DCs have a head-spinning array of choices when it comes to printing and labeling systems. Here are some tips for picking the right device for your operation.
Peter Bradley is an award-winning career journalist with more than three decades of experience in both newspapers and national business magazines. His credentials include seven years as the transportation and supply chain editor at Purchasing Magazine and six years as the chief editor of Logistics Management.
Printing and labeling systems in the distribution center can sometimes cause indigestion for managers. They can be a bottleneck in the process of getting goods out the door. Labeling errors can cause shipping errors that result in unhappy customers and possible chargebacks. Downtime can bring a whole line to a halt. But nothing can go out the door without a label.
Whether an operation uses inline print-and-apply systems or portable printing tools, the devices' speed, accuracy, and uptime are crucial to DC productivity. What's important is to determine what solution would work best for your operation. Here a few things to consider in selecting a printing and labeling system:
Think about people first. Larry Boroff, director of automation systems engineering for Forte, emphasizes that the technical capabilities of staff to maintain and program the devices should be an important consideration in which one you select. Some systems, particularly automated print-and-apply systems, require a fair amount of in-house expertise.
A veteran of Amazon, where he was an operations engineer, Boroff has a fine appreciation for the need for fast and reliable printing. He recalls that at Amazon, "we looked at both manual and automated [printing] systems. One of the drivers for that was what the workrce looked like." That applies as well for the clients he now works with at Forte, a supply chain consulting organization. "If a customer does not have a semi-skilled workforce that can correct any issues or troubleshoot problems, it gets tough to design a print-and-apply system for that customer," he says. "There will be times when you have to interface with the system, reset the orders, or manually rectify issues that come up. I want to make sure they are able to support it." If the DC's operations or maintenance staff doesn't have the skills to maintain an automated system, then a manual system may make more sense.
Get smart. While the skill of the workforce is important, printing system providers are building more intelligence into the printers themselves. Karl Perry, senior product manager for printer software at Intermec, says that although printers have been able to host applications for some time, manufacturers are now making the process simpler. For example, in August, Intermec launched a major upgrade in its printer software from the reliable but dated GW-BASIC to the more modern and robust C# (pronounced C sharp) language. The result, says Perry, has been to make application development easier for the average developer skilled in C#.
To illustrate the utility of built-in applications, Perry cites the case of a Midwestern high-tech distributor. The shipping department was having problems with shipments that were misdirected or contained incorrect items. Systems integrator ToolWorx Information Products wrote an application for Intermec printers and linked a scale and scanner to the printer. Now, orders are pulled into the printer via Wi-Fi from the firm's order system. The clerk responsible for picking and shipping the order scans and weighs each item, prompting the printer to check the actual weight against the expected weight to ensure a match. It signals the clerk in the event of a mismatch. Using the program eliminated inaccurate shipments for the customer.
Consider the budget and the required throughput. Automated systems are substantially more costly than manual systems but have a much higher throughput. If the goal is to limit touches or to label items at high speed, that argues for automation. But it's important to note that opting for a print-and-apply system also has implications for the design of the overall material handling system, Boroff warns. "My customer has to expect to have enough accumulation to support a print-and-apply system," he says. "You can't just have four or five or 20 feet of accumulation for products because you're going to starve your system or overload it."
Does portability have value? In the past, manual systems—with the printer in a closet or office for access to power and connections to the facility's IT network—often required printing large numbers of labels at once, then bringing them to the floor to match up with shipments. No more. Portable, battery-operated systems with Wi-Fi connectivity allow for a great deal more flexibility, says Perry.
"Rather than have the printer at a fixed point in the warehouse, you can take the printer anywhere you want. If you have a battery cart, you don't need a power cord. It is driving productivity in the shipping room." And, he adds, some portable printers have their own batteries built in, eliminating the need for the cart.
What are you labeling? Cartons? Totes? Polybags? Do products vary markedly in size? Do you have a full-case picking operation or are you picking mixed cases? Those are all factors in the print-and-apply technology decision. Full-case operations lend themselves to automation. In mixed-case picking, where multiple products are picked into a single shipping container, manual systems are perfectly adequate as the picking and packing process is likely to be slower than the printing and labeling operation.
Can you accelerate throughput? Boroff says a typical print-and-apply system can label 15 to 25 cartons a minute. Including a packing slip with the label would cut that almost in half.
