You no longer have to be a Wal-Mart to afford supply chain execution (SCE) systems. Even small companies can trade in their old paper-based systems for these powerful hypernetworked tools.
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.
Schurman Fine Papers has staked its future on the paper business—the company not only owns the 150-store Papyrus stationery chain, but also supplies greeting cards, wrapping paper and fine stationery to large retailers like Borders and Barnes & Noble. Yet although it has built its business on paper, Schurman found that operating its distribution center in Goodlettsville, Tenn., solely on paper was not good for business.
"When we were paper-based, we had no idea where our inventory was," explains Del Duquette,WMS manager. "We wanted a way to capture all of our movements in real time." Like many small to medium-sized distributors, Schurman realized it needed to improve its distribution processes, reduce labor, provide visibility within its own supply chain and share data with trading partners. The company turned to supply chain execution (SCE) software to manage its warehouses, fill orders and speed them along to its customers.
It used to be that sophisticated systems like SCE software were only available to big-time players, large retailers and manufacturers. But as with everything in technology, big-time functionality has made its way down to tier one, tier two and even tier three levels. Affordable software is now available to most businesses—and it can radically alter their distribution operations.
The potential benefits of supply chain execution systems are just too great to ignore. A successful implementation can provide users with improved inventory visibility, improved data accuracy, faster throughput and higher inventory turns, better control of transportation costs and improved customer service.
Suite spot
SCE systems are not a single software program, but rather, a suite of execution tools tightly integrated to improve supply chain operations across the board, from inventory visibility through customer service and conformance to customer requirements. Typical supply chain execution software components include warehouse management, inventory management, labor optimization, transportation management and yard management systems, all of which can integrate easily with the other components. The software also typically offers visibility tools and the ability to integrate data with trading partners' systems. Additionally, most SCE systems are designed to share data with material handling controls, usually through middleware available in most SCE programs to interface with warehouse equipment. In other words, the systems offer everything needed to process an order and deliver it to its destination.
"It really hinges on the word 'execution,'" says Steve Simmerman of Swisslog, a software, consulting and systems integration firm. "Supply chain execution begins at the time the order is taken and released for fulfillment. It is an order-driven system."
It all starts with a foundation that provides the basic infrastructure and the business logic. Specific modules that handle functions like warehouse and transportation management are You no longer have to be a Wal-Mart to afford supply chain execution (SCE) systems. Even small companies can trade in their old paper-based systems for these more than powerful hypernetworked tools. paper savings then added to create the functionality required by the user. "The foundation is the glue for the modules," says Jim Stollberg of material handling systems manufacturer HK Systems and its software arm, Irista. "It makes sure that the systems function as one."
As SCE systems have come of age, the platforms have also become more sophisticated. They no longer just hand off data from one module to another. Instead, they provide true integration. "Years ago, integrating software meant that data could pass between them," explains Tom Kozenski of RedPrairie, a company that provides supply chain, warehouse and logistics software. "Now the program modules are designed to actually utilize functionality within the other modules."
Timing is everything
Clearly, the more functionality that can be integrated, the greater the productivity gains. But when is a company ready to invest in SCE? One indication might be an operational bottleneck or a customer service issue that demands better distribution performance.
"Companies should look into a supply execution system when they find they are leaving money on the table and when they're falling behind their competition and not meeting their customer service demands," says Praschant Bhatia of Manhattan Associates, which provides supply chain planning and execution systems.
In recent years, a number of SCE systems have appeared on the scene that smaller companies can actually afford. It used to be that broad SCE functionality was only available on systems with a six-figure price tag. But today's systems can be acquired for as little as $75,000. This buys the platform and some limited functionality that can get a company started down the paperless path, as well as provide a software system that can grow with the company. Most SCE software actually is delivered to the customer with full functionality; it's just a matter of turning on those functions that are paid for. This makes upgrading to new modules and capabilities quite easy. Licensing is typically based on company size and the numbers of users at the site. A company's return on investment (ROI) for the systems can vary. "The ROI will depend on the modules used," explains Kozenski. "ROI for labor and transportation modules can be a year or less, while a warehouse management system may take one and a-half to two years. It has a higher cost because usually hardware is also deployed."
Nonetheless, even businesses with just one DC may be able to benefit from investment in an SCE system. "We see a lot of activity on the low end of the market. As companies grow, they need a platform to build on and then additional functionality is added," says Swisslog's Simmerman.
Under control
A good example of that is Wacoal America. A U.S. division of a Japanese intimate apparel company, it operates one DC in Lynhurst, N.J., to distribute its DKNY, Teenform and other undergarment and sleepwear brands to department stores and other outlets. Several years ago, after steady growth, Wacoal realized it wasn't able to keep up. "As we kept growing, control of inventory in and out was becoming more cumbersome with a manual system," says Ismael Vicens, Wacoal's corporate director of distribution.
Vicens adds that his customers have became more demanding, requiring such improvements as reductions in backroom inventory and shorter shipping windows. Those require a greater exchange of information, including advance ship notices coming from Wacoal's plants and the shipping data it provides to its customers.Wacoal invested in an SCE system from Manhattan Associates that includes warehouse management modules that manage inbound products, inventory control and order processing. It also has a transportation module that directs the building of outbound loads.
The system also offers labor tools that allow managers to see on a daily basis how each employee is performing—for example, tracking how many picks a particular worker completes during the shift. Radio frequency-directed picking, added along with the SCE systems, has also made training easier, which allows Vicens to hire temporary labor as needed to meet peak demand.
Inventory tracking has also improved from the paper-based days. The cycle-counting function built into the software has been so effective that the facility hasn't had to perform a physical inventory count in more than five years.
"There are also a lot of nuances we can use," adds Vicens. "We can track carton history. Knowing where a carton is and what was the last item put into it is very helpful.When you get systems like this, you cannot go back to manual operations."
Wacoal's is not an isolated case. Schurman Fine Papers has experienced similar results since installing an SCE system from RedPrairie in 2003. Processes have improved and efficiencies have been created at a time when its DC workload continues to grow. The facility currently averages between 30,000 and 35,000 lines each day. Labor management has seen significant improvements. Headcount has been reduced from 120 to only 85 workers today. Work that used to take a full day can now be completed in six hours. Just a few years back, extra workers would have to be hired for a second shift during peak periods. Now the work can be completed in a single shift.
Forklift drivers are also much more productive, largely as a result of the warehouse management software's slotting capabilities. Drivers are now averaging 35 drops per hour—more than triple the 10 drops per hour averaged before the software was installed. Additionally, overall distribution costs dropped 3 percent from 2003 to 2004. This past year, costs dropped by another 3 percent. Overall accuracy is now over 99 percent. "The real-time information and inventory accuracies have been huge factors for us," says Duquette. "Fulfillment accuracy has gone up tremendously, and we have increased our productivity about two and a-half times."
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."