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.
The last time the nation found itself in the grip of gold fever, it was the early months of 1849. Hordes of forty-niners were migrating west to make their fortune mining gold in the California hills. By the time the rush had ended, some 15 years later, a few lucky ones had struck it rich. But the majority ended up toiling in the dusty hills and panning in the frigid streams with little or no reward for their trouble.
Fast forward to 2005, another era of gold fever. This time around the dreams involve not nuggets and gold dust but the rich trove of data to be mined via a much-hyped technology: radio-frequency identification (RFID).
But amid the frenzy, there's a deep undercurrent of doubt about how widespread the benefits will be. For some—retailers come to mind—RFID may represent the mother lode, a rich vein that yields both productivity gains and increased profits. But for the suppliers who have to pay for the technology, the benefits are not so clear cut. Even as they continue investing in readers and tags, manufacturers—particularly manufacturers of consumer packaged goods (CPGs)—wonder if they'll ever unlock the real value of RFID.
The next generation
In the midst of all this turmoil a new generation of RFID technology has emerged. When the standard for the new technology, known as Generation 2, was ratified late last year, the announcement met with great enthusiasm. It's not hard to see why. Technology built to the EPC Gen 2 standard, the newest and most advanced of the RFID specifications for the UHF band centered around 900 MHz, promises tremendous improvements over the current technology. For example, read rates are expected to improve to between 1,000 to 2,000 tags per second, a huge gain over existing read rates of about 200 tags per second. Tag performance will also improve, although there is some debate as to just how much. And better memory is expected to result in quicker tag programming.
Gen 2 technology tags and readers became available in limited quantities in June, and many retailers and consumer packaged goods manufacturers are currently testing the technology. CPG giant Kimberly Clark, for example, began testing Gen 2 products in early July at its RFID research lab in Wisconsin.
Early reports out of Kimberly Clark sound encouraging: "Generation 2 RFID hardware has advanced greatly over the past few months, providing increased ranges in reading product tags, as well as a more consistent read rate for pallets and cases," reports Mike O'Shea, director of Kimberly-Clark's Auto-ID Sensing Technologies.
That should come as good news for the industry, because it appears that Gen 2 technology will be around a while. "Gen 2 technology will have an impact because for the first time we have technology available that we know will have a long life span," says Beth Enslow, vice president of enterprise research for the Aberdeen Group. "Obviously Gen 1 technology was fine in pilots, but companies really needed to know from a production standpoint that they were investing in technology that has a longer life span, and that's what Gen 2 gives us."
That's not to say that Gen 2 technology will change the entire game, however. Many continue to entertain doubts about the magnitude of improvements that might be possible with Gen 2. Enslow, for one, is not convinced that it will deliver an impressive return on investment (ROI). "For a typical consumer goods supplier to the retail community," she says, "I'm still going to be scratching my head for a number of years to see where the ROI is."
AMR Research analyst Kara Romanow also remains skeptical. "I don't know if Gen 2 will make much of a difference," says Romanow,who reports that most CPG execs are still leery of making major investments in RFID technology. "Before they even are willing to discuss the potential promise or what the potential ROI might be, they all want to tell you what the problems are, and that the problems haven't gone away."
Hold the peanut butter
In the meantime, some manufacturers appear to be rethinking how they'll use RFID. Romanow predicts that in time, supply chain executives will concentrate more on how RFID can fix distinct business problems, as opposed to what she calls the "peanut butter approach" that has users smearing "RFID tags on all products, all the time."
"I'm starting to see a subtle shift away from the tag-everything-all-the-time mentality to a very specific focus on a very specific business pain that can be uniquely addressed by this technology," she says.
Early indications are that Romanow is onto something. The focus on massive RFID tag rollouts is starting to slowly shift to the item level, which represents a 180-degree turn from the direction RFID technology seemed headed just 18 months ago. Item-level tagging has long been considered too expensive for the majority of consumer packaged goods. However, it's being roundly embraced by the pharmaceutical industry and the electronics sector, where individual items carry high price tags and where RFID holds particular promise for deterring theft and counterfeiting.
