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.
Handling cases of beverages is never easy. That's because liquid-filled cases are heavy to lug around and if dropped, can quickly create a sticky mess. In addition to being hard on the back, manual processing and sorting often result in less-than-stellar order accuracy rates, especially for operations that ship multiple cases to a variety of customers.
That's why Horizon Beverage of Norton, Mass., was determined to make some operational changes when it recently moved to a new distribution center. "We had capacity issues in the old building, and our error rates were high," says Michael Epstein, the company's executive vice president and chief operating officer.
After mulling its options, the company decided on a solution that would address all of its pain points: accuracy, product damage, and ergonomic woes. It would partially automate its operations.
REAPING THE BENEFITS OF REPEAL
Horizon began its business life as Brockton Wholesale Beverage at an auspicious time—the day after prohibition ended in 1933. The company has grown steadily ever since, acquiring its current name, Horizon Beverage, in 1998. Fourth-generation descendants of the founder now run the company.
Today's Horizon Beverage is a wholesaler of beer, wine, and spirits throughout Massachusetts and Rhode Island. It also runs a brokerage operation in New Hampshire, Vermont, and Maine, which are all "control states" that regulate alcohol wholesaling.
Wholesale distribution for the company covers a wide range of customers throughout the Bay and Ocean states. "We ship to the smallest VFW, the largest nightclubs, stores, restaurants, and even Fenway Park. If you have a liquor license, we can deliver products to you," says Epstein.
Horizon Beverage moved to its new 600,000-square-foot temperature-controlled facility in Norton, which is 35 miles south of Boston, last year. (The company also has a 100,000-square-foot facility in western Massachusetts.) The new site, from which Horizon ships full pallets, full cases, and mixed cases of beverages, is a far cry from its predecessor. For example, the new building features roller conveyors and a sliding shoe sorter (both from Intelligrated) that now do most of the heavy lifting. Labels and voice picking technology also help boost accuracy.
To design the material handling systems for the new facility, Horizon Beverage turned to Carlstadt, N.J. -based integration firm W&H Systems. "W&H has experience in the wine and spirits [trade], and that is why we chose them," says Epstein.
Epstein praises W&H for its willingness to work with Horizon to smooth out rough spots in the flow, such as tweaking conveyor inclines and turns to assure gentle transport and minimize the potential for bottle breakage. The integrator also arranged to have the conveyors' rollers positioned closer together to reduce vibration and jarring, he says.
LIFTING THEIR SPIRITS
Today, distribution is a smooth-running operation at the Norton site. Forklifts whisk full-pallet orders and keg products to the shipping docks, while the remaining items are gathered from seven pick areas. (About 80 percent of the products shipped daily from the DC are selected in case- or less-than-case quantities.)
Six of the selection areas are located in three, two-level pick modules. Here, full cases are selected using printed shipping labels. Each label lists the location where a case is stored within the pick module. The worker assigned to the module pulls a case from that storage slot and manually affixes the shipping label to the carton. He then lifts the case onto a takeaway conveyor that runs through each level of the module.
The seventh pick area, known as "bottle pick," is designed for assembling mixed cases of products for customers who want less-than-full-case quantities of particular stock-keeping units (SKUs). The majority of these items are liquors and spirits, though a small percentage of wines are also selected within the bottle pick area. Voice technology from Lucas Systems directs picking. Workers receive computer-generated instructions over their headsets, then place the bottles into mixed-SKU cartons.
Epstein jokes that this is actually the second "pick-by-voice" system his company has used. In the old facility, a supervisor would stand at the end of the aisle with a written manifest in his hand. He would speak over a hand radio to workers in the aisles, who would select needed items as he read them off. "It was like using horses instead of cars," Epstein quips in comparing the two "technologies."
