Wednesday, January 9, 2008
Welcome to DCMrocks!
Group members:
How Yee
Honey
Nurashikin
Geok Ling
_____________________________________
Topic chosen:
Receiving and Shipping Dock Operations
:)
10:29 PM
Tuesday, January 8, 2008
Warehouse Main Operations
The warehouse has five main areas of operations, namely: goods in (receiving), main store, order picking, marshalling and, goods out (shipping).
In general, goods in includes receipt of goods, checking quantity and quality of goods, record receipts and discrepancies, unpack and repack, and decide goods location. Next, main store refers to the reserved storage area to locate goods and, to issue goods to replenish order picking stock. Order picking means selecting, packing and checking goods for customers and marshalling is assembling goods by customer or vehicle load. Lastly, goods out implies loading cargo into vehicles or containers.
Our blog will further explain the operations in receiving and shipping dock in the subsequent posts.
:)
2:08 PM
Wednesday, January 2, 2008
Introduction
Our group will look into the primary warehouse functions of receiving and shipping activities in this blog. In every warehouse and distribution center, product movement and storage will only begin at the receiving dock by handling either raw materials or products in large quantity (e.g. pallet load), and finish at the shipping dock by handling finished goods or smaller individual customer order quantity (e.g. cartons).
The objective of the receiving function is to ensure supplier delivers the right product, in the right quantities, in good condition, and on schedule to our warehouse. Activities in this department include arranging delivery vehicle at the dock, unloading goods from delivery truck, verify product quantity and quality, identify product in SKU into inventory, and forking these products to the storage area.
Next, the objective of the shipping function is to ensure that order-pick activity is accurate. This means that the right type of goods is picked in the correct quantity, in good condition, and on schedule. Activities in this department include arranging delivery vehicle at the dock, sorting, accumulating, packing, and verifying the order quantity and type of product, seal, secure and manifesting the cargo, and loading the goods onto the delivery truck.
:)
12:21 AM
Tuesday, January 1, 2008
Trends
Improvement in technology and more demanding customers have caused changes in the industry over the past few years. There are basically four main reasons which contributed to why we need to look more closely at the receiving and shipping functions today.
1. Longer and Wider Trailers
Today, a typical trailer is able to carry an additional of two pallets of goods as trailer's width increased from 96 to 102 inches and length increase from 45 to 48 inches. The new trailer width and length also meant that the parking space for the trailer and radius of turning is wider, and receiving and shipping dock staging areas must be increased to handle more pallets. Also, dock leveler capacity have to be improved in order to serve the taller trailer.
2. Just-In-Time (JIT) Replenishment
JIT is a system of scheduling incoming deliveries to arrive at receiving dock just in time to replenish workstations or when needed by production. This means that lesser products are stored in the warehouse and more emphasis will be placed on receiving and shipping dock areas and operations instead of storing and picking operations. Cross-docking can also be seen in recent years. This means that goods are transferred directly from unloading to loading bay for forward shipping to final customer.
3. Computers, Barcoding, and RFID
Technology has improved over the years. Computers and barcoding have gradually reshaped the way receiving and shipping dock operates. Technology has allwed us to improve accuracy and productivity in document preparation, product identification, work scheduling, as well as flow of product and information throughout the warehouse/company. On the other hand, RFID is considered the potential new trend in the technology industry. This technology uses radio frequency to allow us to know the exact location of the product/vehicle real time. This will help improve utilization and productivity of truck, labour and equipment. Products which come into or going out of the warehouse will automatically be detected instead of having to scan or record manually.
4. New Loading and Unloading Equipment
New loading and unloading equipments include dock levelers, automatic loading and unloading systems, mobile warehouse equipment, and conveyor equipment. These equipments will focus on increasing the flexibility of the receiving and shipping departments to handle wide range of trailer sizes, and improve the safety, product flow and workers' productivity.
:)
12:10 AM
Saturday, December 29, 2007
Receiving Process
1) Receiving
The various truck receiving activities are determined by the type of operation. Most of the these activities include yard control, vendor delivery truck or container dock scheduling, unloading product into the inbound staging area, verifying the product quality and quantity, entering the receipts into inventory, identifying the product, packaging the product and transporting the product to the storage area.
2) Unloading activities
Unloading is the second receiving activity. The goods will be transferred from the vendor’s container or truck onto the receiving dock staging area. The various delivery truck unloading method are manual, using conveyor equipment, using manual or powered mobile pallet equipment and using automatic trailer unloading-loading equipment.
receiving via conveyor
3) Quality and quantity check methods
There are three basic method of quality and quantity product verification, with respect to the vendor’s past delivery performance and SKU characteristics: (1) 100 percent accept, random sample and 100 percent check.
4) Identify the product that does not meet standard
At this stage, after identify the product that does not meet the company’s specification or requirements, the product will be referred to purchasing department. Purchasing department will hold the goods temporary and return it to the vendor.
5) Inventory update
The next activity is updating the product on-hand inventory. There are two methods to update the inventory: delayed-entry method and on-line entry method.
:)
11:03 PM
Wednesday, December 26, 2007
Shipping Dock Operations
Packing
Loading
The different types of activities within the shipping dock are: checking, packing/sealing, securing, manifesting, and loading.
Checking is to ensure that the right product, in right quantity and good condition is being picked and ready to deliver to customer. This activity is carried out at the packing stations and can be performed manually or through the use of technology (e.g. barcoding). Packing will be done after checking. The latter activity is slightly more extensive. However, it is necessary to make sure that product is protected against damage. Customer’s address will appear on the exterior of the package for identification. Next, if goods are packed in a pallet load, the packing activity will include ensuring the cartons are sealed and tightly secured onto the shipping device.
Manifesting is followed by sealing and securing of goods. This activity ensures that customer’s order has been handles and processed in our warehouse. Like the other activities, manifesting can also be done either manually or by technology means. Last but not least is loading. This means loading orders onto the transport vehicles.
