If your DC is typical, you're probably doing more piece picking today than you did a decade ago. Here are some tips for improving that part of your operation.
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.
If you've been involved in order fulfillment for a decade or more, there's a good chance you've seen a shift in your facility's picking patterns. Over the last 10 years, many DCs—particularly in the retail sector—have found themselves picking far fewer pallets or cases and a lot more individual items or pieces. (See sidebar for a look at what's driving this trend.)
And that's no trivial change.
Compared to case or full pallet picking, piece picking is a more complex and labor-intensive operation, according to Norman E. Saenz Jr., assistant vice president at the consultancy TranSystems. Not only does it often mean more handling, but also more totes or cartons, more pick faces, more lines in the order (but fewer units per line), and certainly more work.
But if piece picking is going to become a bigger part of your operation, it's important to get it right. Here are some tips from the experts on how to pick small orders more efficiently.
1. Don't underestimate the value of slotting.
The benefits of proper slotting (the efficient placement of items in a warehouse or DC) might seem obvious—shorter travel times, reduced congestion, better use of space. Yet many companies fail to master the technique and end up paying the price in efficiency.
Good slotting isn't easy; in fact, it's an art, says Saenz. There are a lot of factors or constraints to consider—the SKU's current and future velocity, its cube, its weight, seasonality, and what else ships with it—and they often contradict one another, he explains. With so many factors to take into account, you can't just rely on intuition; a robust slotting tool is crucial for piece picking success.
2. Reslot early and often.
When it comes to piece picking, one of the most common mistakes companies make is failing to reslot in a timely fashion, says Ken Ruehrdanz of distribution equipment and systems developer Dematic. "As demand for each SKU changes, so do the pick rates and therefore, so should the slotting," he says. Skip that step and the operation is likely to see its efficiency drop over time.
How often should you reslot? It all depends on your products' life cycles, says Jack Kuchta, president of Jack Kuchta Supply Chain Advisors. If you're handling high-fashion apparel, you may need to reslot daily; machine tool companies, however, could probably get away with reslotting every year or even every five years.
How do you know when it's time to reslot? "There's no easy rule," says Kuchta. "The only way to know is to keep running a [software] program that looks at what percentage of your picks are still in the correct slot zone. When you start dropping below 80 percent, then it's time to reslot."
3. Keep it simple.
With so many picking methods to choose from—multi-order cart picking, pick and pass lines, zone picking, wave picking—how do you decide which is best for you?
"I find it useful to begin thinking about the simplest one first," says Jim Apple, partner with the consultancy The Progress Group, "and then work toward more sophisticated methods as the volume increases." Examples of simpler solutions would include multi-order cart picking and the use of parallel picking zones, while techniques like wave picking would appear at the other end of the sophistication scale.
4. Don't be afraid to mix and match technologies.
As for what's the "best" picking system for your piece picking operation, there's no simple answer. It's rare that one technology will be a good fit for all the SKUs in your facility, says Jerry Koch, director of product management at material handling solution provider Intelligrated.
For example, you may be able to get by with RF and order carts for your slower-moving SKUs, while the fast-movers might require carton flow racks combined with pick-to-light or voice technology for maximum efficiency. For that reason, says Koch, most facilities will be best served by a mix.
5. Be realistic about your needs.
When choosing a picking system, be realistic about how much accuracy you really need. Although some operations—pharmaceuticals, for instance—may require accuracy rates approaching 100 percent, that's not true of everyone. And it's important to keep in mind that perfect accuracy often requires some sacrifice in productivity.
When buying equipment, take into consideration how much an incorrect pick costs you and how much time your workers spend confirming picks, advises Steve Mulaik, partner with The Progress Group. Then weigh those costs against your need for speed.
6. Be store friendly.
In the past, companies looking to boost distribution productivity typically focused on streamlining activities inside the DC, says Ruehrdanz. Now, however, some retail leaders are finding there are far bigger gains to be made by streamlining operations at the receiving end. Store labor is often more expensive than warehouse labor, which means that anything the warehouse can do to optimize store putaway will likely have a big payoff—whether it's building pallets that correlate to a retail store's planogram or picking an order in the reverse sequence of how it will be replenished at the store. "The cost of one more selector in a distribution center is vastly smaller than the cost of adding an associate per retail store across 30 or 40 stores," says Koch.
7. Make sure your hiring practices reflect the new realities of your operation.
If your operation is doing more piece picking than in the past, you should take that into account when you hire new workers. The physical requirements for piece picking are far different from those for case-level picking, says Mulaik.
"When I go to a grocery warehouse [where case picking predominates], there are huge hulking guys slinging 30-pound cases all over the place," Mulaik observes. "The physical traits that often define success in a piece-pick operation, however, are arm and finger dexterity: peeling a pick label and applying it with one hand while the other hand drops the product into a box, grabbing a packaging invoice off a printer while you simultaneously grab a box to place the merchandise inside."
Mulaik believes this shift in emphasis from physical strength to dexterity opens the field up to more women than ever.
8. Choose equipment and technology that can grow with you.
All too often, companies fail to look down the road when choosing picking technology or equipment and end up outgrowing the system within a few years, says Intelligrated's Koch. To avoid that, Mulaik urges DC managers to select automated equipment with an eye toward flexibility. "You don't want to throw up something without thinking seriously about what may change in the next three years, or you may find that your performance is bounded," he says.
9. If you don't already have one, invest in a robust WMS.
With case or pallet picking, you might be able to get by with a basic warehouse management system (WMS)—or none at all. But that's a lot harder with a complex piece picking operation.
To support a piece picking operation, the experts say, you need a WMS with a robust slotting program. Thomas Gripman, director at The Progress Group, also recommends choosing a system that can select both the optimal size carton and the parcel carrier for each outbound shipment prior to picking. "This minimizes shipping cost, which is one of the highest cost components in an 'each' picking environment," he says. "It also allows orders to be picked directly into the shipping carton, which eliminates additional handling."
10. Don't be a copycat.
Don't design your picking operation from a magazine, says Kuchta. While case studies and best-practice examples can be an excellent source of ideas, you shouldn't apply them wholesale to your operation.
Instead, Mulaik says, explore all the options out there. "There are many more than you would think," he says. "I learn new ones every month or two, and I've been doing this for 20 years."
The drive to get small
What's driving the trend toward smaller orders?
The obvious answer is that the growth of e-commerce has led to more customer-direct shipping. But there are other factors as well.
One is the down economy. "In the last 18 months, even brick-and-mortar retailers have started shipping eaches to their stores not only because sales volumes are down but also because there's a big drive to reduce investment in inventory at the store level," says consultant Jack Kuchta.
That push to cut inventory has led some retailers to adopt what's known as a "continuous replenishment" strategy, says Ken Ruehrdanz of Dematic. "This means replenishing the store shelf more often. In fact, some retailers replenish every store every day. The effect on the distribution center is smaller order sizes [placed] more often."
SKU proliferation also factors into the trend. "Manufacturers just can't seem to resist adding new products," says Jim Apple of The Progress Group. "Without significant top-line sales growth, each new product dilutes the volume of the rest. This creates lower stocking positions at the retail store that need to be replenished in smaller quantities."
Don't expect the trend toward smaller orders to reverse itself anytime soon. If anything—according to Mulaik—orders are getting smaller. "Some retailers this year are telling suppliers that in order to reduce transportation costs and the order size further, they want suppliers to pick 'tiny orders'—less than four units—for [their] stores," he says.
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."