Mark Solomon joined DC VELOCITY as senior editor in August 2008, and was promoted to his current position on January 1, 2015. He has spent more than 30 years in the transportation, logistics and supply chain management fields as a journalist and public relations professional. From 1989 to 1994, he worked in Washington as a reporter for the Journal of Commerce, covering the aviation and trucking industries, the Department of Transportation, Congress and the U.S. Supreme Court. Prior to that, he worked for Traffic World for seven years in a similar role. From 1994 to 2008, Mr. Solomon ran Media-Based Solutions, a public relations firm based in Atlanta. He graduated in 1978 with a B.A. in journalism from The American University in Washington, D.C.
E-commerce distribution centers will never be fully automated, but instead be composed of a 50-50 split of automation and labor, a top supply chain consultant said today.
Joe Dunlap, managing director, supply chain services, for Los Angeles-based real estate and logistics services giant CBRE Inc., said e-commerce distribution centers (DCs) of the future will increasingly be stocked with products of all shapes and sizes, with varied storage, picking, and packing requirements. It will be virtually impossible for a completely automated e-commerce facility to cost-effectively manage such an operation, Dunlap told the JOC Inland Distribution Conference in Atlanta.
Only companies with a narrow band of SKUs, such as a manufacturer or retailer of one type of item, could even think of fulfilling without labor, Dunlap said.
Another stumbling block is the surge in fulfillment activity at the typical e-commerce DC, Dunlap said. Orders come in waves each day, and the volatility increases exponentially during the pre-holiday peak shipping season that officially begins the day after Thanksgiving, otherwise known as "Black Friday." A mix of automation and labor is the only way for DCs to efficiently manage the inevitable jolts to the network, Dunlap said.
"Flexible labor will always be needed," Dunlap said.
The good news for DC operators is that a well-managed system of automation and labor can yield productivity improvements of 25 to 35 percent, according to Dunlap's estimates.
The rule of thumb is that every $1 billion of e-commerce revenue requires about 1.25 million square feet of DC space to effectively manage it. However, as more DCs are erected in urban centers to be near clusters of end customers, facility footprints will need to shrink due to the relative dearth of available land, Dunlap said. At some point, there could be a one-to-one ratio of e-commerce revenue to the required capacity, meaning that each $1 billion of e-commerce revenue will require 1 million square feet of DC space.
E-commerce's explosive growth, and the surge in DC demand to support it, drove nationwide average industrial vacancy rates to 4.6 percent in the third quarter, the lowest in CBRE's multi-decade history of tracking such data. Net rental rates of $6.88 per square foot last quarter hit a multi-decade high, according to CBRE data.
In a reflection of e-commerce's role in changing the broad economic calculus, industrial property users have absorbed 50 million square feet more than what would be normal given the current state of the U.S. economy, CBRE estimates. A cyclical business that historically tracks the ebb and flow of U.S. GDP, industrial real estate has, to some degree, become unmoored from its typical patterns due to the e-commerce phenomenon, CBRE said.
For that reason, the sector should remain strong through 2018, even though it has been in a prolonged bull market, at least for landlords and lessors, the firm said.
ONE commissioned its Alternative Marine Power (AMP) container at Ningbo Zhoushan Port Group (NZPG)’s terminal in China on December 4.
ONE has deployed similar devices for nearly a decade on the U.S. West Coast, but the trial marked the first time a vessel at a Chinese port used shore power through Lift-on/Lift-off operations of an AMP container, a proven approach to boosting cold ironing and reducing emissions while in port, ONE said.
“One approach to reduce carbon footprint is through shore power usage,” ONE Global Chief Officer, Hiroki Tsujii, said in a release. “Today we will introduce the utilization of a containerized AMP unit to support further reduction. The use of an AMP unit is a familiar and effective approach within this industry. To be successful, close cooperation among various concerned parties is necessary. We believe this will contribute to carbon footprint reduction in a practical and expedited way, and we hope it is a good symbol of collaboration among relevant parties.”
ONE provides container shipping services to over 120 countries through its fleet of over 240 vessels with a capacity exceeding 1.9 million TEUs. The company says it is committed to exploring innovative solutions to reduce its environmental impact, support the adoption of sustainable port operations, and contribute to a greener future for all.
Looking to get a better handle on your freight and transportation costs in the new year? It may be time to take a good, hard look at your packaging strategy and to consider switching from a standard approach to right-sized packaging, a process that utilizes automated, on-demand box creation.
Right-sizing solutions have been around for years, but experts say the industry is just now reaching a tipping point where value and savings can be seen in black and white—and where changes made inside the warehouse can make a big difference on the outside.
