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.
Choosing the best sortation system for your warehouse or distribution center (DC) depends on many factors—and it can be an especially daunting task in light of today’s accelerated e-commerce activity and the growing array of high-tech solutions available from manufacturers and systems integrators. But before making plans to invest in that cool system you saw on YouTube or that cutting-edge solution that was demoed at a recent industry trade show, make sure to analyze your facility’s needs and future demands to ensure you make the best decision.
“The one critical [issue] is always data, data, data,” says Andy Lockhart, director of strategic engagement, warehousing solutions at Vanderlande, a company that supplies automated material handling solutions, including sortation systems, for airports, warehouses, and parcel distribution facilities. “What are you trying to sort? How big are the items? How much are you sorting, that kind of thing. Data [is essential] to designing the right system.”
The right data can determine whether you need a simple sorting solution that’s been around for decades or a more advanced system designed for complex operations—or a combination of different technologies. And in some cases, emerging robotic solutions may be just what you need to get the job done.
MATERIALS AND THROUGHPUT
Sortation is the process of distributing items—by piece, case, tote, or polybag—to specific locations in a facility for packing, shipping, or routing to another destination in a company’s network. The process is common to every warehouse and DC, and at some point, managers will need to evaluate how well their system is working and whether or not it’s time to change or upgrade it.
The first step in that process is to look at what, exactly, is being sorted: What is the size range, the shape of the items, the kind of packaging each item comes in, and the throughput requirement? The answers to those questions will help determine what type of sorter is best for a particular operation, according to Dean Terrell, vice president of engineering at logistics automation and software company Fortna.
For example, paddle and push sorters can be used to sort a wide range of items in rigid or semi-rigid packaging: Paddles swing outward to divert an item onto a particular path, and pushers extend to do the same. These types of sorters have been in use for decades and represent the most basic, and often most affordable, sorting solutions, Terrell says.
At the other end of the spectrum, crossbelt sorters are ideal for handling parcels, polybags, apparel, and fragile items. These conveyor-based systems sort the items using “crossbelts”—small segments of conveyor that move products from one location to another within the system.
Other options include tray-based sorters—often ideal for sorting odd-shaped items—and sliding shoe sorters, which convey items on a surface of aluminum extruded slats, each equipped with a pusher. A series of pushers can be used in succession to move the items off the sorter and divert them onto a particular path.
“If the product is shipped in round cylinders, well that’s a hard item to handle, so a tray sorter is best for that,” Terrell explains. “If there are a lot of polybags, [flat items], and things of that nature, we would look toward a crossbelt sorter.”
Throughput makes a big difference in system selection. Paddle and push sorters are best for low-throughput applications, such as sorting boxes or totes to loading doors for shipping (although they can be used in high-throughput applications as well, according to Terrell). Crossbelt sorters, on the other hand, are best for high-throughput applications—even those involving small or fragile items—as well as in operations that are sorting a wide range of products, such as e-commerce fulfillment. Crossbelt sorters provide the most gentle and accurate method of sortation, even at high speeds, Terrell says. Sliding shoe sorters offer similar benefits for variable and high-speed operations, especially when sorting products of a variety of sizes, shapes, and weights, the experts say. Warehouse managers should also consider the number of destinations they are sorting to, as this increases the complexity of the sorting process and may drive the need for a higher-end solution.
ROBOTICS TO THE RESCUE?
Advances in robotic technology are influencing the sorting process as well. Both Terrell and Lockhart say there is growing interest among warehouse and DC managers in incorporating autonomous mobile robots (AMRs) into the sorting process, much as e-commerce giant Amazon.com has done at some of its sortation centers nationwide. At those sites, workers place packages on top of a shuttle-like AMR equipped with a conveyor belt; the AMR then drives the package to a designated location and uses the conveyor belt to propel the package into a chute, which funnels the item to its next destination.
“You’ve effectively got picked goods, each one placed onto a single AMR,” Lockhart explains. “[The AMR] will then take that product to the right exit point. It’s like a shoe on a traditional sorter, dropping [the item] where it needs to go for shipping.”
Amazon’s accomplishments and the “cool factor” are driving much of the interest in AMR sorting, but there’s a long way to go before the process sees much uptake at even the largest, busiest DCs. Terrell says customers are beginning to test AMR solutions and that the future looks bright for large-scale adoption—but only if the customer can justify the investment compared to other automated sorting solutions. He gives an example: Some initial attempts at AMR sortation have involved the construction of expensive mezzanines on which fleets of mobile robots sort items into chutes that funnel the packages into containers below. The concept is sound, Terrell says, but the size and cost of the mezzanine structure can be prohibitive. Proper planning and design is essential to making it work.
“I don’t think suppliers or end-users have figured out the best way to apply AMRs for large-scale sortation just yet, but I do see applications for that in the future,” Terrell says, explaining that the technology is best suited for low- to medium-throughput operations that have a high number of sort destinations. “As the technology continues to improve and the cost continues to come down, robotic sortation will become feasible for more and more applications.”
In the end, it comes down to applying the right technology where it makes sense in your facility—and Lockhart reiterates the importance of planning and preparation in figuring that out.
“How much growth are you planning for? Hopefully, you have more than just next year’s time horizon in your plan,” he says. “I’ve talked to people who are mapping out a 20-year time horizon. It’s important that you size things right or that you build [a system] so you have expansion capabilities down the line. You have to understand your business, your process, and your data so you can design the right solution.”
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.