Another sweet spot for RFID technology is any product with a short shelf life, such as a DVD. DVD manufacturers are considering short-term tagging for their products, but maybe just for the first two weeks after they're released, since the majority of new releases are purchased within that period. "Manufacturers and retailers cannot afford an out-of-stock in the first two weeks," notes Romanow. "After that period they don't need to tag them, but during that two-week time frame, they had better know where the movies are."
Aside from electronics makers, Romanow is starting to see interest from manufacturers of high-end sporting goods and expensive accessories like shoes, watches and handbags. "Again, those are generally [highly perishable] fashion items, so tagging doesn't have to occur forever," says Romanow.
Missed opportunities
Though it's often overlooked, another area in which RFID promises to benefit CPG manufacturers is in the promotional aspect of their business. Right now, promotions are a hit-or-miss proposition. Though manufacturers spend 20 percent of revenues on trade promotions on average, they have no assurances that the display cases carrying the promotional items ever make it out of the back room and onto the retail floor. One large company told Romanow the items make it to the floor only 60 percent of the time. "So 40 percent of the time they're spending all this money on a promotion, and the products are not where they're supposed to be," she says. "Think about how the effectiveness of that promotion could be improved by utilizing RFID tags."
But it appears that CPG manufacturers will have to wait for the biggest potential payoff from RFID. That will only come when retailers agree to accept RFID reads at the retailer's DC as proof of delivery. The instantaneous payment and improved cash flow for the manufacturer would go a long way toward justifying RFID, not to mention having proof of delivery that 100 items were delivered, not 80 as the retailer claims, which results in charge-backs to the manufacturer.
"That would provide 100 percent ROI for all of them," says Romanow, "but the retailers are just unwilling to talk about that. Remember, a lot of these business opportunities assume that you've got 100-percent read rates."
What lies ahead
At the Retail Systems Convention in May, one CPG executive talked about gaining the ability to see his company's product inside the retailer's domain each time a reader picks up the tag. In today's environment, a bar-code system with an advance shipping notice is received at the incoming side of a retail distribution center, which triggers a financial transaction.
"Tomorrow, there is the possibility of a dynamic financial transaction model, because you are seeing the tag all over the place beyond just what you record today from a bar-code basis," says Enu Waktola, EPC retail supply chain marketing manager at Texas Instruments RFid Systems. "This is the opportunity in terms of what types of applications could be used for RFID. End users are just learning to pick up these kinds of things based on the information they're seeing in their pilots. So things are moving in a positive direction in the sense that there is not as much discussion in the United States about tag costs, but increasing discussions about what else can I do with the technology?"
RFID on the march at Metro
When the giant retail chain Metro Group announced its Future Store initiative (which is basically a test lab for new technologies) in 2002, many doubted that much would come from the project. But three short years later, any doubts have been dispelled. Metro's pilots with RFID technology have produced indisputable benefits for the retailer.
To begin with, there are the check-in efficiencies. Metro says that trucks are being checked in and unloaded 15 to 20 minutes faster since the RFID systems for pallet identification, shipment verification and put-away were put in place. The time savings raise worker productivity, which should be of particular interest to U.S. companies grappling with the new truck driver hours-of-service rules that are complicating dock and driver management.
Then there's accuracy. Incomplete shipments are detected immediately, which has improved inventory accuracy and helped Metro reduce out-of-stocks at its stores by 11 percent.
"We have already achieved substantial improvements in our daily routines thanks to the use of RFID," says Zygmunt Mierdorf, chief information officer at Metro. "As anticipated, the goods receipt process in our warehouses and stores has accelerated markedly. Less time is lost at delivery, and RFID has helped us identify and eliminate weak spots in the handling process. Other positive effects were achieved in the shelving of goods at the warehouses. Overall, handling is now more efficient and out-of-stock situations are being avoided."
Buoyed by its successful RFID pilot, Metro is now implementing a full-scale RFID pallet-tracking center at its busiest distribution center, in Unna, Germany. Metro is running multiple RFID applications there, including a system to identify garments on hangers that can sort up to 8,000 items per hour. More than 40 fixed-position, handheld and forklift-mounted RFID readers from Intermec are in use at the facility.
As for the future, Metro plans to have 100 suppliers providing tagged goods by the end of this year. Approximately 300 suppliers—accounting for 60 to 80 percent of the total value of merchandise sold by Metro—should be tagging products by the end of 2006.
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."