Installing a warehouse management system is a crucial first step for any high-speed e-commerce fulfillment operation. But integrating that software with the latest systems and technologies can take things to a whole new level.
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.
Any company that operates a distribution center recognizes the importance of being nimble in its daily operations, as businesses of all stripes scramble to meet escalating customer demands in a tumultuous market. Fortunately, logistics technology and automated equipment providers seem to introduce new tools every month that are designed with agility in mind.
But that expanding toolbox comes with its own demands. In the warehouse tech world, no solution is an island. In order to reach their full potential, these new tools—whether they’re wireless scanners, tablets, autonomous mobile robots (AMRs), goods-to-person (GTP) systems, or specialized software apps—must be tightly integrated with the warehouse management system (WMS) that controls daily operations in today’s high-tech DCs. And making that happen is easier said than done.
“Interfaces are easy. Integrations are hard,” says Mark Fralick, chief technology officer at warehouse software developer Softeon. Teaching two devices to exchange data is a fairly simple task, but training them to work in an orchestrated fashion gets tricky, he says. What’s missing in many cases is a “vendor-agnostic” mechanism that allows technologies from disparate providers to work together toward shared goals.
For example, some companies need a tight connection between e-commerce platforms and pick-and-pack operations, while others need a way to integrate their fulfillment and shipping activities. Here are two real-life examples of companies that successfully integrated their new WMS systems with other technologies.
CRAFTING A SOLUTION
Crafter’s Companion is a craft and art materials retailer headquartered in Durham, England. Founded in 2005, the company now employs more than 200 workers and exports products from its warehouses in northeastern England and Corona, California, to more than 40 countries across Europe, Asia, Australia, and North and South America. Crafter’s Companion operates as a multichannel retailer, selling its products directly to consumers online and through its retail stores, as well as via its trade, wholesale, and TV shopping partners.
As part of a recent effort to boost warehouse efficiency, the company implemented a cloud-based e-commerce WMS from software developer Descartes Systems Group. Among other advantages, the e-commerce WMS, which is designed to help direct-to-consumer brands and e-commerce retailers streamline their order fulfillment processes, helps ensure that users are able to ship on time, ship the right items, not oversell existing inventory, and have full transparency into warehouse operations, according to the developer. In order to make that possible, the solution comes pre-integrated with major e-commerce platforms, like ChannelAdvisor, Shopify Plus, and Brightpearl. Order information is automatically available to be executed via mobile-driven multi-order pick-and-pack processes and then fed into a variety of parcel shipment systems.
For Crafter’s Companion, the new solution was a game-changer, the two companies say. In addition to realizing higher customer satisfaction levels as a result of faster order processing, the retailer saw a significant drop in fulfillment errors—a result of adding barcode-based scanning to its existing pick-and-pack process.
“The software is helping us operate to our full potential,” said Mark Allsop, CEO of Crafter’s Companion, in a release. “With the new solution, we have achieved a 25% increase in fulfillment efficiency with an error rate of less than 1%.”
HARVESTING FULFILLMENT SUCCESS
The online retailer Titan Brands specializes in fitness equipment, commercial and farm attachments, and outdoor items, with corporate headquarters in Memphis, Tennessee, and DCs in Memphis; Horn Lake, Mississippi; Visalia, California; and Mechanicsburg, Pennsylvania. According to its website, the company’s mission is to “provide customers with premium products without the premium cost,” which it does through “superior product acquisition, leading-edge e-commerce capabilities, … and world-class service.”
In line with that strategy, the company recently launched a project to transform its end-user experience, with goals that included providing real-time inventory information, increased delivery date accuracy, and a shorter customer service cycle. To help make that happen, the company partnered with software developer Körber Business Area Supply Chain, implementing an integrated combination of Körber’s order management system (OMS)—which tracks a customer’s purchase throughout its lifecycle, from order to fulfillment to returns—and Körber’s WMS.
Over the course of the project, Titan Brands essentially overhauled its supply chain by increasing real-time visibility, optimizing fulfillment and labor productivity within the DC, and eliminating error-prone processes, according to Körber. In the process, it has reduced back-orders by 70% and inventory adjustments by more than 90%. On top of that, the retailer has achieved an order-to-ship cycle of hours, instead of days.
“Modernizing the supply chain is a substantial undertaking for e-commerce retailers across the globe and one that requires comprehensive solutions to address each aspect of performance,” Sean Elliott, CTO software, Körber Business Area Supply Chain, said in a release. “Körber’s streamlined OMS and WMS provide the solutions that today’s retailers need to remain competitive through optimization and accuracy.”
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."