Interview: Markus Schmidt of Swisslog Logistics Automation – Americas
In our continuing series of discussions with top supply-chain company executives, Markus Schmidt discusses automation’s role in the wake of the Covid-19 pandemic.
David Maloney has been a journalist for more than 35 years and is currently the group editorial director for DC Velocity and Supply Chain Quarterly magazines. In this role, he is responsible for the editorial content of both brands of Agile Business Media. Dave joined DC Velocity in April of 2004. Prior to that, he was a senior editor for Modern Materials Handling magazine. Dave also has extensive experience as a broadcast journalist. Before writing for supply chain publications, he was a journalist, television producer and director in Pittsburgh. Dave combines a background of reporting on logistics with his video production experience to bring new opportunities to DC Velocity readers, including web videos highlighting top distribution and logistics facilities, webcasts and other cross-media projects. He continues to live and work in the Pittsburgh area.
Markus Schmidt is a Swisslog veteran and has been president of the Americas region since 2005, which includes Swisslog operations in North America and Latin America. During his tenure, the organization has grown to more than 400 people with revenues in excess of $250 million. He is also a member of the board of the Switzerland-based automation and material handling company as well as a member of the top management circle of Swisslog’s parent company, Kuka. Prior to his arrival in the U.S., Schmidt was managing director of Swisslog in the U.K.
As president of the Americas region, Schmidt implemented Swisslog’s market focus strategy in establishing consumer-goods and e-commerce/retail business units in these markets. He also spearheaded the acquisition of systems integrator Forte in 2015 and pallet-shuttle system manufacturer Power Automation Systems (PAS) in 2016.
Schmidt, who earned his degree in production manufacturing at the University of Cologne in Germany, has also been actively involved with MHI, serving as a member of its Roundtable Advisory Committee for eight years. He recently spoke with DC Velocity}Editorial Director David Maloney.
Q: How do you view the current state of the material handling market?
A: Just a few weeks ago, I would have said that the market for material handling equipment and software was thriving and highly competitive. We are certainly seeing the increased adoption of goods-to-person automation systems for cube storage like AutoStore, mobile robotics solutions like CarryPick, and high-speed case-shuttle solutions like Cyclone that were considered risky to adopt six to 10 years ago but are now seen as proven, reliable technologies and essentially mainstream.
The trend toward the rapid adoption of flexible, robotic, and data-driven solutions is accelerating. We also see this clearly in the entry of venture capital into the market to fund numerous startups and invest in existing companies.
There is a discernible movement away from the more rigid bolted-down systems that are based on miles of conveyor and sortation equipment. Although those kinds of systems still have their place in the market, they really represent an era of mechanization more than they do automation.
Particularly with the recent explosion in e-commerce, companies are looking for solutions that afford them greater flexibility, take up less space, and have the ability to adapt to rapidly changing requirements in the market. They want solutions with more embedded intelligence that can optimize based on the data that is being continuously collected by sensors and software.
While I still believe in these megatrends, this was also before the novel coronavirus that caused the Covid-19 pandemic had made its way to the USA. In just a few short weeks, things have rapidly changed. Suddenly, the supply chain is at the center of every conversation, and now the entire world is waiting to see how our economy recovers. Consumers are relying more than ever on e-commerce and e-grocery, resulting in increased adoption and shopping preferences that may never return to pre-pandemic levels.
While some industries may be stunted in the short term by this pandemic, one thing is certain: All companies will be changed by this experience. After we make our way through this difficult time, I expect corporate behaviors to change, and Swisslog is ready and looking forward to continuing to innovate and automate their supply chains.
Most importantly, I am proud of our Swisslog team that has been “essential” for our medical and consumer-goods customers working to install goods-to-person systems that are set to go-live in the next months, as well as our systems operations teams working onsite running our customers’ warehouses and our support teams for keeping things running smoothly.
Q: During your time as president of the Americas for Swisslog, the company’s presence here has grown tremendously. What insight can you share from that growth and expansion?
A: When Swisslog first entered the U.S. market, we were known as something of a boutique for our pallet-handling technologies like our Vectura pallet-stacker cranes for large retail customers. Pallet-stacker cranes and pallet-shuttle systems are still core to our DNA, and we continue to build on our very successful base of operations in the U.S. But the real game-changer for us was our entry into the e-commerce space with goods-to-person solutions like AutoStore, CarryPick, and Cyclone. We are the world’s largest integrator of AutoStore, but we also now offer an array of other types of solutions. Our CarryPick mobile robotic solution is gaining in popularity as is our Cyclone case-shuttle system.
We’re also now actively integrating robotic single-item picking with our goods-to-person systems to help companies solve their labor challenges. Our SynQ warehouse software is a comprehensive solution that orchestrates equipment, processes, and people—really the brains behind every solution we implement. These are the factors that have really driven our growth in recent years.
Also, we maintain a very customer-centric organization with a robust customer support operation. In recent years, we’ve focused on developing training programs that are critical to supporting our growth and expansion. To state the obvious, Swisslog only exists because of our customers. And with each expansion, we have added passionate and dedicated employees.
You could say that our customer-centricity is what makes us stand apart, but we’ve also worked hard to demonstrate that we are taking care of our greatest asset, our people. Successful talent recruitment, training, individual support, and leadership development embedded in a dynamic culture of innovation with mutual respect—that’s what has really enabled our growth in recent years.
Q: What are the advantages of working with a company like Swisslog that offers a wide range of warehouse solutions?
A: As a global company, we can bring our expertise from different regions of the world to our customers here in the U.S. We work in a very collaborative environment and see ourselves as one Swisslog, no matter whether we’re here or in Europe or the Asia Pacific. We share key learnings from the work we’re doing all over the world to automate distribution operations. Although we are not all things to all customers, we do offer a wide range of technologies that can be tailored to the specific requirements of each customer in each region.
We have organized our company around specific industry segments, so our people have developed deep expertise in those industries. The needs of a refrigerated warehouse handling pallets are quite different from an e-commerce operation, so we bring the correct resources to bear on every opportunity. While we are global and provide such benefits, we “act local” and have a sizable organization in the Americas to be close to our customers, not only for support, but also for software and controls deployments and all related project services.
Q: What do you feel the next few years will hold for automation applications within distribution centers?
A: In the coming years, we expect to see the increased adoption of flexible and scalable solutions like our CarryPick mobile robotic storage system, because the system can easily and quickly scale up or down as needed without disrupting operations. At the same time, our customers increasingly see the hardware or equipment as something of a commodity, so what will really differentiate us is our expertise and our software. The more intelligence that is embedded in a system, the more easily it can optimize itself to changing demand without intervention.
Whether we call it “the Industrial Internet of Things” or “Industry 4.0,” we are definitely headed toward a future where the software and algorithms behind the system are what is most important. Needless to say, e-commerce automation will continue to grow and, in many cases, will move away from large distribution facilities toward smaller, more agile fulfillment centers that are closer to the customer.
Q: You have been involved with MHI and other groups for a number of years. What do you see as the value of working within industry associations?
A: I was elected to be on MHI’s Roundtable Advisory Committee for two periods of four years each from 2010 to 2018. While the association is not playing an active role with respect to the supplier/customer relationships, it often provides platforms for those parties to find each other, like the huge industry trade shows that MHI runs. Also, it should not be forgotten that best-practice standards and regulations are driven by associations, and that these groups also provide general education opportunities for employees who want to enter our industry.
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."