:)
3:26 PM
Tuesday, December 25, 2007
Cross Docking
How cross-docking work?
In the past, goods arrive will be stored in the warehouse. When customer request for item, staff will only start picking the goods based on the picking list. In a cross-dock case, goods arriving from the vendor already have a customer assigned, so workers need only move the shipment from the inbound trailer to an outbound trailer bound for the appropriate destination.
Warehouse personnel can direct inbound goods from receiving to issue without interim storage. By using cross-docking, companies can minimize duplicate goods movements within the warehouse, optimize the flow of goods from inbound to outbound, and shorten routes within the warehouse. The figure below shows the flow of goods in cross-docking in a through flow warehouse.
Cross-docking is a relatively new logistics technique used in the retail and trucking industries to rapidly consolidate shipments from disparate sources and realize economies of scale in outbound transportation.
From focusing on “supply chain”, cross docking shift to “demand chain” for example: stock coming into cross docking center has already been pre-allocated against a replenishment order generated by a retailer in the supply chain.
Benefits of cross docking:
(i) Reduce operating costs
(ii) Increase throughput
(iii) Reduce inventory levels
(iv) Increase sales space
Factors influencing the use of cross-docks:
(i) Customer and supplier geography -- particularly when a single corporate customer has many multiple branches or using points
(ii) Freight costs for the commodities being transported
(iii) Cost of inventory in transit
(iv) Complexity of loads
(v) Handling methods
(vi) Logistics software integration between supplier(s), vendor, and shipper
(vii) Tracking of inventory in transit
http://www.aafes.com/edi/doc/CrossDock%20Video.htm (credited to AAFES eBusiness)
:)
6:03 AM
Sunday, December 23, 2007
Product Staging Concepts
Staging activity is one of the critical activities in the receiving and shipping area. This area is meant for housing incoming (waiting to be stored) and outgoing (waiting to be shipped) goods. There must be sufficient space directly behind the dock doors to hold inbound and outbound shipments for a full delivery truck. This space must be carefully planned and designed so there is high employees’ productivity with minimal damage to the products, and accurate inventory control. Another space requirement in this area includes the space required to hold empty shipping and receiving tools, such as pallets.
The best dock area designs allow mobile material handling equipments, such as forklift, to travel in between the dock plate and the staging area, and in between staging area and storage area. As such, the staging area needs traffic aisle which connects the dock area to the storage area.
Staging activity is one of the critical activities in the receiving and shipping area. This area is meant for housing incoming (waiting to be stored) and outgoing (waiting to be shipped) goods. There must be sufficient space directly behind the dock doors to hold inbound and outbound shipments for a full delivery truck. This space must be carefully planned and designed so there is high employees’ productivity with minimal damage to the products, and accurate inventory control. Another space requirement in this area includes the space required to hold empty shipping and receiving tools, such as pallets.
The best dock area designs allow mobile material handling equipments, such as forklift, to travel in between the dock plate and the staging area, and in between staging area and storage area. As such, the staging area needs traffic aisle which connects the dock area to the storage area.
However, any unusual or special goods, such as very large or small, odd shaped, or need special handling, should be held separately.
Examples of dock staging designs are: floor stack, standard rack, drive-in rack, push-back rack, stacking frames, and conveyor accumulation. Each of these designs has its advantages and disadvantages. Companies have to select the designs based on the type of products kept and the layout of its warehouse.
:)
3:00 PM
Thursday, December 20, 2007
RECEIVING AND SHIPPING DOCK LOCATIONS
The best receiving and shipping dock location must able to reduce the distance travel between the dock area and the storage pick area. The location of a warehouse and distribution facility or terminal receiving and shipping dock locations directly affects product flow and employee productivity.
The three basic truck receiving and shipping dock concepts:
(i) Combination Docks Concept
The activities are performed in one building area and able to utilize the equipment and employees. For this concept, it is suggested that a truck dock schedule in which the inbound product is delivered in the morning and outbound product loaded in the afternoon.
This method is more suitable for facility that deals with low volume and the product characteristics that are small. “U” flow occurs when the goods receipt and dispatch functions are located at the same end of a warehouse building. Positioning the docks adjacent to each other allows better utilization of dock space and associated handling equipment, less supervision and more flexibility.
But using this method it will increases in-house transportation and requires exact scheduling of inbound and outbound trucks and with this method it is difficult to compensate for product delivery problems and business fluctuations.
(ii) Separated dock method
Separate Docks Concept
This concept happens when receiving activities and shipping activities are performed in separate building areas and with separate equipment and employees and separate supervision.
They are used by companies whose warehouse needs to handle high volume, has a large number of SKUs (inventory) and has a large product mix. “Through” flow happens when the separate docks opposite end of a warehouse.
This method will allow increasing capacity, easy to control product flow and reduced need for in-house transportation. But positioning the docks opposite this ways will need to spend more increases investment in dock equipment and employees.
(iii) Scattered dock method
Scattered Docks Concept
The purpose of this design is to allow the receiving dock to locate directly near to the storage area and at the opposite building wall product flow from the storage areas or production lines into the shipping dock area in a very short distance.
Company that practice JIT or across the dock product flow concept will prefer to use this concept. The concept dictates a one way straight product flow pattern.
Using this concept, the product flow will not get interrupted and continuous product flow. But the disadvantages are need to monitor and tighter control of the operation.
TRUCK ACCESS TO THE DOCKS
The access-exit road is at least twice the length of the longest truck and must have separate traffic lanes for truck-yard entrance and exit.
:)
10:09 PM
Wednesday, December 19, 2007
HOW TO PROJECT THE REQUIRED NUMBER OF DOCKS
There are three ways to determine the number of truck or rail shipping and receiving docks.
