James Cooke is a principal analyst with Nucleus Research in Boston, covering supply chain planning software. He was previously the editor of CSCMP?s Supply Chain Quarterly and a staff writer for DC Velocity.
After seven years of unbridled growth, it was perhaps inevitable that Internet shoe retailer Zappos.com Inc. began experiencing growing pains last year. Early on, the company had made a strategic decision to handle its own warehousing and order fulfillment. But as sales surged toward the $600 million mark last year, the fulfillment operation started displaying unmistakable signs of strain. The error rate began to climb and throughput began to lag. Many companies facing that situation would conclude that they needed more people. Zappos decided it needed something else: more intelligence.
To boost the operation's productivity, the e-tailer installed a warehouse control system (WCS) in its 400,000-square-foot distribution center in Shepherdsville, Ky., last fall. The system, FKI Logistex's Warehouse Optimizer software, essentially serves as the brains of the operation, overseeing the facility's high-speed conveyors, sorters, merges, and other material handling equipment. The WCS takes order information from Zappos.com's homegrown warehouse management system, then manages product flow to and from various portions of the warehouse, including receiving, presorting, put-away, picking, packing, and shipping.
And that's not all it can do. Along with choreographing the material handling equipment's movements, the intelligent control system automatically balances the workload at the various packing stations. The WCS monitors the actual workload for the number of orders and products per order per lane, and then makes decisions on routing product to optimize the workload across multiple packing stations.
"Previously, all the movement was handled by people and conveyors without intelligence," says Jonathan Field, director of development at Zappos."The error rate was high and throughput wasn't high. That's why we decided to switch over." The decision has paid off, he says. "This year, on our busiest days, we shipped much more product than last year and we got a lot more volume through the distribution center."
Growing capabilities
Zappos took advantage of the fact that warehouse control systems have gotten smarter over the years. In the early days, the WCS served mainly as a messenger boy for the warehouse management system (WMS). The WMS would gather up data on the orders to be filled from the company's main computer system and devise a work plan. Then it was up to the WCS to relay directions to the material handling equipment—the conveyors, sortation systems, and the like—to see that the orders were carried out. It did that by communicating with sensors to direct the opening and closing of gates to direct product onto a specific conveyor arm or chute. "In the traditional world of warehousing, the WMS functions as a thought process for a batch of work and passes that information to the machine control system (WCS) that does the task management," says Daniel Ahrens, a product manager at Fortna Inc. in West Reading, Pa.
But as material handling systems have grown more sophisticated over the years, the WCS has evolved to keep pace. Today's systems are capable of controlling not just conveyors and sorters, but pick-to-light systems, radio-frequency identification systems, and voice-directed picking systems as well. "The mechanical systems are getting more and more advanced," says Michael Hahn, U.S. chief sales officer for Knapp Logistics and Automation Inc. in Kennesaw, Ga., "and you need more intelligence on the software side to control them in the right way."
Perhaps more importantly,WCS have also begun to think for themselves. Many of today's WCS are imbued with extra "intelligence," algorithms written into the software that can react to feedback from equipment sensors and adjust material flows—something that a WMS, which generally doesn't have a direct connection to photocells and scanners, is not in a position to do. "The WCS has the touch point with the WMS to know what orders are coming into the warehouse operation," says Ahrens, "and it has the touch points with machine controls to know what it's doing."
Among other things, that capability allows companies to maximize throughput and inventory velocity in their warehouses. "Typically, you add more intelligence to achieve better product flow," says Jerry Koch, product director of software and controls for warehousing and distribution at FKI Logistex, which has its U.S. headquarters in St. Louis, Mo. "That allows you to move product with the least amount of touches."
Managing the workload
What has made this possible is a technological breakthrough in the way the WCS collects and uses feedback from the sensors. In the past, the WCS could only take data from one sensor at a time and then act on the information by, say, shutting down a lane if it detected a jam on the conveyor line. Now, however, the WCS is able to collect data from all the sensors to form a big-picture view of the warehouse operation. "In the past, sensor data was only used to stop flow down a lane," says Ahrens. "Now they use that info to control upstream processes. Instead of having islands of automation in a warehouse, you can take a holistic approach to the entire operation."
