In Simon & Schuster's fast-paced distribution operations, the warehouse management system may call the shots. But it's the warehouse control system that makes sure things get done.
David Maloney has been a journalist for more than 35 years and is currently the group editorial director for DC Velocity and Supply Chain Quarterly magazines. In this role, he is responsible for the editorial content of both brands of Agile Business Media. Dave joined DC Velocity in April of 2004. Prior to that, he was a senior editor for Modern Materials Handling magazine. Dave also has extensive experience as a broadcast journalist. Before writing for supply chain publications, he was a journalist, television producer and director in Pittsburgh. Dave combines a background of reporting on logistics with his video production experience to bring new opportunities to DC Velocity readers, including web videos highlighting top distribution and logistics facilities, webcasts and other cross-media projects. He continues to live and work in the Pittsburgh area.
Fame can be fleeting in the book publishing industry. A book that's a best-seller one week may be relegated to the half-price rack the next. That means that for book distributors, the pressure's on to whisk hot titles out to stores before they become paper weights.
To keep books flowing smoothly through its DCs, Simon & Schuster, one of the nation's largest book publishing houses, relies on a relatively unknown but powerful technology: a warehouse control system (WCS). Several years back, the publisher installed warehouse control systems from AL Systems at its two U.S. distribution centers to coordinate order fulfillment activities. The warehouse control systems are layered as "middleware" between the facilities' warehouse management systems and their material handling subsystems—conveyors, sorters, and the like. Essentially, the WCS serves as a "go between" or interface between the two, collecting information from the host system and then allocating work and providing specific instructions to the various pieces of material handling equipment.
Simon & Schuster is not alone in turning to a WCS to help run its operations. More and more companies are taking this route these days— usually, but not always, in conjunction with a WMS. (In some facilities, the WCS works directly with order- or inventory-management software.)
The appeal of warehouse control systems is not hard to understand. To begin with, they're affordable—warehouse control systems tend to be significantly less expensive than warehouse management systems. They're also quite versatile—warehouse control systems provide functionality that may not be available in standard warehouse management systems, or at least not without costly modifications. They're also easy to customize.
Compared to a WMS, a WCS is easier and cheaper to modify to meet a facility's individual needs. Also, for facilities with older warehouse management systems in place, a WCS can offer an economical means of upgrading. Oftentimes, a WCS can offer capabilities that older WMS systems lack, filling gaps and controlling processes that would otherwise require the user to upgrade—or even replace—its WMS.
Down to the nitty-gritty
In Simon & Schuster's case, the decision to install warehouse control systems was driven by a desire to gain greater control over its processes, in particular those processes associated with its extensive conveyor systems. "We have a lot of need for speed to the market and have to get our products there quickly," says Dave Schaeffer, the company's vice president of distribution and fulfillment.
The publisher uses the warehouse control systems in conjunction with warehouse management systems from Manhattan Associates at its distribution centers in Bristol, Pa., and Riverside, N.J. The two facilities, located about 11 miles apart, each measure about 600,000 square feet and hold different SKUs. Together, the two buildings provide distribution for all of North America and parts of Europe.
The WCS and WMS work together as part of an integrated system, says Schaeffer. "The warehouse control system controls the movement of cartons through the systems and onto the shipping docks. It works with the warehouse management system. But while the movement within the WMS is more product level, the actual real-time, minute-to-minute handling is done by the warehouse control system."
And that is precisely where warehouse control systems shine. Although warehouse management systems certainly have the capability to direct a number of warehouse processes, they typically perform most of their work at a higher level—for example, collecting orders, tracking and allocating inventory, and generating invoices. In contrast, the WCS is designed expressly to take care of the nitty-gritty operational details, telling the material handling subsystems not just what to do, but also how to do it (for example, directing a conveyor to send a case down a specific chute).
Ability to multi-task
In Simon & Schuster's Riverside facility, the WCS controls the movement of products over five miles of Hytrol conveyors, as well as a sliding-shoe shipping sorter and other subsorters. It also directs cartons through the facility's pick zones. The warehouse management system relays pick information to the warehouse control system, and the WCS then directs the actual picking activities, which for new titles usually involves picking full cases of books.
"The WMS and the WCS really work in partnership," says Schaeffer. "In our case, it really made sense to put more functionality into the WCS because of how the conveyors and the picking are integrated so closely together."
