George Weimer has been covering business and industry for almost four decades, beginning with Penton Publishing's Steel Magazine in 1968 where his first "beat" was the material handling industry. He remained with Steel for two years and stayed for two more when it became Industry Week in 1970. He subsequently joined Iron Age, where he spent a dozen years as its regional and international machine tool editor. He then re-joined Penton Publishing as chief editor of Automation Magazine and in 1993 returned to Industry Week as executive editor. He has been a contributing editor for several publications, including Material Handling Management, where his columns and feature articles regularly generated lively discussion in the industry. He has won various awards from major journalism organizations. He has covered numerous trade shows here and abroad and has spoken to various industrial and trade groups on the current issues and events of the day as they impinge on business. He remains convinced that material handling technology and logistics are two of the major sources of productivity improvement today and in the future for all industries.
They'll probably always be known as the workhorses of the warehouse, but today's lift trucks would be more accurately termed thoroughbreds. Using input from customers, lift truck makers are designing machines that are cleaner, safer and faster than their predecessors. The new trucks are smarter as well: Many models have advanced communications technology on board. And they're noticeably more comfortable, with added leg room and generally better ergonomics than older models.
Take the operator compartment, for instance. These days, it's not unusual for trucks to come with "mini levers" or joystick controls, says Brett Wood, vice president, marketing and product planning and dealer development at Toyota Material Handling, U.S.A. As you might expect, the idea is to appeal to younger drivers. As Wood puts it, "The Nintendo Generation is the new lift truck operator."
If the new trucks' driver compartments look cushier than in the past, that's no accident either. "Today's operators arrive in state-of-the-art cars. They expect similar comforts in the trucks they drive. That's why we are selling more and more full cabs in our lines," says Mark Roessler, general product manager of Linde Material Handling North America Corp. "That means air conditioning, comfortable seating and ergonomically designed controls."
And it appears there's more to come. Wood says Toyota will be demonstrating a new model in November that will offer even more operator comfort and flexibility than earlier models. They may sound like luxuries, he says, but features like fingertip controls, adjustable hand rests and swivel seats enhance operator comfort. And increased operator comfort translates into increased operator productivity.
Another productivity-boosting feature found in more and more of today's lift trucks is the built-in scale. "As warehouse and distribution center management moves toward a more automated work flow process, the use of lift truck scales has provided a significant increase in efficiency," says Andre Marshall, marketing programs manager for Cat Lift Trucks. For one thing, he says, incorporating a scale into a forklift truck minimizes the need for floor scales, freeing up valuable warehouse space. For another, he adds, they allow operators to weigh loads faster and more easily, eliminating several labor-intensive processes.
Cat has taken the integrated scale a step further, introducing what it calls the Integral Wireless Communication Scale. The scale communicates via radio frequency with an on-board printer that creates measurement readouts for each load. Innovations like these from Cat and others "create a more seamless work flow process and contribute to maximizing labor efficiencies within warehousing and distribution," says Marshall.
It's automatic!
In fact,the entire industry seems to be at work incorporating more mobile computing capabilities into the lift truck. Some trucks, for example, now come equipped with automatic datacollection devices that have revolutionized asset management. One such system is Crown Equipment Corp.'s InfoLink, which the company describes as a wireless fleet management system that is made up of a "user-friendly, on-board operator interface that communicates with a central server." Using the wireless communications structure that most warehouses already have in place, InfoLink automatically provides DC managers with vehicle operating data that once had to be collected manually. With a system like InfoLink, says Jim Moran, Crown's senior vice president, managers have an easy way to "gather data on how each truck is being used in their operation; control who is allowed to operate any given truck; ensure that each operator conducts safety inspections; manage planned maintenance programs; and be alerted and track when and where trucks have been in collisions."
Today's sophisticated fleet management systems can do more than simply enhance individual lift truck performance, adds Cat's Marshall. "[T]he data can also be used in order to track truck usage in relationship to overall productivity." For example, with access to data on any given unit on the floor, a manager can easily shift idle units to busy areas, thereby optimizing fleet usage.
