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.'"
A move by federal regulators to reinforce requirements for broker transparency in freight transactions is stirring debate among transportation groups, after the Federal Motor Carrier Safety Administration (FMCSA) published a “notice of proposed rulemaking” this week.
According to FMCSA, its draft rule would strive to make broker transparency more common, requiring greater sharing of the material information necessary for transportation industry parties to make informed business decisions and to support the efficient resolution of disputes.
The proposed rule titled “Transparency in Property Broker Transactions” would address what FMCSA calls the lack of access to information among shippers and motor carriers that can impact the fairness and efficiency of the transportation system, and would reframe broker transparency as a regulatory duty imposed on brokers, with the goal of deterring non-compliance. Specifically, the move would require brokers to keep electronic records, and require brokers to provide transaction records to motor carriers and shippers upon request and within 48 hours of that request.
Under federal regulatory processes, public comments on the move are due by January 21, 2025. However, transportation groups are not waiting on the sidelines to voice their opinions.
According to the Transportation Intermediaries Association (TIA), an industry group representing the third-party logistics (3PL) industry, the potential rule is “misguided overreach” that fails to address the more pressing issue of freight fraud. In TIA’s view, broker transparency regulation is “obsolete and un-American,” and has no place in today’s “highly transparent” marketplace. “This proposal represents a misguided focus on outdated and unnecessary regulations rather than tackling issues that genuinely threaten the safety and efficiency of our nation’s supply chains,” TIA said.
But trucker trade group the Owner-Operator Independent Drivers Association (OOIDA) welcomed the proposed rule, which it said would ensure that brokers finally play by the rules. “We appreciate that FMCSA incorporated input from our petition, including a requirement to make records available electronically and emphasizing that brokers have a duty to comply with regulations. As FMCSA noted, broker transparency is necessary for a fair, efficient transportation system, and is especially important to help carriers defend themselves against alleged claims on a shipment,” OOIDA President Todd Spencer said in a statement.
Additional pushback came from the Small Business in Transportation Coalition (SBTC), a network of transportation professionals in small business, which said the potential rule didn’t go far enough. “This is too little too late and is disappointing. It preserves the status quo, which caters to Big Broker & TIA. There is no question now that FMCSA has been captured by Big Broker. Truckers and carriers must now come out in droves and file comments in full force against this starting tomorrow,” SBTC executive director James Lamb said in a LinkedIn post.
The “series B” funding round was financed by an unnamed “strategic customer” as well as Teradyne Robotics Ventures, Toyota Ventures, Ranpak, Third Kind Venture Capital, One Madison Group, Hyperplane, Catapult Ventures, and others.
The fresh backing comes as Massachusetts-based Pickle reported a spate of third quarter orders, saying that six customers placed orders for over 30 production robots to deploy in the first half of 2025. The new orders include pilot conversions, existing customer expansions, and new customer adoption.
“Pickle is hitting its strides delivering innovation, development, commercial traction, and customer satisfaction. The company is building groundbreaking technology while executing on essential recurring parts of a successful business like field service and manufacturing management,” Omar Asali, Pickle board member and CEO of investor Ranpak, said in a release.
According to Pickle, its truck-unloading robot applies “Physical AI” technology to one of the most labor-intensive, physically demanding, and highest turnover work areas in logistics operations. The platform combines a powerful vision system with generative AI foundation models trained on millions of data points from real logistics and warehouse operations that enable Pickle’s robotic hardware platform to perform physical work at human-scale or better, the company says.
Bloomington, Indiana-based FTR said its Trucking Conditions Index declined in September to -2.47 from -1.39 in August as weakness in the principal freight dynamics – freight rates, utilization, and volume – offset lower fuel costs and slightly less unfavorable financing costs.
Those negative numbers are nothing new—the TCI has been positive only twice – in May and June of this year – since April 2022, but the group’s current forecast still envisions consistently positive readings through at least a two-year forecast horizon.
