Inside the design of this intuitive logistics software
“You shouldn't need a degree in logistics software to use a warehouse system, it should work for you and simplify your life,” said CartonCloud CEO Vincent Fletcher, speaking about the design of their user-friendly WMS and TMS.
Have you ever used an app that felt effortless? We’ve all been there, and we’ve all been on the flip side, where you’re using an app that is clunky, confusing, time-consuming, and frustrating. Surely it can’t be that hard to make something that works?
The truth is, intuitive software doesn’t just happen. Simplicity is created through extensive thought, tireless testing, and innovative thinking.
Most people don't know how Google’s algorithm works, or how they provide the results to your search query — you just know it’s simple, and it works, and other platforms should be just as easy and intuitive to use. Getting to that point takes a lot of time and expertise.
Great software development starts with analyzing what the problem is, what the software sets out to achieve, who the users are, their environmental factors, and the nuances of how they will use it, what else they are using, how long it will take, does it make sense, does it need internet or wifi to work, does it need to connect with other platforms or user logins, should it have notifications, sound or vibration feedback — and should these still work if the user's device settings are set to silent— and many, many other questions.
This is the process that takes software from ‘alright’, to intuitive to use.
CartonCloud’s logistics software is specifically designed to intuitively help logistics people to manage their end-to-end operations with ease.
“You shouldn't need a degree in logistics software to use the system, it should just work for you, and simplify your life,” said CartonCloud CEO Vincent Fletcher.
“We wanted to make our software easy for people to use, with features that actually simplify their operations and let them achieve more with their business.
Simplifying the complexity of the logistics industry, by removing manual paperwork, data entry and reporting, building smart and flexible logic around everyday tasks such as charging and invoicing, building accuracy into workflows with barcode scanning, inventory scan-move, and electronic capture of proof of delivery, plus many more features.
“We designed the software to be intuitive to use, with the mindset that even companies making the transition from paper processes, who have never used a logistics management system before— should be able to pick it up and go. What we found was that with this user-centered approach, we had other logistics companies switching from their existing software and coming on board with CartonCloud — because it was so easy to use, and was designed with their processes and operations in mind.”
CartonCloud’s WMS software is used by over 400 warehouse and transport companies across Canada, the United States, Australia, and the Pacific, with over 23,000 active users each day.
“We’re building mission-critical systems at CartonCloud, so the process is very important for us to ensure we’re developing and releasing products at the highest quality,” CartonCloud Chief Technical Office Kenji Kimura explains.
One key area of focus in the digitization of logistics is integrations. Systems need to be able to connect and integrate seamlessly with other service providers that customers may be working with, with security and simplicity of use.
This includes software integrations with end-customer online ordering platforms, accounting software (like Xero, Quickbooks, and MYOB), and other systems they, or their industry partners, are using. CartonCloud has over 10,000 integrations built for customer accounts, allowing seamless data flow between systems, that allow these logistics companies to get on with their day, without the hassle.
Another feature adding value through ease of use is the mobile application, one of the most user-friendly WMS/TMS mobile apps on the market.
“In everything we do, we have a focus on what we’re delivering for the customer, and the value we provide them,” said CartonCloud Head of Engineering, Andrew Shirzad.
From the user interface (what you see on your screen) to the complex logic and software functionality under the surface, the CartonCloud mobile app ‘just works’. The features have been designed and developed specifically to ease the pain points of drivers and warehouse personnel, simplify complex tasks, and provide easy access to the information and features they need.
Intuitive design is about understanding your user, their environment, and the outcomes they want — to create a system tailored to their needs.
CartonCloud Director of Product Management David Dick explains, “with great design, the features, and functionality that make the biggest difference will often go unnoticed— they should just feel… intuitive.
“Taking the time to research and build an in-depth understanding of our user's working environment, processes and preferences is key to designing intuitive solutions that require little or no training to use."
Mr Dick explained, great software development starts with analyzing what the problem is, what the software sets out to achieve, who the users are, their environmental factors, and the nuances of how they will use it.
“The user shouldn't have to problem-solve as they use the software; it should just feel simple and easy,” he said.
One of the benefits logistics businesses are finding with cloud-based software systems like this; is that they don’t have to take on the maintenance of the software itself. Software as a Service (SaaS) companies provide a subscription-style approach, with tiered pricing allowing users to only pay for what they need, and continuous rollout of new features and updates to all customers, which keeps the software system current — and keeps users ahead of the curve.
