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.
A near full-employment economy is making it difficult to find warehouse help and driving more companies toward automated solutions that can ease the labor crunch and speed operations throughout the facility. Such solutions are becoming increasingly common for storing and retrieving inventory as well as picking and packing orders, but there’s one area of the warehouse where automated equipment is still pretty scarce: the loading dock.
The main reason? An inconsistent environment. Trucks and trailers come in different shapes and sizes, and their contents often vary in weight, shape, and size as well. On top of that, items may have been loaded inconsistently, making it even more difficult to locate and extract specific boxes or pallets. It’s tough to apply machine-based solutions in such a variable environment, according to Tim Criswell, senior vice president of innovation and technology development for Daifuku Wynright Corp., which makes and installs material handling solutions, including robotic truck loading and unloading equipment.
“When you’re trying to automate [operations in] trailers specifically, there’s much more variety in the location of the products you’re trying to move and [in] their size and shape and position within the trailer,” Criswell says, explaining the difficulty of developing technology that can grasp and move a variety of items without damaging articles around them or bumping into trailer walls, for instance. “All those things are easy for a human to do, [but it’s] more challenging to automate that process.”
Easy for humans to do, yes, but not so enjoyable in practice. Loading or unloading hundreds of heavy boxes, often in extreme temperatures, makes the loading dock an area of high employee turnover for many operations—and a prime driver of what Criswell and others describe as a steadily growing interest in robotic truck loading and unloading solutions. DC Velocity asked industry experts to weigh in on where the technology stands today and what may be holding it back from widespread adoption. They identified three key challenges.
CHALLENGE #1: VARIETY
The deployment of automated truck loading and unloading equipment remains fairly limited, largely because of the need to accommodate a wide variety of items in a changing environment. As Criswell explains, the technology thus far has been best suited to operations that handle a high volume of a limited number of stock-keeping units (SKUs), where the items are loaded on pallets or in similarly sized cases and boxes. The most common solutions involve a robotic arm and conveyor operating inside the trailer. In loading applications, boxes and cases are fed into the trailer on the conveyor; a robotic arm at the end of the conveyor picks up the boxes individually and stacks them systematically from back to front. Unloading works much the same way, with a robotic arm picking up individual cases and/or boxes and depositing them on an outbound conveyor. Solutions are customized to meet specific needs and loading/unloading environments.
The method works well for high-volume operations than can justify the steep cost of the technology—including cargo container import operations, which are pretty much the “sweet spot,” Criswell says—but not so well in applications that call for unloading a large variety of SKUs. That’s why today’s challenge in developing truck loading and unloading solutions lies in refining the technology to create an off-the-shelf version that can handle a more diverse product mix. The key to that—especially for unloading applications—is utilizing today’s 3D vision technology, which allows engineers to program equipment that can “see” into the trailer and adjust its grasping and retrieval mechanisms to fit the specific application.
CHALLENGE #2: FRAGILITY
Companies are beginning to make headway on new loading and unloading methods that can address the varied conditions on the loading dock. One of the newest trends involves technology that loads and unloads boxes quickly, though not necessarily gently. In unloading applications, for example, such solutions have a robotic arm that incorporates vacuum technology that can quickly “grab and toss” items onto an outbound conveyor.
The process increases the number and variety of items a system can handle and boosts throughput, allowing the technology to be applied to more unloading situations and making the economics more attractive to customers, Criswell explains. But it’s hardly a universal solution. While such systems work well in operations that handle relatively sturdy items—including parcel environments, where robust packaging makes it possible to grab and toss items—they’re not well suited to operations that handle fragile products, like cases of wine or boxes of glassware.
“The challenge is that it can damage products because you’re not identifying them and being careful to pick up a case at a time,” Criswell says. “You’re grabbing what you can and letting it fall, so, depending on the product, there’s a possibility of damage.”
Such challenges illustrate the difficulty—though not the impossibility—of applying robotic automation to the loading dock, adds Joe Zoghzoghy, chief technology officer for Bastian Solutions, a material handling systems integrator that also develops robotic truck loading and unloading equipment.