The full cases selected in the six modules combine with cases coming from the bottle pick area in a seven-to-one merge. They then enter the sliding shoe sorter. The sorter has small blocks, known as shoes, which can move across the conveying surface. When a carton reaches its divert destination, the software directs the shoes to slide, gently redirecting the case down a divert lane. The sorter at Horizon has nine divert lanes. Eight of these feed down to outbound shipping doors.
The ninth sorter divert sends cases through a pop-up sorter to a palletizing area. Once cases go through the initial sorting, wheels in the conveyor surface rise up to direct them to one of four palletizing stations. When a case reaches the assigned station, a computer relays instructions to workers regarding where to place it on a waiting pallet.
The cartons that divert from the sliding shoe sorter to the eight outbound docks are floor loaded onto the company's fleet of 50 beverage delivery trucks, where they join full pallets brought directly from the storage areas. Horizon also has three tractor-trailer trucks that it uses for longer hauls, some transfers to its western Massachusetts facility, and occasional inbound freight.
BETTER FLOW
All together, the facility ships about 30,000 cases of beverages a day, with 25,000 of them passing through the sorter. The automation has led to higher throughput in the new building compared with Horizon's previous DC. The gentle handling has also reduced breakage levels. Epstein says that work is now performed at a controlled, steady pace compared to the often-hectic environment in the old building.
"It's a much more pleasant work environment now, and we can do more in less time," says Epstein. "We had problems with a lot of errors when we did manual sorting, but the automated sorting takes that away."
A move by federal regulators to reinforce requirements for broker transparency in freight transactions is stirring debate among transportation groups, after the Federal Motor Carrier Safety Administration (FMCSA) published a “notice of proposed rulemaking” this week.
According to FMCSA, its draft rule would strive to make broker transparency more common, requiring greater sharing of the material information necessary for transportation industry parties to make informed business decisions and to support the efficient resolution of disputes.
The proposed rule titled “Transparency in Property Broker Transactions” would address what FMCSA calls the lack of access to information among shippers and motor carriers that can impact the fairness and efficiency of the transportation system, and would reframe broker transparency as a regulatory duty imposed on brokers, with the goal of deterring non-compliance. Specifically, the move would require brokers to keep electronic records, and require brokers to provide transaction records to motor carriers and shippers upon request and within 48 hours of that request.
Under federal regulatory processes, public comments on the move are due by January 21, 2025. However, transportation groups are not waiting on the sidelines to voice their opinions.
According to the Transportation Intermediaries Association (TIA), an industry group representing the third-party logistics (3PL) industry, the potential rule is “misguided overreach” that fails to address the more pressing issue of freight fraud. In TIA’s view, broker transparency regulation is “obsolete and un-American,” and has no place in today’s “highly transparent” marketplace. “This proposal represents a misguided focus on outdated and unnecessary regulations rather than tackling issues that genuinely threaten the safety and efficiency of our nation’s supply chains,” TIA said.
But trucker trade group the Owner-Operator Independent Drivers Association (OOIDA) welcomed the proposed rule, which it said would ensure that brokers finally play by the rules. “We appreciate that FMCSA incorporated input from our petition, including a requirement to make records available electronically and emphasizing that brokers have a duty to comply with regulations. As FMCSA noted, broker transparency is necessary for a fair, efficient transportation system, and is especially important to help carriers defend themselves against alleged claims on a shipment,” OOIDA President Todd Spencer said in a statement.
Additional pushback came from the Small Business in Transportation Coalition (SBTC), a network of transportation professionals in small business, which said the potential rule didn’t go far enough. “This is too little too late and is disappointing. It preserves the status quo, which caters to Big Broker & TIA. There is no question now that FMCSA has been captured by Big Broker. Truckers and carriers must now come out in droves and file comments in full force against this starting tomorrow,” SBTC executive director James Lamb said in a LinkedIn post.
The “series B” funding round was financed by an unnamed “strategic customer” as well as Teradyne Robotics Ventures, Toyota Ventures, Ranpak, Third Kind Venture Capital, One Madison Group, Hyperplane, Catapult Ventures, and others.
