predict growth reaching 2.3% in 2025 (reduced by 1.7 percentage points) and 4.1% in 2026 (reduced by 0.8 percentage points).
In the meantime, the rush to frontload imports into the U.S. is giving freight carriers an early Christmas present. According to Allianz Trade, data released last week showed Chinese exports rising by a robust 6.7% y/y in November. And imports of some consumer goods that have been threatened with a likely 25% tariff under the new Trump administration have outperformed even more, growing by nearly 20% y/y on average between July and September.