James Cooke is a principal analyst with Nucleus Research in Boston, covering supply chain planning software. He was previously the editor of CSCMP?s Supply Chain Quarterly and a staff writer for DC Velocity.
After seven years of unbridled growth, it was perhaps inevitable that Internet shoe retailer Zappos.com Inc. began experiencing growing pains last year. Early on, the company had made a strategic decision to handle its own warehousing and order fulfillment. But as sales surged toward the $600 million mark last year, the fulfillment operation started displaying unmistakable signs of strain. The error rate began to climb and throughput began to lag. Many companies facing that situation would conclude that they needed more people. Zappos decided it needed something else: more intelligence.
To boost the operation's productivity, the e-tailer installed a warehouse control system (WCS) in its 400,000-square-foot distribution center in Shepherdsville, Ky., last fall. The system, FKI Logistex's Warehouse Optimizer software, essentially serves as the brains of the operation, overseeing the facility's high-speed conveyors, sorters, merges, and other material handling equipment. The WCS takes order information from Zappos.com's homegrown warehouse management system, then manages product flow to and from various portions of the warehouse, including receiving, presorting, put-away, picking, packing, and shipping.
And that's not all it can do. Along with choreographing the material handling equipment's movements, the intelligent control system automatically balances the workload at the various packing stations. The WCS monitors the actual workload for the number of orders and products per order per lane, and then makes decisions on routing product to optimize the workload across multiple packing stations.
"Previously, all the movement was handled by people and conveyors without intelligence," says Jonathan Field, director of development at Zappos."The error rate was high and throughput wasn't high. That's why we decided to switch over." The decision has paid off, he says. "This year, on our busiest days, we shipped much more product than last year and we got a lot more volume through the distribution center."
Growing capabilities
Zappos took advantage of the fact that warehouse control systems have gotten smarter over the years. In the early days, the WCS served mainly as a messenger boy for the warehouse management system (WMS). The WMS would gather up data on the orders to be filled from the company's main computer system and devise a work plan. Then it was up to the WCS to relay directions to the material handling equipment—the conveyors, sortation systems, and the like—to see that the orders were carried out. It did that by communicating with sensors to direct the opening and closing of gates to direct product onto a specific conveyor arm or chute. "In the traditional world of warehousing, the WMS functions as a thought process for a batch of work and passes that information to the machine control system (WCS) that does the task management," says Daniel Ahrens, a product manager at Fortna Inc. in West Reading, Pa.
But as material handling systems have grown more sophisticated over the years, the WCS has evolved to keep pace. Today's systems are capable of controlling not just conveyors and sorters, but pick-to-light systems, radio-frequency identification systems, and voice-directed picking systems as well. "The mechanical systems are getting more and more advanced," says Michael Hahn, U.S. chief sales officer for Knapp Logistics and Automation Inc. in Kennesaw, Ga., "and you need more intelligence on the software side to control them in the right way."
Perhaps more importantly,WCS have also begun to think for themselves. Many of today's WCS are imbued with extra "intelligence," algorithms written into the software that can react to feedback from equipment sensors and adjust material flows—something that a WMS, which generally doesn't have a direct connection to photocells and scanners, is not in a position to do. "The WCS has the touch point with the WMS to know what orders are coming into the warehouse operation," says Ahrens, "and it has the touch points with machine controls to know what it's doing."
Among other things, that capability allows companies to maximize throughput and inventory velocity in their warehouses. "Typically, you add more intelligence to achieve better product flow," says Jerry Koch, product director of software and controls for warehousing and distribution at FKI Logistex, which has its U.S. headquarters in St. Louis, Mo. "That allows you to move product with the least amount of touches."
Managing the workload
What has made this possible is a technological breakthrough in the way the WCS collects and uses feedback from the sensors. In the past, the WCS could only take data from one sensor at a time and then act on the information by, say, shutting down a lane if it detected a jam on the conveyor line. Now, however, the WCS is able to collect data from all the sensors to form a big-picture view of the warehouse operation. "In the past, sensor data was only used to stop flow down a lane," says Ahrens. "Now they use that info to control upstream processes. Instead of having islands of automation in a warehouse, you can take a holistic approach to the entire operation."
Once the WCS has collected information from the various sensors, it aggregates the data and applies special algorithms to balance the workflow. "Advanced algorithms balance out the flow automatically," explains Koch of FKI Logistex. "As products move into the central merge area, the more intelligent software releases products such that there's no backing up on a conveyor line so you get maximum throughput of the material handling equipment."