Meanwhile, the RFID revolution that has swept through DCs in recent years has influenced forklift design as well. A number of manufacturers have been experimenting with lift truck-mounted RFID readers that eliminate the need for operators to dismount in order to record the receipt, movement or placement of loads. Raymond Corp., for one, has been testing RFID-enabled trucks in a working RFID warehouse in Alberta, Canada.
Today's "thoroughbred" trucks also offer new safety features. Toyota's Wood, for example, says much work has been done to incorporate automobile safety technology into forklift design in recent years. He points to his company's development of "SAS" for forklifts. That stands for "System of Active Stability" and is a way of using embedded sensors in the truck that, in effect, tell the truck when it is becoming unstable and help to prevent rollovers.
And like the automakers, lift truck designers continue to look for ways to make their vehicles easier to operate. For example, Doosan Infracore America Lift Trucks now offers AC-powered trucks with ITC or Intelligent Torque Control, which maintains equivalent operating speeds whether the truck is empty or fully loaded. Toyota has introduced a new feature that, at the push of a button, levels the forks so they're parallel with the floor, stopping the tilt at 90 degrees. For generations, operators have had to "eyeball" it.
Lift truck manufacturers haven't forgotten about the technicians either. Several have added features to make mechanics' lives easier. "We design our trucks today around the operator and the mechanic," says Wood. "Readouts, for example, these days are more and more digital. This means diagnostics are done in minutes from the digital displays on the truck."
Power plays
With fuel costs spiking and states cracking down on vehicle emissions, it should come as no surprise that lift truck makers are focusing much of their creativity on power plants. Some are experimenting with alternative fuels. Toyota, for example, offers a forklift option that uses CNG (compressed natural gas), which is perhaps a "niche market" item but does demonstrate what can be done to reduce emissions to nearly zero even in gas-powered trucks.
Toyota isn't alone. Nissan Forklift Corp. tells DC VELOCITY that it will soon showcase a system that promotes the use of alternative energy "at one of the logistics exhibitions overseas." Other manufacturers are moving quickly as well to find ways to take advantage of emerging technologies.
Even makers of gas-powered lift trucks have gotten into the game. For example, Clark Simpson, who is Clark Material Handling Co.'s internal combustion (IC) truck product manager, notes that manufacturers now offer catalytic converters for gas-powered vehicles that clean up their emissions. He also points to innovations designed to increase fuel efficiency, such as regenerative braking and the use of ultra capacitors, which don't wear out.
When it comes to electric trucks, the news these days is all about AC in the DC. Over the past few years, practically the entire market for electrics (with the exception of walkies) has moved toward AC power, reports Toyota's Wood. AC has the advantage of simplicity, explains Al Grywalski, Doosan's marketing manager. "AC technology eliminates a number of motor and control panel components, which translates into significant reductions in maintenance requirements." That reduction in maintenance requirements, in turn, translates to lower maintenance costs and less downtime.
"This technology is moving pretty fast; with the higher-voltage electrics in particular," says Roessler of Linde Material Handling. "Higher-voltage AC trucks have been common in Europe for years," he says. "Over here they are becoming more and more attractive."
For evidence of that, you need look no farther than Germany-based Jungheinrich Lift Truck Corp. Jungheinrich's latest entry into the U.S. market is an AC model. Called the ETR 320, it is "a pantographic reach truck in which all three motors—steering, hydraulic and driving—are based on three-phase AC technology," according to the company. Jungheinrich says the truck also "recycles" energy when braking, just as hybrid cars do.
Fill 'er up ... with hydrogen
But even bigger changes appear to be on the horizon. "A technology to look out for that could directly benefit distribution centers and warehousing is fuel cell technology," says Cat Lift Trucks' Marshall. "There are many benefits associated with hydrogen fuel cells that could make this technology practical for multi-shift and high-throughput distribution centers. For one, fuel cells deliver a steady level of power throughout the shift and eliminate the need to replace or charge a battery because the refueling process on a fuel cell takes just minutes."
"Hydrogen fuel cells offer higher productivity simply because they can be rapidly refueled—in several minutes versus several hours—eliminating the need to change a battery," adds Steve Medwin, Raymond Corp.'s manager of advanced research. "Also the voltage delivered by a fuel cell remains constant until the fuel is depleted. And hydrogen is environmentally clean: The only by-products from a fuel cell are water and heat," he says.