For print-and-apply systems, especially those handling cartons of varying heights, he suggests installing two print engines on the same line with advanced control systems. That would come close to doubling the throughput speed, depending on product size, by having each head printing and applying to every other carton.
The biggest constraint in the whole print-and-apply system, he says, is the product mix. Most often, labels are applied to the top of a product for shipping. The print head has to move down to the carton to apply the label, then move back up out of the way before the next carton comes through. The time it takes for the print head to lower and raise again, he explains, is the limiting factor in how quickly cartons can move along the conveyance system. If the height of the cartons varies markedly—say, from six inches tall to 20 inches tall—the print head needs time to lower and raise as much as 14 or 15 inches in each direction.
One way to improve throughput in a system with a broad range of carton heights, he says, is to assign each print head to a small range of carton heights. For example, one print head could handle cartons from six to 12 inches high, a second those from 12 to 18 inches; That limits the stroke each machine must take to lower, apply, and retreat. But it requires some advanced skills to set up and manage that sort of system. "This is where the technology skill of your workforce is important," Boroff says.
Uptime and maintenance matter. Not too long ago, a malfunction in a printer could bring shipping to a standstill. But the development of smart printers, with technology that alerts managers to an impending failure so they take preventive action, can sharply diminish downtime, especially when combined with more modular printer designs that make maintenance easier. Says Perry about smart printers, "It's not just the capability to print labels, but to do preventive maintenance based on predictive algorithms that are coming from the device management system."
Perry says that current printers' warning systems offer screens that provide specific information on printer issues, as opposed to a simple warning light. And maintenance is simpler. "You're able to replace the print head without using a screwdriver, which you can never find when you need one," he says. "What was once a 20-minute job now takes 15 seconds."
GETTING THE CIO ON BOARD
Going forward, logistics managers may find themselves having to check with the company IT department before deploying printers in the warehouse or DC. That's because today's printers are no longer simply tools for expediting shipping. As manufacturers build more intelligence into them, these devices are becoming important nodes in companies' overall IT networks.
"CIOs are becoming more powerful in device management," says Alexander Babic, product manager industrial printers for Intermec. That doesn't mean the CIO will be looking over a DC manager's shoulder and trying to tell him or her what printer to select. What the technology people are interested in is ensuring that smart devices fit in the overall IT infrastructure, he says. Their concern, says Babic, is network security and ensuring that smart printers comply with the rules and regulations that govern the company's IT infrastructure.
Supply chain planning (SCP) leaders working on transformation efforts are focused on two major high-impact technology trends, including composite AI and supply chain data governance, according to a study from Gartner, Inc.
"SCP leaders are in the process of developing transformation roadmaps that will prioritize delivering on advanced decision intelligence and automated decision making," Eva Dawkins, Director Analyst in Gartner’s Supply Chain practice, said in a release. "Composite AI, which is the combined application of different AI techniques to improve learning efficiency, will drive the optimization and automation of many planning activities at scale, while supply chain data governance is the foundational key for digital transformation.”
Their pursuit of those roadmaps is often complicated by frequent disruptions and the rapid pace of technological innovation. But Gartner says those leaders can accelerate the realized value of technology investments by facilitating a shift from IT-led to business-led digital leadership, with SCP leaders taking ownership of multidisciplinary teams to advance business operations, channels and products.
“A sound data governance strategy supports advanced technologies, such as composite AI, while also facilitating collaboration throughout the supply chain technology ecosystem,” said Dawkins. “Without attention to data governance, SCP leaders will likely struggle to achieve their expected ROI on key technology investments.”
The British logistics robot vendor Dexory this week said it has raised $80 million in venture funding to support an expansion of its artificial intelligence (AI) powered features, grow its global team, and accelerate the deployment of its autonomous robots.
A “significant focus” continues to be on expanding across the U.S. market, where Dexory is live with customers in seven states and last month opened a U.S. headquarters in Nashville. The Series B will also enhance development and production facilities at its UK headquarters, the firm said.
The “series B” funding round was led by DTCP, with participation from Latitude Ventures, Wave-X and Bootstrap Europe, along with existing investors Atomico, Lakestar, Capnamic, and several angels from the logistics industry. With the close of the round, Dexory has now raised $120 million over the past three years.
