Late last year, The Container Store pulled the plug on its old RF picking system and switched over to voice. The result? A 10-percent productivity gain.
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.
As its name implies, The Container Store sells, well, containers. And lots of them. Since its founding in 1978, the company has grown into the nation's largest retailer of home organization and storage systems, with its 57th store opening in Westbury, N.Y., this month. It supplies all of those stores from an 835,000-square-foot distribution center in the company's hometown of Coppell, Texas.
Dealing with the retailer's wide array of containers—some of them quite sizeable—has sometimes proved challenging for the facility's order pickers. That was particularly true under the old radio frequency-based order fulfillment system, which often required pickers to juggle scanners and unwieldy items. Last year, those challenges prompted management to switch to voice technology. The voice system is hands-free, which allows pickers to select needed items unencumbered by paper lists or scanning devices.
"We had been picking with RF for the past 15 years. It was not broken, but we were looking to improve on that," explains Christy Parra, the retailer's director of logistics systems. "We have a lot of bulky things, so going hands-free was desired."
Converting over to voice was not a spur-of-the-moment decision. According to Parra, the retailer had looked at voice systems about five years back but decided that what was available at the time did not suit its needs. This time around, it came to a very different conclusion, she says, largely because of recent technology enhancements. Compared with their predecessors, today's systems are more user friendly as well as simpler to configure, Parra says. On top of that, she says, the current systems are easier to customize, an attribute that was important to The Container Store.
The Container Store looked at systems from five different voice vendors before inviting two to come in and set up a small pilot program at its DC. Employee involvement was crucial to the decision, as the company prides itself on its employee-centric culture. (The retailer has become a fixture on Fortune magazine's annual list of the best places to work. During the recession, it managed to avoid laying off a single employee or closing any of its stores.)
"We are an employee-first company, so we needed a system that makes sense for our users," explains Parra. "Our users really drove this decision."
The system ultimately chosen was Jennifer VoicePlus from Lucas Systems. "[The users] felt that Jennifer VoicePlus offered a more natural voice," Parra reports. "Training was also very simple, and they liked the ease of the commands, as well as being able to get information back from the system."
Parra notes that in addition to the normal picking dialogues, workers can query the system about the size of their assignment, how they're doing as far as performance, and what the target goals are for that assignment—interactions that allows workers to continuously monitor their productivity. If they're about to go on break, they can even ask the system to calculate how much time it's expected to take to complete their current assignment.
THE RIGHT PICKS
The Jennifer voice system went live last September. Today, it works in conjunction with the facility's Catalyst warehouse management system to oversee all order fulfillment activity at the Coppell DC, which includes both store replenishment orders and direct-to-customer orders. (Most of the latter are Internet-based orders, but some are orders customers place in stores for shipment directly to their homes.)
The Jennifer software itself is resident on Motorola MC3190 terminals, which offer scanning capabilities in addition to voice. The Container Store currently deploys 80 Motorola units in its voice picking operations. The terminals are used by about 100 workers over two shifts—one shift devoted to direct-to-customer orders and one that handles both store and consumer orders.
Store replenishment primarily involves the selection of cases, which order pickers deposit onto pallets, with each pallet earmarked for a particular store. Walkie rider trucks transport the pallets through the pick areas.
To begin the process, a worker dons a headset and microphone and logs onto the voice system using the Motorola device. Next, he or she scans a pallet's ID "license plate," which allows the system to associate an order with a particular pallet.
The system then directs the worker to the location of the first pick. Upon arrival at the location, the worker reads off a check digit displayed on the storage rack to confirm that he or she is in the right spot. The worker then selects the required number of items and places them on the pallet. Picking instructions are sequenced so that heavier items will be picked first and thus, positioned on the bottom of the pallet.
Lucas has configured the voice dialogue for The Container Store to eliminate the potential for confusion arising from some of its product packaging. For instance, many of the retailer's items are packaged with inner-packs. To ensure clarity, the system is set up to provide instructions like "pick two cartons of six." If it merely said "pick two," the worker might interpret that as meaning he or she should pull two inner cartons out of the master carton, which would result in a mis-pick.
The process continues until all items in the order have been selected or the pallet is full. The voice system then directs the worker to ferry the pallet to a particular shipping dock for staging. On arrival, the worker reads off a check digit posted at the dock position to confirm that the load was dropped off in the right place.
Replenishment orders ship to stores as full truckloads, with the average load containing anywhere from 900 to 2,000 picks, depending on product size.
GOING DIRECT
Direct-to-customer orders are also filled via the voice system at the Coppell DC. But in this case, items are picked to wheeled carts that hold six to eight order container trays, designated A through H.
To begin the process, the worker uses the Motorola device to scan a cart ID number. The voice system responds with an order number and asks the worker to scan one of the container trays to associate it with the order and its position on the cart. Additional orders are assigned to the cart via the same process.
Workers then pick items in small batches from racks according to directions from the voice system. When the picks are completed, the system provides instructions for allocating the items to containers—for instance, place three items into container A, four into container D, two into F, and so on. Workers read off check digits as they deposit items into the containers to confirm the quantities.
Once all items for the cart are selected, the voice system instructs the worker to take the cart to a packing station, where items are transferred to shipping cartons. The average direct-to-customer order contains 1.3 cartons. The facility processes about 1,200 direct-to-customer orders a day—a number that swells to about 3,000 orders a day during peak holiday times.
PERFECT PICKS
Since going to the voice system last year, the facility has posted solid gains. To begin with, it has seen a 10-percent increase in overall picking productivity, with a jump of 15 percent in some applications. Accuracy now sits at over 99.9 percent.
Worker safety has improved as well. For one thing, there's less bending involved, since employees no longer have to set down a scanner in order to make a pick. And since instructions are transmitted through the headsets, workers no longer need to glance down at the devices for assignments, so their eyes are always focused on their work and their surroundings.
Parra notes that during the transition, the company took great pains to ensure workers were comfortable with the new technology. In addition to familiarizing associates with the dialogue and commands needed to interact with the voice system, the retailer spent time making certain workers understood how to change batteries, plug in headsets properly, reboot the system, and so on.
"Although our employees thought voice was very cool, it was still different for them, and we wanted to make sure they were comfortable with it," says Parra. "Voice is really simple to operate, and we stressed that if you have a problem, just take a breath and repeat the command. The voice system can easily walk you through the situation."
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."