For a good 20 years, pick-to-light systems have lit the way for order pickers racing to meet deadlines. Now the challenge is to integrate these systems with warehouse management software, which hasn't always been an easy sell. Stay tuned.
It must make for some interesting sales calls, but the leading vendors of pick-to-light systems appear to be backing off from that very name. Bill Hubacek, vice president of sales and marketing at Real Time Solutions in Emeryville, Calif., says his company no longer refers to its flagship product as a pick-to-light system. Why not? "Because that trivializes what it is," he answers. "We provide pretty sophisticated algorithms for order picking and order fulfillment. The hardware is an important component, but that's not what's critical.When we go in to see a customer, we talk for the first 10 minutes about lights and then talk about software for the next three months."
Hubacek is not alone. Ralph Henderson, national sales manager for pick-to-light vendor Kingway CAPS, based in Charlotte, N.C., agrees that the technology has evolved into something much more sophisticated than colored lights in the past two decades. Customers today want more, he says, and vendors have gotten the message. "People are saying: I need something more than … electronics that light up when I need to pick something. This is now all about the software that drives the hardware."
In fact, the more sophisticated companies are now hooking their pick-to-light technology up to warehouse management software (WMS) systems, which gives them a far broader and more detailed look at what's actually going on at the pick faces in a warehouse in real time. It used to be that the communication between software and the electronic displays on picking bays was pretty rudimentary—an instruction came through to pick a certain number of items from a particular bin, and the picker down on the warehouse floor pressed a button to acknowledge the instructions had been followed. But the systems weren't generally very good at identifying when quantities of items in the bins were low. And they weren't able to juggle manpower to compensate for differences in individual pickers' speeds, meaning some orders were filled way before others, leaving picking staff idle.
Now, users say, it's a whole new ball of wax.
"These days most vendors can swap around almost any information you want," says Kevin Novak, operations manager for East Coast Salon Service in Runnemede, N.J. "If you want to track tote content or you want your WMS to tell you in real time when an order was picked, by whom, into which tote, even what weight—all that information can be passed back and forth. Then you can generate replenishment reports and get the pick-to-light system to handle replenishment. You really have a choice as to where information resides and which system updates which system. The processing power and the number of record fields that can be processed have grown quite a bit in the last 20 years. It used to be transferred by floppy!"
Easy pickings
Even the hardware has changed with the times. To illustrate, Novak points to his system from Siemens Dematic, bought 18 months ago, which offers modular snapon displays that can be swapped out in a heartbeat when a new product is introduced into a pick location. For Novak's distribution center—which distributes cosmetics, hair products and appliances throughout the northeast United States— a typical day would see a turnaround of around 800 orders, or 12,000 order lines, or 48,000 individual pieces picked. The market he serves is quirky, with products going in and out of fashion faster than TV reality shows.
All of which explains why Novak likes his new system so much. "The biggest feature is the flexibility," he says. "In our marketplace we receive every two months 200 to 250 new products with a lifetime of two months, so we have to reconfigure and re-slot on a continuous basis. The modular snap-on displays are rail mounted and if you want to delete a location or swap a light it's two keystrokes. To add one takes 30 seconds," he reports. "Installation is no longer a maze of wiring."
Like Novak, pick-to-light customers everywhere have embraced the new snap-on light displays, which work a little like track lighting in your house. For one thing, they're simpler to repair. "Five years ago all of your 50,000 lights were joined together by telephone cables, so there was an awful lot of wiring.When a wire shorted out, finding it was a hideous nightmare," says Eddie Capel, vice president of trading partner management at Manhattan Associates, which provides the software that runs many pick-to-light systems. Track-mounted displays have eliminated that problem.
Another handy technological advance is the introduction of light-emitting diodes (LEDs), which replaced conventional light bulbs. They use very little electricity, last an age and make for bright displays that are easy to read. "It's become a rather bulletproof system," says Novak. "With the Siemens system, we've replaced one light in a year and a half."
