Warehouse technology projects that combine voice- and vision-based picking systems with goods-to-person robotics are gaining steam, thanks to growing interest in warehouse robots nationwide.
Victoria Kickham started her career as a newspaper reporter in the Boston area before moving into B2B journalism. She has covered manufacturing, distribution and supply chain issues for a variety of publications in the industrial and electronics sectors, and now writes about everything from forklift batteries to omnichannel business trends for DC Velocity.
Warehouse automation projects that blend voice- and vision-based picking with robotics are on the rise as systems integrators and technology developers seek ways to help customers maximize their labor resources and speed productivity on the warehouse floor. Tying these technologies together can deliver the ultimate in efficiency, experts say: Robots handle heavy-lifting tasks such as conveyance through the building, and pickers become faster and more accurate thanks to voice- and vision-based wearables with data-capture capabilities. In this strategy, human workers use tools like smart glasses, ring scanners, wrist-mounted computers, wireless headsets, and the like to direct their movements.
Eric Harty, senior director of strategic initiatives at supply chain tech firm Zebra Technologies, says more warehouse operators are looking for ways to connect these technologies in order to optimize workflows throughout their facilities.
“This [form of] integration has been fairly steady,” he explains. “What you see now is more people adopting robotics in general—and that generally triggers some level of modification to improve current workflows.”
More than 80% of warehouse managers agree they will rely more on automation in the future—especially in the form of autonomous mobile robots (AMRs) for picking and materials movement, according to Zebra’s most recentWarehousing Vision Study. Integrating other technologies that can streamline increasingly complex workflows goes hand-in-hand with those efforts, Harty adds.
BUT FIRST, SOFTWARE
Zebra has been accelerating its focus on integration since acquiring AMR developer Fetch Robotics in 2021. Harty points to the company’s cloud-based FetchCore software system as a case in point. The fleet and workflow management solution allows warehouse operators to integrate AMRs with scanners, tablets, and other mobile technologies. The software connects the data-capture devices and the AMRs, allowing operators to program workflows that blend the two technologies.
“The scanners and mobile computers are used to trigger workflows,” Harty explains. “For example, a worker picks a pallet, scans the bar code or clicks on a screen, and that signals the mobile robot to pick up the [pallet].”
He uses a recent customer application to illustrate the point: A distribution customer now uses Fetch AMRs to automate the delivery of pallet orders to its shipping department, a process that was previously done manually with forklifts. A worker builds the order on the pallet and scans it into the company’s warehouse management software (WMS) system after dropping the completed pallet order at the pallet transfer station. That action signals an AMR to take over material transport; the AMR travels to the pallet transfer station, picks up the pallet, and delivers it to the designated shipping lane.
“They used to have people doing [the conveyance] and dropping it off,” Harty explains. “[The integration] frees up those people to do more picking.”
The project is improving productivity, although Harty says he can’t yet share results because it’s still in the testing phase. He adds that Zebra is seeing increased interest in similar solutions—especially those that blend voice-directed picking with robotics.
“We’re seeing more interest, and we’re working with partners to build that out,” he explains.
GIVING VOICE TO THE SYSTEM
Leaders at systems integrator Numina Group are seeing growing demand for mixing voice-activated picking and robotic solutions as well, and company president Dan Hanrahan says they’ve been making steady progress on those innovations over the past few years. The goal is to improve operations by freeing workers to focus on the value-added tasks associated with order picking while automating the conveyance function with robots.
“We’ve looked at the AMRs, in a broad sense, as an automation component, much like a typical systems integrator would do with a conveyor system,” Hanrahan explains. “We ask, what advantages can AMRs [offer] in moving materials more efficiently?”
And then they connect the dots. Numina Group uses its proprietary warehouse execution system (WES) to tie the AMRs to the customer’s WMS or enterprise resource planning (ERP) system for case or pallet picking, integrating wearable technology for piece picking. In a typical solution, the WES connects to the customer’s WMS or ERP, gleans the day’s order information, and then dispatches work orders to AMRs, which pick up a designated pallet or case and bring it to a predetermined pick zone. Pickers—outfitted with wrist-mounted mobile computers and wireless headsets—meet the AMRs at the designated zone after receiving a voice command telling them where to go.
“Basically, we have the AMRs on a bus route—a variable bus route—based on pick stops in different zones in the warehouse,” Hanrahan explains. “And like when you are waiting for an Uber, we’re using voice commands telling the picker, ‘It’s time for you to meet the AMR at this location.’”
The worker then performs the necessary picking tasks at that location. When the AMR has finished its route, it picks up a batch of finished orders from its last stop and delivers them to the packing area.
“The goal is to get the people moving simultaneously with the AMRs so the AMRs are not waiting at stops,” Hanrahan adds. “We want them to work in a continuous-travel mode.”
Several customers are using the AMR/voice solution to optimize picking and scale for growth, including an online retailer based in Northern Illinois that Hanrahan says has reduced labor costs by more than 50%, and a paint supply company in Ohio that has cut forklift driving time by 30%, freeing drivers to do more picking tasks.