Dexory says its product, DexoryView, provides real-time visibility across warehouses of any size through its autonomous mobile robots and AI. The rolling bots use sensor and image data and continuous data collection to perform rapid warehouse scans and create digital twins of warehouse spaces, allowing for optimized performance and future scenario simulations.
Originally announced in September, the move will allow Deutsche Bahn to “fully focus on restructuring the rail infrastructure in Germany and providing climate-friendly passenger and freight transport operations in Germany and Europe,” Werner Gatzer, Chairman of the DB Supervisory Board, said in a release.
For its purchase price, DSV gains an organization with around 72,700 employees at over 1,850 locations. The new owner says it plans to investment around one billion euros in coming years to promote additional growth in German operations. Together, DSV and Schenker will have a combined workforce of approximately 147,000 employees in more than 90 countries, earning pro forma revenue of approximately $43.3 billion (based on 2023 numbers), DSV said.
After removing that unit, Deutsche Bahn retains its core business called the “Systemverbund Bahn,” which includes passenger transport activities in Germany, rail freight activities, operational service units, and railroad infrastructure companies. The DB Group, headquartered in Berlin, employs around 340,000 people.
“We have set clear goals to structurally modernize Deutsche Bahn in the areas of infrastructure, operations and profitability and focus on the core business. The proceeds from the sale will significantly reduce DB’s debt and thus make an important contribution to the financial stability of the DB Group. At the same time, DB Schenker will gain a strong strategic owner in DSV,” Deutsche Bahn CEO Richard Lutz said in a release.
Transportation industry veteran Anne Reinke will become president & CEO of trade group the Intermodal Association of North America (IANA) at the end of the year, stepping into the position from her previous post leading third party logistics (3PL) trade group the Transportation Intermediaries Association (TIA), both organizations said today.
Meanwhile, TIA today announced that insider Christopher Burroughs would fill Reinke’s shoes as president & CEO. Burroughs has been with TIA for 13 years, most recently as its vice president of Government Affairs for the past six years, during which time he oversaw all legislative and regulatory efforts before Congress and the federal agencies.
Before her four years leading TIA, Reinke spent two years as Deputy Assistant Secretary with the U.S. Department of Transportation and 16 years with CSX Corporation.
Serious inland flooding and widespread power outages are likely to sweep across Florida and other Southeast states in coming days with the arrival of Hurricane Helene, which is now predicted to make landfall Thursday evening along Florida’s northwest coast as a major hurricane, according to the National Oceanic and Atmospheric Administration (NOAA).
While the most catastrophic landfall impact is expected in the sparsely-population Big Bend area of Florida, it’s not only sea-front cities that are at risk. Since Helene is an “unusually large storm,” its flooding, rainfall, and high winds won’t be limited only to the Gulf Coast, but are expected to travel hundreds of miles inland, the weather service said. Heavy rainfall is expected to begin in the region even before the storm comes ashore, and the wet conditions will continue to move northward into the southern Appalachians region through Friday, dumping storm total rainfall amounts of up to 18 inches. Specifically, the major flood risk includes the urban areas around Tallahassee, metro Atlanta, and western North Carolina.
In addition to its human toll, the storm could exert serious business impacts, according to the supply chain mapping and monitoring firm Resilinc. Those will be largely triggered by significant flooding, which could halt oil operations, force mandatory evacuations, restrict ports, and disrupt air traffic.
While the storm’s track is currently forecast to miss the critical ports of Miami and New Orleans, it could still hurt operations throughout the Southeast agricultural belt, which produces products like soybeans, cotton, peanuts, corn, and tobacco, according to Everstream Analytics.
That widespread footprint could also hinder supply chain and logistics flows along stretches of interstate highways I-10 and I-75 and on regional rail lines operated by Norfolk Southern and CSX. And Hurricane Helene could also likely impact business operations by unleashing power outages, deep flooding, and wind damage in northern Florida portions of Georgia, Everstream Analytics said.
Before the storm had even touched Florida soil, recovery efforts were already being launched by humanitarian aid group the American Logistics Aid Network (ALAN). In a statement on Wednesday, the group said it is urging residents in the storm's path across the Southeast to heed evacuation notices and safety advisories, and reminding members of the logistics community that their post-storm help could be needed soon. The group will continue to update its Disaster Micro-Site with Hurricane Helene resources and with requests for donated logistics assistance, most of which will start arriving within 24 to 72 hours after the storm’s initial landfall, ALAN said.