(I) Manual Calculation Method
There are few factors that included in calculating and determine the number of truck docks:
1) Number of daily truck arrives to company
2) Frequency of deliveries
3) Time required to unload and load the goods to the container
4) Number of man powers
5) Availability of equipment
6) Safety rules One of the examples to determine number of docks is the number of trucks per year multiplied by the hours it takes to load or unload a truck divided by the work hours of a year. At least one dock space will be added when designing the number of docks for the lift truck travel to the ground.
(II) Manual Dock Simulation
This method projects the number of docks that are required for the various types of vehicles that deliver or ship product to your facility. Data required for a manual truck dock simulation consists of the following:
(1) for an average day, the number of trucks that arrive at your facility, type of load (floor-stack or unitized), and rear of truck height
(2) the time of day that each truck arrived at your facility
(3) the number of hours that each truck was at the dock position (including spot and departure time)
(4) the number of standard and special docks
(5) your company’s anticipated growth rate.
A dock simulation shows you how to improve your dock assignment or delivery schedule for better dock utilization and determines the number of docks that are required for your warehouse.
(III) Computer simulation of dock operations
Using this method, the same information is needed for example truck and shipping activity, productivity and volume. All the data will need to converted into computer system and the computer program will determine each dock utilization and other dock area design information.
:)
2:37 PM
Saturday, December 15, 2007
TRUCK DOCK DESIGN FACTORS
Below are some illustrations of most common truck dock design:
(A) Flush Dock Design
Flush docks are in most common use today. Here the face of the dock (foundation) is flush with the outside wall of the building. To prevent wall damage and protect dock seals (if used) on a level approach it is recommended that the foundation/dock bumper extend 4" (101.6mm) beyond the outside wall.
(B) Open Dock
Open docks, although they may be necessary alternative in some cases, are not generally recommended because of their weather exposure and susceptibility to pilferage. In all cases these docks should be provided with a canopy. And in situations where canopies are planned over docks on sloped grades, the height of the canopy must be calculated to accommodate the height of the sloped trailer.
(C) Enclosed Dock
Enclosed docks are generally used when climate control, product protection, security, and overhead lift capabilities are required. They are not a common choice due to high construction costs and vehicle exhaust pollution considerations.
(D) Depressed Dock
Depressed docks with slope driveways are used where building construction eliminates basements and dock level floors. Caution must be exercised in planning the grade of the driveway. It should not exceed 10% in order that the top of the truck will not hit the wall of the building, cargo topple, or that pull-way traction problems result in ice or snow conditions.
Some other examples of non-common truck dock design:
(D) Side-Entrance Enclosed Dock
The first enclosed dock design is the side-entrance design; however, construction costs for this design are high. In this design there are two sets of doors (one at each side of the building) and the truck –loading and maneuvering areas are inside the building. This feature dictates one-way delivery vehicular traffic flow through the building (“in one door on the right-hand side of the building and out the second door on the left-hand side of the building”). The side-entrance enclosed dock design accommodates the staggered (sawtooth) dock design.
(E) Straight-in-Entrance Enclosed Dock
In the straight-in enclosed dock design, there is one exterior door per truck dock position or one extra large wide exterior door for two truck dock positions. The delivery truck maneuvering area is outside the building. Since the delivery truck loading area is inside the building, the delivery truck backs straight up in the loading area to the dock edge. The straight-in enclosed dock design provides a shorter truck-loading lane that permits the trailer to be dropped inside the enclosed area or with a long truck-loading lane to accommodate both tractor and trailer.
(F) Side-Loading or Finger Dock
The side-loading dock or finger dock design is used primarily for flatbed trucks and open-sided vans (side-opening vans with side door open for loading and unloading). This dock design is a cutout in the building interior floor. The cutout is directed inward from the building exterior wall into the dock staging area. The finger length and width is sufficient in size to permit a flatbed trailer open-sided van to back into the opening. Concrete platforms on both sides of the cutout permits lift trucks to unload and load the trailer. To improve dock safety, yellow-coated posts and chains surround the cutout.
(G) Drive-through-the Facility Design
This drive-through design is used for flatbed trucks or open-sided vans. The flatbed truck or open-sided van drives into the building, and lift trucks or an overhead crane unloads or loads the product from or onto the flatbed trailer. This dock design requires a one-way flow of vehicles through the facility, or the trucks are backed up into the facility. It is very common truck uploading design in certain countries such as Australia or in the beverage distribution industry.
(H) Pier Dock Design
If the dock side of the building does not have sufficient wall space for the required number of dock positions or the building interior layout does not permit construction of a dock area, then the pier dock design has the potential to provide the necessary dock positions. In this design a section of the building extends outward from the building. Dock positions are located on each side of the extension. The width of the extension permits a lift truck turning aisle for turning onto the dock levelers and two-way lift truck traffic on the dock. With the pier dock design, there is a tractor-trailer maneuvering area on both sides of the pier dock.
(I) Freestanding Dock (Dock House) Design
To increase dock positions in a low or small volume operation with limited interior space inside the building, a freestanding dock or dock house extension is construction on the building wall. The freestanding dock is a platform with a dock leveler that extends outward from the building and is enclosed with metal or plastic panels. If the dock extension is an open platform, then to improve safety, chains and posts are on the dock perimeter.
(J) Mobile Yard Ramp Design
The mobile ramp design is used outside the building. This dock operation uses a mobile ramp that permits a lift truck to unload or load a trailer and to have the mobile warehouse equipment transport the product into the warehouse. If the warehouse is not at ground level, then a ramp is required for lift truck entrance into the building.