Once the WCS has collected information from the various sensors, it aggregates the data and applies special algorithms to balance the workflow. "Advanced algorithms balance out the flow automatically," explains Koch of FKI Logistex. "As products move into the central merge area, the more intelligent software releases products such that there's no backing up on a conveyor line so you get maximum throughput of the material handling equipment."
Abandoning the wave
The advent of intelligent WCS has also opened the door for distribution centers to switch from wave picking to a continuous flow method. Under the wave picking approach, a group of pick orders is released at one time. Workers pick orders in a batch from the racks and convey cartons or cases to a high-speed sortation device, which in turn diverts the product to a chute or spur dedicated to each order. At the end of the spur, another worker loads the product onto a pallet or into a truck at a loading dock.
Although wave picking is widely considered more efficient than single-order or batch picking, it also has its drawbacks. For instance, if workers loading cartons into a trailer at a loading dock can't keep pace with the flow from the sortation device, the result is a backup. In addition, even when working properly, there's a natural start and stop flow to the warehouse operation as each wave retriggers the work process.
"With wave picking, you'll see shipping docks that are jammed up with product because of the emphasis on picking," says Ahrens. "The new approach is a pull-based system. Instead of releasing 2,000 orders at once, you release the orders piecemeal based on the needs of the shipping dock."
The intelligent WCS accomplishes this by controlling the release of orders to balance workloads between machines and pick lanes, or even between shipping lanes being shared for an outbound shipment. "You can look at the current workload and you control the release of orders to match the capability of absorbing them," says Larry Kuhn, president and founder of Glen Road Systems Inc. in Conshohocken, Pa., which provides warehouse control systems.
The more intelligent WCS can also perform "dynamic balancing," adjusting workflow in real time to changing circumstances. "It monitors the progress of each piece of equipment and the person, and adjusts staffers' work based on their neighbors," says Ahrens. "It can even send a signal to the supervisor to tell him that the worker in zone 4 is twiddling his thumbs," adds Sam Flanders, president of 2wmc.com, a material handling consulting firm in Portsmouth, N.H. "It can manage labor very well."
Advanced warehouse control systems give management more visibility into the warehouse operation as well. In fact, some systems even offer so-called dashboard controls, graphical displays that show the progress of work for managers to make adjustments. "Graphical interfaces are becoming more common with WCS," says Bob Harris, president of Cirrus Tech in Raleigh, N.C. "They can notify you via audio signals or visuals about problems, and they can provide statistical information on equipment so you can see what's happening in terms of equipment failures or lane backups."
Stuck on the wave
As for the results, Ahrens says the continuous flow approach has been shown to increase warehouse throughput by 40 percent without any changes in equipment. But it does require an investment in software. To take advantage of the benefits of dynamic flow, companies must either buy new warehouse control software or upgrade their existing WCS. "Legacy systems are built around batch management as opposed to balancing work flow based on information feedback," Ahrens says. "In order to realize the benefits, there has to be some upfront investment in changing the software."
Despite all the talk about the benefits of continuous flow picking, many companies have been hesitant to abandon wavebased picking. "Warehouse management likes waves because they can reallocate people at the end of each wave. It's this idea 'I can get everyone back on the starting block together,'" says Ahrens. "It's also a security blanket. I need waves to manage productivity."
Ray Becker, a vice president at the consulting firm Tom Zosel Associates Ltd. in Long Grove, Ill., agrees with Ahrens that companies still question the validity of the continuous flow approach. "From an overall perspective, it's adjusting a plan on the fly. The back end is unknown. It might optimize my wave but what happens to the work behind the wave?"
Ahrens says in his experience, winning the skeptics over is mostly a matter of time. "A client's first reaction is that this won't work," he says. "But after thinking about it, they say, 'Wow, this is revolutionary.'"
“The past year has been unprecedented, with extreme weather events, heightened geopolitical tension and cybercrime destabilizing supply chains throughout the world. Navigating this year’s looming risks to build a secure supply network has never been more critical,” Corey Rhodes, CEO of Everstream Analytics, said in the firm’s “2025 Annual Risk Report.”
“While some risks are unavoidable, early notice and swift action through a combination of planning, deep monitoring, and mitigation can save inventory and lives in 2025,” Rhodes said.
