For companies like Edy's Grand Ice Cream, voice technology is paying huge dividends in the distribution center. So why aren't the vendors getting the air time they think they deserve?
John Johnson joined the DC Velocity team in March 2004. A veteran business journalist, John has over a dozen years of experience covering the supply chain field, including time as chief editor of Warehousing Management. In addition, he has covered the venture capital community and previously was a sports reporter covering professional and collegiate sports in the Boston area. John served as senior editor and chief editor of DC Velocity until April 2008.
For the management at Edy's Grand Ice Cream, going live with its new voice technology system was like being handed an ice cream scoop and an unlimited supply of Strawberry Fields—they just couldn't wait to dig in.
In Edy's case, the move to voice was prompted by the management team's search for ways to boost both picking accuracy and productivity in the harsh environment of an ice cream facility, where workers pick products in temperatures that average minus 20 degrees. "To stay warm in an ice cream freezer, you really have to keep moving," says Brad Adams, division logistics manager for Edy's."It's a real advantage to be able to pick fast."
Edy's managers were soon convinced that voice tech was living up to its hype. Buoyed by the success of the voice system installed at the company's Chicago distribution center (DC) in 1999, Adams went back for seconds—installing voice technology at the company's Rockaway, N.J., DC last year. Not only has productivity increased 14 percent, but the company has reported a 50-percent decrease in mispicks as well. That all means fatter margins for Edy's, which operates 14 distribution centers nationwide.
Vocal minority
No question these are impressive results, but in a sputtering economy, that doesn't guarantee that orders for voice tech equipment will come rolling in.Though Edy's and other big name companies like 7-11, Supervalu, Corporate Express and Petco have enjoyed great success implementing voice technology, which enables a computer to communicate with workers via spoken instructions,the perception out in the marketplace is that the technology has been slow to catch on. One estimate puts the market saturation for voice products within the DC at only 5 percent.
"From everything we've seen, its still a wait and see kind of thing," says Bob Silverman, president of Gross & Associates, a Woodbridge, N.J., company that specializes in warehouse consulting. "It was poised to be the next big thing, but the growth in that area hasn't been what I expected."
To no one's surprise, the vendors tell a different story. "This market is growing at a very rapid pace," argues Larry Sweeney, vice president of marketing for Vocollect, which produces the technology used at the Edy's facilities. "We're looking at about a 70-percent increase in our revenues over last year, so the technology is really taking off."
Sweeney, who claims that voice technology is making the most headway in the grocery and retail industries, says the biggest worries—concerns about the technology itself, its durability, payback and employee acceptance—are fading as more and more installations take place. "Customers look at our install base and see a lot of people using it on an everyday basis, 24/7, 365 days a year," he says. "Some had concerns about payback models, but we've seen payback in the area of six to 12 months, and it's not unheard of to have payback in under six months."
Fear factor
To get that kind of payback, managers have to get their workers on board and up to speed with the new technology quickly. And that's not always easy. Adams reports that while some employees at Edy's were excited about replacing their paper system with the new technology, it created temporary headaches and anxiety for others.
"We had some challenges," admits Adams. "Basically the employees need to be somewhat computer literate, since they are now working with a computer as opposed to paper and pencil. Not every employee started up smoothly. It took some workers months to make it work for them, while others were up in two or three days."
Sweeney says time has a way of solving most of the startup difficulties. "Throughout our customer base, we consistently see that em ployees accept it once they realize it makes their job easier," he says. But in the rare event that acceptance is not forthcoming, he cautions, the company should move quickly to address the problem. "If [employees] don't accept it, you can just for get it. Even if the technology works, they won't use the equipment to the best of their ability."
Chris Barnes, a consultant with CMAC Inc., a technology solutions company based in Atlanta, suggests that companies seeking to expedite worker buy-in invest in dedicated equipment for each person,a move that helps quell the concerns of even the most germ-phobic staff members. "You can buy your way out of some resistance by getting enough units for every person on each shift," he says.With the average cost of outfitting a worker running to about $5,000, however, that is not an option all companies can afford.
Can you hear me now?
As voice penetrates more industries, experts hope the resistance issue will dissolve and that DC managers will be persuaded that voice technology is not something out of the next century. "The market is rapidly adapting and investigating voice-based products," says Nick Narlis, chief financial officer of voice technology provider Voxware, a competitor of Vocollect. "What has changed in the last six months or year is that the major leaders in food and grocery, apparel, and consumer products have a lot of sites up.
"People used to believe the technology wouldn't work in their environment," he adds. "That isn't an obstacle anymore. We are beyond the point of people seeing this as scifi stuff. People can see that it works."
Just six months ago, DC managers had a choice of three vendors in the voice technology market space. But the August demise of Boulder, Colo.-based Syvox Corp. leaves only two survivors on the voice tech island—Vocollect, located in Pittsburgh, and publicly traded Voxware of Princeton, N.J.