Introducing the hydrogen fuel cell to the DC would be much easier than adapting it to the auto industry, notes Mark Dyster, electric truck product manager for Clark Material Handling Co. "That is, to successfully use hydrogen fuel cells on the roads in cars means major change to the country's fueling infrastructure," he says. "The fueling issue in a plant or warehouse is much simpler."
The Canadians are already experimenting with fuel cells on lift trucks provided by NACCO Materials Handling Group (which markets trucks under the Yale and Hyster brand names) at a General Motors of Canada car plant in Oshawa, Ontario. The tests are part of the Canadian government's clean air initiative.
For all the interest and hype, it doesn't appear that fuel cells will be hitting the market anytime soon. Linde's Roessler believes it could take another five to 10 years before fuel cells become a practical alternative or addition to industrial truck technology. The reason is simple, he says: "It is simply not a perfected technology now."
States across the Southeast woke up today to find that the immediate weather impacts from Hurricane Helene are done, but the impacts to people, businesses, and the supply chain continue to be a major headache, according to Everstream Analytics.
The primary problem is the collection of massive power outages caused by the storm’s punishing winds and rainfall, now affecting some 2 million customers across the Southeast region of the U.S.
One organization working to rush help to affected regions since the storm hit Florida’s western coast on Thursday night is the American Logistics Aid Network (ALAN). As it does after most serious storms, the group continues to marshal donated resources from supply chain service providers in order to store, stage, and deliver help where it’s needed.
Support for recovery efforts is coming from a massive injection of federal aid, since the White House declared states of emergency last week for Alabama, Florida, Georgia, North Carolina, and South Carolina. Affected states are also supporting the rush of materials to needed zones by suspending transportation requirement such as certain licensing agreements, fuel taxes, weight restrictions, and hours of service caps, ALAN said.
E-commerce activity remains robust, but a growing number of consumers are reintegrating physical stores into their shopping journeys in 2024, emphasizing the need for retailers to focus on omnichannel business strategies. That’s according to an e-commerce study from Ryder System, Inc., released this week.
Ryder surveyed more than 1,300 consumers for its 2024 E-Commerce Consumer Study and found that 61% of consumers shop in-store “because they enjoy the experience,” a 21% increase compared to results from Ryder’s 2023 survey on the same subject. The current survey also found that 35% shop in-store because they don’t want to wait for online orders in the mail (up 4% from last year), and 15% say they shop in-store to avoid package theft (up 8% from last year).
“Retail and e-commerce continue to evolve,” Jeff Wolpov, Ryder’s senior vice president of e-commerce, said in a statement announcing the survey’s findings. “The emergence of e-commerce and growth of omnichannel fulfillment, particularly over the past four years, has altered consumer expectations and behavior dramatically and will continue to do so as time and technology allow.
“This latest study demonstrates that, while consumers maintain a robust
appetite for e-commerce, they are simultaneously embracing in-person shopping, presenting an impetus for merchants to refine their omnichannel strategies.”
Other findings include:
• Apparel and cosmetics shoppers show growing attraction to buying in-store. When purchasing apparel and cosmetics, shoppers are more inclined to make purchases in a physical location than they were last year, according to Ryder. Forty-one percent of shoppers who buy cosmetics said they prefer to do so either in a brand’s physical retail location or a department/convenience store (+9%). As for apparel shoppers, 54% said they prefer to buy clothing in those same brick-and-mortar locations (+9%).
• More customers prefer returning online purchases in physical stores. Fifty-five percent of shoppers (+15%) now say they would rather return online purchases in-store–the first time since early 2020 the preference to Buy Online Return In-Store (BORIS) has outweighed returning via mail, according to the survey. Forty percent of shoppers said they often make additional purchases when picking up or returning online purchases in-store (+2%).
• Consumers are extremely reliant on mobile devices when shopping in-store. This year’s survey reveals that 77% of consumers search for items on their mobile devices while in a store, Ryder said. Sixty-nine percent said they compare prices with items in nearby stores, 58% check availability at other stores, 31% want to learn more about a product, and 17% want to see other items frequently purchased with a product they’re considering.