Below are some illustrations of most common truck dock design:
(A) Flush Dock Design
Flush docks are in most common use today. Here the face of the dock (foundation) is flush with the outside wall of the building. To prevent wall damage and protect dock seals (if used) on a level approach it is recommended that the foundation/dock bumper extend 4" (101.6mm) beyond the outside wall. (B) Open Dock
Open docks, although they may be necessary alternative in some cases, are not generally recommended because of their weather exposure and susceptibility to pilferage. In all cases these docks should be provided with a canopy. And in situations where canopies are planned over docks on sloped grades, the height of the canopy must be calculated to accommodate the height of the sloped trailer. (C) Enclosed Dock
Enclosed docks are generally used when climate control, product protection, security, and overhead lift capabilities are required. They are not a common choice due to high construction costs and vehicle exhaust pollution considerations. (D) Depressed Dock
Depressed docks with slope driveways are used where building construction eliminates basements and dock level floors. Caution must be exercised in planning the grade of the driveway. It should not exceed 10% in order that the top of the truck will not hit the wall of the building, cargo topple, or that pull-way traction problems result in ice or snow conditions.(E) Saw Tooth Dock
Saw tooth docks present a design solution to situations where apron space is limited, however they reduce useable dock space.
Saw tooth docks present a design solution to situations where apron space is limited, however they reduce useable dock space. Some other examples of non-common truck dock design:
(D) Side-Entrance Enclosed Dock
The first enclosed dock design is the side-entrance design; however, construction costs for this design are high. In this design there are two sets of doors (one at each side of the building) and the truck –loading and maneuvering areas are inside the building. This feature dictates one-way delivery vehicular traffic flow through the building (“in one door on the right-hand side of the building and out the second door on the left-hand side of the building”). The side-entrance enclosed dock design accommodates the staggered (sawtooth) dock design.
(E) Straight-in-Entrance Enclosed Dock
In the straight-in enclosed dock design, there is one exterior door per truck dock position or one extra large wide exterior door for two truck dock positions. The delivery truck maneuvering area is outside the building. Since the delivery truck loading area is inside the building, the delivery truck backs straight up in the loading area to the dock edge. The straight-in enclosed dock design provides a shorter truck-loading lane that permits the trailer to be dropped inside the enclosed area or with a long truck-loading lane to accommodate both tractor and trailer.
(F) Side-Loading or Finger Dock
The side-loading dock or finger dock design is used primarily for flatbed trucks and open-sided vans (side-opening vans with side door open for loading and unloading). This dock design is a cutout in the building interior floor. The cutout is directed inward from the building exterior wall into the dock staging area. The finger length and width is sufficient in size to permit a flatbed trailer open-sided van to back into the opening. Concrete platforms on both sides of the cutout permits lift trucks to unload and load the trailer. To improve dock safety, yellow-coated posts and chains surround the cutout.
(G) Drive-through-the Facility Design
This drive-through design is used for flatbed trucks or open-sided vans. The flatbed truck or open-sided van drives into the building, and lift trucks or an overhead crane unloads or loads the product from or onto the flatbed trailer. This dock design requires a one-way flow of vehicles through the facility, or the trucks are backed up into the facility. It is very common truck uploading design in certain countries such as Australia or in the beverage distribution industry.
(H) Pier Dock Design
If the dock side of the building does not have sufficient wall space for the required number of dock positions or the building interior layout does not permit construction of a dock area, then the pier dock design has the potential to provide the necessary dock positions. In this design a section of the building extends outward from the building. Dock positions are located on each side of the extension. The width of the extension permits a lift truck turning aisle for turning onto the dock levelers and two-way lift truck traffic on the dock. With the pier dock design, there is a tractor-trailer maneuvering area on both sides of the pier dock.
(I) Freestanding Dock (Dock House) Design
To increase dock positions in a low or small volume operation with limited interior space inside the building, a freestanding dock or dock house extension is construction on the building wall. The freestanding dock is a platform with a dock leveler that extends outward from the building and is enclosed with metal or plastic panels. If the dock extension is an open platform, then to improve safety, chains and posts are on the dock perimeter.
(J) Mobile Yard Ramp Design
The mobile ramp design is used outside the building. This dock operation uses a mobile ramp that permits a lift truck to unload or load a trailer and to have the mobile warehouse equipment transport the product into the warehouse. If the warehouse is not at ground level, then a ramp is required for lift truck entrance into the building.
:)
11:24 PM
Friday, December 14, 2007
How to Bridge the Gap between Dock Edge and Trailer Bed?
At the edge of dock height, the dock plate or leveler bridges the gap (open space) between the dock edge and the rear of the trailer bed. The dock plate or leveler is the factor that assures high employee productivity and safety. The height variation between the dock edge and rear of the trailer bed is the major factor determining the type of mobile pallet handling equipment that is used in the dock function. The other dock plate or leveler selection factors include the frequency of deliveries, unit-load handling equipment, type of dock concept, and available capital.
Dock equipments which are able to bridge the gap are as follow:
(1)Portable Walk Ramp
The portable walk ramp is an aluminum ramp that is designed with a skid-resistant deck and is used at a truck dock or a grade-level facility. The ramp is up to 3ft in length to bridge a 9-in height variance. The ramp is up to 16ft long to bridge a 5ft height variance and handles loads of up to 1300lb. Beveled ends and a 11-in lip permit an even passage for an employee with a two-wheel hand truck between the truck bed and the floor or ground. Side curbs on the walk ramp reduces the overall usable width by 2 ½ in, but improves safety. The ramp handles a low volume, has a low capital investment, permits side delivery truck door loading and unloading, and enables a two-wheel hand truck or employee to move the product.
(2) Portable Dock Plate
The portable dock plate with an equalizing bend is an aluminum plate with a length of 2 to 5 ft and width of 5 to 6 ft and handles a height differential from 3 to 10 in. At the truck dock, a short plate handles a low height differential and a long plate handles a high height differential. To reduce mobile warehouse pallet handling equipment skids, the dock plate has a diamond-pattern surface. To secure the plate position in the gap, the plate has a locking leg (T-bar) that is attached to the underside and fits into the gap.