Abandoning the wave
The advent of intelligent WCS has also opened the door for distribution centers to switch from wave picking to a continuous flow method. Under the wave picking approach, a group of pick orders is released at one time. Workers pick orders in a batch from the racks and convey cartons or cases to a high-speed sortation device, which in turn diverts the product to a chute or spur dedicated to each order. At the end of the spur, another worker loads the product onto a pallet or into a truck at a loading dock.
Although wave picking is widely considered more efficient than single-order or batch picking, it also has its drawbacks. For instance, if workers loading cartons into a trailer at a loading dock can't keep pace with the flow from the sortation device, the result is a backup. In addition, even when working properly, there's a natural start and stop flow to the warehouse operation as each wave retriggers the work process.
"With wave picking, you'll see shipping docks that are jammed up with product because of the emphasis on picking," says Ahrens. "The new approach is a pull-based system. Instead of releasing 2,000 orders at once, you release the orders piecemeal based on the needs of the shipping dock."
The intelligent WCS accomplishes this by controlling the release of orders to balance workloads between machines and pick lanes, or even between shipping lanes being shared for an outbound shipment. "You can look at the current workload and you control the release of orders to match the capability of absorbing them," says Larry Kuhn, president and founder of Glen Road Systems Inc. in Conshohocken, Pa., which provides warehouse control systems.
The more intelligent WCS can also perform "dynamic balancing," adjusting workflow in real time to changing circumstances. "It monitors the progress of each piece of equipment and the person, and adjusts staffers' work based on their neighbors," says Ahrens. "It can even send a signal to the supervisor to tell him that the worker in zone 4 is twiddling his thumbs," adds Sam Flanders, president of 2wmc.com, a material handling consulting firm in Portsmouth, N.H. "It can manage labor very well."
Advanced warehouse control systems give management more visibility into the warehouse operation as well. In fact, some systems even offer so-called dashboard controls, graphical displays that show the progress of work for managers to make adjustments. "Graphical interfaces are becoming more common with WCS," says Bob Harris, president of Cirrus Tech in Raleigh, N.C. "They can notify you via audio signals or visuals about problems, and they can provide statistical information on equipment so you can see what's happening in terms of equipment failures or lane backups."
Stuck on the wave
As for the results, Ahrens says the continuous flow approach has been shown to increase warehouse throughput by 40 percent without any changes in equipment. But it does require an investment in software. To take advantage of the benefits of dynamic flow, companies must either buy new warehouse control software or upgrade their existing WCS. "Legacy systems are built around batch management as opposed to balancing work flow based on information feedback," Ahrens says. "In order to realize the benefits, there has to be some upfront investment in changing the software."
Despite all the talk about the benefits of continuous flow picking, many companies have been hesitant to abandon wavebased picking. "Warehouse management likes waves because they can reallocate people at the end of each wave. It's this idea 'I can get everyone back on the starting block together,'" says Ahrens. "It's also a security blanket. I need waves to manage productivity."
Ray Becker, a vice president at the consulting firm Tom Zosel Associates Ltd. in Long Grove, Ill., agrees with Ahrens that companies still question the validity of the continuous flow approach. "From an overall perspective, it's adjusting a plan on the fly. The back end is unknown. It might optimize my wave but what happens to the work behind the wave?"
Ahrens says in his experience, winning the skeptics over is mostly a matter of time. "A client's first reaction is that this won't work," he says. "But after thinking about it, they say, 'Wow, this is revolutionary.'"
Congestion on U.S. highways is costing the trucking industry big, according to research from the American Transportation Research Institute (ATRI), released today.
The group found that traffic congestion on U.S. highways added $108.8 billion in costs to the trucking industry in 2022, a record high. The information comes from ATRI’s Cost of Congestion study, which is part of the organization’s ongoing highway performance measurement research.
Total hours of congestion fell slightly compared to 2021 due to softening freight market conditions, but the cost of operating a truck increased at a much higher rate, according to the research. As a result, the overall cost of congestion increased by 15% year-over-year—a level equivalent to more than 430,000 commercial truck drivers sitting idle for one work year and an average cost of $7,588 for every registered combination truck.
The analysis also identified metropolitan delays and related impacts, showing that the top 10 most-congested states each experienced added costs of more than $8 billion. That list was led by Texas, at $9.17 billion in added costs; California, at $8.77 billion; and Florida, $8.44 billion. Rounding out the top 10 list were New York, Georgia, New Jersey, Illinois, Pennsylvania, Louisiana, and Tennessee. Combined, the top 10 states account for more than half of the trucking industry’s congestion costs nationwide—52%, according to the research.
