When its pick-to-light system kept breaking down, hair-care products manufacturer Goody knew it was time to update its equipment. A 2006 retrofit solved the problem while boosting productivity and accuracy.
Susan Lacefield has been working for supply chain publications since 1999. Before joining DC VELOCITY, she was an associate editor for Supply Chain Management Review and wrote for Logistics Management magazine. She holds a master's degree in English.
For three years, it happened again and again. Picking operations at Goody Products Inc.'s Columbus, Ga., distribution center came to a halt because of some sort of maintenance problem with its pick-to-light system. A light would go out, a scanning gun wouldn't read correctly, or a gun would lose its programming—and the entire system had to be taken down so it could be fixed.
"It cost our company a tremendous amount of lost labor through those three years," says Dean Shaw, the company's senior fulfillment supervisor.
But downtime or no, the work still had to get done. Goody, a $160 million manufacturer of barrettes, hair bands, brushes, and other hair-care accessories and styling tools, could not afford to ship late—not with Wal-Mart as its biggest customer. "Wal-Mart doesn't understand if you tell them you're having system problems; they couldn't care less," says Shaw. "They just want the product in their distribution center."
Clearly, shipping late wasn't an option. That left Goody with no choice but to have its order-fulfillment employees work overtime and eat the added labor costs.
A high-maintenance system
Perhaps the biggest problem with Goody's old pick-to-light system was that it wasn't designed for easy maintenance. When a problem cropped up, it couldn't be diagnosed or resolved by Goody's own employees. Instead, the vendor would have to dial into the company's server and oftentimes, would have to shut down the entire system to find the problem.
"We have 36 zones, and if one [scanning] gun wasn't effective or wasn't being consistent, instead of identifying what number gun and what zone it was in, we would have to knock out the whole system and then take it up, drop by drop by drop, to figure out where the problem was," Shaw recalls.
Once the problem was discovered, Goody would then have to wait for a technician to come to the distribution center to fix it, even if it was something as simple as replacing a light. "Maintenance on it was unbelievable," says Shaw. "It was a wired system that was really difficult to troubleshoot."
Maintenance was only the half of it. There were other problems with the system as well. For example, the scanning guns it used were tethered, rather than cordless, models, which meant they could only be used in one zone. The system also had its limitations when it came to indicating multiple picks in a single zone—because the system was only able to handle sequential picks, the indicator lights would light up one at a time instead of all together. Plus, the quantity to be picked was displayed on a central bay station instead of at the pick slot. This configuration required pickers to look back and forth between the pick location and the central bay, increasing the likelihood of mistakes and slowing workers down.
The system also had its limits when it came to diagnostic and reporting capabilities. For example, it could only store productivity and quality data for a few days, making it difficult to track employees' long-term progress.
Test pilot
By 2006, it was clear to those who worked on the DC floor that it was time for a new pick-to-light system. But Shaw and his team would first have to convince upper management of the situation's urgency.
The problem was how to "sell" the project. It wouldn't be enough to pitch the program as a solution to the DC's maintenance woes. Instead, the managers would have to show how a new system would produce financial benefits. After some thought, Shaw came up with a plan: "We sold it by saying it would increase productivity by 10 percent," he says. "But I was nervous at the start about hitting that number."
It didn't help that the DC would be under the gun to realize those results quickly. Goody is a business unit of Newell Rubbermaid, a consumer and commercial products company. As a general policy, Newell Rubbermaid requires that any new equipment or software improve productivity within 18 to 24 months.
Despite some trepidation, Shaw and his colleagues decided to go ahead with the project. They quickly agreed that rather than upgrade the old equipment, they'd start fresh with a new supplier. Not long afterward, the team settled on another pick-to-light vendor, Lightning Pick Technologies.
When they were ready to evaluate Lightning Pick's products, Shaw and the DC managers traveled to the vendor's offices in Germantown, Wis., for what's known as a "conference room pilot"—a demonstration of the system in a specially equipped meeting room.