In its report, Everstream ranked the five categories by a “risk score metric” to help global supply chain leaders prioritize planning and mitigation efforts for coping with them. They include:
Drowning in Climate Change – 90% Risk Score. Driven by shifting climate patterns and record-high temperatures, extreme weather events are a dominant risk to the supply chain due to concerns such as flooding and elevated ocean temperatures.
Geopolitical Instability with Increased Tariff Risk – 80% Risk Score. These threats could disrupt trade networks and impact economies worldwide, including logistics, transportation, and manufacturing industries. The following major geopolitical events are likely to impact global trade: Red Sea disruptions, Russia-Ukraine conflict, Taiwan trade risks, Middle East tensions, South China Sea disputes, and proposed tariff increases.
More Backdoors for Cybercrime – 75% Risk Score. Supply chain leaders face escalating cybersecurity risks in 2025, driven by the growing reliance on AI and cloud computing within supply chains, the proliferation of IoT-connected devices, vulnerabilities in sub-tier supply chains, and a disproportionate impact on third-party logistics providers (3PLs) and the electronics industry.
Rare Metals and Minerals on Lockdown – 65% Risk Score. Between rising regulations, new tariffs, and long-term or exclusive contracts, rare minerals and metals will be harder than ever, and more expensive, to obtain.
Crackdown on Forced Labor – 60% Risk Score. A growing crackdown on forced labor across industries will increase pressure on companies who are facing scrutiny to manage and eliminate suppliers violating human rights. Anticipated risks in 2025 include a push for alternative suppliers, a cascade of legislation to address lax forced labor issues, challenges for agri-food products such as palm oil and vanilla.
That number is low compared to widespread unemployment in the transportation sector which reached its highest level during the COVID-19 pandemic at 15.7% in both May 2020 and July 2020. But it is slightly above the most recent pre-pandemic rate for the sector, which was 2.8% in December 2019, the BTS said.
For broader context, the nation’s overall unemployment rate for all sectors rose slightly in December, increasing 0.3 percentage points from December 2023 to 3.8%.
On a seasonally adjusted basis, employment in the transportation and warehousing sector rose to 6,630,200 people in December 2024 — up 0.1% from the previous month and up 1.7% from December 2023. Employment in transportation and warehousing grew 15.1% in December 2024 from the pre-pandemic December 2019 level of 5,760,300 people.
The largest portion of those workers was in warehousing and storage, followed by truck transportation, according to a breakout of the total figures into separate modes (seasonally adjusted):
Warehousing and storage rose to 1,770,300 in December 2024 — up 0.1% from the previous month and up 0.2% from December 2023.
Truck transportation fell to 1,545,900 in December 2024 — down 0.1% from the previous month and down 0.4% from December 2023.
Air transportation rose to 578,000 in December 2024 — up 0.4% from the previous month and up 1.4% from December 2023.
Transit and ground passenger transportation rose to 456,000 in December 2024 — up 0.3% from the previous month and up 5.7% from December 2023.
Rail transportation remained virtually unchanged in December 2024 at 150,300 from the previous month but down 1.8% from December 2023.
Water transportation rose to 74,300 in December 2024 — up 0.1% from the previous month and up 4.8% from December 2023.
Pipeline transportation rose to 55,000 in December 2024 — up 0.5% from the previous month and up 6.2% from December 2023.
Parcel carrier and logistics provider UPS Inc. has acquired the German company Frigo-Trans and its sister company BPL, which provide complex healthcare logistics solutions across Europe, the Atlanta-based firm said this week.
According to UPS, the move extends its UPS Healthcare division’s ability to offer end-to-end capabilities for its customers, who increasingly need temperature-controlled and time-critical logistics solutions globally.
UPS Healthcare has 17 million square feet of cGMP and GDP-compliant healthcare distribution space globally, supporting services such as inventory management, cold chain packaging and shipping, storage and fulfillment of medical devices, and lab and clinical trial logistics.
More specifically, UPS Healthcare said that the acquisitions align with its broader mission to provide end-to-end logistics for temperature-sensitive healthcare products, including biologics, specialty pharmaceuticals, and personalized medicine. With 80% of pharmaceutical products in Europe requiring temperature-controlled transportation, investments like these ensure UPS Healthcare remains at the forefront of innovation in the $82 billion complex healthcare logistics market, the company said.