Schaeffer reports that directly linking the picking to the conveyor makes the conveyor more responsive to the picking process. "If there is a short on a pick," he says, "the conveyor can simply direct the carton to another lane before moving it on to shipping."
In addition to overseeing the picking of full cases of new titles, the WCS directs the split-case picking of older or "back list" titles—relaying picking instructions to workers via the company's Voxware voice system. Although the warehouse management system also has a module capable of directing the voice picking activities, Simon & Schuster chose to have the WCS manage its voice operations. Again, the advantage is that the WCS ties more closely into the related picking and material handling systems.
"The WCS has all of the components needed to direct voice," says Schaeffer. "The WCS can be molded easily and is just a better fit for the functionality." He adds that if Simon & Schuster someday decided to convert to, say, a pick-to-light system, it would be a simple matter to modify the WCS to handle that task.
In addition to picking, the WCS oversees quality control activities, which include check weighing (a process in which cartons are automatically weighed and their weight compared to the expected weight for the contents) and the selection of cartons for random inspection. It also handles all of the manifesting of orders.
As for Simon & Schuster's Bristol facility, the WCS there plays much the same role as its counterpart at Riverside. That is, it controls the movement of products through picking on the conveyors, full-case sortation, split-case sortation with weight verification, and the manifest stations. It also directs voice picking activities.
Ease of revision
All in all, Simon & Schuster believes the WCS is a good fit for its operations. For one thing, the WCS ensures that the operations and the associated equipment are tightly integrated, which allows both products and information to move swiftly and efficiently throughout the facilities. And when it comes time to make a change in any of the processes, the WCS can easily adapt.
"By its nature, the WCS is easy to upgrade," notes Schaeffer. "It is less complicated and is a more economical solution than upgrading a WMS."
Nearly one-third of American consumers have increased their secondhand purchases in the past year, revealing a jump in “recommerce” according to a buyer survey from ShipStation, a provider of web-based shipping and order fulfillment solutions.
The number comes from a survey of 500 U.S. consumers showing that nearly one in four (23%) Americans lack confidence in making purchases over $200 in the next six months. Due to economic uncertainty, savvy shoppers are looking for ways to save money without sacrificing quality or style, the research found.
Younger shoppers are leading the charge in that trend, with 59% of Gen Z and 48% of Millennials buying pre-owned items weekly or monthly. That rate makes Gen Z nearly twice as likely to buy second hand compared to older generations.
The primary reason that shoppers say they have increased their recommerce habits is lower prices (74%), followed by the thrill of finding unique or rare items (38%) and getting higher quality for a lower price (28%). Only 14% of Americans cite environmental concerns as a primary reason they shop second-hand.
Despite the challenge of adjusting to the new pattern, recommerce represents a strategic opportunity for businesses to capture today’s budget-minded shoppers and foster long-term loyalty, Austin, Texas-based ShipStation said.
For example, retailers don’t have to sell used goods to capitalize on the secondhand boom. Instead, they can offer trade-in programs swapping discounts or store credit for shoppers’ old items. And they can improve product discoverability to help customers—particularly older generations—find what they’re looking for.
Other ways for retailers to connect with recommerce shoppers are to improve shipping practices. According to ShipStation:
70% of shoppers won’t return to a brand if shipping is too expensive.
51% of consumers are turned off by late deliveries
40% of shoppers won’t return to a retailer again if the packaging is bad.
The “CMA CGM Startup Awards”—created in collaboration with BFM Business and La Tribune—will identify the best innovations to accelerate its transformation, the French company said.
Specifically, the company will select the best startup among the applicants, with clear industry transformation objectives focused on environmental performance, competitiveness, and quality of life at work in each of the three areas:
Shipping: Enabling safer, more efficient, and sustainable navigation through innovative technological solutions.
Logistics: Reinventing the global supply chain with smart and sustainable logistics solutions.
Media: Transform content creation, and customer engagement with innovative media technologies and strategies.
Three winners will be selected during a final event organized on November 15 at the Orange Vélodrome Stadium in Marseille, during the 2nd Artificial Intelligence Marseille (AIM) forum organized by La Tribune and BFM Business. The selection will be made by a jury chaired by Rodolphe Saadé, Chairman and CEO of the Group, and including members of the executive committee representing the various sectors of CMA CGM.
The global air cargo market’s hot summer of double-digit demand growth continued in August with average spot rates showing their largest year-on-year jump with a 24% increase, according to the latest weekly analysis by Xeneta.