Syvox's story is sadly familiar: Despite infusions of capital and a history of partnerships with other companies, the vendor found itself awash in red ink a few years ago. A name change and reorganization were not enough to keep it afloat. Instead of realizing profits in 2002, as the company predicted a year ago, it ended up filing Chapter 7 bankruptcy. With less than $500,000 in assets and debts approaching $10 million, Syvox left behind several major customers, including food giant Nabisco.
The remaining two competitors both claim to be financially sound, although Voxware has plummeted to penny stock status. (Its stock hovered near 5 cents a share at press time.) According to chief financial officer Nick Narlis, the company is in the process of landing up to $5 million in private funding. He expected a deal to be finalized by the end of 2002. Rumors persist that Vocollect may purchase Voxware should it fail to receive financing.
For Voxware's fiscal year ended June 30, 2002, total revenue was $4.5 million, an increase of $2.5 million, or 120 percent, over the previous fiscal year. Net operating loss for the period was $2.8 million, compared with $8.7 million the previous year. "Our challenge is to convince the public we are not underfunded, should this financing round materialize," says Narlis, who admits that landing new customers has been difficult due to concerns about the company's future viability. "The expectation is this is the final round of financing, and it would really enhance our chance of winning new deals."
Rival Vocollect does not release sales numbers, but industry analysts say the company is roughly 10 times the size of Voxware. Vocollect had sales of between $10 million and $20 million in 2001, and vice president of marketing Larry Sweeney says his company expected to grow sales by about 70 percent in 2002. That would put Vocollect's sales at approximately $25 million to $30 million.
Vocollect recently calculated that at least 100 million voice transactions occur each day throughout the world using its technology. As of November, the company had 175 sites installed, with plans for 60 to 80 new installations by this spring.
The Port of Oakland has been awarded $50 million from the U.S. Department of Transportation’s Maritime Administration (MARAD) to modernize wharves and terminal infrastructure at its Outer Harbor facility, the port said today.
Those upgrades would enable the Outer Harbor to accommodate Ultra Large Container Vessels (ULCVs), which are now a regular part of the shipping fleet calling on West Coast ports. Each of these ships has a handling capacity of up to 24,000 TEUs (20-foot containers) but are currently restricted at portions of Oakland’s Outer Harbor by aging wharves which were originally designed for smaller ships.
According to the port, those changes will let it handle newer, larger vessels, which are more efficient, cost effective, and environmentally cleaner to operate than older ships. Specific investments for the project will include: wharf strengthening, structural repairs, replacing container crane rails, adding support piles, strengthening support beams, and replacing electrical bus bar system to accommodate larger ship-to-shore cranes.
The Florida logistics technology startup OneRail has raised $42 million in venture backing to lift the fulfillment software company its next level of growth, the company said today.
The “series C” round was led by Los Angeles-based Aliment Capital, with additional participation from new investors eGateway Capital and Florida Opportunity Fund, as well as current investors Arsenal Growth Equity, Piva Capital, Bullpen Capital, Las Olas Venture Capital, Chicago Ventures, Gaingels and Mana Ventures. According to OneRail, the funding comes amidst a challenging funding environment where venture capital funding in the logistics sector has seen a 90% decline over the past two years.
The latest infusion follows the firm’s $33 million Series B round in 2022, and its move earlier in 2024 to acquire the Vancouver, Canada-based company Orderbot, a provider of enterprise inventory and distributed order management (DOM) software.
Orlando-based OneRail says its omnichannel fulfillment solution pairs its OmniPoint cloud software with a logistics as a service platform and a real-time, connected network of 12 million drivers. The firm says that its OmniPointsoftware automates fulfillment orchestration and last mile logistics, intelligently selecting the right place to fulfill inventory from, the right shipping mode, and the right carrier to optimize every order.
“This new funding round enables us to deepen our decision logic upstream in the order process to help solve some of the acute challenges facing retailers and wholesalers, such as order sourcing logic defaulting to closest store to customer to fulfill inventory from, which leads to split orders, out-of-stocks, or worse, cancelled orders,” OneRail Founder and CEO Bill Catania said in a release. “OneRail has revolutionized that process with a dynamic fulfillment solution that quickly finds available inventory in full, from an array of stores or warehouses within a localized radius of the customer, to meet the delivery promise, which ultimately transforms the end-customer experience.”
Commercial fleet operators are steadily increasing their use of GPS fleet tracking, in-cab video solutions, and predictive analytics, driven by rising costs, evolving regulations, and competitive pressures, according to an industry report from Verizon Connect.
Those conclusions come from the company’s fifth annual “Fleet Technology Trends Report,” conducted in partnership with Bobit Business Media, and based on responses from 543 fleet management professionals.
