Software keeps DC workers and robots working in harmony
Once dedicated solely to tracking human performance, labor management systems are now being used to keep workers and robots marching to the same drummer in today’s bustling e-commerce DCs.
Ben Ames has spent 20 years as a journalist since starting out as a daily newspaper reporter in Pennsylvania in 1995. From 1999 forward, he has focused on business and technology reporting for a number of trade journals, beginning when he joined Design News and Modern Materials Handling magazines. Ames is author of the trail guide "Hiking Massachusetts" and is a graduate of the Columbia School of Journalism.
DCs have struggled for years to recruit and retain workers, and as pandemic stresses finally begin to ebb in 2021, that old challenge is returning with a vengeance.
As for the source of the labor shortage, opinions vary. Some cite booming e-commerce demand, others point to an uptick in drug test failures, still others cite a wave of baby boomer retirements. But there’s one thing everyone can agree on: The problem’s not going away anytime soon. That’s led many e-commerce retailers and third-party logistics service providers (3PLs) to invest in robots and automated warehouse systems as a way to supplement their staffs and boost worker productivity.
Although that strategy can be effective, it also raises a new challenge: DC managers are having to re-evaluate how they use a foundational software tool: the labor management system (LMS).
Historically, LMS systems have compared workers’ performance to precisely defined “engineered labor standards,” which allowed managers to identify both their top performers (which they could then reward) and the laggards (those requiring additional coaching or, possibly, reassignment). But today, the definition of a warehouse job seems to change almost monthly, as workers learn to collaborate with cobots, interact with goods-to-person (GTP) systems, staff stations at an automated storage and retrieval system (AS/RS), or dispatch automated mobile robots (AMRs) to distant pick locations.
In response, logistics technology vendors are adjusting their software with an eye toward promoting more efficient interactions between robots and people.
One advocate of that approach is Dan Gilmore, chief marketing officer of Softeon, a Reston, Virginia-based supply chain software vendor. Although tracking workers’ performance is important, he says, an LMS can be much more effective when used “holistically”—that is, to evaluate workers’ performance not just in comparison to their peers, but also to the machines around them.
As for how that might work, consider the example of a case-picking worker who’s feeding an automated sortation system too slowly, preventing the machine from operating at full capacity. A traditional LMS analysis would miss that disconnect and, thus, fail to alert managers to the bottleneck. A more holistic analysis, by contrast, would identify the root cause so that managers could shift more workers to case picking and resolve the problem.
“You need to get your labor balance right at the designed efficiency, whether workers are using a parcel sorter, a goods-to-person system, an automated storage and retrieval system, or something else. You can’t just focus on the automation side as it is,” Gilmore says.
KEEPING THE INSTRUMENTS IN TUNE
Providers of warehouse robots agree. The most efficient companies manage each warehouse as a whole, instead of focusing on automation and labor separately, says Lior Elazary, co-founder and CEO of warehouse automation specialist InVia Robotics.
“The goal is to find the best way to sort jobs so you have very few resources idle,” whether those resources are robots or people, he says. He adds that while InVia’s software was originally designed to keep its AMR fleet running efficiently, it can also be applied to human workers when LMS data are added into the mix.
“In fact, we now have several customers who are operating just our software, so they can plan how to deploy their people with the same algorithms as our robots,” Elazary says. “Everything has to flow in harmony. We don’t look at it as asking ‘Are you an LMS, a WMS, or a WES?’ You have to look at it more holistically, because it doesn’t all fit into one box.”
Users, too, are finding they get better performance from their DCs by integrating their LMS with other warehouse software, ensuring that all the systems are singing in the same key.
“We’ve gotten more into robotics and automation, but our job is still to help our [workers] be more efficient. They may have changing job functions, but we’re still measuring [their productivity],” says Kevin Stock, senior vice president of engineering at third-party logistics specialist Geodis, which deploys AMRs from Locus Robotics in its fulfillment operations. “We’re using our LMS to measure job performance and set expectations, but we’re now integrating that with data feeds from robotic functions.”
Among other advantages, this allows for a more nuanced assessment of worker performance, he says. For example, an order picker might travel a different path around the warehouse when accompanied by a robot than when walking the aisles alone, he notes. But Geodis can now track the location of each Locus bot to determine the worker’s new path, which allows it to account for the shift in balance—a reduction in travel time and an increase in picking time—when measuring their productivity.
Likewise, in an operation that uses AMRs in a good-to-person workflow, a worker might not travel at all, but rather stand at a pick-and-pack station or a put wall. The company can still measure the performance of both the person and the automated system, making sure that neither human nor robot is waiting for the other.
“The additional data comes from our robotic systems vendors, because their WCS [warehouse control system] layer is integrated with our systems and is feeding data back in. It’s now a third part of the equation, with a robotic control system integrated with our WMS and our LMS,” Stock says.
PLAYING IN UNISON
Providing an LMS with this type of additional data can open the door to more creative ways of measuring worker productivity, Softeon’s Gilmore says. Instead of comparing individual worker performance with labor standards, employers can look at performance statistics by shift, which avoids the need to hire industrial engineers to conduct timed studies, he says. Under the shift-based approach, the LMS analyzes performance data by calculating the “standard deviation,” a measurement of the amount of change within a set of numbers.
“If a group of workers has a high standard deviation—which looks like a wide bell curve on a graph—then something’s not right. You’ve got to do some digging and figure out what’s going on, because that bell curve should be tight,” Gilmore says. “There’s a gap between the theoretical throughput of the DC as a whole—what you drew up on paper—and what is being observed and actually realized.
“Automation should allow you to get the same throughput with fewer workers,” Gilmore continues. “But how do you maximize and maintain that throughput? This is a form of digitizing a formerly manual process.”
As warehouse operators continue to explore new ways of using their LMS tools, they are unlocking new levels of productivity by ensuring that workers and robots are all singing from the same musical score. Both labor and automated systems are valuable commodities, and that approach helps ensure that neither one sits idle but instead, operates smoothly and harmoniously with its virtual colleagues.
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."