The metro areas with the highest congestion costs include New York City, $6.68 billion; Miami, $3.2 billion; and Chicago, $3.14 billion.
ATRI’s analysis also found that the trucking industry wasted more than 6.4 billion gallons of diesel fuel in 2022 due to congestion, resulting in additional fuel costs of $32.1 billion.
ATRI used a combination of data sources, including its truck GPS database and Operational Costs study benchmarks, to calculate the impacts of trucking delays on major U.S. roadways.
There’s a photo from 1971 that John Kent, professor of supply chain management at the University of Arkansas, likes to show. It’s of a shaggy-haired 18-year-old named Glenn Cowan grinning at three-time world table tennis champion Zhuang Zedong, while holding a silk tapestry Zhuang had just given him. Cowan was a member of the U.S. table tennis team who participated in the 1971 World Table Tennis Championships in Nagoya, Japan. Story has it that one morning, he overslept and missed his bus to the tournament and had to hitch a ride with the Chinese national team and met and connected with Zhuang.
Cowan and Zhuang’s interaction led to an invitation for the U.S. team to visit China. At the time, the two countries were just beginning to emerge from a 20-year period of decidedly frosty relations, strict travel bans, and trade restrictions. The highly publicized trip signaled a willingness on both sides to renew relations and launched the term “pingpong diplomacy.”
Kent, who is a senior fellow at the George H. W. Bush Foundation for U.S.-China Relations, believes the photograph is a good reminder that some 50-odd years ago, the economies of the United States and China were not as tightly interwoven as they are today. At the time, the Nixon administration was looking to form closer political and economic ties between the two countries in hopes of reducing chances of future conflict (and to weaken alliances among Communist countries).
The signals coming out of Washington and Beijing are now, of course, much different than they were in the early 1970s. Instead of advocating for better relations, political rhetoric focuses on the need for the U.S. to “decouple” from China. Both Republicans and Democrats have warned that the U.S. economy is too dependent on goods manufactured in China. They see this dependency as a threat to economic strength, American jobs, supply chain resiliency, and national security.
Supply chain professionals, however, know that extricating ourselves from our reliance on Chinese manufacturing is easier said than done. Many pundits push for a “China + 1” strategy, where companies diversify their manufacturing and sourcing options beyond China. But in reality, that “plus one” is often a Chinese company operating in a different country or a non-Chinese manufacturer that is still heavily dependent on material or subcomponents made in China.
This is the problem when supply chain decisions are made on a global scale without input from supply chain professionals. In an article in the Arkansas Democrat-Gazette, Kent argues that, “The discussions on supply chains mainly take place between government officials who typically bring many other competing issues and agendas to the table. Corporate entities—the individuals and companies directly impacted by supply chains—tend to be under-represented in the conversation.”
Kent is a proponent of what he calls “supply chain diplomacy,” where experts from academia and industry from the U.S. and China work collaboratively to create better, more efficient global supply chains. Take, for example, the “Peace Beans” project that Kent is involved with. This project, jointly formed by Zhejiang University and the Bush China Foundation, proposes balancing supply chains by exporting soybeans from Arkansas to tofu producers in China’s Yunnan province, and, in return, importing coffee beans grown in Yunnan to coffee roasters in Arkansas. Kent believes the operation could even use the same transportation equipment.
The benefits of working collaboratively—instead of continuing to build friction in the supply chain through tariffs and adversarial relationships—are numerous, according to Kent and his colleagues. They believe it would be much better if the two major world economies worked together on issues like global inflation, climate change, and artificial intelligence.
And such relations could play a significant role in strengthening world peace, particularly in light of ongoing tensions over Taiwan. Because, as Kent writes, “The 19th-century idea that ‘When goods don’t cross borders, soldiers will’ is as true today as ever. Perhaps more so.”
Hyster-Yale Materials Handling today announced its plans to fulfill the domestic manufacturing requirements of the Build America, Buy America (BABA) Act for certain portions of its lineup of forklift trucks and container handling equipment.
That means the Greenville, North Carolina-based company now plans to expand its existing American manufacturing with a targeted set of high-capacity models, including electric options, that align with the needs of infrastructure projects subject to BABA requirements. The company’s plans include determining the optimal production location in the United States, strategically expanding sourcing agreements to meet local material requirements, and further developing electric power options for high-capacity equipment.