Pick-to-light systems have gotten more rugged, better integrated into DC software, and a great deal cheaper in the last few years. Henderson remembers that it was originally pharmaceutical and cosmetics companies that made pick-to-light famous back when installation cost $350 to $500 per location, because they were the only ones that could afford it. "Fast forward 20 years, and it's as low as $70 to $105 per location. Add inflation and a whole system costs about as much as a single forklift truck. It's no longer the one big capital expense for that year," Henderson says. In fact, companies can expect to see a return on their investment in about 24 months, rather than waiting the five to seven years it took in the past.
Don't go to the light
Pick-to-light has also become easier to convert to so-called put-to-light systems, which basically work like pick-to-light in reverse. Rather than sending pickers with order totes or carts out to retrieve items from lighted locations, put-to-light systems are set up so that batch picked items are instead brought to the stationary tote, cart or bin that's collecting items for an individual order. The light displays are located not at the SKU locations but at each order bin, telling the picker that this container needs so many of such and such a product to complete the order. In the case of the Borders book chain's Western region distribution center in Miraloma, Calif., pickers scan the ISBN number on a book, and the system displays numerous locations in the "put" face, each of them corresponding to an individual store that needs, say, two copies of Cold Mountain and 33 copies of The Da Vinci Code.
Steve Venegas, general manager of the facility, explains that it was necessary to buy a system—this one is from a Berkeley, Calif.-based vendor called Working Machines—because of the terrific growth Borders has experienced lately. In the last three years, Borders has added 33 superstores to Venegas's service area, which covers all states west of the Mississippi, parts of Texas and Hawaii, and Alaska. (Venegas also ships to Australia, Singapore and New Zealand.) Picking these orders required workers to keep track of complex orders that often consisted of one or two copies of multiple titles selected from a vast number of SKUs.
"We needed new technology to support our internal processing. The Working Machines group helped us develop a put-to-light system that has allowed us to make the most of the advancements in technology," Venegas says. "It operates in real time and the transactions are immediate. That allows us to see the status of current orders, outstanding orders and back orders. That in itself is a change for us—the visibility that those processes allow us to have. We get instantaneous order status information."
Capel, who formerly worked at Real Time Solutions, says put-to-light systems are beginning to predominate in DC situations over pick-to-light, because focusing on the individual order, or customer location, instead of each individual SKU, requires fewer displays. "With pick-to-light, you might be holding 10,000 different SKUs in your inventory and you need that many pick-to-light locations, which could cost you $2 million. But with put systems you only need one location per [order] destination, so typically you'd have 100 to 200 locations. So now instead of 10,000 lights you get 200." Capel says that, done right, put-to-light systems bring inventory levels down, because you're not fixated on keeping a bin full of every SKU. He says it can almost amount to cross-docking on a piece-by-piece basis. "It makes the DC so much more efficient because you're not carrying the inventory and everyone wants to move to cross-docking in this way," Capel says.
Lighting up
But the story isn't finished yet. John Garcia, director of marketing at Working Machines, argues that pick-to-light and put-to-light systems represent a huge opportunity for ongoing return on investment because the same basic system can be used to gather and disseminate more and more useful information.
"A company that looked at pick-to-light five years ago, or has a pick-to-light system and thinks this is all it's going to get out of it, really ought to open up its books and have another look at what the systems can do now," agrees Hubacek.
Henderson says all this is a good indicator of how much more demanding DC managers are these days. "People don't just want hardware to pick to light, that's the given. That's the commodity. In addition to that, they want to be able to balance inventory and labor, as well as obtain visibility of inventory and labor so they can be more efficient. That's going to give payback far faster than just hardware that lights up."
All the same, his advice to prospective or current users of pick-to-light technology is to make sure you have the right hardware and the right software for different scenarios. The auto parts business, for example, is all about holding inventory for when it's needed, Henderson says, so it suits the pick rather than the put approach.
Another issue to bear in mind is that the integration of pick or put systems into WMS systems is by no means a done deal, industrywide. "There are pick-to-light companies that don't want to work with WMS and WMS companies that think you don't need any other technology. But truly all these technologies need to be very tightly interwoven, so that at the end of the day you know what's going on in your warehouse," Henderson says. "What's happening now is politics. It's about who should be in control of this and, more importantly, who should benefit financially. There are probably 15 to 20 reputable pick-tolight companies out there, and 200 WMS vendors. People need to hook up."
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."