Ryder said the findings also underscore the importance of investing in technology solutions that allow companies to provide customers with flexible purchasing options.
“Omnichannel strength is not a fad; it is a strategic necessity for e-commerce and retail businesses to stay competitive and achieve sustainable success in 2024 and beyond,” Wolpov also said. “The findings from this year’s study underscore what we know our customers are experiencing, which is the positive impact of integrating supply chain technology solutions across their sales channels, enabling them to provide their customers with flexible, convenient options to personalize their experience and heighten customer satisfaction.”
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.
Two European companies are among the most recent firms to put autonomous last-mile delivery to the test with a project in Bern, Switzerland, that debuted this month.
Swiss transportation and logistics company Planzer has teamed up with fellow Swiss firm Loxo, which develops autonomous driving software solutions, for a two-year pilot project in which a Loxo-equipped, Planzer parcel delivery van will handle last-mile logistics in Bern’s city center.
The project coincides with Swiss regulations on autonomous driving that are expected to take effect next spring.
Referred to as “Planzer–Dynamic Micro-Hub w LOXO,” the project aims to address both sustainability issues and traffic congestion in urban areas.
The delivery vehicle, a Volkswagen ID. Buzz battery-electric minivan, will feature Loxo’s Level 4 Digital Driver navigation software, a highly automated solution that allows driverless operation. The van was retrofitted to include space for two swap boxes for parcel storage.
During the two-year pilot phase, Loxo’s Digital Driver will navigate a commercial vehicle several times a day from Planzer’s railway center to various logistics points in Bern's city center. There, the parcels will be reloaded onto small electric vehicles and delivered to end customers by Planzer’s parcel delivery staff.
Following the completion of the pilot phase, Planzer and Loxo will build on the program for rollout in other Swiss cities, the companies said.
The partners said the project addresses the increasing requirements of urban supply chains and aims to ensure the “scalability of their disruptive solution.” With largely emission-free delivery, it contributes to greater levels of sustainability for the city as a living space, they also said.
“The uniqueness of this project lies in the fact that it will have a direct impact on society,” Planzer’s CEO and Chairman Nils Planzer said in a statement announcing the project. “We didn't just want to integrate automated technology into existing systems, we wanted to develop a completely new concept and a new business model.”
As the hours tick down toward a “seemingly imminent” strike by East Coast and Gulf Coast dockworkers, experts are warning that the impacts of that move would mushroom well-beyond the actual strike locations, causing prevalent shipping delays, container ship congestion, port congestion on West coast ports, and stranded freight.
However, a strike now seems “nearly unavoidable,” as no bargaining sessions are scheduled prior to the September 30 contract expiration between the International Longshoremen’s Association (ILA) and the U.S. Maritime Alliance (USMX) in their negotiations over wages and automation, according to the transportation law firm Scopelitis, Garvin, Light, Hanson & Feary.
The facilities affected would include some 45,000 port workers at 36 locations, including high-volume U.S. ports from Boston, New York / New Jersey, and Norfolk, to Savannah and Charleston, and down to New Orleans and Houston. With such widespread geography, a strike would likely lead to congestion from diverted traffic, as well as knock-on effects include the potential risk of increased freight rates and costly charges such as demurrage, detention, per diem, and dwell time fees on containers that may be slowed due to the congestion, according to an analysis by another transportation and logistics sector law firm, Benesch.
The weight of those combined blows means that many companies are already planning ways to minimize damage and recover quickly from the event. According to Scopelitis’ advice, mitigation measures could include: preparing for congestion on West coast ports, taking advantage of intermodal ground transportation where possible, looking for alternatives including air transport when necessary for urgent delivery, delaying shipping from East and Gulf coast ports until after the strike, and budgeting for increased freight and container fees.
Additional advice on softening the blow of a potential coastwide strike came from John Donigian, senior director of supply chain strategy at Moody’s. In a statement, he named six supply chain strategies for companies to consider: expedite certain shipments, reallocate existing inventory strategically, lock in alternative capacity with trucking and rail providers , communicate transparently with stakeholders to set realistic expectations for delivery timelines, shift sourcing to regional suppliers if possible, and utilize drop shipping to maintain sales.