Watch Andrew and Kenji explain how CartonCloud's innovative design stays on top of industry trends.
Look around any distribution center and you’ll see dozens of devices powered by batteries. They range from large-scale cells in electric forklifts, to mid-size units in autonomous mobile robots (AMRs), to slim, palm-size batteries in barcode scanners and smartphones. Despite the ubiquity of these applications, there is more work to be done. That’s why a battery-industry group has launched an initiative it hopes will encourage the next generation of engineers to continue developing smaller, safer, more powerful industrial batteries.
The effort is funded by donations from BCI member companies, including the lead donors Entek and Daramic, as well as gifts from more than a dozen other companies, including such distribution center stalwarts as Crown Battery, East Penn, and EnerSys.
Logistics service providers looking to cut emissions from their transportation operations have largely focused on the switch from internal combustion engines to battery electric vehicles (BEVs). But some proponents say that hydrogen fuel cells are a better way to generate the electricity required to reach that goal. A new demonstration project now underway is designed to prove their point.
The FCEV began real-world testing on routes in the San Francisco Bay Area in August. Over the next few months, the truck will head down to the Los Angeles area before making its way to northern California and then to western Canada.
Those tests follow similar demos in Australia as well as a July trial of Hyzon’s Class 8 FCEV tractor-trailer with some of its North American fleet customers, which include waste haulers. According to Hyzon, those tests showed that hydrogen fuel-cell technology is a viable replacement for heavy-duty diesel engines and can overcome some of the inherent challenges associated with other zero-emission technologies, such as fluctuations in operating temperatures, payload limitations, and short ranges (the company says its hydrogen fuel cells provide the refuse-collection trucks with reliable power for up to 125 miles).
Global supply chains have long had to weather disruptions triggered by sudden spikes in demand. Holiday gift shopping, big price discounts, and stocking up before major storms are just a few reasons for jumps in consumption. Now there’s another variable to consider: Taylor Swift.
Devoted fans of the pop megastar often wear outfits reflecting Swift’s own costumes or references to her songs when they attend concerts. Her influence is so notable that, according to London-based Dalston Mill Fabrics, the singer’s lyrics appear to drive spikes in demand for certain styles and fabrics.
Songs on Swift’s most recent album, The Tortured Poets Department, mention several types of clothing and have boosted fans’ interest in similar items. For instance, as any Swiftie knows, miniskirts have always been a signature piece in Taylor’s wardrobe. But this summer, they jumped in importance thanks to a reference in her song “imgonnagetyouback,” which begins with the words “Lilac short skirt, the one that fits me like skin.” The singer wore a lilac skirt in a video for the song, increasing the hype. Since the video was released, worldwide internet searches for “lilac skirt” have skyrocketed by 992%, reaching a peak in July, Dalston Mill said, citing data from Google Trends. The fabric purveyor reports similar search trends for black dresses, lace tops, and dresses with buttons, all of which are mentioned on the album.
“The recent release of The Tortured Poets Department has solidified Taylor Swift’s reputation as a fashion icon,” a Dalston Mill spokesperson said in a release. “These search spikes also demonstrate Taylor Swift’s position as a global trendsetter. Her influence is indisputable, and it will be great to see Swifties debuting some of these outfit trends at the upcoming Eras Tour shows.”
Which prompts a burning question for supply chain professionals: Should demand planners in the apparel industry consider Taylor Swift albums as leading indicators in their forecasts?
The announcement from the electric vehicle (EV) charging company contained a really big number: 1 million. That’s the number of places in North America and Europe where drivers can go to charge up their cars, according to ChargePoint, a California company that provides a list of those charging stations on its smartphone app. And it’s important because the lack of a robust charging network has been one of the main obstacles to the mass transition from fossil fuel to battery power.
But the number also made me wonder, How does that stack up against the number of service stations where drivers can pump gas or diesel? And since charging an electric car takes longer than filling a tank, does the EV industry need more plugs than pumps anyway?
The rough answers to those questions were easy to find—the American Petroleum Institute says there are more than 145,000 traditional fueling stations across the U.S., and Statista puts the number in Europe at around 135,719—but those numbers only raised more questions for me. For example, each filling station typically has between four and eight pumps, so shouldn’t we multiply the number of stations by the number of hoses at each one? As it turns out, ChargePoint’s number is the total amount of ports—or plugs—not the number of locations. So I was trying to compare apples to oranges.
