Advanced software solutions that incorporate artificial intelligence, digital twins, and more are helping companies get a better handle on inventory management.
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.
The supply chain chaos of the past few years has shone a light on inventory and the need for shippers and third-party logistics service providers (3PLs) to get it just right in order to best manage their supply chains and maintain high service levels. Technology continues to be a key tool in addressing the challenge, and two recent projects illustrate ways in which organizations are using advanced software and hardware solutions to increase accuracy and optimize inventory levels. Here’s how.
AI TO THE RESCUE
Third-party logistics service company Barrett Distribution Centers was looking for a way to improve inventory monitoring across its warehouse network. The company operates more than 25 facilities nationwide, serving clients across a range of industries—including apparel and footwear, health and beauty, consumer packaged goods, and consumer electronics. Associates had been using forklifts and scanners to manually track and manage inventory, a process that was becoming increasingly difficult due to the 3PL’s growing e-commerce volumes, which require close inventory tracking to fill individual shipments. Managers wanted to augment the manual process with a technology-based solution that could reduce the company’s reliance on both equipment and labor.
The answer came from Pittsburgh-based warehouse automation company Gather AI, which combines artificial intelligence (AI), machine learning (ML), and analytics to create a drone-powered inventory monitoring system that is helping users improve inventory accuracy, boost productivity, and improve the bottom line. To launch the project, the tech firm digitally mapped Barrett’s warehouses so that the drones could fly autonomously and so that Barrett could use them to conduct regular inventory monitoring, a process that would cut back on the number of forklifts and warehouse associates required for cycle counting.
Under the new process, the drones photograph pallet locations in the warehouse, and Gather AI’s ML algorithms then decipher the bar codes and text from the images, comparing what’s read with what’s logged in Barrett’s warehouse management system (WMS). Warehouse managers can view results from a web dashboard.
Gather AI says the process is 15 times faster than manual cycle counting and provides real-time access to inventory data—which allows warehouse managers to more easily identify and address inventory exceptions.
Barrett is using the drone solution at six of its warehouses and is seeing strong results, according to Jim Rapoza, vice president of business process optimization. Since implementing the project in 2022, at one location alone Barrett has reallocated six cycle counters to more value-added tasks and has eliminated $250,000 in material handling equipment. On top of that, inventory accuracy has improved by up to 70%, according to both Barrett Distribution and Gather AI.
SLOTTING FOR OPTIMIZATION
Medical device manufacturer Boston Scientific needed a better way to manage the growing number of stock-keeping units (SKUs) at its nearly 600,000-square-foot distribution center (DC) in Quincy, Massachusetts. Upwards of 10,000 SKUs are housed in a variety of racking systems at the DC, including bulk floor pallet locations for the fastest-moving items, case flow racks, and wire deck shelves. DC associates primarily perform individual picks—also called “each picks”—to fulfill orders, which can require considerable travel throughout the facility. Company leaders wanted to create a more flexible inventory slotting solution that would address those issues and lead to more effective, efficient overall operations.
Boston Scientific turned to logistics automation and software company Fortna and its OptiSlot DC software to tackle the problem. But they had to put some initial slotting strategies into place first. A “slot” is a shelf or portion of a shelf where items sit in the warehouse. Slotting is the process of determining the best slot for all of the items a warehouse ships. For example, fast-moving items may be placed in easier-to-access locations—perhaps closer to the loading dock for faster loading.
Leaders at Boston Scientific began by splitting the DC into four areas and optimizing inventory zone by zone. Next, products were grouped and slotted for easier picking, putaway, and replenishment. They also looked for opportunities to improve overall picking productivity by:
Optimizing pick paths to reduce travel throughout the DC;
Reducing the need for workers to bend and reach by implementing “golden zone slotting,” a technique in which high-velocity items are assigned to locations at chest height, making it easier for associates to pick quickly while also supporting more ergonomic picking;
Improving space utilization and reducing the number of overall replenishments by improving the slotted capacity in active forward pick and minimizing the overstock in reserve.
The next step was applying Fortna’s slotting optimization software, which allowed project leaders to factor in goals, rules, and constraints to meet objectives; weigh the importance of each objective; and compare potential scenarios. OptiSlot does this by the use of digital-twin technology, which allows managers to replicate their warehouse layouts and view or test potential results before dedicating the labor to implement a particular solution.
Ultimately, Boston Scientific selected an optimization scenario that grouped certain specialty items together; implemented golden-zone slotting to boost productivity and improve ergonomics; and moved its fastest “cube-moving” items to larger, prime locations that would reduce travel and replenishment. Cube movement refers to high-volume items that take up more space in the warehouse, according to Fortna’s vice president of software, Will King. Moving such items from a smaller space to a larger one—from a hand-stack area to a pallet location, for example—reduces the need to replenish those areas frequently, cutting back on work and raising productivity.
Applying the process to a portion of the warehouse in 2022 yielded immediate results, including:
A reduction of 135 replenishments per week, or about 12% of the total;
Improved space utilization, with an overall storage capacity increase of 1.6%;
A reduction in travel distances that amounted to nearly 1 million fewer feet traveled within the DC per week.
Project manager Dan Hamilton, of Boston Scientific, touted the results in a statement describing the project earlier this year.
“Prior to [implementing] OptiSlot, our slotting tool was a very cumbersome, manual Excel-based tool—so we were limited with what we could achieve,” he said. “With OptiSlot, we’re now able to seamlessly layer in as much data (including custom data) from as many different sources as we want, and the flexibility and adjustability of the tool allows us to analyze as many different rules, goals, constraints, and ‘what if’ scenarios as we want. Slotting-move plans—spanning up to thousands of moves—and comparative reports come back in a matter of minutes, with planned out multi-chain move sets ready to go. We’ve only just begun to scratch the surface of the capabilities of this tool, and we are already reaping considerable operational benefits.”
More companies are likely to follow suit as inventory remains a key issue across the logistics landscape. This past spring, the Logistics Managers Index—which tracks industry performance across a range of measures—showed contraction in inventory levels for the first time in more than six years and predicted lower levels over the next 12 months—signs that companies are working through the glut of inventory that plagued the industry in early 2022 and are trying to get a better handle on it in the years ahead.
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."