When the international nutritional solutions and cheese group Glanbia converted over to voice for its Irish dairy business, it didn't stop with picking. It found ways to use the technology in virtually every part of its distribution operation.
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.
When it comes to distribution applications for voice technology, people tend to assume the story begins and ends with order picking. That's no surprise given the kinds of productivity and accuracy gains voice users have reported over the decades.
But it turns out picking is just part of the story. As a number of users have discovered, voice technology can bring the same types of advantages to other DC processes, such as receiving, putaway, replenishment, load building, cycle counting, inventory management, and shipping. In fact, voice can be used to streamline nearly every aspect of distribution center management.
Glanbia, an international provider of milk, cheese, dairy foods, and nutritional products, is a case in point. For nearly three years now, the company, which is headquartered in Kilkenney, Ireland, has been using voice technology to direct not just picking operations, but also activities like receiving, putaway, and loading at its Irish dairy facilities.
What started Glanbia down this road was its growing frustration with the manual processes it was using at the time. "We were solely a paper-based operation," explains John Mee, the company's supply chain manager. "Replenishment, for instance, was all manual. A person had to follow directions on paper and look for a replenishment slot."
Trouble was, that was proving to be both time consuming and error prone. It wasn't unusual for papers to be misplaced or products to be put in the wrong places. "Our labor costs were high, but we were getting these high errors and less-than-optimal productivity rates," Mee says. "We knew we were not as effective and efficient as we should be."
On top of that, the paper systems did not provide real-time inventory information. Glanbia employees could not always find products, and when customers made credit claims, there was no good way to check the claims' validity. At the same time, Glanbia was under pressure to reduce costs.
Glanbia began working with its technology integration partner, Heavey RF of Ireland, to investigate alternatives that would reduce costs and resolve its other distribution challenges. They soon determined that voice-directed technology offered the flexibility to work in many different areas of Glanbia's operations. Also, because voice systems typically have a return on investment of less than a year, the technology would provide the fast payback Glanbia required.
The company installed voice systems from Vocollect at four sites, beginning in September of 2008 and finishing up in March of 2009. The voice systems now perform a number of operations in two milk manufacturing facilities and two distribution centers. One of the DCs distributes milk and cream products, which are bottle- and carton-based, while the other deals with other food products that are primarily case-based.
Creating a fluid process
The two milk plants operate entirely on voice for their distribution processes. Once the product is manufactured, the company's SAP warehouse management software assigns orders to trolleys, which are wheeled racks in a lattice framework approximately 5 feet, 8 inches tall. The trolleys, which act as both storage medium and conveyance for the milk, are used throughout the distribution process, even to the point of wheeling them into retail stores where the milk is offloaded directly onto store shelves.
When it comes time for orders to be picked, workers are guided to the appropriate storage locations through instructions received through their headsets. Upon arrival, they read off a check digit—a three-number code attached to or suspended above the location—to confirm they're in the right spot. The system then requests that the worker read off a "best before date" to the system to confirm that the product falls within the customers' requirements for expiration dates. The milk is picked onto the trolleys and the process is repeated until the trolley is full or the order is complete.
The trolleys are then wheeled directly to shipping, where the voice system provides instructions on where to place the milk prior to loading onto trucks. Some milk will ship directly to customers and agents (similar to brokers), while the rest will be sent in 40-foot trucks to the central milk warehouse.
The central milk warehouse turns its stock three times each day, so it doesn't actually store product—it merely stages it so that it can be picked for delivery by smaller route trucks. The facility operates 24 hours a day six days a week, turning out 1.6 million liters (approximately 422,675 gallons) of milk each day. "We have to turn these products quickly," says Mee. "It just has to keep flowing. We can't have any lost time."
Going with the flow
To ensure this quick flow through, voice is used in a number of processes within the central milk warehouse, including receiving products into the 23,000-square-foot facility. The "goods-in" receiving process starts with the driver's logging onto the voice system upon arrival. The voice system then prompts him to read off a delivery number listed on his dispatch paperwork. As the driver begins unloading the truck into the goods-in receiving area, he reads into the voice system the trolley's carrier number, which was attached to each trolley before it was shipped from the milk manufacturing center. This marries each trolley with the receipt.
A goods-in person will then complete the putaway process, also using Vocollect voice. The worker will read off the carrier number from the trolley, and the voice system—together with the SAP warehouse management software—will direct him or her to take the trolley to an assigned staging location for picking. The worker can also choose his or her own location by informing the voice system of the change. A check digit posted above each location must also be read to confirm the load is put away into the correct area. The worker confirms the putaway, the status of the load carrier is updated, and the stock is then available for picking.
A bar-code label attached to each trolley can also be scanned using a hand scanner at any point within the process. This will bring up a list of every item on the trolley, which can be helpful in resolving any inventory issues.
Once deposited in the putaway location, the milk is ready for picking. Some orders will require a full trolley of one SKU, while others call for multiple SKUs to be assembled onto one or more order trolleys. If the order requires multiple SKUs, the voice system will direct the worker to the lanes holding products for the order. Upon arrival at each location, the worker must read off the check digit displayed on the overhead sign to confirm the right slot has been reached. The voice system will then provide instructions on the number of cartons to pick onto the order trolley. The worker picks the items and confirms the quantity by reading the number of items picked back to the system. Best-before dates are also read into the voice system as items are picked to assure customer service requirements are met. Additional picks are made from other product trolleys.
Once the order is complete or the trolley is full, the voice system directs the worker to wheel the trolley to a marshaling area, where products are staged for loading. The system also provides the lane assignment for each trolley. As the worker deposits the trolley in a lane, he or she must read the check digit for that lane to confirm it's the right location.
Voice also directs the loading process. When an order is ready to ship, a loading person logs onto the voice terminal. He then reads a delivery docket number found on the dispatch sheet (similar to a packing slip) that is later given to the driver and accompanies the order in transit. The worker is then directed to load the truck in reverse delivery sequence, according to the unit carrier label attached to each trolley. The worker must read back the last four digits of this number to confirm that the correct trolley is being loaded onto the truck in the proper sequence. The process continues until the entire truck is loaded.
Vocollect's voice system is also used in Glanbia's food warehouse, where cases of products are picked from 1,000 positions in pallet racks onto order pallets. As in the other facilities, the voice system provides workers with instructions on which products to pick and confirms that all order requirements are being met.
Milking the benefits of voice
Voice has had a tremendous effect on productivity in the food warehouse, including a 60-percent increase since moving to the technology. Even greater increases have been realized in the central milk distribution center. In that facility, productivity has nearly doubled, with a 95-percent increase.
"Eliminating the paper means workers do not have to stop and mark their sheets. They instead keep moving," says Mee. "We also eliminated the dead time going back to the office to get additional paperwork. We have better locating now, so workers do not have to look for products. And we have less time spent rectifying errors. Overall, it is a much more fluid process."
These improvements in productivity have resulted in substantial labor savings. Work is also more flexible, as workers can be moved to whichever operation needs them the most. Once they are trained on voice, they merely have to follow the prompts for the new area, whether they're performing receiving, putaway, picking, or loading tasks. Soon, workers will also do inventory counts. Glanbia is hoping to interleave the counting process within putaway and picking operations for better overall inventory control and efficiencies.
Accuracy has also improved since moving to voice, with a 600-percent decrease in errors. This has resulted in a 45-percent drop in credit claims.
"The error rate reduction has been very noticeable by our customers," notes Mee. "We have reduced our claims, as we now know when a product was picked, who picked it, and what truck it went out on. It has brought us marketplace credibility and has lowered our supply chain costs, allowing us to remain competitive during a difficult economic environment."
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."