Don’t get me wrong—providing drivers with a list of a million charging stations is an awesome achievement—but the number also demonstrates the difficulty of comparing electric and fossil fuel infrastructures.
Here’s an example: We recently learned about a $3 billion EV battery factory being planned as a joint venture by the automotive giants Cummins, Daimler, and Paccar. Intended to ensure a U.S.-based supply of commercial and industrial batteries, the plant will be a 21-gigawatt hour (GWh) factory. I’m not an engineer, just a humble reporter, so that number meant precisely nothing to me. And when I tried to figure out how that would stack up by more conventional measures of production capacity, I ran up against the vagaries of “green math.”
First, a little background: In transportation terms, gigawatts are like horsepower—a measure of maximum potential output—and so, gigawatt hours are like horsepower multiplied by endurance. But of course, no one drives their car at top horsepower all the time—they’d quickly collect a stack of speeding tickets at the very least. Maybe that’s why legacy automotive plants don’t measure their vehicles’ output in “horsepower hours.”
Further complicating matters, an EV battery is like an internal combustion engine (ICE) and its fuel tank, all wrapped up in one box. Describing the “power” of that box with a single number requires that drivers think about energy in a new way. Here’s the best I could do: That new battery factory would be able to offer a single charge-up to about 48,000 electric Freightliner eCascadia trucks. But that math only works in the absurd scenario where those truckers somehow all come in for a charge on the same day and claim the plant’s entire annual battery output.
It was a similar story when I started looking into the driving ranges of EVs versus their gas-powered counterparts. That seems like a simple concept, but I stumbled over that one too when I learned that my friend’s Ford F-150 Lightning electric pickup truck has an EPA-estimated range of 300 miles. Pretty impressive: That’s more than my Toyota Rav4, which runs about 240 miles on a tank of gas. But wait a minute, that’s not a fair comparison because maybe the Rav4 has a smaller gas tank, so … but hold on, the Lightning doesn’t even have a gas tank! See, I lost my direct comparison again.
Fortunately, the next generation may have this thing figured out. We now have two teenage drivers in the house, and whenever I hand my son the keys to that Toyota, he sets the digital dashboard display to show the car’s estimated remaining mileage. Call me old-fashioned, but all these years, I’ve just been keeping an eye on the analog gas tank needle to see when I needed to fill up. If you change your mode of thinking to watch the number of miles the car can go, not the number of gallons left in the tank, it no longer matters whether you’re burning gasoline or electrons under the hood. Wait a minute, an EV doesn’t actually burn any electrons … oops, I did it again.
Earlier this year, the California Air Resources Board (CARB) adopted new regulations that will eventually ban most forklifts with internal combustion engines from operating in the Golden State. With a few exceptions, companies will have to phase out their carbon-emitting trucks between 2028 and 2037. These regulations are designed to help clear the skies over California, even though lift trucks are responsible for a very small percentage of the state’s air pollution.
CARB has also begun to target drayage trucks that operate in California, with the goal of having only zero-emission models in use by 2035. It has offered incentives, such as grants and access to dedicated lanes at ports, to encourage the shift.
In both of these cases, the technology required for the transition to greener vehicles exists. Sadly, that is not the case with CARB’s proposal to transition the rail industry to clean locomotives. Essentially, CARB wants to do away with diesel engines in favor of electric-powered locomotives—and it wants this transition to happen by 2030.
While I support the overall goal of making transportation greener, there are some major problems with the proposed regulations for railroads. I believe they’re going too far too soon.
The main problem is that the shift will rely on electric technology that is not yet available for train operations. Trains can’t just pull over to a plug to recharge the way battery-operated cars and trucks can. We can’t expect a regulation to drive invention. It doesn’t work that way.
Unlike forklifts and drayage trucks, railroads also cross state lines in their daily operations. It is unreasonable to expect trains to switch locomotives when they enter California. So, in effect, California’s regulations will become the de facto standard for all states nationwide.
However, the biggest problem with these regulations is that they will actually defeat the goal of reducing pollution. Instead, more carbon will be released into the environment as freight is diverted from rail to less-fuel-efficient trucks. A single train can haul the equivalent of 200 truckloads while producing far fewer emissions. And trains don’t add to road congestion—no small consideration for a state notable for its endless traffic jams.
CARB’s regulations will result in more complexity, longer transit times, and higher costs for moving freight. If you agree, contact your senator or representative and lobby for federal intervention before it’s too late.