“Aside from a near-term boost mostly related to falling diesel prices, we have not changed our Trucking Conditions Index forecast significantly in the wake of the election,” Avery Vise, FTR’s vice president of trucking, said in a release. “The outlook continues to be more favorable for carriers than what they have experienced for well over two years. Our analysis indicates gradual but steadily rising capacity utilization leading to stronger freight rates in 2025.”
But FTR said its forecast remains unchanged. “Just like everyone else, we’ll be watching closely to see exactly what trade and other economic policies are implemented and over what time frame. Some freight disruptions are likely due to tariffs and other factors, but it is not yet clear that those actions will do more than shift the timing of activity,” Vise said.
The TCI tracks the changes representing five major conditions in the U.S. truck market: freight volumes, freight rates, fleet capacity, fuel prices, and financing costs. Combined into a single index indicating the industry’s overall health, a positive score represents good, optimistic conditions while a negative score shows the inverse.
Specifically, the new global average robot density has reached a record 162 units per 10,000 employees in 2023, which is more than double the mark of 74 units measured seven years ago.
Broken into geographical regions, the European Union has a robot density of 219 units per 10,000 employees, an increase of 5.2%, with Germany, Sweden, Denmark and Slovenia in the global top ten. Next, North America’s robot density is 197 units per 10,000 employees – up 4.2%. And Asia has a robot density of 182 units per 10,000 persons employed in manufacturing - an increase of 7.6%. The economies of Korea, Singapore, mainland China and Japan are among the top ten most automated countries.
Broken into individual countries, the U.S. ranked in 10th place in 2023, with a robot density of 295 units. Higher up on the list, the top five are:
The Republic of Korea, with 1,012 robot units, showing a 5% increase on average each year since 2018 thanks to its strong electronics and automotive industries.
Singapore had 770 robot units, in part because it is a small country with a very low number of employees in the manufacturing industry, so it can reach a high robot density with a relatively small operational stock.
China took third place in 2023, surpassing Germany and Japan with a mark of 470 robot units as the nation has managed to double its robot density within four years.
Germany ranks fourth with 429 robot units for a 5% CAGR since 2018.
Japan is in fifth place with 419 robot units, showing growth of 7% on average each year from 2018 to 2023.
Progress in generative AI (GenAI) is poised to impact business procurement processes through advancements in three areas—agentic reasoning, multimodality, and AI agents—according to Gartner Inc.
Those functions will redefine how procurement operates and significantly impact the agendas of chief procurement officers (CPOs). And 72% of procurement leaders are already prioritizing the integration of GenAI into their strategies, thus highlighting the recognition of its potential to drive significant improvements in efficiency and effectiveness, Gartner found in a survey conducted in July, 2024, with 258 global respondents.
Gartner defined the new functions as follows:
Agentic reasoning in GenAI allows for advanced decision-making processes that mimic human-like cognition. This capability will enable procurement functions to leverage GenAI to analyze complex scenarios and make informed decisions with greater accuracy and speed.
Multimodality refers to the ability of GenAI to process and integrate multiple forms of data, such as text, images, and audio. This will make GenAI more intuitively consumable to users and enhance procurement's ability to gather and analyze diverse information sources, leading to more comprehensive insights and better-informed strategies.
AI agents are autonomous systems that can perform tasks and make decisions on behalf of human operators. In procurement, these agents will automate procurement tasks and activities, freeing up human resources to focus on strategic initiatives, complex problem-solving and edge cases.
As CPOs look to maximize the value of GenAI in procurement, the study recommended three starting points: double down on data governance, develop and incorporate privacy standards into contracts, and increase procurement thresholds.
“These advancements will usher procurement into an era where the distance between ideas, insights, and actions will shorten rapidly,” Ryan Polk, senior director analyst in Gartner’s Supply Chain practice, said in a release. "Procurement leaders who build their foundation now through a focus on data quality, privacy and risk management have the potential to reap new levels of productivity and strategic value from the technology."