The study showed that for five consecutive years, at least four out of five respondents have reported using at least one form of fleet technology, said Atlanta-based Verizon Connect, which provides fleet and mobile workforce management software platforms, embedded OEM hardware, and a connected vehicle device called Hum by Verizon.
The most commonly used of those technologies is GPS fleet tracking, with 69% of fleets across industries reporting its use, the survey showed. Of those users, 72% find it extremely or very beneficial, citing improved efficiency (62%) and a reduction in harsh driving/speeding events (49%).
Respondents also reported a focus on safety, with 57% of respondents citing improved driver safety as a key benefit of GPS fleet tracking. And 68% of users said in-cab video solutions are extremely or very beneficial. Together, those technologies help reduce distracted driving incidents, improve coaching sessions, and help reduce accident and insurance costs, Verizon Connect said.
Looking at the future, fleet management software is evolving to meet emerging challenges, including sustainability and electrification, the company said. "The findings from this year's Fleet Technology Trends Report highlight a strong commitment across industries to embracing fleet technology, with GPS tracking and in-cab video solutions consistently delivering measurable results,” Peter Mitchell, General Manager, Verizon Connect, said in a release. “As fleets face rising costs and increased regulatory pressures, these technologies are proving to be indispensable in helping organizations optimize their operations, reduce expenses, and navigate the path toward a more sustainable future.”
Businesses engaged in international trade face three major supply chain hurdles as they head into 2025: the disruptions caused by Chinese New Year (CNY), the looming threat of potential tariffs on foreign-made products that could be imposed by the incoming Trump Administration, and the unresolved contract negotiations between the International Longshoremen’s Association (ILA) and the U.S. Maritime Alliance (USMX), according to an analysis from trucking and logistics provider Averitt.
Each of those factors could lead to significant shipping delays, production slowdowns, and increased costs, Averitt said.
First, Chinese New Year 2025 begins on January 29, prompting factories across China and other regions to shut down for weeks, typically causing production to halt and freight demand to skyrocket. The ripple effects can range from increased shipping costs to extended lead times, disrupting even the most well-planned operations. To prepare for that event, shippers should place orders early, build inventory buffers, secure freight space in advance, diversify shipping modes, and communicate with logistics providers, Averitt said.
Second, new or increased tariffs on foreign-made goods could drive up the cost of imports, disrupt established supply chains, and create uncertainty in the marketplace. In turn, shippers may face freight rate volatility and capacity constraints as businesses rush to stockpile inventory ahead of tariff deadlines. To navigate these challenges, shippers should prepare advance shipments and inventory stockpiling, diversity sourcing, negotiate supplier agreements, explore domestic production, and leverage financial strategies.
Third, unresolved contract negotiations between the ILA and the USMX will come to a head by January 15, when the current contract expires. Labor action or strikes could cause severe disruptions at East and Gulf Coast ports, triggering widespread delays and bottlenecks across the supply chain. To prepare for the worst, shippers should adopt a similar strategy to the other potential January threats: collaborate early, secure freight, diversify supply chains, and monitor policy changes.
According to Averitt, companies can cushion the impact of all three challenges by deploying a seamless, end-to-end solution covering the entire path from customs clearance to final-mile delivery. That strategy can help businesses to store inventory closer to their customers, mitigate delays, and reduce costs associated with supply chain disruptions. And combined with proactive communication and real-time visibility tools, the approach allows companies to maintain control and keep their supply chains resilient in the face of global uncertainties, Averitt said.
Bloomington, Indiana-based FTR said its Trucking Conditions Index declined in September to -2.47 from -1.39 in August as weakness in the principal freight dynamics – freight rates, utilization, and volume – offset lower fuel costs and slightly less unfavorable financing costs.
Those negative numbers are nothing new—the TCI has been positive only twice – in May and June of this year – since April 2022, but the group’s current forecast still envisions consistently positive readings through at least a two-year forecast horizon.
“Aside from a near-term boost mostly related to falling diesel prices, we have not changed our Trucking Conditions Index forecast significantly in the wake of the election,” Avery Vise, FTR’s vice president of trucking, said in a release. “The outlook continues to be more favorable for carriers than what they have experienced for well over two years. Our analysis indicates gradual but steadily rising capacity utilization leading to stronger freight rates in 2025.”
But FTR said its forecast remains unchanged. “Just like everyone else, we’ll be watching closely to see exactly what trade and other economic policies are implemented and over what time frame. Some freight disruptions are likely due to tariffs and other factors, but it is not yet clear that those actions will do more than shift the timing of activity,” Vise said.
The TCI tracks the changes representing five major conditions in the U.S. truck market: freight volumes, freight rates, fleet capacity, fuel prices, and financing costs. Combined into a single index indicating the industry’s overall health, a positive score represents good, optimistic conditions while a negative score shows the inverse.