In an era of sleek consumer devices, a mobile printer that's heavy, clunky, or slow will be a hard sell. Here's what manufacturers are doing to keep up with customer expectations.
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.
It's a sure bet that almost all of your warehouse associates use some sort of mobile device in their daily lives—whether it's a smart phone, a tablet computer, or an MP3 player. So it's no surprise that mobile devices like portable printers are becoming common in the workplace as well, particularly for warehouse or distribution center (DC) applications. As Marty Johnson, product marketing manager for printer manufacturer Zebra Technologies, puts it: "The commercialization of mobility is all around us."
Indeed, many companies have either already implemented Wi-Fi in their distribution facilities or are strongly considering it, says Ravi Panjwani, regional vice president of marketing and product management for printer manufacturer Brother Mobile Solutions Inc. And with wireless connectivity in place, DCs can reap great productivity benefits by using mobile printers. Mobile units allow associates to print items—like bar codes and labels for pallets and cartons, packing lists, inventory pick and return tickets, and lot identifiers—at the point of use rather than having to travel to a central location. (For when to use a mobile versus a stationary printer, see sidebar.)
Yet workers' increasing familiarity with mobile devices poses a bit of a challenge for industrial printer manufacturers. "With the proliferation of sleek consumer devices like the iPad and Android tablets, end-user customers' expectations of mobile printers have certainly increased," says Panjwani.
As for what this means for mobile printer manufacturers, it's essentially changed the rules of the game. It used to be that they could pretty much focus on making a device that was rugged enough to withstand hard use inside the warehouse. Now, they also have to think about how to make that printer lightweight, ergonomic, and user-friendly. "I can't say we look at an iPhone and decide to use something just because it's in use in the mass market, but in general, we are aware of and in tune with what is commonly used in day-to-day devices, and we take that into account," Johnson says.
LIGHT AND EASY
One area that's been heavily influenced by developments in consumer electronics is the mobile printers' form factor—that is, the look and feel of the devices. Just as smart phones have gotten progressively smaller and lighter, so too have mobile printers. It's not that these manufacturers want to emulate Apple; there's a practical reason for it: Shaving just a few ounces off a printer can make a real difference to someone who has to carry the device around for an eight-hour shift.
In addition, the user interface has changed greatly in the past five years to reflect how users interact with their smart phones, says Johnson. For example, more mobile printers feature display screens and icons like the ones found on phones—think of the symbols used to indicate battery charge status and Wi-Fi strength.
Why should it matter whether the icons are easy to interpret? Shouldn't cost and print quality be all that counts? Well, yes and no. As Tom Roth, senior director of printer product management at Intermec, points out, labor is a huge cost for warehouses and distribution centers. "It's important to keep workers happy and productive on the shop floor," he says. "Technology that is intuitive reduces training time, reduces the number of turnovers, and helps workers make fewer mistakes."
The display screens and icons also make workers' jobs easier by providing better diagnostics, says Roth. If there's a problem with the printer—for example, it's out of labels, there's a jam, or the Wi-Fi signal is weak—the icons clearly indicate the source of the problem. "Workers no longer have to guess," says Roth. "This makes them more productive."
TAKING CHARGE OF BATTERIES
In another parallel to what's happening in consumer electronics, manufacturers are making battery-related improvements to their printers. For instance, some are working to increase the life of the battery while also making it lighter, says Johnson. Others have incorporated "smart battery technology" into their units. This technology can monitor not only how much charge is left in the battery but also the number of charge cycles and "impedance" of the battery, which can be used to predict how much life the battery has left, says Dan Brodnar, director of product management for Intermec.
"The overall advantage for customers is that, in many cases, end users sign up for a battery replacement program where after 18 months someone comes in and replaces all of the batteries regardless of whether they need replacing or not," says Brodnar. "With this new technology, the battery will report to the device what its capacity is so you can choose which batteries to replace versus just throwing them all away."
Yet not all changes being made to printers are driven by innovations in consumer electronics. Some are made in response to challenges that are unique to the warehouse environment. For example, Zebra has designed some of its mobile printers not only to be more tolerant of the chilly temperatures found in freezer units but also to allow workers to operate them without removing their gloves.
Other design changes include how the labels themselves are inserted into the printer. Labels no longer need to be threaded into the machine, says Johnson of Zebra. Instead, they can simply be dropped in. In addition, many of the labels no longer have a liner on the back. That means employees don't have to worry about disposing of the liners or making sure they don't end up on the floor where they could pose a slip hazard, says Brodnar.
ONE DEVICE TO DO IT ALL?
As for what the future holds for mobile printers, an obvious question is whether manufacturers will go down the path of developing multifunctional devices. That's been one of the biggest trends in consumer electronics over the past few years. For evidence, you need look no farther than the smart phone, which not only allows users to make calls, but also to surf the Web, take photos, and even pay for a cup of coffee.
This kind of device convergence is already beginning to show up in mobile printers, according to Intermec. In the past, printers were connected to a "dumb" computer terminal that was solely dedicated to running printer software. But that's starting to change, says Brodnar. "In many instances, we are taking some of those basic applications that reside on a dumb terminal and moving those inside the printer in the form of smart printing applications," he reports. "Now, the printer becomes its own computer. It provides the printing function, and in many cases, it provides an input function as well."
That means that in a pallet-building application, for example, the printer could be connected to a bar-code scanner and/or scale. As the items are scanned and weighed and the pallet reaches maximum weight capacity, the printer would print a label to be applied to the pallet.
But that's not to say that the market is progressing toward a device that serves as both bar-code scanner and printer. Johnson says that such a device would be too heavy to comfortably carry.
This leads to an important point. Unlike the consumer market, where design changes are made just to make the device look slicker or cooler, all changes to an industrial printer must help workers do their job better. "At the end of the day, it boils down to workflow productivity," says Brodnar. "That's why customers buy our products. And to the extent that an icon or a display screen helps with that workflow, it will be adopted."
Should you stay or should you go?
A mobile printer is good for when the worker is on the go, such as in picking, putaway, or pallet-building applications. Because the printer is conveniently attached to a forklift, hung from a shoulder strap, or clipped to a belt, the associate doesn't have to waste time hurrying back to a central location to grab a label from a stationary printer. Printing a label at the point of application also helps boost accuracy because it cuts down on the possibility the employee will apply the label to the wrong item, says Marty Johnson, product marketing manager for Zebra Technologies.
But just because you decide to invest in mobile printers doesn't mean you can kick your big fixed printers to the curb. If yours is a typical warehouse or DC operation, you'll probably want to have both on hand. Most facilities find that while mobile devices are great for some jobs, fixed printers are a better choice for others. Here are a few cases when it's better to use a stationary printer for the job.
1. You want to go big. Obviously, you don't want to have a printer big enough to print an 8-inch label slung from your shoulder. So if you have to print a large label that goes on a chemical drum, for example, you'll want to use a stationary device.
2. You print thousands of labels daily. Mobile printers are capable of printing hundreds of labels a day, but if you need to print more than that, it's best to go with a heavy-duty stationary model that is rugged and durable.
3. Labeling is a crucial part of your process. If labeling is a critical part of your process and your printer goes down, your operation will grind to a halt. So in cases where a printer can have a major impact on throughput, it pays to have a high-end unit that can take a beating.
4. Your worker's not mobile. If you have an operation where the goods come to the worker instead of the worker going to the goods, it makes sense for the printer to stay put as well.
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."