“[Robotic loading and unloading] is not a solution that you can provide right away to customers because it’s a very complicated setup,” he says, emphasizing the need to tailor solutions to different clients and their varying requirements. “[But] a lot of people are trying to figure it out and get it to a point where it can be scaled up. … There are a lot of challenges, but it’s only a matter of time.”
The fast pace of advancing technology is helping to move the process forward. As technological capabilities expand and costs come down, designers and engineers have a wider variety of tools at their disposal and can create more flexible, affordable solutions, Zoghzoghy adds.
CHALLENGE #3: ROI
As Zoghzoghy notes, cost still remains the biggest obstacle to widespread adoption of automated truck loading and unloading solutions. Although implementation costs can vary widely depending on a company’s needs, experts warn that the outlay can be considerable. Nonetheless, demand for such solutions is only going to increase.
Statistics on the warehouse automation market in general bear this out, with some projections showing the overall market for automation will more than double by 2025—reaching $27 billion compared with $13 billion in 2018. What’s more, the market for collaborative robots—those that work alongside humans—is set to increase to $5.6 billion in 2027 from $550 million in 2018, according to research firm Interact Analysis, which says the majority of that growth will be driven by the logistics sector. Today, material handling, assembly, and pick-and-place applications of all kinds account for about three-quarters of the collaborative robot market, the company said in a 2019 report.
It only makes sense that the loading dock will eventually see its fair share of that investment.
“The trend is that technology is getting better and more cost-effective, the labor shortage is making demand from customers greater, and at some point, those lines cross and the idea is that it becomes more broadly used in the market,” Criswell says.
Zoghzoghy agrees.
“I definitely see this type of robotic solution becoming more common on the [loading] dock over the next few years. But I don’t think it will be overnight; it will be a process,” he says. “A lot of people are excited to see this type of technology within their hands, and we are working hard to get it out there.”
Supply chain planning (SCP) leaders working on transformation efforts are focused on two major high-impact technology trends, including composite AI and supply chain data governance, according to a study from Gartner, Inc.
"SCP leaders are in the process of developing transformation roadmaps that will prioritize delivering on advanced decision intelligence and automated decision making," Eva Dawkins, Director Analyst in Gartner’s Supply Chain practice, said in a release. "Composite AI, which is the combined application of different AI techniques to improve learning efficiency, will drive the optimization and automation of many planning activities at scale, while supply chain data governance is the foundational key for digital transformation.”
Their pursuit of those roadmaps is often complicated by frequent disruptions and the rapid pace of technological innovation. But Gartner says those leaders can accelerate the realized value of technology investments by facilitating a shift from IT-led to business-led digital leadership, with SCP leaders taking ownership of multidisciplinary teams to advance business operations, channels and products.
“A sound data governance strategy supports advanced technologies, such as composite AI, while also facilitating collaboration throughout the supply chain technology ecosystem,” said Dawkins. “Without attention to data governance, SCP leaders will likely struggle to achieve their expected ROI on key technology investments.”
The British logistics robot vendor Dexory this week said it has raised $80 million in venture funding to support an expansion of its artificial intelligence (AI) powered features, grow its global team, and accelerate the deployment of its autonomous robots.
A “significant focus” continues to be on expanding across the U.S. market, where Dexory is live with customers in seven states and last month opened a U.S. headquarters in Nashville. The Series B will also enhance development and production facilities at its UK headquarters, the firm said.
The “series B” funding round was led by DTCP, with participation from Latitude Ventures, Wave-X and Bootstrap Europe, along with existing investors Atomico, Lakestar, Capnamic, and several angels from the logistics industry. With the close of the round, Dexory has now raised $120 million over the past three years.
Dexory says its product, DexoryView, provides real-time visibility across warehouses of any size through its autonomous mobile robots and AI. The rolling bots use sensor and image data and continuous data collection to perform rapid warehouse scans and create digital twins of warehouse spaces, allowing for optimized performance and future scenario simulations.