(3) Portable Dock Board
The portable truck dock board with an equalizing bend is an aluminum device that permits an electric pallet truck or a rider fork-lift truck to unload and load trailers. To reduce skids, the dock board has a diamond-pattern surface, and to secure the dock board in the gap, locking legs (T-bars) are attached to the underside and are inserted in the gap. Yellow-painted safety curbs help eliminate equipment runoffs. The dock board weight requires powered mobile dock equipment to move and position the dock board in the required dock position. When fork-lift trucks are used in the dock area, some dock plates have fold-down loops or lifting chains to assist in relocation and positioning of the dock
(4)Mobile Yard Ramp
For facilities at grade (ground) level, a mobile yard ramp, ranging from 30 to 36ft in length, permits a lift truck to unload or load a trailer. The ramp has aluminum or steel grating platform and a usable width that ranges between 4ft 5-in and 7ft 4-in. Side guards on both sides reduce powered equipment runoff. Dual wheels are located under the center, and a tow bar permits a lift truck to tow and position the ramp. At the required location, some mobile ramp models have a hydraulic system for easy ramp positioning onto the truck bed and a level-off top for lift truck maneuvering and removing pallets that are at the rear of the delivery trailer.
(5) Recessed Dock Leveler
For facilities that have a truck dock edge at 4ft height, the recessed dock leveler method is most commonly used to bridge the gap. Each dock leveler is installed in a pit or in a cutout of the warehouse floor. It has a diamond-pattern surface with a lip. As required, the dock leveler surface is raised up with a lip that extends outward and lowers to rest on the rear of the delivery trailer bed.
(6) Hydraulic Recessed Dock Leveler
The hydraulic recessed dock leveler has a hydraulic pump and motor in the pit that moves the dock plate to the desired elevation. The dock leveler controls are push buttons. The buttons are located on the interior of the building wall that is adjacent to the dock position.
(7) Mechanical Recessed Dock Leveler
It has a diamond-pattern surface and upwardly biased ramp with a spring mechanism that is held down by a releasable ratchet device. To operate, the employee walks onto the ramp and pulls on the release chain that is connected to the ratchet mechanism. This pulling of the ratchet releases the ramp, and the ramp rises to its uppermost position.
(8) Vertically Storing Dock Leveler
The vertically storing dock leveler consists of a ramp that is withdrawn in the vertical position inside the building.
With this, the dock employee controls the lip and ramp with push buttons from a control panel that is located on the interior of the building wall. After use of the dock leveler, the vertically storing dock leveler ramp is locked in the vertical position. At this point, the leveler is pushed by the employee to another dock position.
The mechanical vertically storing dock leveler is manually moved between dock positions. Generally, the lip is in the extended position; however, if required, the lip is manually retracted. At the required dock position, the dock employee manually lowers the ramp onto the trailer bed. Counterbalanced springs assist in the lowering effort. When not in use the ramp is returned to the vertical position.
(9) Edge-of-Dock (EOD) Leveler
The EOD leveler is a hydraulic or manual device. An employee controls the hydraulic dock leveler with push buttons located on the interior wall of the building. When activated, the hydraulic model pushes the ramp upward with the lip in the extended position. After receiving full extension, the lip is lowered onto the rear bed of trailer.
With the manually operated model, counterbalanced springs assist in raising and lowering the dock leveler.
(10) Front-of-Dock Leveler
The front-of-dock (FOD) leveler is a bridge device that has its own built-in bumpers and is bolted to the concrete edge of the dock. The device is available with a ramp length of 30 in and width of 72 in. The dock leveler is available in both high and low-profile types with a standard projection of 11 in. A special grocery industry model has a 14-in lip projection for placement in a trailer that delivers perishable food items. The high-profile bridge device serves a height differential of 6 in above and 4 in below; and the low-profile device, 4 in above and 1 ½ in below.
:)
11:42 PM
Wednesday, December 12, 2007
Lift and Bridge Devices
(1) In-Floor Hydraulic Lift
The in-floor hydraulic (ram) lift is an outdoor device that has an elevating platform. The elevating platform is pit-installed in the delivery truck-loading yard area and is driven by a hydraulic pump that permits the lift to travel in a vertical direction. The hydraulic pump is electrically operated, and in cold environments attention is given to keeping the hydraulic fluid warm.
(2) Scissors Lifts
The scissors lift is an outdoor bridge device that is an elevating or declining platform. The scissors lift has a diamond-pattern surface that has the ability to move up or down. The surface area has two sides with kick plates and handrails. Removable gates are located onto the two open sides. One open side faces the warehouse door, and the second open side faces the delivery truck. The delivery trailer end has a lip to assure a smooth transition of the pallet load handling equipment between the delivery trailer and the scissors lift.
(3) Bascule Bridge Dock
The bascule bridge dock is another outdoor bridge device. The bridge has a diamond-pattern-surface platform that is attached to the side of the building in front of the dock door. All controls are located on an interior wall of the building.
When not in operation, the bridge is in the raised position against the truck door. As required, the electronically controlled hydraulic powered unit lowers the bridge in a 90 outward arch from the building. In the lowered extended position, legs on each corner support the bridge.
(4) Tailgate Trailer
The next bridge device is the tailgate delivery trailer. When the delivery trailer is on the highway, the tailgate is stored under the delivery trailer. At the unloading and loading location, the truck electronically controlled hydraulic system unfolds the two sections of the unloading tailgate onto the ground.
(5) Wheel Lift
The next outdoor device to raise the delivery truck bed is the wheel lift. The two basic types are the manually and the hydraulically operated wheel lifts. Both wheel lifts are outdoor devices that are located next to the building and extend outward in the loading area.
The hydraulic device has controls on the inside of the building wall and has the ability to raise or lower the rear delivery truck bed to the required height for a dock board or leveler.
