Professional Documents
Culture Documents
Broken
Case
Reserve Storage Case
Picking
and Picking
Pallet Picking
10%
20%
15% Receiving
Putaway
Order Picking
Others
55%
Some facility design problems particular
to Warehousing facilities
I/O
Types of Storage Policies
• Dedicated storage: Every SKU i gets a number of storage
locations, N_i, exclusively allocated to it. The number of
storage locations allocated to it, N_i, reflects its maximum
storage needs and it must be determined through inventory
activity profiling.
• Randomized storage: Each unit from any SKU can by
stored in any available location
• Class-based storage: SKU’s are grouped into classes. Each
class is assigned a dedicated storage area, but SKU’s
within a class are stored according to randomized storage
logic.
Location Assignment under
dedicated storage
• Major Criterion driving the decision-making process:
Enhance the throughput of your storage and retrieval
operations by reducing the travel time <=> reducing the
travel distance
• How? By allocating the most “active” units to the most
“convenient” locations...
“Convenient” Locations
8 7 6 5 4 4 4 5 6 7 8
B: 15/5 = 3
5 4 3 3 3 4 6 7
7 6 5
C: 10/2 = 5
6 5 4 3 2 2 2 3 4 5 6
D: 20/5 = 4 5 4 3 2 1 0 1 2 3 4 5
I/O
A A A
A B B A A
A B D D D A
A B B C C D D A
I/O
Location Assignment under
class-based storage
• Consider that classes are established in such a way that
SKU’s with comparable ratios of TH_i/N_i belong to the
same class.
• Furthermore, with every class c associate two quantities
– N_c = a*S_i N_i where a (0,1)
– TH_c = S_i TH_i
• Then, the logic developed for the location assignment
under dedicated storage applies immediately when
replacing the set of SKU’s i by the set of classes c.
Design of the fast-pick area
The “fast-pick” or “forward-pick” or
“primary-pick” area
Primary
Restocking picking
Shipping
Receiving
Forward pick
Area
Reserves
picking
Reserves
Area
The major trade-offs behind the
establishment of a “forward pick” area
• A forward pick area increases the pick density by
concentrating a large number of SKU’s within a small
physical space.
• On the other hand, it introduces the activity of restocking.
• Also, in general, a forward pick area concerns the picking
of smaller quantities and involves more sophisticated
equipment than the picking activity taking place in the
reserves area. So, its deployment requires some capital
investment in equipment and (extra) space.
Selecting the SKU’s to be
accommodated in the fast-pick area and
the corresponding volumes
• We need to quantify the “net benefit” of having the SKU in the
fast-pick area vs. doing all the picking from the reserve.
• This is done as follows: Let
– V: Volume of entire forward-pick storage area (e.g., in cubic ft)
– f_i: Flow of SKU i, (e.g., in cubic ft / year)
– c_r: cost of each restock trip ($/trip)
– s: the saving realized when a pick is done from the forward area
rather than the reserve ($/pick)
– p_i: the expected annual picks for SKU i (picks/year)
– u_i: storage volume to be allocated to SKU i, i=1,…,n (cubic ft)
Then, the net annual benefit of allocating fast-pick storage u_i to SKU i, is:
c_i(u_i) = { s*p_i
0
- c_r*(f_i / u_i)
if u_i = 0
if u_i > 0 ($/year)
Plotting the “net benefit” function
c_i(u_i)
u_i
Problem Formulation
max S_i c_i(u_i)
s.t.
S_i u_i V
u_i 0, i
A near-optimality condition:
• The SKU’s that have the strongest claim to the fast-pick
area are those with the greatest viscocities, p_i / f_i.
• The optimal allocation of the total volume V to any given
SKU set {1,…k,} to enter the fast-pick area, is according
to the following formula
i{1,…k}, u_i = ( f_i / S_j f_j) * V
Algorithm for computing a near-optimal
solution
• Sort all SKU’s from most viscous to least (p_i / f_i)
• For k = 0 to n (total number of SKU’s):
– Compute the optimal allocation of the fast-pick storage if it
accommodates only the first k SKU’s of the ordering obtained in
Step 1.
– Evaluate the corresponding total net benefit.
• Pick the value of k that provides the largest total net
benefit.
Example for Fast-Pick Area design
Strip doors: doors where full trailers are parked and unloaded.
Any incoming trailer can be unloaded to any strip door.
Stack doors: doors where empty trailers are put to collect freight for
specific destinations. Each stack door is permanently assigned to a distinct
destination.
Typical material handling modes:
• manual carts for smaller items
• pallet jacks and forklifts for pallet loads
• cart draglines (reduce walking time but impede forklift travel)
A cart dragline example
Optimizing the crossdock performance
• The major operational cost for crossdock is the labor cost.
• Hence, the system performance is optimized by seeking to
maximize the throughput of the crossdock operations by
establishing an efficient freight flow.
• Factors affecting the freight flow:
– Long term decisions:
• Number of doors and shape of the building
• Employed material handling systems
• parking facilities
– Medium term decisions:
• Crossdock layout, i.e., the characterization of the various doors as
strip or stack doors, and the assignment of specific destinations to the
stack doors
– Short term decisions
• Inbound Trailer Scheduling
The number of doors and
the parking lot size
• Number of stack doors: determined by the volume of
freight moved to each customer, and any potential delivery
schedules
• Number of strip doors: since trailer unloading is a faster
job than trailer loading, a common rule of thumb is to have
twice as many stack doors as strip doors, so that you
balance the incoming with the outgoing flow.
• In general the larger the number of doors in the crossdock,
the larger the distances that must be traveled.
• The parking lot should provide parking space for two
trailers per door, so any flow surges can be accommodated
without considerable problems.
The shape of the crossdock building
• Corners are bad! Specifically:
• Internal corners take away door locations (about 8 doors per corner)
• External corners take away storage space in front of the door (w/2 doors’ worth of
floor space)
• On the other hand, a building shape that minimizes its corners increases
• the travel distances
• the traffic congestion in front of the most centrally located (and therefore,
the best) doors
• Some characterizations of the crossdock building shapes:
• diameter: max door-to-door distance
• centrality: the rate of growth of the diameter for a symmetric
expansion of the building by one door at each “end” of it.
• Suggested building shapes:
• I for small crossdocks (up to 150 doors)
• T for medium size crossdocks (between 150-250 doors)
• H for the largest crossdocks (above 250 doors)
• Frequently, the building shape is determined by other constraints, e.g.,
• available land, an existing building, etc.
Crossdock layout
• In general, centrally located doors should be reserved for the
uloading activity and for destination with large outgoing flows.
• On the other hand, if the freight on each inbound trailer is
destined to a small and stable set of customers, then the facility
can be decongested by establishing distinct hubs serving clusters
of destinations that tend to have their freight on the same
incoming trailers.
• Two extensively used heuristics are:
– the block heuristic: Assign first the unloading activity to the best doors
(i.e. the doors having the smallest average distances to all other doors).
Subsequently, assign the remaining doors to outbound destinations,
prioritizing them in decreasing order of their flow intensities
– the alternating heuristic: The door assignment alternates between a strip
door and a stack door to the destination with the next highest flow
– => The alternating heuristic produces solutions that are typically 10%
better than the solutions produced by the block heuristic.
Trailer Scheduling
• An interesting site:
– http://web.nps.navy.mil/~krgue/Crossdocking/crossdocking.html