Voice system smoothes order flow in beverage distributor's DCs
A voice picking system solved problems that had long been brewing in Odom Corp.'s beverage distribution operation. Two years later, an equipment upgrade made things even better.
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.
In April 2007, after 75 years in business, liquor distributor Odom Corp. took its first steps toward automating its order fulfillment operations. By all accounts, the move was long overdue. Eleven years earlier, the company had embarked on a string of acquisitions, buying up 21 beverage distributors around the Pacific Northwest in just over a decade's time. And while it was great for the bottom line, the expansion also created some headaches. For one thing, the acquisition binge left the distribution end of the business with the operational equivalent of a nasty hangover.
A big part of the problem was that the company's 13 DCs were still largely manual operations, with workers picking orders from paper lists. As volume grew, the DCs were finding it more and more difficult to keep up with orders. Not only that, but accuracy was becoming a concern. Nearly every order shipped out contained at least one mis-pick.
To gain better control over its operations, the company in 2007 installed a warehouse management system (WMS) from Retalix. With the software in place, it is now able to manage its distribution operations in real time. But Odom didn't stop there. In order to take full advantage of the WMS's capabilities, it decided to automate several aspects of its operations. After weighing its options, Odom purchased a voice system to direct its order picking activities and a radio-frequency system to handle everything else.
A clear call
Since its founding in 1933, Odom Corp. has grown from a one-man bourbon and dry goods distributor to a major force in beverage distribution. Today, the Bellevue, Wash.-based company is one of the biggest beverage distributors in the Pacific Northwest, supplying soft drinks, beer, wine, and spirits to wholesalers, grocery stores, restaurants, and bars throughout the region. And its growth has not cooled off in recent years. "During the past seven years, we have quadrupled the size of our company," says Julie Taylor, Odom Corp.'s manager of mobile media. "We went from 466 employees in 2003 to nearly 1,600 today."
The company now ships 30,000 bottles per day on average. But in contrast to the situation just a few years back, it is no longer getting complaints about its shipments from customers. Today, Odom is shipping with near perfect accuracy. For that, it credits the WMS and the Vocollect voice system that directs its bottle and case picking operations.
For an operation like Odom's, one obvious advantage of voice is its hands-free operation. Because workers receive verbal instructions through headsets connected to terminals worn at the waist, they are no longer forced to juggle paper pick lists and bottles or cases. As a result, workers in the bottle picking area can now handle up to four bottles at a time. Over on the case picking side, workers are now dropping fewer of the heavy cases, which has cut down on product damage.
Another advantage is that the voice system contains built-in checks for accuracy. At the start of the order picking process, the voice system directs the worker to the location for his or her first pick—for example, with orders that include bottles, the rack where the bottles are stored in a pick module. Once he or she arrives at the location, the worker reads the rack's check digit into the headset's microphone to confirm that it's the right spot. The system anticipates the correct response, and if the worker provides the expected reply, the system then tells him or her how many bottles to pick. If the worker reads off the wrong check digit (for example, the number from an adjacent slot), the system redirects the worker to the correct location.
After the worker selects the assigned number of bottles, he or she confirms that number by speaking into the microphone. Because the system is able to quickly confirm the correct location and quantity, a high degree of accuracy is maintained.
Along with improving accuracy, the voice system has greatly simplified the picking process, Taylor says. For instance, under the old paper picking system, when workers went to pick wines, they had to match up the name on the bottle's label with the name on the paper list to make certain they had pulled the right item. "Now, the workers can just focus on the slots and quantities," she says.
The net result has been a major boost in productivity at Odom's DCs. Almost immediately after the voice system was installed, picking productivity jumped by nearly 50 percent. "Voice has been amazing for us," Taylor says.
Multimodal moves
At the same time that Odom installed the voice system for order picking, it also invested in equipment to automate some of its other DC tasks, including receiving, replenishment, and cycle counting. For those operations, the company chose Intermec CV30 terminals connected to SR61ex Bluetooth scanners. Although that proved to be a workable solution, it also meant that in order to make full use of its WMS's capabilities, Odom had to invest in three separate devices—a computer terminal, a scanner, and a voice terminal.
Last year, things got quite a bit simpler when Odom upgraded to Intermec's newly introduced CK3 mobile computer. This multimodal device allows workers to use the same unit for voice picking, scanning, and screen-based tasks. Today, Odom workers use the CK3 during the day shift for receiving, putaway, and replenishment. At night, the unit is placed into a holster and connected to a headset, and the terminal is ready for voice-based picking.
Among other advantages, the multimodal device gives the DCs more flexibility in managing their operations, Taylor says. For instance, if a facility receives a rush order that cannot wait until the normal nighttime picking cycle, it's a simple matter to convert a CK3 unit from, say, cycle counting mode into a picking terminal.
In addition to providing flexibility, the multimodal unit has shortened the learning curve for workers, Taylor says. Instead of having to learn to use three separate pieces of equipment, they only have to be trained on one device. She adds that the new terminal has also simplified many tasks. In the past, for example, a lift truck driver might have to get down off the vehicle to scan a product, then jump back onto the forklift to view the screen. Now, he can simply look at the screen on the multimodal computer.
On top of that, replacing three separate devices with a single multimodal terminal has saved the company some serious money. Odom estimates that the move has slashed its equipment expenditures by about 75 percent.
"The cost decrease was really the home run for us," Taylor says. "It was a very practical decision to go multimodal."
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."