(6) Hi-Way Lift
The next device to reduce the height differential between the rear bed of the delivery truck and the dock is the “hi-way” lift. The hi-way lift is a hydraulic electronically controlled device that has a diamond-pattern surface. The surface is 10ft wide by 40ft long and has the capacity to lift and lower a fully loaded delivery trailer (without a tractor) to the required dock elevation.
The device is pit installed in the loading area with rams that are controlled from the inside of the building. The device requires a tractor to drop the trailer onto the surface. With the delivery trailer secured on the platform and the rear doors unlocked, the front of the lift is raised to a specific elevation.
(7) Dock Leveler Lift
The dock leveler lift is an indoor device that compensates for the elevation change between the ground level and the dock. This device is a lift-plate with a diamond-pattern surface that travels the distance between the ground level and the dock. The capacity is to hold a normal counterbalanced lift truck with an operator and pallet load.
The dock lift is equipped with a protective shroud. When the dock lift is not in use, a sensing device automatically ensures that the lift returns to the warehouse floor level. This feature, and yellow-coated chains and posts around the perimeter, improve safety.
When compared to the ramp design, one disadvantage of the lift design is that it handles only one vehicle per trip and requires greater maintenance; however, it requires only a small area.
:)
12:15 AM
Tuesday, December 11, 2007
Dock Equipments
OPTIONS TO IMPROVE DOCK SAFETY AND EFFICIENCY
Your design for an efficient and safe dock operation requires additional devices other than the dock type or bridge device to reduce the height differential between the dock and the truck. These devices and areas are in front of and behind of the dock door.
(1) Standard Pull-chain mechanical Dock Leveler
The pull-chain mechanical dock leveler is the most common type used for connecting the gap between the dock and the trailer for adjustment of height differences. It is important to know the weight capacity of the dock levelers to make sure it is of safe height range. A regularly scheduled preventative maintenance is to be performed on dock levelers.
(2) Hydraulic Dock Leveler
A step up from the mechanical dock leveler, the hydraulic dock leveler uses an electric pump and hydraulic cylinder to engage/disengage the dock leveler. This operates from a remote switch which is generally mounted on the wall next to a high volume dock which will benefit from this automation.
(3) Truck Restraint: ICC Bar Type
The most dangerous aspects of loading and unloading trailers is trailer creep caused by a lift truck entering and exiting the trailer or when a driver starts to pull away from the dock while he is still loading. The ICC Bar type restraints automatically engage the rear impact guard on the trailer when it backs into the dock. After the trailer is loaded/unloaded, the restraint is disengaged via a control panel.
(4) Truck Restraint: Automatic Wheel Type
Automated truck restraint system is a wheel type system which engages the rear wheels of the trailer.
(5) Truck Restraint: Others
There are numerous variations on wheel chocks and wheel restraint devices. A wheel chock provides several improvements, including a skid plate that locks the chock in place and sensors that connect to signaling devices.
(6) Dock Leveler with Safety Barrier
This dock leveler has a built in steel barrier which prevents the lift truck from going over the edge of the dock when the leveler is not engaged onto a trailer.
(7) Elevating Docks
Elevating docks are used where a raised dock is not available. They operate via an electric pump and a hydraulic lift cylinder. They are used with a hand pallet jack to unload trucks.
(8) Dock Seals
Dock seals come in a variety of configurations used to prevent air, dirt, debris, insects, birds, and rain/snow from entering the building while loading and unloading trucks.
(9) Dock Shelters
Dock shelters conserve energy and improve dock security. The dock shelter is a fixed-frame structure or flexible-frame structure with a head curtain that extends outward from the building. The two sides of the frame hang onto the delivery trailer sides and roof and conform to the rear door of the delivery trailer or truck.
(10) Signaling Devices
Signaling devices are useful especially in high volume dock areas. They are used to indicate the correct dock to back into and signal the lift truck operator that it is safe to enter the trailer (automatically checking truck restraining devices and dock levelers).
(11) Dock Lights
Dock lights are adjustable, movable devices that provide light into the interior of the delivery truck. The dock light consists of a single lamp that has a flexible arm which reaches to the side and upper portion of the trailer rear door. Most dock light arms are located between two truck doors and service both dock doors. Some dock light arms provide light to a single dock door. Lockable screens protect the lamp from damage and pilferage.
OPTIONS TO IMPROVE DOCK SAFETY AND EFFICIENCY
Your design for an efficient and safe dock operation requires additional devices other than the dock type or bridge device to reduce the height differential between the dock and the truck. These devices and areas are in front of and behind of the dock door.
(1) Standard Pull-chain mechanical Dock Leveler
The pull-chain mechanical dock leveler is the most common type used for connecting the gap between the dock and the trailer for adjustment of height differences. It is important to know the weight capacity of the dock levelers to make sure it is of safe height range. A regularly scheduled preventative maintenance is to be performed on dock levelers.
(2) Hydraulic Dock Leveler
A step up from the mechanical dock leveler, the hydraulic dock leveler uses an electric pump and hydraulic cylinder to engage/disengage the dock leveler. This operates from a remote switch which is generally mounted on the wall next to a high volume dock which will benefit from this automation.
(3) Truck Restraint: ICC Bar Type
The most dangerous aspects of loading and unloading trailers is trailer creep caused by a lift truck entering and exiting the trailer or when a driver starts to pull away from the dock while he is still loading. The ICC Bar type restraints automatically engage the rear impact guard on the trailer when it backs into the dock. After the trailer is loaded/unloaded, the restraint is disengaged via a control panel.
(4) Truck Restraint: Automatic Wheel Type
Automated truck restraint system is a wheel type system which engages the rear wheels of the trailer.
(5) Truck Restraint: Others
There are numerous variations on wheel chocks and wheel restraint devices. A wheel chock provides several improvements, including a skid plate that locks the chock in place and sensors that connect to signaling devices.