“Keep the [workers] within the picking area; have them perform the value tasks—that’s what we’re really being challenged with,” Hanrahan explains, emphasizing the wide variety of technologies that can make that happen. “There are a lot more choices available to [warehouse] operations today.”
SEEING IS BELIEVING
Another choice for blended warehouse automation: pick-by-vision. In this process, pickers wear smart glasses—such as those developed by supply chain tech firm Picavi—that direct them through the picking process via a visual interface. Equipped with a bar-code scanner for data capture, the glasses allow for hands-free operation, speeding the picking process and improving accuracy. When used with goods-to-person robotics, vision systems can help optimize piece picking while also alleviating stress and strain on workers, developers say. Picavi and Japanese robotics developer SoftBank Robotics have launched a pilot project to illustrate those benefits at SoftBank’s innovation lab, an 11,000-square-foot demonstration facility in Ichikawa City, Japan.
The companies have paired Picavi’s smart glasses with an automated storage and retrieval system (AS/RS) from automation specialist AutoStore. Goods are stored in the AutoStore system, which combines product bins, robots, picking and putaway stations, a storage and retrieval “grid,” and a software-based controller to move inventory in and out of storage for automated fulfillment. Workers at the AutoStore’s picking stations use Picavi smart glasses for multi-order picking out of containers as well as for more complex multi-order put applications that would typically incorporate a more expensive and less flexible pick-to-light system. Both systems connect directly to the facility’s WMS.
“The AutoStore [system] automatically provides the containers with the right goods. The employees receive all the information necessary to pick the right goods in the right quantity via the user interface of the smart glasses, and to acknowledge changes in the inventory on the software side,” Picavi said in a statement describing the pilot project. “The container is then picked up again by the AutoStore system and placed in storage.”
The demo is yet another example of using goods-to-person robotics for the heavy lifting while fine-tuning the picking process with additional technology.
Companies of all shapes and sizes can develop similar projects—provided they focus on a particular task or workflow and be open to a range of solutions, according to Zebra’s Harty.
“I suggest starting with a specific use case or workflow you want to automate,” he explains. “Think through what that looks like, what your current operation is, and work with [partners] who can map out that workflow and figure out the solution for you. Be specific, but also be flexible. What I’ve found in my personal experience …. [is that those] that say they just want to work with robots don’t know [what they want to accomplish]. Those that say, ‘I want a robot to do XYZ’ will get a robot to do XYZ.”
The Port of Oakland has been awarded $50 million from the U.S. Department of Transportation’s Maritime Administration (MARAD) to modernize wharves and terminal infrastructure at its Outer Harbor facility, the port said today.
Those upgrades would enable the Outer Harbor to accommodate Ultra Large Container Vessels (ULCVs), which are now a regular part of the shipping fleet calling on West Coast ports. Each of these ships has a handling capacity of up to 24,000 TEUs (20-foot containers) but are currently restricted at portions of Oakland’s Outer Harbor by aging wharves which were originally designed for smaller ships.
According to the port, those changes will let it handle newer, larger vessels, which are more efficient, cost effective, and environmentally cleaner to operate than older ships. Specific investments for the project will include: wharf strengthening, structural repairs, replacing container crane rails, adding support piles, strengthening support beams, and replacing electrical bus bar system to accommodate larger ship-to-shore cranes.
The Florida logistics technology startup OneRail has raised $42 million in venture backing to lift the fulfillment software company its next level of growth, the company said today.
The “series C” round was led by Los Angeles-based Aliment Capital, with additional participation from new investors eGateway Capital and Florida Opportunity Fund, as well as current investors Arsenal Growth Equity, Piva Capital, Bullpen Capital, Las Olas Venture Capital, Chicago Ventures, Gaingels and Mana Ventures. According to OneRail, the funding comes amidst a challenging funding environment where venture capital funding in the logistics sector has seen a 90% decline over the past two years.
The latest infusion follows the firm’s $33 million Series B round in 2022, and its move earlier in 2024 to acquire the Vancouver, Canada-based company Orderbot, a provider of enterprise inventory and distributed order management (DOM) software.
Orlando-based OneRail says its omnichannel fulfillment solution pairs its OmniPoint cloud software with a logistics as a service platform and a real-time, connected network of 12 million drivers. The firm says that its OmniPointsoftware automates fulfillment orchestration and last mile logistics, intelligently selecting the right place to fulfill inventory from, the right shipping mode, and the right carrier to optimize every order.
“This new funding round enables us to deepen our decision logic upstream in the order process to help solve some of the acute challenges facing retailers and wholesalers, such as order sourcing logic defaulting to closest store to customer to fulfill inventory from, which leads to split orders, out-of-stocks, or worse, cancelled orders,” OneRail Founder and CEO Bill Catania said in a release. “OneRail has revolutionized that process with a dynamic fulfillment solution that quickly finds available inventory in full, from an array of stores or warehouses within a localized radius of the customer, to meet the delivery promise, which ultimately transforms the end-customer experience.”
Commercial fleet operators are steadily increasing their use of GPS fleet tracking, in-cab video solutions, and predictive analytics, driven by rising costs, evolving regulations, and competitive pressures, according to an industry report from Verizon Connect.