Xeneta cited two reasons to explain the increase. First, Global average air cargo spot rates reached $2.68 per kg in August due to continuing supply and demand imbalance. That came as August's global cargo supply grew at its slowest ratio in 2024 to-date at 2% year-on-year, while global cargo demand continued its double-digit growth, rising +11%.
The second reason for higher rates was an ocean-to-air shift in freight volumes due to Red Sea disruptions and e-commerce demand.
Those factors could soon be amplified as e-commerce shows continued strong growth approaching the hotly anticipated winter peak season. E-commerce and low-value goods exports from China in the first seven months of 2024 increased 30% year-on-year, including shipments to Europe and the US rising 38% and 30% growth respectively, Xeneta said.
“Typically, air cargo market performance in August tends to follow the July trend. But another month of double-digit demand growth and the strongest rate growths of the year means there was definitely no summer slack season in 2024,” Niall van de Wouw, Xeneta’s chief airfreight officer, said in a release.
“Rates we saw bottoming out in late July started picking up again in mid-August. This is too short a period to call a season. This has been a busy summer, and now we’re at the threshold of Q4, it will be interesting to see what will happen and if all the anticipation of a red-hot peak season materializes,” van de Wouw said.
The report cites data showing that there are approximately 1.7 million workers missing from the post-pandemic workforce and that 38% of small firms are unable to fill open positions. At the same time, the “skills gap” in the workforce is accelerating as automation and AI create significant shifts in how work is performed.
That information comes from the “2024 Labor Day Report” released by Littler’s Workplace Policy Institute (WPI), the firm’s government relations and public policy arm.
“We continue to see a labor shortage and an urgent need to upskill the current workforce to adapt to the new world of work,” said Michael Lotito, Littler shareholder and co-chair of WPI. “As corporate executives and business leaders look to the future, they are focused on realizing the many benefits of AI to streamline operations and guide strategic decision-making, while cultivating a talent pipeline that can support this growth.”
But while the need is clear, solutions may be complicated by public policy changes such as the upcoming U.S. general election and the proliferation of employment-related legislation at the state and local levels amid Congressional gridlock.
“We are heading into a contentious election that has already proven to be unpredictable and is poised to create even more uncertainty for employers, no matter the outcome,” Shannon Meade, WPI’s executive director, said in a release. “At the same time, the growing patchwork of state and local requirements across the U.S. is exacerbating compliance challenges for companies. That, coupled with looming changes following several Supreme Court decisions that have the potential to upend rulemaking, gives C-suite executives much to contend with in planning their workforce-related strategies.”
Stax Engineering, the venture-backed startup that provides smokestack emissions reduction services for maritime ships, will service all vessels from Toyota Motor North America Inc. visiting the Toyota Berth at the Port of Long Beach, according to a new five-year deal announced today.
Beginning in 2025 to coincide with new California Air Resources Board (CARB) standards, STAX will become the first and only emissions control provider to service roll-on/roll-off (ro-ros) vessels in the state of California, the company said.
Stax has rapidly grown since its launch in the first quarter of this year, supported in part by a $40 million funding round from investors, announced in July. It now holds exclusive service agreements at California ports including Los Angeles, Long Beach, Hueneme, Benicia, Richmond, and Oakland. The firm has also partnered with individual companies like NYK Line, Hyundai GLOVIS, Equilon Enterprises LLC d/b/a Shell Oil Products US (Shell), and now Toyota.
Stax says it offers an alternative to shore power with land- and barge-based, mobile emissions capture and control technology for shipping terminal and fleet operators without the need for retrofits.
In the case of this latest deal, the Toyota Long Beach Vehicle Distribution Center imports about 200,000 vehicles each year on ro-ro vessels. Stax will keep those ships green with its flexible exhaust capture system, which attaches to all vessel classes without modification to remove 99% of emitted particulate matter (PM) and 95% of emitted oxides of nitrogen (NOx). Over the lifetime of this new agreement with Toyota, Stax estimated the service will account for approximately 3,700 hours and more than 47 tons of emissions controlled.
“We set out to provide an emissions capture and control solution that was reliable, easily accessible, and cost-effective. As we begin to service Toyota, we’re confident that we can meet the needs of the full breadth of the maritime industry, furthering our impact on the local air quality, public health, and environment,” Mike Walker, CEO of Stax, said in a release. “Continuing to establish strong partnerships will help build momentum for and trust in our technology as we expand beyond the state of California.”