As a part of the 2021 Infrastructure Investment and Jobs Act, the BABA Act aims to increase the use of American-made materials in federally funded infrastructure projects across the U.S., Hyster-Yale says. It was enacted as part of a broader effort to boost domestic manufacturing and economic growth, and mandates that federal dollars allocated to infrastructure – such as roads, bridges, ports and public transit systems – must prioritize materials produced in the USA, including critical items like steel, iron and various construction materials.
Hyster-Yale’s footprint in the U.S. is spread across 10 locations, including three manufacturing facilities.
“Our leadership is fully invested in meeting the needs of businesses that require BABA-compliant material handling solutions,” Tony Salgado, Hyster-Yale’s chief operating officer, said in a release. “We are working to partner with our key domestic suppliers, as well as identifying how best to leverage our own American manufacturing footprint to deliver a competitive solution for our customers and stakeholders. But beyond mere compliance, and in line with the many areas of our business where we are evolving to better support our customers, our commitment remains steadfast. We are dedicated to delivering industry-leading standards in design, durability and performance — qualities that have become synonymous with our brands worldwide and that our customers have come to rely on and expect.”
In a separate move, the U.S. Environmental Protection Agency (EPA) also gave its approval for the state to advance its Heavy-Duty Omnibus Rule, which is crafted to significantly reduce smog-forming nitrogen oxide (NOx) emissions from new heavy-duty, diesel-powered trucks.
Both rules are intended to deliver health benefits to California citizens affected by vehicle pollution, according to the environmental group Earthjustice. If the state gets federal approval for the final steps to become law, the rules mean that cars on the road in California will largely be zero-emissions a generation from now in the 2050s, accounting for the average vehicle lifespan of vehicles with internal combustion engine (ICE) power sold before that 2035 date.
“This might read like checking a bureaucratic box, but EPA’s approval is a critical step forward in protecting our lungs from pollution and our wallets from the expenses of combustion fuels,” Paul Cort, director of Earthjustice’s Right To Zero campaign, said in a release. “The gradual shift in car sales to zero-emissions models will cut smog and household costs while growing California’s clean energy workforce. Cutting truck pollution will help clear our skies of smog. EPA should now approve the remaining authorization requests from California to allow the state to clean its air and protect its residents.”
However, the truck drivers' industry group Owner-Operator Independent Drivers Association (OOIDA) pushed back against the federal decision allowing the Omnibus Low-NOx rule to advance. "The Omnibus Low-NOx waiver for California calls into question the policymaking process under the Biden administration's EPA. Purposefully injecting uncertainty into a $588 billion American industry is bad for our economy and makes no meaningful progress towards purported environmental goals," (OOIDA) President Todd Spencer said in a release. "EPA's credibility outside of radical environmental circles would have been better served by working with regulated industries rather than ramming through last-minute special interest favors. We look forward to working with the Trump administration's EPA in good faith towards achievable environmental outcomes.”
Editor's note:This article was revised on December 18 to add reaction from OOIDA.
A Canadian startup that provides AI-powered logistics solutions has gained $5.5 million in seed funding to support its concept of creating a digital platform for global trade, according to Toronto-based Starboard.
The round was led by Eclipse, with participation from previous backers Garuda Ventures and Everywhere Ventures. The firm says it will use its new backing to expand its engineering team in Toronto and accelerate its AI-driven product development to simplify supply chain complexities.
According to Starboard, the logistics industry is under immense pressure to adapt to the growing complexity of global trade, which has hit recent hurdles such as the strike at U.S. east and gulf coast ports. That situation calls for innovative solutions to streamline operations and reduce costs for operators.
As a potential solution, Starboard offers its flagship product, which it defines as an AI-based transportation management system (TMS) and rate management system that helps mid-sized freight forwarders operate more efficiently and win more business. More broadly, Starboard says it is building the virtual infrastructure for global trade, allowing freight companies to leverage AI and machine learning to optimize operations such as processing shipments in real time, reconciling invoices, and following up on payments.
"This investment is a pivotal step in our mission to unlock the power of AI for our customers," said Sumeet Trehan, Co-Founder and CEO of Starboard. "Global trade has long been plagued by inefficiencies that drive up costs and reduce competitiveness. Our platform is designed to empower SMB freight forwarders—the backbone of more than $20 trillion in global trade and $1 trillion in logistics spend—with the tools they need to thrive in this complex ecosystem."