The fresh backing comes as Massachusetts-based Pickle reported a spate of third quarter orders, saying that six customers placed orders for over 30 production robots to deploy in the first half of 2025. The new orders include pilot conversions, existing customer expansions, and new customer adoption.
“Pickle is hitting its strides delivering innovation, development, commercial traction, and customer satisfaction. The company is building groundbreaking technology while executing on essential recurring parts of a successful business like field service and manufacturing management,” Omar Asali, Pickle board member and CEO of investor Ranpak, said in a release.
According to Pickle, its truck-unloading robot applies “Physical AI” technology to one of the most labor-intensive, physically demanding, and highest turnover work areas in logistics operations. The platform combines a powerful vision system with generative AI foundation models trained on millions of data points from real logistics and warehouse operations that enable Pickle’s robotic hardware platform to perform physical work at human-scale or better, the company says.
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.
Specifically, the new global average robot density has reached a record 162 units per 10,000 employees in 2023, which is more than double the mark of 74 units measured seven years ago.
Broken into geographical regions, the European Union has a robot density of 219 units per 10,000 employees, an increase of 5.2%, with Germany, Sweden, Denmark and Slovenia in the global top ten. Next, North America’s robot density is 197 units per 10,000 employees – up 4.2%. And Asia has a robot density of 182 units per 10,000 persons employed in manufacturing - an increase of 7.6%. The economies of Korea, Singapore, mainland China and Japan are among the top ten most automated countries.
Broken into individual countries, the U.S. ranked in 10th place in 2023, with a robot density of 295 units. Higher up on the list, the top five are:
The Republic of Korea, with 1,012 robot units, showing a 5% increase on average each year since 2018 thanks to its strong electronics and automotive industries.
Singapore had 770 robot units, in part because it is a small country with a very low number of employees in the manufacturing industry, so it can reach a high robot density with a relatively small operational stock.
China took third place in 2023, surpassing Germany and Japan with a mark of 470 robot units as the nation has managed to double its robot density within four years.
Germany ranks fourth with 429 robot units for a 5% CAGR since 2018.
Japan is in fifth place with 419 robot units, showing growth of 7% on average each year from 2018 to 2023.
Progress in generative AI (GenAI) is poised to impact business procurement processes through advancements in three areas—agentic reasoning, multimodality, and AI agents—according to Gartner Inc.
Those functions will redefine how procurement operates and significantly impact the agendas of chief procurement officers (CPOs). And 72% of procurement leaders are already prioritizing the integration of GenAI into their strategies, thus highlighting the recognition of its potential to drive significant improvements in efficiency and effectiveness, Gartner found in a survey conducted in July, 2024, with 258 global respondents.
Gartner defined the new functions as follows:
Agentic reasoning in GenAI allows for advanced decision-making processes that mimic human-like cognition. This capability will enable procurement functions to leverage GenAI to analyze complex scenarios and make informed decisions with greater accuracy and speed.
Multimodality refers to the ability of GenAI to process and integrate multiple forms of data, such as text, images, and audio. This will make GenAI more intuitively consumable to users and enhance procurement's ability to gather and analyze diverse information sources, leading to more comprehensive insights and better-informed strategies.
AI agents are autonomous systems that can perform tasks and make decisions on behalf of human operators. In procurement, these agents will automate procurement tasks and activities, freeing up human resources to focus on strategic initiatives, complex problem-solving and edge cases.
As CPOs look to maximize the value of GenAI in procurement, the study recommended three starting points: double down on data governance, develop and incorporate privacy standards into contracts, and increase procurement thresholds.
“These advancements will usher procurement into an era where the distance between ideas, insights, and actions will shorten rapidly,” Ryan Polk, senior director analyst in Gartner’s Supply Chain practice, said in a release. "Procurement leaders who build their foundation now through a focus on data quality, privacy and risk management have the potential to reap new levels of productivity and strategic value from the technology."