DCs have a head-spinning array of choices when it comes to printing and labeling systems. Here are some tips for picking the right device for your operation.
Peter Bradley is an award-winning career journalist with more than three decades of experience in both newspapers and national business magazines. His credentials include seven years as the transportation and supply chain editor at Purchasing Magazine and six years as the chief editor of Logistics Management.
Printing and labeling systems in the distribution center can sometimes cause indigestion for managers. They can be a bottleneck in the process of getting goods out the door. Labeling errors can cause shipping errors that result in unhappy customers and possible chargebacks. Downtime can bring a whole line to a halt. But nothing can go out the door without a label.
Whether an operation uses inline print-and-apply systems or portable printing tools, the devices' speed, accuracy, and uptime are crucial to DC productivity. What's important is to determine what solution would work best for your operation. Here a few things to consider in selecting a printing and labeling system:
Think about people first. Larry Boroff, director of automation systems engineering for Forte, emphasizes that the technical capabilities of staff to maintain and program the devices should be an important consideration in which one you select. Some systems, particularly automated print-and-apply systems, require a fair amount of in-house expertise.
A veteran of Amazon, where he was an operations engineer, Boroff has a fine appreciation for the need for fast and reliable printing. He recalls that at Amazon, "we looked at both manual and automated [printing] systems. One of the drivers for that was what the workrce looked like." That applies as well for the clients he now works with at Forte, a supply chain consulting organization. "If a customer does not have a semi-skilled workforce that can correct any issues or troubleshoot problems, it gets tough to design a print-and-apply system for that customer," he says. "There will be times when you have to interface with the system, reset the orders, or manually rectify issues that come up. I want to make sure they are able to support it." If the DC's operations or maintenance staff doesn't have the skills to maintain an automated system, then a manual system may make more sense.
Get smart. While the skill of the workforce is important, printing system providers are building more intelligence into the printers themselves. Karl Perry, senior product manager for printer software at Intermec, says that although printers have been able to host applications for some time, manufacturers are now making the process simpler. For example, in August, Intermec launched a major upgrade in its printer software from the reliable but dated GW-BASIC to the more modern and robust C# (pronounced C sharp) language. The result, says Perry, has been to make application development easier for the average developer skilled in C#.
To illustrate the utility of built-in applications, Perry cites the case of a Midwestern high-tech distributor. The shipping department was having problems with shipments that were misdirected or contained incorrect items. Systems integrator ToolWorx Information Products wrote an application for Intermec printers and linked a scale and scanner to the printer. Now, orders are pulled into the printer via Wi-Fi from the firm's order system. The clerk responsible for picking and shipping the order scans and weighs each item, prompting the printer to check the actual weight against the expected weight to ensure a match. It signals the clerk in the event of a mismatch. Using the program eliminated inaccurate shipments for the customer.
Consider the budget and the required throughput. Automated systems are substantially more costly than manual systems but have a much higher throughput. If the goal is to limit touches or to label items at high speed, that argues for automation. But it's important to note that opting for a print-and-apply system also has implications for the design of the overall material handling system, Boroff warns. "My customer has to expect to have enough accumulation to support a print-and-apply system," he says. "You can't just have four or five or 20 feet of accumulation for products because you're going to starve your system or overload it."
Does portability have value? In the past, manual systems—with the printer in a closet or office for access to power and connections to the facility's IT network—often required printing large numbers of labels at once, then bringing them to the floor to match up with shipments. No more. Portable, battery-operated systems with Wi-Fi connectivity allow for a great deal more flexibility, says Perry.
"Rather than have the printer at a fixed point in the warehouse, you can take the printer anywhere you want. If you have a battery cart, you don't need a power cord. It is driving productivity in the shipping room." And, he adds, some portable printers have their own batteries built in, eliminating the need for the cart.
What are you labeling? Cartons? Totes? Polybags? Do products vary markedly in size? Do you have a full-case picking operation or are you picking mixed cases? Those are all factors in the print-and-apply technology decision. Full-case operations lend themselves to automation. In mixed-case picking, where multiple products are picked into a single shipping container, manual systems are perfectly adequate as the picking and packing process is likely to be slower than the printing and labeling operation.
Can you accelerate throughput? Boroff says a typical print-and-apply system can label 15 to 25 cartons a minute. Including a packing slip with the label would cut that almost in half.
For print-and-apply systems, especially those handling cartons of varying heights, he suggests installing two print engines on the same line with advanced control systems. That would come close to doubling the throughput speed, depending on product size, by having each head printing and applying to every other carton.
The biggest constraint in the whole print-and-apply system, he says, is the product mix. Most often, labels are applied to the top of a product for shipping. The print head has to move down to the carton to apply the label, then move back up out of the way before the next carton comes through. The time it takes for the print head to lower and raise again, he explains, is the limiting factor in how quickly cartons can move along the conveyance system. If the height of the cartons varies markedly—say, from six inches tall to 20 inches tall—the print head needs time to lower and raise as much as 14 or 15 inches in each direction.
One way to improve throughput in a system with a broad range of carton heights, he says, is to assign each print head to a small range of carton heights. For example, one print head could handle cartons from six to 12 inches high, a second those from 12 to 18 inches; That limits the stroke each machine must take to lower, apply, and retreat. But it requires some advanced skills to set up and manage that sort of system. "This is where the technology skill of your workforce is important," Boroff says.
Uptime and maintenance matter. Not too long ago, a malfunction in a printer could bring shipping to a standstill. But the development of smart printers, with technology that alerts managers to an impending failure so they take preventive action, can sharply diminish downtime, especially when combined with more modular printer designs that make maintenance easier. Says Perry about smart printers, "It's not just the capability to print labels, but to do preventive maintenance based on predictive algorithms that are coming from the device management system."
Perry says that current printers' warning systems offer screens that provide specific information on printer issues, as opposed to a simple warning light. And maintenance is simpler. "You're able to replace the print head without using a screwdriver, which you can never find when you need one," he says. "What was once a 20-minute job now takes 15 seconds."
GETTING THE CIO ON BOARD
Going forward, logistics managers may find themselves having to check with the company IT department before deploying printers in the warehouse or DC. That's because today's printers are no longer simply tools for expediting shipping. As manufacturers build more intelligence into them, these devices are becoming important nodes in companies' overall IT networks.
"CIOs are becoming more powerful in device management," says Alexander Babic, product manager industrial printers for Intermec. That doesn't mean the CIO will be looking over a DC manager's shoulder and trying to tell him or her what printer to select. What the technology people are interested in is ensuring that smart devices fit in the overall IT infrastructure, he says. Their concern, says Babic, is network security and ensuring that smart printers comply with the rules and regulations that govern the company's IT infrastructure.
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."