“Really, in the last year, we’ve been able to prove on paper—with historical data from freight companies, partners, and brokers—that the cost savings are substantial. More than we even thought,” says Brian Reinhart, chief revenue officer for right-sized packaging solutions provider PackSize. “We have tools that show that, on average, customers that right size will save somewhere between 20% and 30% within their freight operations as opposed to when they did not right-size.”
That’s a big number, and one that’s directly tied to shipping and transportation costs. Quite simply, by using the smallest possible box for an order, you can fit more orders on a pallet and in a truck, which reduces your freight burden, Reinhart adds. When combined with other benefits such as materials reduction and labor savings, right-sized packaging may finally be taking its place at the cost-reduction table.
Here are three ways right-sized packaging can make a difference in a company’s bottom line.
REDUCING MATERIALS USAGE
Right-sizing allows companies to reduce the amount of packaging materials they use by fitting the box to the order. That way, they’re not putting small items into a too-big box and filling the extra space with dunnage. Plus, it cuts down on the number and variety of boxes companies need to have on hand: Auto-boxing systems use a continuous cardboard material called fanfold, which is folded into a bale and cut to size for each order.
“Right-sized auto-boxing eliminates the need to store multiple box sizes and additional void-fill materials,” explains David Gray, senior vice president of sales for on-demand packaging supplier Sparck Technologies. “Switching from standard stock boxes to fanfold cardboard can reduce corrugate material usage by an average of 29% and material costs by an average of 38%.”
Those actions can also help reduce shipping fees.
“Carriers typically charge based on package size and weight,” Gray adds. “Automated right-sized packaging solutions prevent excess air or volume in boxes, making each shipment as compact and lightweight as possible.
“Even small weight reductions can drive significant savings in overall transportation costs. Choosing the smallest, safest packaging fit for each item is a crucial strategy for effectively managing rising shipping rates.”
TRIMMING TRANSPORTATION COSTS
Here’s another way to think about transportation savings: The more boxes you can fit on a truck, the fewer trucks you’ll need.
“[Right-sizing] also adds flexibility into the network planning and route optimization of those trucks,” Reinhart explains, noting that a truck with more orders on it can make more stops, eliminating the number of empty miles that truck has to travel.
“You want to spend time loading and unloading. Driving time is inefficient time. So the more products you can fit on the truck, the more efficient [you are].”
Gray agrees, adding that optimizing load capacity can also help companies meet sustainability targets.
“[Right-sizing your packaging] reduces the number of vehicles required, resulting in lower shipping costs and a smaller carbon footprint,” he says. “As companies prioritize sustainability and efficiency, right-sized packaging aligns with these goals, helping to streamline logistics while minimizing environmental impact.”
OPTIMIZING LABOR
Gray says automated fit-to-size packaging technology can reduce labor costs by an average of 88% and eliminate up to 20 packing stations. This helps alleviate the stress of finding warehouse labor, which is particularly challenging during peak periods.
Reinhart adds that right-sized packaging can help make other operations in the warehouse more efficient as well. He points to manual tasks using picking carts as an example. Many large distribution centers will have hundreds of workers pushing carts throughout the facility and picking items directly into boxes positioned on the carts. Right-sizing those boxes allows workers to fit 20% to 30% more onto the shipping cart, he says.
“Now, you can put 10 boxes on the cart, whereas before you could only put six or seven,” Reinhart explains. “So you need fewer operators.”
Those labor savings can, in turn, benefit other parts of the business.
“Since labor costs account for a significant portion of a warehouse’s budget, any reduction in these expenses can have a profound impact on a company’s bottom line,” Gray explains. “Lower labor costs mean increased profitability, which can be reinvested into the business to drive growth and innovation. By minimizing labor expenses, companies can offer customers more competitive pricing, leading to increased market share and customer loyalty.”
Those benefits are increasingly putting a spotlight on packaging—making it a critical area for cost-containment and cost-reduction strategies, according to Gray.
“By optimizing packaging sizes, companies can reduce waste, lower shipping expenses, and improve overall operational efficiency, making it a valuable focus area for managing rising costs,” he says.
Reinhart concurs.
“What we’re really seeing now is people looking for things you can do inside the warehouse to create value outside the warehouse—and that’s where right-sized packaging [fits in],” he says. “If you can create that [value], it becomes a no-brainer for the customer.”
As the workhorse of the warehouse, the forklift typically gets all the tough jobs and none of the limelight. That finally changed recently, when a 46-year-old truck made headlines by winning the “Oldest Toyota Forklift Contest.”
