Demand for flexibility is changing the workforce dynamic in the warehouse. Software solutions that manage the change can help keep operations running smoothly.
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.
It’s hard to find workers for warehouse picking, packing, and shipping positions these days, and as a result, many companies are turning to automated solutions, including robots, to help close the gaps in their operations. That strategy doesn’t eliminate the need for people, however—a factor that is spurring companies to simultaneously explore other technology-driven approaches to finding and keeping workers.
But it isn’t easy. Part of the problem in hiring warehouse workers in 2023 is that more and more potential employees are looking for flexible schedules, which is outside the traditional warehouse culture of rigid shift work. Shifting labor demographics and the so-called “gig economy” are driving the change in logistics and in the broader workplace, according to recent research from industrial staffing firm EmployBridge. The company’s 2023 Voice of the American Workforce survey report found that four-day, 10-hour shifts and the ability to work shorter, four- to six-hour shifts of their choosing are becoming more appealing to workers across all industries.
“Major forces of societal change, including the pandemic, inflation, and a generational workforce shift, are transforming the fabric of the workplace,” EmployBridge CEO Billy Milam said in a statement announcing the survey’s findings this spring. “Wage earners are increasingly digitally savvy, eager to gain skills for an automated world, and desirous of schedules that allow them to flex their time to add more work or balance personal demands. Employers, facing an ongoing worker shortage, have a prime opportunity to evolve to thrive in this new paradigm.”
That evolution will require embracing software tools that can help companies manage the change and keep in step with an increasingly technology-enabled warehouse.
FLEX TIME, PLEASE
The EmployBridge report surveyed more than 29,000 hourly wage earners in the United States across a range of industries, and identified pay as the top concern for job seekers in 2023. The survey also found that workers are placing a higher priority on job security and learning opportunities than in recent years, and that they show “substantial interest in joining the gig economy and in supporting app-based work.” EmployBridge defines the “gig economy” as one in which workers keep a schedule that is less traditional than a five-day work week.
Logistics industry employees are no exception to the trend. Roughly 35% of logistics workers surveyed said they would prefer four-day, 10-hour shifts, and more than half of all workers said they are interested in a schedule that would allow them to choose which four- to six-hour shifts they want to work. More than 80% of hourly workers across all verticals said they were willing to use an app to manage their work, choose their schedule, or find a job, according to the survey.
These factors point to growing demand for flexibility, a trend that has taken off since the pandemic and is beginning to hit warehousing as companies struggle to find workers.
“Labor is one of the biggest challenges facing warehousing and logistics—finding enough, keeping enough, and engaging with [people],” says Gartner Inc.’s Dwight Klappich, a research vice president and fellow in the market research firm’s logistics and customer fulfillment team.
This becomes more challenging in regions where companies must draw from nontraditional labor sources—including stay-at-home parents or teenagers seeking part-time work—to fill their ranks, a situation Klappich says he’s seen among companies with large distribution centers in remote areas, for example. In such cases, tapping into a more diverse labor pool becomes essential—and requires companies to rethink their view of work.
“Flexibility is certainly a key [in warehousing and logistics] now,” Klappich says. “Companies have realized that power has shifted to the employee. These are not dream jobs for people, so companies realize they have to do more to not only attract and retain people, but [also] to motivate people. So when we talk about employee engagement, flexibility is going to be one of those things.”
Matt Laurinas, chief customer officer for Bluecrew, an EmployBridge subsidiary that operates a workforce management platform, agrees, citing the Covid-19 pandemic as the source of much of the change. Companies couldn’t find workers who wanted to be on site at all, much less for the standard five-day-per-week shifts, whether short or long term. As opportunities arose to work remotely or in the service-based gig economy, many potential employees abandoned their nine-to-five existence for new opportunities, shrinking the available labor pool.
Now things have to change in the warehouse, he says.
“There are a lot of workers that need more flexibility” than traditional work schedules allow, Laurinas says. “It becomes a challenge for the workplace. Managers see a lot of churn, absenteeism, [and] no-calls or no-shows. [Companies] need tools that give them the ability to post more flexible schedules, to meet the worker where they’re at.”
Supply chain software solutions and technology platforms are one way to manage the change.
MORE WORKERS, NOW
Most warehouses have yet to switch to flexible scheduling, but they are all accustomed to dealing with demands to flex up and down for seasonal peaks and troughs—and there are solutions out there that can help with both. Workforce management (WFM) software has been around for many years and can help managers get a better handle on scheduling in general. Systems that handle complex, flexible scheduling are more common to the retail and health-care industries, but they are a growing part of many supply chain software vendors’ menu of technology tools, especially as companies face “mini-peaks” driven by projects or special promotions that place greater demands on warehouses and DCs. Supply chain tech provider Blue Yonder offers a WFM solution that helps companies address challenges with scheduling, time and attendance, regulatory compliance, and long-term planning, for instance. Among its capabilities, the solution helps companies generate optimized labor schedules that are compliant with labor laws and corporate policies. It also addresses today’s demand for flexibility: Managers can adjust schedules mid-week if business demands change, and employees can swap or bid on shifts according to their needs and personal schedules.
More recent entrants to the workforce management scene include companies like Bluecrew, which operates what Laurinas describes as a workforce-as-a-service technology platform that gives companies instant access to qualified pre-screened W-2 workers. The platform helps logistics and warehousing companies manage seasonal fluctuations in fulfillment demand, matching companies with employees for both long- and short-term assignments. Bluecrew specializes in workers that have experience in light industrial work, including picking, packing, and shipping, as well as operating warehouse equipment. Laurinas says about 80% of Bluecrew’s work is in distribution and logistics.
“The workforce is joining platforms [like ours] for flexibility, for variability in shifts, and to have variety when picking shifts and jobs,” Laurinas explains.
Such tech platforms work in much the same way as traditional staffing agencies, which warehouses and DCs have long turned to for seasonal help. The difference is in the platform’s ability to respond to today’s volatile production demands, Laurinas says.
“Companies had more leadtime in placing orders for workers in the past. In today’s economic environment, there are more demands on the warehouse and, often, [companies] are not getting a good read on demand for production until one or three days in advance,” he says. “[Workforce technology] platforms can very quickly connect the worker to the job once the customer has [identified] that need.”
That’s thanks to a database of pre-vetted workers and a growing list of industrial clients that need them. Bluecrew’s technology is driven by machine learning algorithms that match workers to jobs. Employers get 24/7 access to the platform and to scheduling tools that can help them create shifts and scale up and down to meet demand. Both desktop and app-based versions are available to make it easier for managers and workers to access the platform.
Another bonus: Workforce management technologies are helping companies make progress along their “digital transformation” journeys.
“As I talk to a lot of executives, they’re thinking about ‘digital’ in a lot of capacities,” Laurinas explains, noting that warehouse automation and robotics go hand-in-hand with administrative technologies that are also designed to streamline operations and create a more efficient warehouse. “It all blends into one. Here’s how you can digitalize ordering workers and managing your workforce. This plugs right into the [trend of] digital disruption in the warehouse.”
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."