(6) Dock Leveler with Safety Barrier
This dock leveler has a built in steel barrier which prevents the lift truck from going over the edge of the dock when the leveler is not engaged onto a trailer.
(7) Elevating Docks
Elevating docks are used where a raised dock is not available. They operate via an electric pump and a hydraulic lift cylinder. They are used with a hand pallet jack to unload trucks.
(8) Dock Seals
Dock seals come in a variety of configurations used to prevent air, dirt, debris, insects, birds, and rain/snow from entering the building while loading and unloading trucks.
(9) Dock Shelters
Dock shelters conserve energy and improve dock security. The dock shelter is a fixed-frame structure or flexible-frame structure with a head curtain that extends outward from the building. The two sides of the frame hang onto the delivery trailer sides and roof and conform to the rear door of the delivery trailer or truck.
(10) Signaling Devices
Signaling devices are useful especially in high volume dock areas. They are used to indicate the correct dock to back into and signal the lift truck operator that it is safe to enter the trailer (automatically checking truck restraining devices and dock levelers).
(11) Dock Lights
Dock lights are adjustable, movable devices that provide light into the interior of the delivery truck. The dock light consists of a single lamp that has a flexible arm which reaches to the side and upper portion of the trailer rear door. Most dock light arms are located between two truck doors and service both dock doors. Some dock light arms provide light to a single dock door. Lockable screens protect the lamp from damage and pilferage. :)
7:27 AM
Wednesday, December 5, 2007
Recommendations for improvement safety in dock operations
1) Use portable jack stands in addition to the forward landing gear of spotted trailers when loading and unloading to prevent potential tipping.
2) Make sure lift trucks used to load/unload trailers are equipped with spotlights, use dock mounted lights to supplement the lift truck lights or when manually loading/unloading trailers.
3) Side shifts as standard equipment of forklifts to increase productivity and prevent product damage and promote safety by allowing the lift truck operator to perform the task with fewer movements and eliminates the need to ride right against the wall of a trailer.
4) Have all equipment maintained in accordance with manufacture's recommendations.
5) Do not allow pedestrians in trailers while a lift truck is loading/unloading. The likelihood of being crushed by a forklift is greater in tight spaces.
6) Perform a visual inspection of the trailer prior to driving a lift truck into it.
7) Caution is advised when using lift trucks to unload straight trucks (small delivery trucks). Make sure the straight truck has the capacity to handle the weight of the lift truck and loads.
8) Use physical barriers at open edges of docks and ramps and to protect pedestrian walkways.
9) Use paint or tape to designate staging areas, through aisles, and loading lanes. Make sure employees recognize the designations.
10) Keep the dock areas clean and free of debris. Loading areas should be completely swept at least once per day or once per shift, large pieces of debris such as broken pieces of pallets should be picked up immediately.
11) Designate areas for storage of used pallets, containers, and trash. Also limit the stacked height of used pallets and containers.
12) Limit the stacked height of materials in staging areas, especially if working around the material. Also leave sufficient access aisles between rows of staged material if employees inspect or access the material.
13) Use traffic cones or portable barricades to temporarily block off staging lanes where pedestrians are working.
14) Special attention should be given when large loads are being handled that may obstruct the view of the lift truck operators.
15) If you require your employees to install or remove security seals for truckloads and containers you should designate a safe area away from the dock to do this. Never allow an employee to stand between a trailer and the dock.
16) When loading small vans used by small parcel carriers, do this at a street level dock or a specially designed ramped dock (you can add ramps to existing raised docks). If you must use standard raised docks, temporarily or permanently blocking off adjacent docks to eliminate risk from trailers backing into areas where people are working. Use the dock closest to the building access and use chocks behind the van’s wheels to prevent the van from rolling back potentially crushing someone between the van and the dock.
17) Instruct employees not to climb on docks or to place any part of their bodies outside of the dock door.
18) If employees need to climb down into the dock area make sure proper ladders or stairs are provided.
19) Train all employees that work in dock areas on the hazards. Do not make the mistake of limiting training to lift truck operators only.
20) Enforce compliance to all procedures. Plant safety is directly related to the enforcement of safety procedures.
:)
7:53 AM
Facilitator's Question:
What are the key performance indicators (KPIs) for each of the warehouse operational areas that shown in your Blog?
Reply:
Receiving
1) On-time delivery (for In-Bound) = On-time delivery orders / Total no. of orders
2) Average waiting time (Dock to Stock hours) = Total dock-to-stock hours / Total receipts
3) Dollar value per unit received = Total received inventory value / Total units received
4) Number of rejected goods = Number of goods which do not meet specifications / Total number of goods received
5) Receiving volume per month
Shipping
1) On-time delivery (for Out-Bound) = On-time delivery orders / Total no. of orders
2) Average waiting time (Dock to Trucks) = Total dock-to-truck hours / Total shipped
3) Order accuracy = Orders error free / Total orders shipped
4) Orders fill rate = Orders filled complete / Total orders shipped
5) Dispatch volume per month
Receiving and Shipping Docks
1) Machine downtime per day (%) = Machine downtime / Total no. of operational hours per day
2) Damaged inventories per month = Total damaged inventory value / Total inventory value at cost
3) Docks utilization rate = Utilized docks space / Overall docks capacity
4) Staff utilization rate per hour = Amount of time staff is busy at work / 60minutes
5) Equipment utilization rate per hour = Amount of time equipment is used / 60minutes
6) Rate = Volume / Hours worked
7) Productivity = Rate*Utilization
8) Loading/Unloading bays utilization rate per hour = Number of loading/unloading bays utilized per hour / Total number of loading/unloading bays
9) Turnaround Time
10) Number of Lots handled per day
What are the key performance indicators (KPIs) for each of the warehouse operational areas that shown in your Blog?