The contest was organized by Intella Parts LLC, a Holland, Michigan-based supplier of aftermarket forklift parts for Toyota as well as other brands like Yale, Taylor, CAT, and Hyster lift trucks. This year’s winner was a 1978-vintage Toyota 42-3FGC20, a gas-powered forklift built in Toyota’s factory in Takahama-shi, Aichi, Japan. Alexander Toolsie of Burlington, Ontario, submitted the winning entry and was awarded a $100 gift certificate for Toyota forklift parts at Intella and a $100 Visa gift card.
The competition follows a similar contest held last year, when Intella launched a search for the oldest running Hyster forklift. The winner was a 1945 Hyster model that’s still in use at Public Steel in Amarillo, Texas.
According to Intella, the contests have been so popular that it plans to expand the competition to additional forklift brands next year.
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Averitt Express Charities contributed $100,000 to the Hurricane Helene disaster through its Averitt Cares for Kids program.
Motive, an artificial intelligence (AI)-powered fleet management platform, has launched an initiative with PGA Tour pro Jason Day to support the Navy SEAL Foundation (NSF). For every birdie Day makes on tour, Motive will make a contribution to the NSF, which provides support for warriors, veterans, and their families. Fans can contribute to the mission by purchasing a Jason Day Tour Edition hat at https://malbongolf.com/products/m-9189-blk-wht-black-motive-rope-hat.
MTS Logistics Inc., a New York-based freight forwarding and logistics company, raised more than $120,000 for autism awareness and acceptance at its 14th annual Bike Tour with MTS for Autism. All proceeds from the June event were donated to New Jersey-based nonprofit Spectrum Works, which provides job training and opportunities for young adults with autism.
Freight transportation and supply chain solutions specialist Averitt contributed $100,000 to the Hurricane Helene disaster relief efforts through its “Averitt Cares for Kids” program. The funds, which were raised through associate contributions and a company match, were donated to the humanitarian aid organization Samaritan’s Purse.
In response to the devastation caused by Hurricane Helene, Team Penske and its affiliated companies, including Penske Automotive Group and Penske Transportation Solutions, have donated $1 million toward the hurricane relief efforts. The donations were made to the Boone, North Carolina-based nonprofit Samaritan’s Purse.
Logistics services company DHL has partnered with Amsterdam’s Van Gogh Museum to expand the museum’s Heart for Art educational program to Buenos Aires, Argentina. Launched in the U.S. in 2022, the Heart for Art initiative is designed to make art accessible for all and introduce students with limited access to art education to the works of Vincent van Gogh. DHL is providing full-service international shipping and logistics coordination to ensure instructors have all the materials needed.
On the eve of the second World War, American factories were at peak production, churning out cars, washing machines, building materials, and radios for both domestic consumption and export worldwide.
U.S. factories were so prolific and efficient that they easily pivoted to become the “arsenal of democracy,” a phrase President Roosevelt coined in December of 1940—a year before the U.S. entered the war. At that time, our factories had enough capacity to produce much of the materiel that Britain desperately needed to hold off German advances.
Following Pearl Harbor and the United States’ entry into World War II, American factories threw their full weight behind the war effort. Detroit’s factories switched from manufacturing cars to producing tanks and jeeps. Clothing makers went from sewing dresses to stitching together uniforms and parachutes. Many historians believe that it was America’s ability to outproduce Germany and Japan that won the war.
However, beginning in the 1980s, America began switching from exporting its manufactured goods to exporting its manufacturing capabilities. Goods could be produced more cheaply elsewhere, so it made some sense to outsource production. Slowly, our manufacturing base eroded.
We still make things in the U.S.A., just not at the same percentage of total consumption that we used to. America’s trade deficit currently runs to about $70 billion in goods and services per month. And while some production is being reshored, our manufacturing capabilities are not nearly where they need to be should a major conflict erupt.
The biggest problem is that we don’t have enough trained workers. When we shipped out our manufacturing, we also shipped out our knowledge and skills base. Much of that went to China, a country that is both our second-largest trading partner and one of our chief adversaries.
An August Associated Press article described the U.S. Navy’s ability to build warships as “in a terrible state—the worst it has been in a quarter century” due to a lack of available manpower.
That could be a serious problem. A July report from the congressionally created Commission on the National Defense Strategy concluded that, “The threats the United States faces are the most serious and most challenging the nation has encountered since 1945 and include the potential for near-term major war.” It goes on to say that the risks are rising, not diminishing, and we are not prepared for a major conflict.
I don’t write this to scare you. I’m merely asking whether, if the unimaginable happens, America has the manufacturing and supply chain capabilities we need to respond as we once did.