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.
By the time his turn rolled around, Tom Shields had heard an earful about RFID. Almost none of the reports were favorable. It's costly and unreliable, warned those who had gone before him. The benefits to suppliers have been oversold, he was cautioned. And the return on investment? He'd better be patient. He'd probably find himself measuring the ROI not in months, but in years. bypass the first generation of RFID technology and go directly to the For the rest of the world, complying with Wal-Mart's RFID mandate was challenge enough. So why did TI raise the bar?
But those reports didn't discourage Shields, who is the RFID program manager for Texas Instruments' Educational & Productivity Solutions (E&PS) unit. Whenever the talk turned to RFID (radio-frequency identification) and its legendarily elusive ROI, he just smiled to himself. Shields had spent a lot of time thinking things through, and he was confident that his team's experience would be different. For one thing, his RFID project would be no slap- and-ship affair. Nor would it be aimed strictly at complying with Wal-Mart's mandate. Instead, the TI division would integrate RFID tags into its internal operations from the start. And it would use the data generated by the tags to solve business problems and streamline operations.
The TI division set a few other ambitious goals for itself as well. It would not just meet the January 2006 deadline for shipping RFID-tagged cases and pallets to Wal-Mart; it would beat it. It would also upstage everyone else where technology was concerned. Shields' group wouldn't waste its time with the tags everybody else was using. Their plan was to second generation (Gen 2).
This was at once a bold step and a calculated risk. Although Gen 2 technology offers significant advantages over the first generation (greater speed and improved accuracy, among them), no one had successfully used it yet on Wal- Mart-bound shipments. And there was no guarantee that the TI division, which makes high-end graphing, scientific and financial calculators, would be able to do it either.
Rocky start
In fact, the project got off to a less than auspicious start. In the early days, the RFID team faced the challenge of planning around a completely untried and untested technology. At the time, the only Gen 2 equipment available was still in the beta stage. No one knew exactly what the final product would look like or what its capabilities might be. Nor did they know exactly when it would be commercially available. Fortunately for the team, those questions were quickly resolved after the Gen 2 standards were ratified in late 2004.
Immature technology wasn't the only problem the E&PS division faced. Although RFID tags were already in use by the time TI began its tests, many of the tags' properties were still unknown. For example, nobody knew whether RFID tags could withstand the shrink-wrapping process, in which temperatures soar to nearly 300 degrees, says Shields. "No one in the industry could tell us for sure if an RFID tag would survive [a trip] through a shrink wrap machine."
A few tests provided the answer. Shields' research team discovered that despite their exposure to 300-degree heat, the tags never exceeded 150 degrees in temperature. Tests also confirmed that their trip through the shrink-wrap machine left them unharmed. Every one of the tags remained readable afterward.
It may have started out with some disadvantages, but the TI division also went into the project with some factors in its favor. For one thing, it could call on the expertise of its sister division, Texas Instruments RFid Systems, which manufactures RFID tags and inlays. For another, it had time on its side. As a second-tier Wal-Mart supplier, the E&PS unit escaped the January 2005 RFID compliance deadline. It would have until January 2006 to comply with the RFID mandate.
In the end, Shields' confidence proved to be justified. In late December, well ahead of Wal-Mart's deadline for its second-tier suppliers, TI shipped 12 different SKUs bearing Gen 2 tags from its distribution center in Alliance, Texas, to Wal-Mart DCs in Alabama, Arkansas, Oklahoma, Louisiana and Texas. With those shipments, it became the first consumer packaged goods (CPG) manufacturer to ship Gen 2- tagged cases and pallets to Wal-Mart, handily beating even the titans of the CPG industry like Procter & Gamble and Kimberly-Clark.