Reply:
Receiving
1) On-time delivery (for In-Bound) = On-time delivery orders / Total no. of orders
2) Average waiting time (Dock to Stock hours) = Total dock-to-stock hours / Total receipts
3) Dollar value per unit received = Total received inventory value / Total units received
4) Number of rejected goods = Number of goods which do not meet specifications / Total number of goods received
5) Receiving volume per month
Shipping
1) On-time delivery (for Out-Bound) = On-time delivery orders / Total no. of orders
2) Average waiting time (Dock to Trucks) = Total dock-to-truck hours / Total shipped
3) Order accuracy = Orders error free / Total orders shipped
4) Orders fill rate = Orders filled complete / Total orders shipped
5) Dispatch volume per month
Receiving and Shipping Docks
1) Machine downtime per day (%) = Machine downtime / Total no. of operational hours per day
2) Damaged inventories per month = Total damaged inventory value / Total inventory value at cost
3) Docks utilization rate = Utilized docks space / Overall docks capacity
4) Staff utilization rate per hour = Amount of time staff is busy at work / 60minutes
5) Equipment utilization rate per hour = Amount of time equipment is used / 60minutes
6) Rate = Volume / Hours worked
7) Productivity = Rate*Utilization
8) Loading/Unloading bays utilization rate per hour = Number of loading/unloading bays utilized per hour / Total number of loading/unloading bays
9) Turnaround Time
10) Number of Lots handled per day
:)
6:30 AM
Tuesday, December 4, 2007
Case Study - Docks operations in near future
Using RFID to Manage Your Dock in Real Time
From companies shipping equipment to trade shows to high velocity distribution and transportation facilities, paychecks are earned on the efficiency of the dock. Managers understand that more efficiencies and higher throughput are gained when they have a holistic view of their dock operation to better schedule and manage inbound and outbound appointments.
Not having real-time visibility of your assets affects availability and dock utilization. Your on-time load completion suffers, which results in serious delays for priority or high-velocity freight. And without visibility you can't cut warehouse costs, maintain product flow through your facility and meet customer service levels. With better visibility managers can schedule resources more efficiently, which will dramatically impact the bottom line.
A Dynamically Optimized Dock
Fluensee Dock decreases time spent at the dock and dynamic optimization allows your facility to prioritize and process the right freight first. Fluensee Dock combines integrated workflow, RFID and other automatic identification technologies to transform any cross dock facility into a streamlined operation.
With a robust combination of software and RFID hardware, you'll know the status of every trailer and container whether they're inbound or outbound. You'll have accurate data about orders, requirements, load status, inventory and schedules. And you will have a way to manage fast-paced change on your docks with precise, real-time visibility of your operations.
Dock Operations in Real-Time
RFID technology has matured over the last several years to provide a platform to enable a new generation of technology solutions that target high-velocity, real-world supply chain challenges. Whether you are looking to enhance your current RFID initiatives, find a lower cost / greater value RFID solution or have a need to address customer or government mandates, Fluensee Dock provides tools that help you better manage your dock. It helps eliminate manual processes, automate operations and provide visibility of events – these combined actions help save on labor costs and give you more control over your cross dock operation.
Companies that continuously monitor and proactively resolve supply chain execution events have a distinct advantage over competitors. The ability to increase data accuracy while automating operations gains importance each year and helps companies achieve new heights in cross docking.
From companies shipping equipment to trade shows to high velocity distribution and transportation facilities, paychecks are earned on the efficiency of the dock. Managers understand that more efficiencies and higher throughput are gained when they have a holistic view of their dock operation to better schedule and manage inbound and outbound appointments.
Not having real-time visibility of your assets affects availability and dock utilization. Your on-time load completion suffers, which results in serious delays for priority or high-velocity freight. And without visibility you can't cut warehouse costs, maintain product flow through your facility and meet customer service levels. With better visibility managers can schedule resources more efficiently, which will dramatically impact the bottom line.
A Dynamically Optimized Dock
Fluensee Dock decreases time spent at the dock and dynamic optimization allows your facility to prioritize and process the right freight first. Fluensee Dock combines integrated workflow, RFID and other automatic identification technologies to transform any cross dock facility into a streamlined operation.
With a robust combination of software and RFID hardware, you'll know the status of every trailer and container whether they're inbound or outbound. You'll have accurate data about orders, requirements, load status, inventory and schedules. And you will have a way to manage fast-paced change on your docks with precise, real-time visibility of your operations.
Dock Operations in Real-Time
RFID technology has matured over the last several years to provide a platform to enable a new generation of technology solutions that target high-velocity, real-world supply chain challenges. Whether you are looking to enhance your current RFID initiatives, find a lower cost / greater value RFID solution or have a need to address customer or government mandates, Fluensee Dock provides tools that help you better manage your dock. It helps eliminate manual processes, automate operations and provide visibility of events – these combined actions help save on labor costs and give you more control over your cross dock operation.
Companies that continuously monitor and proactively resolve supply chain execution events have a distinct advantage over competitors. The ability to increase data accuracy while automating operations gains importance each year and helps companies achieve new heights in cross docking.
:)
7:54 AM
Sunday, December 2, 2007
References
- The warehouse management handbook by James A. Tompkins and Jerry D. Smith
- http://www.fluensee.com/downloads/Fluensee_Dock.pdf
- http://www.intelligrated.com/pdfs/presentation_proMatSes212.pdf
- www.loadingdocksupply.com
- www.vestilmfg.com
- www.toolking.com
- www.yahoo.com/images
- http://www.scivis.nps.navy.mil/~krgue/Crossdocking/crossdocking.html
- http://en.wikipedia.org/wiki/Cross-docking
- http://projects.bus.lsu.edu/independent_study/vdhing1/othertopics/crossdocking.htm
:)
8:00 AM