Additionally, Frigo-Trans' presence in Germany—the world's fourth-largest healthcare manufacturing market—strengthens UPS's foothold and enhances its support for critical intra-Germany operations. Frigo-Trans’ network includes temperature-controlled warehousing ranging from cryopreservation (-196°C) to ambient (+15° to +25°C) as well as Pan-European cold chain transportation. And BPL provides logistics solutions including time-critical freight forwarding capabilities.
Terms of the deal were not disclosed. But it fits into UPS' long term strategy to double its healthcare revenue from $10 billion in 2023 to $20 billion by 2026. To get there, it has also made previous acquisitions of companies like Bomi and MNX. And UPS recently expanded its temperature-controlled fleet in France, Italy, the Netherlands, and Hungary.
"Healthcare customers increasingly demand precision, reliability, and adaptability—qualities that are critical for the future of biologics and personalized medicine. The Frigo-Trans and BPL acquisitions allow us to offer unmatched service across Europe, making logistics a competitive advantage for our pharma partners," says John Bolla, President, UPS Healthcare.
The supply chain risk management firm Overhaul has landed $55 million in backing, saying the financing will fuel its advancements in artificial intelligence and support its strategic acquisition roadmap.
The equity funding round comes from the private equity firm Springcoast Partners, with follow-on participation from existing investors Edison Partners and Americo. As part of the investment, Springcoast’s Chris Dederick and Holger Staude will join Overhaul’s board of directors.
According to Austin, Texas-based Overhaul, the money comes as macroeconomic and global trade dynamics are driving consequential transformations in supply chains. That makes cargo visibility and proactive risk management essential tools as shippers manage new routes and suppliers.
“The supply chain technology space will see significant consolidation over the next 12 to 24 months,” Barry Conlon, CEO of Overhaul, said in a release. “Overhaul is well-positioned to establish itself as the ultimate integrated solution, delivering a comprehensive suite of tools for supply chain risk management, efficiency, and visibility under a single trusted platform.”
Shippers today are praising an 11th-hour contract agreement that has averted the threat of a strike by dockworkers at East and Gulf coast ports that could have frozen container imports and exports as soon as January 16.
The agreement came late last night between the International Longshoremen’s Association (ILA) representing some 45,000 workers and the United States Maritime Alliance (USMX) that includes the operators of port facilities up and down the coast.
Details of the new agreement on those issues have not yet been made public, but in the meantime, retailers and manufacturers are heaving sighs of relief that trade flows will continue.
“Providing certainty with a new contract and avoiding further disruptions is paramount to ensure retail goods arrive in a timely manner for consumers. The agreement will also pave the way for much-needed modernization efforts, which are essential for future growth at these ports and the overall resiliency of our nation’s supply chain,” Gold said.
The next step in the process is for both sides to ratify the tentative agreement, so negotiators have agreed to keep those details private in the meantime, according to identical statements released by the ILA and the USMX. In their joint statement, the groups called the six-year deal a “win-win,” saying: “This agreement protects current ILA jobs and establishes a framework for implementing technologies that will create more jobs while modernizing East and Gulf coasts ports – making them safer and more efficient, and creating the capacity they need to keep our supply chains strong. This is a win-win agreement that creates ILA jobs, supports American consumers and businesses, and keeps the American economy the key hub of the global marketplace.”
The breakthrough hints at broader supply chain trends, which will focus on the tension between operational efficiency and workforce job protection, not just at ports but across other sectors as well, according to a statement from Judah Levine, head of research at Freightos, a freight booking and payment platform. Port automation was the major sticking point leading up to this agreement, as the USMX pushed for technologies to make ports more efficient, while the ILA opposed automation or semi-automation that could threaten jobs.
"This is a six-year détente in the tech-versus-labor tug-of-war at U.S. ports," Levine said. “Automation remains a lightning rod—and likely one we’ll see in other industries—but this deal suggests a cautious path forward."
Editor's note: This story was revised on January 9 to include additional input from the ILA, USMX, and Freightos.