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 the brave new world of retail distribution, companies must be flexible, accurate, and fast. That's especially true for those involved in omnichannel distribution, where retail, wholesale, catalog, and direct-to-consumer orders may be processed and shipped from the same facility. These retailers must adjust to new ways of doing business.
"If you look at the attributes of omnichannel, it increases complexity, decreases order size, and puts a burden on retailers to do distribution in a more cost-effective way," says Ron Kubera, senior vice president and general manager of voice company Vocollect, a division of Honeywell.
Keith Phillips, president and CEO at voice provider Voxware, reports that when retailers first move into multichannel fulfillment, they often discover that their distribution it is not as efficient as it should be. "The biggest challenge to omnichannel is that many retailers do not do their fulfillment that well," he says. "Where they are failing is not on the shopping experience, but on the fulfillment. What used to be seen as a necessary evil is now a critical part of the overall customer experience."
HEAR FOR THE TAKING
With its reputation for speed, flexibility, and accuracy, voice technology offers retailers a way to address the complexity of the omnichannel environment. "Their number one concern is how do they do e-commerce right and best utilize their assets. It is their biggest fear, and yet it is their biggest opportunity," says Greg Cronin, executive vice president at Intelligrated's Knighted division, a provider of voice systems.
Voice can help companies make the best use of their assets by providing a common platform for nearly every operation in the facility. While picking has always been voice's sweet spot, the technology can also be applied in receiving, putaway, replenishment, inventory management, shipping, and more.
"When you look at the entire process from end to end, there are a lot of manual activities," notes Voxware's Phillips. "Anytime you see a lot of manual tasks, voice can help."
And if a particular technology works for one channel, it is easy to see why companies would want to apply it to other channels as well.
"If I am doing fulfillment of one channel, why can't I take advantage of the economies of scale and use it for other channels too?" asks Bob Bova, CEO and president of voice provider Vangard Voice.
The flexibility of voice enables users to move easily from one DC task to another, while utilizing the same basic equipment. Few other technologies boast that capability.
THE RIGHT PRODUCT, OR ELSE
Among the challenges retailers face when moving to omnichannel distribution is the need to step up their game when it comes to order accuracy. If the wrong product is delivered to a company store, it's not such a big deal. The inventory is still within the company's system—records can be updated, the inventory reallocated, and the correct product delivered in the next shipment. But it's not that simple with direct-to-consumer orders.
"High 90s accuracy is not good enough with direct-to-consumer," notes Voxware's Phillips. "Sending the wrong item can be deadly. Those who don't figure it out are going to be facing severe consequences."
Rob McKnight, program manager for voice solutions at Intelligrated's Knighted, concurs. "Fast is nice, but it's not good to ship the wrong thing fast," he says.
As it happens, accuracy is one of voice's biggest strengths. To assure the right items are picked, voice systems include a confirmation procedure that uses check digits. The check digit, usually a series of three numbers, is attached to each pick location. The voice system first directs a worker to the assigned location. Upon arrival, the worker must read off the check digit to confirm that he or she is picking from the correct shelf or bin. As a result, voice is able to produce accuracy rates of 99 percent-plus.
Another advantage of voice is its ability to facilitate labor management. Forecasting and planning are not easy with omnichannel distribution. While store deliveries can be fairly predictable, Internet orders are not. They vary by day, season, and whim. Voice allows managers to shift labor to whatever area of the operation has the greatest need. Workers can use the same device, doing store replenishment one moment, handling putaway the next, and filling a direct-to-consumer order later. Most voice systems operate in real time with the flexibility to adjust assignments on the fly.
"When I have a piece of paper and I find a need to do something different, I need to go get another piece of paper. Voice offers real-time interleaving. It can redirect the work as needed," explains Jennifer Lachenman, vice president of product strategy at Lucas Systems, a voice technology provider.
Voice systems provide workers with step-by-step verbal instructions for performing their tasks, which makes training a snap. Workers simply have to be able to follow directions. As a result, training time is reduced to a few hours, compared with days for many other technologies.
"With voice, training is incredibly easy," says Ryan Absil, project manager for voice provider topVox. "You just go through the dialogue. Working with voice is like having a supervisor with you all the time helping you."
And while voice is designed to manage the process, employees still have the flexibility to adjust their work as needed. For instance, a worker assigned to putaway might encounter a situation where he or she is told to deposit a product in a location already occupied by another item. Voice allows that worker to change the assigned location simply by informing the voice system of the new storage location. Likewise, if a worker can't find a product he or she has been assigned to pick, that worker can simply ask the system to send him or her to a redundant location that holds the same stock-keeping unit (SKU).
"Voice strikes a nice balance of worker autonomy with the enforcement of best practices," says Lachenman of Lucas Systems.
Voice systems also offer visibility tools that can be used for monitoring worker performance. Managers can easily see where bottlenecks are occurring. They can also analyze individual worker performance to see where additional instruction and support are needed to help all members of a team reach their potential.
"The visibility tools are an important part in empowering the supervisors and other stakeholders who need immediate information," says John Schriefer, manager of marketing communications at Lucas Systems.
THE ENDLESS WAREHOUSE
One of the biggest changes brought about by omnichannel distribution is that order processing is no longer limited to the warehouse. Many retailers view their stores as extensions of their distribution centers. Customers can order online and pick up at the store. Stores can also be used to process returns. On top of that, online orders that might typically be filled in a DC can be assigned to a retail store to pick and pack. For example, some grocery chains are picking Internet orders directly from store shelves for local delivery or customer pickup. Voice vendors are now developing applications that will allow their technologies to be used at the store level.
In addition to order fulfillment, voice can be applied to store replenishment tasks and used for taking inventory. All of these are labor-intensive tasks that are performed by store personnel that are often paid better than warehouse workers. As a result, having efficient systems in the retail outlets is essential to the bottom line.
"Doing distribution from stores is offered as a service, but it is hard to make a profit at it," says Steve Hoffman, technology and fulfillment specialist at systems integrator Dematic. Hoffman explains that even though in-store distribution is a loss-leader, retailers believe they have to offer that option to customers. "The more you can do in the store with less labor, the better, even it is not profitable," he adds.
Using voice also makes store employees look less like warehouse workers. Instead of holding a scanner or pick list, workers using some voice systems appear as if they are merely wearing a phone earpiece. "When picking in the store, you don't want to upset the experience of the other customers," notes Hoffman. "Voice's ability to be hands-free and eyes-free means that workers won't be running into the customers."
Another advantage of voice is the software's ability to run on a variety of different hardware devices, including in some cases, smartphones and tablets. "We are building layers that make the fulfillment devices agnostic. It gives the customer the choice to use multiple devices operating on the same system," says McKnight of Intelligrated's Knighted.
"This is a new way that companies are applying voice," adds Vangard's Bova. He says that just about any task done in the warehouse or store can be directed by voice utilizing smart devices. "We can voice-enable the operations that the customer is already doing to increase productivity and improve the customer experience," he says.
That kind of flexibility may be voice's biggest selling point when it comes to the omnichannel environment. Whether in the distribution center or a store, it is a technology that can handle just about any process assigned to it.
"It all comes down to flexibility," notes Vocollect's Kubera. "When you look at the dynamics of omnichannel distribution, flexibility is really going to make the difference going forward."
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."