Those conclusions come from the company’s fifth annual “Fleet Technology Trends Report,” conducted in partnership with Bobit Business Media, and based on responses from 543 fleet management professionals.
The study showed that for five consecutive years, at least four out of five respondents have reported using at least one form of fleet technology, said Atlanta-based Verizon Connect, which provides fleet and mobile workforce management software platforms, embedded OEM hardware, and a connected vehicle device called Hum by Verizon.
The most commonly used of those technologies is GPS fleet tracking, with 69% of fleets across industries reporting its use, the survey showed. Of those users, 72% find it extremely or very beneficial, citing improved efficiency (62%) and a reduction in harsh driving/speeding events (49%).
Respondents also reported a focus on safety, with 57% of respondents citing improved driver safety as a key benefit of GPS fleet tracking. And 68% of users said in-cab video solutions are extremely or very beneficial. Together, those technologies help reduce distracted driving incidents, improve coaching sessions, and help reduce accident and insurance costs, Verizon Connect said.
Looking at the future, fleet management software is evolving to meet emerging challenges, including sustainability and electrification, the company said. "The findings from this year's Fleet Technology Trends Report highlight a strong commitment across industries to embracing fleet technology, with GPS tracking and in-cab video solutions consistently delivering measurable results,” Peter Mitchell, General Manager, Verizon Connect, said in a release. “As fleets face rising costs and increased regulatory pressures, these technologies are proving to be indispensable in helping organizations optimize their operations, reduce expenses, and navigate the path toward a more sustainable future.”
Businesses engaged in international trade face three major supply chain hurdles as they head into 2025: the disruptions caused by Chinese New Year (CNY), the looming threat of potential tariffs on foreign-made products that could be imposed by the incoming Trump Administration, and the unresolved contract negotiations between the International Longshoremen’s Association (ILA) and the U.S. Maritime Alliance (USMX), according to an analysis from trucking and logistics provider Averitt.
Each of those factors could lead to significant shipping delays, production slowdowns, and increased costs, Averitt said.
First, Chinese New Year 2025 begins on January 29, prompting factories across China and other regions to shut down for weeks, typically causing production to halt and freight demand to skyrocket. The ripple effects can range from increased shipping costs to extended lead times, disrupting even the most well-planned operations. To prepare for that event, shippers should place orders early, build inventory buffers, secure freight space in advance, diversify shipping modes, and communicate with logistics providers, Averitt said.
Second, new or increased tariffs on foreign-made goods could drive up the cost of imports, disrupt established supply chains, and create uncertainty in the marketplace. In turn, shippers may face freight rate volatility and capacity constraints as businesses rush to stockpile inventory ahead of tariff deadlines. To navigate these challenges, shippers should prepare advance shipments and inventory stockpiling, diversity sourcing, negotiate supplier agreements, explore domestic production, and leverage financial strategies.
Third, unresolved contract negotiations between the ILA and the USMX will come to a head by January 15, when the current contract expires. Labor action or strikes could cause severe disruptions at East and Gulf Coast ports, triggering widespread delays and bottlenecks across the supply chain. To prepare for the worst, shippers should adopt a similar strategy to the other potential January threats: collaborate early, secure freight, diversify supply chains, and monitor policy changes.
According to Averitt, companies can cushion the impact of all three challenges by deploying a seamless, end-to-end solution covering the entire path from customs clearance to final-mile delivery. That strategy can help businesses to store inventory closer to their customers, mitigate delays, and reduce costs associated with supply chain disruptions. And combined with proactive communication and real-time visibility tools, the approach allows companies to maintain control and keep their supply chains resilient in the face of global uncertainties, Averitt said.
Bloomington, Indiana-based FTR said its Trucking Conditions Index declined in September to -2.47 from -1.39 in August as weakness in the principal freight dynamics – freight rates, utilization, and volume – offset lower fuel costs and slightly less unfavorable financing costs.
Those negative numbers are nothing new—the TCI has been positive only twice – in May and June of this year – since April 2022, but the group’s current forecast still envisions consistently positive readings through at least a two-year forecast horizon.
“Aside from a near-term boost mostly related to falling diesel prices, we have not changed our Trucking Conditions Index forecast significantly in the wake of the election,” Avery Vise, FTR’s vice president of trucking, said in a release. “The outlook continues to be more favorable for carriers than what they have experienced for well over two years. Our analysis indicates gradual but steadily rising capacity utilization leading to stronger freight rates in 2025.”
But FTR said its forecast remains unchanged. “Just like everyone else, we’ll be watching closely to see exactly what trade and other economic policies are implemented and over what time frame. Some freight disruptions are likely due to tariffs and other factors, but it is not yet clear that those actions will do more than shift the timing of activity,” Vise said.
The TCI tracks the changes representing five major conditions in the U.S. truck market: freight volumes, freight rates, fleet capacity, fuel prices, and financing costs. Combined into a single index indicating the industry’s overall health, a positive score represents good, optimistic conditions while a negative score shows the inverse.