Once confined largely to the DC, voice technology has begun migrating to retail stores and backrooms. And yes, it's all a result of the e-commerce revolution.
Ben Ames has spent 20 years as a journalist since starting out as a daily newspaper reporter in Pennsylvania in 1995. From 1999 forward, he has focused on business and technology reporting for a number of trade journals, beginning when he joined Design News and Modern Materials Handling magazines. Ames is author of the trail guide "Hiking Massachusetts" and is a graduate of the Columbia School of Journalism.
Brick-and-mortar stores are feeling the heat from online retailers that combine a seemingly limitless array of inventory with fast, free shipping. Under that pressure, a number of retail chains, among them industry stalwarts like Macy's, J.C. Penney, Sears, and Kmart, have shuttered dozens of locations nationwide.
But traditional retailers are hardly giving up the fight. In response to the threat, they're rethinking how they use their stores. In particular, they're looking for ways to turn what is often a vast network of physical retail outlets to their advantage. For many, the answer has been to expand their store-based fulfillment activities—in other words, to leverage those stores for the swift fulfillment of online orders. (Because retail outlets may be located closer to the customer than DCs are, store fulfillment can mean shorter order-to-delivery times.)
As fulfillment activity migrates to stores, it's probably no surprise that the tools used in the DC to support fulfillment are making their way over as well. Take voice technology, for example. Long popular in the warehouse and DC for directing tasks like order selection, voice systems have a solid record of boosting productivity and accuracy. That's largely because they enable workers to receive instructions via headsets, rather than looking at a screen, which frees up their eyes and hands to select items or perform other warehouse tasks.
So, many retailers have asked, Why not translate that tested method to the brick-and-mortar shop, where store associates could leverage the technology to stock shelves, look up prices, and assist customers? Visit a Staples office supply store, a Best Buy consumer electronics outlet, or a Kroger's grocery store, and you might see employees walking the floor with headsets.
VOICE HITS THE RETAIL FLOOR
Those headsets will likely become even more commonplace as stores get increasingly involved in order fulfillment. Voice can be a useful tool for stores that are starting to adopt some of the functions of warehouses, said Scott Powell, product management leader at Honeywell Voice Solutions, which markets voice-directed picking systems through its Vocollect brand.
"As the retail industry continues to be impacted by e-commerce, we're seeing stores become DCs to some degree," Powell said. For instance, many retailers have begun to merge their storefront and online operations by offering "click-and-mortar" services like buy online/deliver from store (click and deliver), buy online/pick up in store (click and collect), and curbside delivery.
As retail outlets take on those fulfillment tasks, voice can help in three ways, Powell said. To begin with, the technology enables employees to optimize their efficiency. Second, it helps standardize the level of service provided. And finally, it helps assure tasks are executed well regardless of which worker is on that shift.
Voice-directed work tools translate well from the warehouse to the retail floor when employees are performing repetitive yet detail-oriented jobs like order selection, inventory counts, stocking shelves, or updating prices. However, when you bring customer service into the mix, it can have some drawbacks. For instance, some retailers cite concerns that a worker's bulky headset will discourage shoppers from asking questions or seeking help, which could ultimately result in a lost sale.
One workaround is to choose sleek, lightweight headsets instead of ruggedized warehouse versions, Powell said. Another option is to pick a model with a microphone boom that, when lowered, pauses the voice direction so the associate can engage with a customer.
FINDING ORDER IN RETAIL CHAOS
Despite that potential, users should not expect to simply migrate voice-picking hardware from their DC to the store and instantly achieve DC-level results, experts caution. That's largely because retail work tends to be more chaotic than operations in the well-ordered warehouse.
"There are many best practices developed in the DC that can be applied to the store, but not all of them can," said Gary Oldham, vice president of sales at the Vitech Business Group, a voice-directed picking technology vendor. For example, while warehouse shelves are typically labeled with information like zone, section, and bin numbers to help workers locate items quickly, retail shelves lack that type of identifying information. That difference can affect a worker's ability to rapidly locate a product he or she needs to pick, Oldham said.
As users roll out the first retail voice pilots, many companies are discovering that they may have to use the technology differently on the retail floor than they do inside a warehouse, agreed Sean Wallingford, senior director of strategic operations at systems integrator Intelligrated Systems Inc.
The nature of the work in a retail environment means employees are often assigned to a wide variety of tasks—in a single day, they could clean floors, stock shelves, and receive products off a truck—while a warehouse worker usually concentrates on a single specialized job from sunup to sundown, he said.
"In the DC, everything is tracked and measured, then compared to an engineered standard for the number of people needed for the job," Wallingford said. "But stores have no idea how long it will take. They'll pull people off cash registers because a shipment of hot orders came in, and then customers see 20 registers with only one lane open because there are three people out back picking," he said.
FINDING A NICHE FOR VOICE
With all those distractions, voice technology probably won't be a good fit for every corner of the retail store, but retailers are testing a raft of approaches to find the ones that work best.
One such approach is to deploy voice technology only in certain physical segments of the brick-and-mortar store, like the stockroom. This has a couple of advantages. First, it insulates employees from the distractions of having to field queries about prices, discounts, inventory location, sizes, or returns. Second, it assures that shoppers won't be deterred by the technology from seeking the help they need.
Using voice in the stockroom instead of the display floor is an effective way to address concerns that the technology will create a virtual wall between employees and shoppers, said Frank Rossi, manager for North American business development at systems integrator Dematic Corp. Other solutions include picking inventory from shelves at slow times instead of peak periods, or simply having employees wear a button that reads "Have a question? Ask me."
Enhancements to technology are also helping to ease those concerns, since voice-recognition technology has improved greatly since voice-based tools first entered the DC, and the proliferation of voice-operated consumer devices has led to greater familiarity with the gear. "The public is getting more accepting if they walk into a retail store and see an associate wearing a headset, especially in direct-to-consumer or grocery sectors," Rossi said.
As for other applications for voice, some retailers are leveraging voice tools to accelerate the training and onboarding of workers, said Sean Elliott, vice president of corporate technology at HighJump Software Inc., which sells voice-directed picking technology through its Vitech unit.
Many companies are intrigued by the prospect of treating their store inventory as a small, forward-deployed DC, Elliott said. But achieving that goal means they have to retrain retail associates who are more accustomed to folding jeans and dressing mannequins than matching products with shipping slips. Voice systems, which are known for their user-friendliness, can be a good method for teaching store clerks new skills.
MORE ADVANCES TO COME
As competition from e-commerce players intensifies, so will the pressure on traditional retailers to match—or even exceed—their rivals' service levels. For some, that will mean stepping up their game where store-based fulfillment capabilities are concerned. In many cases, they'll look inside their own organizations for inspiration, analyzing their warehouse and DC operations for ideas they can leverage on the brick-and-mortar side, experts say.
"Stores are simply inventory points all around the country, and you have to leverage that value of having a physical footprint close to your customers," Intelligrated's Wallingford said. "So they're saying 'We've got tried-and-true solutions in the DC; let's see if we can apply them to retail.'"
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."