Originally announced in September, the move will allow Deutsche Bahn to “fully focus on restructuring the rail infrastructure in Germany and providing climate-friendly passenger and freight transport operations in Germany and Europe,” Werner Gatzer, Chairman of the DB Supervisory Board, said in a release.
For its purchase price, DSV gains an organization with around 72,700 employees at over 1,850 locations. The new owner says it plans to investment around one billion euros in coming years to promote additional growth in German operations. Together, DSV and Schenker will have a combined workforce of approximately 147,000 employees in more than 90 countries, earning pro forma revenue of approximately $43.3 billion (based on 2023 numbers), DSV said.
After removing that unit, Deutsche Bahn retains its core business called the “Systemverbund Bahn,” which includes passenger transport activities in Germany, rail freight activities, operational service units, and railroad infrastructure companies. The DB Group, headquartered in Berlin, employs around 340,000 people.
“We have set clear goals to structurally modernize Deutsche Bahn in the areas of infrastructure, operations and profitability and focus on the core business. The proceeds from the sale will significantly reduce DB’s debt and thus make an important contribution to the financial stability of the DB Group. At the same time, DB Schenker will gain a strong strategic owner in DSV,” Deutsche Bahn CEO Richard Lutz said in a release.
Transportation industry veteran Anne Reinke will become president & CEO of trade group the Intermodal Association of North America (IANA) at the end of the year, stepping into the position from her previous post leading third party logistics (3PL) trade group the Transportation Intermediaries Association (TIA), both organizations said today.
Meanwhile, TIA today announced that insider Christopher Burroughs would fill Reinke’s shoes as president & CEO. Burroughs has been with TIA for 13 years, most recently as its vice president of Government Affairs for the past six years, during which time he oversaw all legislative and regulatory efforts before Congress and the federal agencies.
Before her four years leading TIA, Reinke spent two years as Deputy Assistant Secretary with the U.S. Department of Transportation and 16 years with CSX Corporation.
Serious inland flooding and widespread power outages are likely to sweep across Florida and other Southeast states in coming days with the arrival of Hurricane Helene, which is now predicted to make landfall Thursday evening along Florida’s northwest coast as a major hurricane, according to the National Oceanic and Atmospheric Administration (NOAA).
While the most catastrophic landfall impact is expected in the sparsely-population Big Bend area of Florida, it’s not only sea-front cities that are at risk. Since Helene is an “unusually large storm,” its flooding, rainfall, and high winds won’t be limited only to the Gulf Coast, but are expected to travel hundreds of miles inland, the weather service said. Heavy rainfall is expected to begin in the region even before the storm comes ashore, and the wet conditions will continue to move northward into the southern Appalachians region through Friday, dumping storm total rainfall amounts of up to 18 inches. Specifically, the major flood risk includes the urban areas around Tallahassee, metro Atlanta, and western North Carolina.
In addition to its human toll, the storm could exert serious business impacts, according to the supply chain mapping and monitoring firm Resilinc. Those will be largely triggered by significant flooding, which could halt oil operations, force mandatory evacuations, restrict ports, and disrupt air traffic.
While the storm’s track is currently forecast to miss the critical ports of Miami and New Orleans, it could still hurt operations throughout the Southeast agricultural belt, which produces products like soybeans, cotton, peanuts, corn, and tobacco, according to Everstream Analytics.
That widespread footprint could also hinder supply chain and logistics flows along stretches of interstate highways I-10 and I-75 and on regional rail lines operated by Norfolk Southern and CSX. And Hurricane Helene could also likely impact business operations by unleashing power outages, deep flooding, and wind damage in northern Florida portions of Georgia, Everstream Analytics said.
Before the storm had even touched Florida soil, recovery efforts were already being launched by humanitarian aid group the American Logistics Aid Network (ALAN). In a statement on Wednesday, the group said it is urging residents in the storm's path across the Southeast to heed evacuation notices and safety advisories, and reminding members of the logistics community that their post-storm help could be needed soon. The group will continue to update its Disaster Micro-Site with Hurricane Helene resources and with requests for donated logistics assistance, most of which will start arriving within 24 to 72 hours after the storm’s initial landfall, ALAN said.