The test run showed the Goody managers how orders would be downloaded from the company's existing Manhattan Associates warehouse management system (WMS) and then uploaded from Lightning Pick back to the WMS, says Dave Broadfoot, the Lightning Pick managing partner who was involved in the implementation at Goody. "This [test] ensures that everything that we said is going to work does before we even set foot in the DC and before we start tearing things apart," he explains.
During the visit, Lightning Pick also trained Goody's managers in simple maintenance procedures, such as replacing lights. Convinced that the equipment would easily integrate with Goody's host system while providing easier maintenance, Shaw's group decided to go ahead and install one of the vendor's pick-to-light systems at the Columbus DC.
After the conference room pilot, Lightning Pick and Goody conducted a site assessment in August 2006. Goody then created a layout of the distribution center's current operations and sent it to the vendor, which designed a blueprint for the new system, including light addresses and pick locations.
The installation itself took place over a weekend. On a Friday night in October, the Lightning Pick crew came in and began tearing out the old system and installing the new one. By Saturday, all of the lights had been installed and the crew was running diagnostics. By Sunday, the Goody staff was being trained on the new system and had begun working with it. In less than three days, the pick-to-light system was operational. And as promised, the entire changeover was transparent to Goody's customers.
Instant results
Once the new system was up and running, the maintenance issues disappeared. Goody's own employees can now repair many of the problems that used to hold up operations. They can change lights on the fly, batteries are easy to replace, and if a gun loses its programming, any employee can reset it simply by doing two scans.
"It's much more user-friendly in terms of maintenance," says Shaw. "You don't have to spend time waiting around for a technician to arrive. Instead you can now take down the specific zone where the problem is, and picking can continue in the areas around it."
On top of that, the system's design has greatly reduced downtime and improved productivity. Now when there are multiple picks in one zone, they light up all at once, a change that boosted picking speed. Plus, the quantity to be picked now appears right at the picking slot."The hourly employees like the fact that they do not have to look away from the pick slot. This made them a little more accurate," says Shaw. "Of course, our expectations for their accuracy levels have also increased."
The new system's design has even made it easy to learn—something that's particularly important to Goody, as the company uses a lot of contract labor in its distribution centers.
Freedom to move and improve
Installing the new pick-to-light system also gave Goody an opportunity to make a technological leap, updating both its hardware and its software. One big change was the switch from tethered scanning guns to cordless ones. The new guns can be used in multiple zones, giving a greater range of coverage and more freedom of movement. "Supervisors and managers no longer have to 'jump rope' as they move through the facility," reports Shaw.
Managers and supervisors now have better reporting capabilities, and they receive alerts when there are potential problems. For example, the system notifies Goody by e-mail when inventory at a particular location runs low and needs to be replenished. Every two hours, it reports on whether the DC is maintaining the necessary picking performance levels, and Goody now can get statistics on individuals' productivity. "There are charts that show us by user whose productivity has been steadily increasing, who's plateauing, and who's not coming along," says Shaw. "This provides a useful tool for managing the workforce."
By all accounts, the new system has had a dramatic effect on Goody's operations. As it turned out, Shaw's worries about raising productivity were unwarranted: The distribution center saw a 23-percent increase in productivity, more than double the level promised to management. At the same time, accuracy rose from 98.94 percent to 99.35 percent, based on Goody's routine inspections of 19 percent of all cartons leaving the picking area. The implementation has been so successful at the Columbus DC, in fact, that Goody's parent company, Newell Rubbermaid, is planning to install another of the pick-to-light systems at its Southeast regional distribution center in Atlanta.
Goody's only regret may be that it didn't install the new system sooner. Shaw urges others to learn from his company's experience and not wait so long to replace aging equipment. His recommendation: "If you are having problems with your existing system and determine you are going to replace it, move aggressively forward and get it replaced."
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."