Out of the gate
This wasn't about being the first to use Gen 2 technology, of course. It was about using RFID technology intelligently and with an eye toward the future. Though slapping Gen 1 tags onto its cartons would have been far easier, the TI managers figured they'd be wasting their time. For one thing, Gen 2 technology is a global standard. TI, which has customers in Europe, would have to adopt it sooner or later. For another, TI believes that sometime in the next 12 months, retail heavyweights like Target, Best Buy, and, yes, Wal-Mart will ask suppliers to begin switching over to Gen 2 tags.
"We pretty much came out of the gate knowing we wanted to be Gen 2 compliant," says Shields. "We wanted to make investments that were flexible and agile, so we wouldn't have to re-invest in the technology down the road." TI, he reports, is now ready to replicate the system in place at the Alliance DC when its European and other domestic customers come on line.
Compliance issues aside, TI expects to benefit from RFID technology in its internal operations. For example, the E&PS division believes data generated by the tags will help prevent stock-outs, particularly during the busy back-to-school selling season, when demand for calculators peaks. "Back-toschool is our Christmas time for educational items," says Keith Hodnett, vice president at Texas Instruments and supply chain manager for the E&PS unit. Real-time sales data would alert the company if inventories began to dip, giving it time to rush replenishments to stores.
RFID technology will also enable TI to track the cardboard display units it ships to retail stores to stimulate sales. Starting this summer, those displays will arrive bearing RFID tags, allowing TI to monitor their whereabouts and gather valuable data on retail sales patterns. "We'll get the data points back on when they are stocking and disposing [of] those units, which is [information] we haven't had before," says Hodnett. "So we [will have] some new data that will help us better understand cycle times, from the time we build and ship that display, to the time [the retailers] actually use it on the floor."
A technology for all seasons
Those are just the supply chain-related benefits. TI has already identified several non supply chain-related applications for the RFID tags as well. "We recognize that this technology brings more to the table than just increased supply chain visibility," says Shields. "We have identified other pockets of opportunity where we can apply this technology ..."
For example, the company plans to use RFID tags to track the hundreds of laptops and PDAs issued to employees. Right now, the company conducts an audit of these electronic assets once a year, says Shields. Converting to RFID tags will eliminate the need to send employees out to catalog every piece of equipment, he notes. "It's a great benefit to be able to track them automatically with RFID."
Beyond that, the company believes RFID will improve security. TI plans to extend RFID tracking to include calculators in the pre-production phase and for controlling access to its facilities. TI already uses badges to monitor entries and exits, says Shields. Adding RFID chips would be a relatively simple matter.
The benefits seem clear enough, but what about the legendarily elusive ROI? In truth, the TI division doesn't expect to see a return on its RFID investment right away. "We did some analysis that showed it would take two or three years to get the return back," says Hodnett, "but that did- n't discourage us."
Hodnett's apparent lack of concern is easily explained. TI carried out its RFID project on a shoestring budget. The company set aside just $500,000 for its initial investment in hardware, software, consulting services and integration. That figure also includes the first 50,000 RFID tags that TI used in its project.
Even that modest sum turned out to be more than the division needed. Hodnett reports that the project came in under budget. He says he also expects that ongoing investments will be minimal.
What's ahead?
As for those ongoing investments, it appears that at least part of the money will go toward the purchase of mountains of tags. Hodnett estimates that TI will use 250,000 RFID tags this year, which will cover any new retail mandates the company receives. If Target and Best Buy begin asking suppliers to use Gen 2 tags, as TI expects, it will be ready. The TI division is also discussing RFID pilots with several European retailers.
Farther down the road, TI plans to use Gen 2 RFID technology on its products from cradle to grave. By embedding tags in individual items, it will be able to track products in the pre-production stage. Those same tags will help deter theft once the products hit store shelves (most of these calculators sell for $100 or more).
Eventually, RFID tags may continue to play a role long after the calculators leave the retail store. Tags would enable the manufacturer to monitor returns and assure the environmentally safe disposal of its calculators. "As we roll this down to the item level, we have the opportunity to see products from cradle to grave," says Hodnett. "We're not there yet, but we've got a clear vision for it."
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."