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.
Remember the days when consumer goods manufacturers wanted nothing to do with RFID technology? They winced as they spent millions of dollars to comply with RFID mandates from retailers like Wal-Mart, convinced they were getting little, if anything, in return.
They watched with dismay as tests to determine the best place to locate RFID tags on metallic products or packages containing liquids—both trouble spots for the technology—dragged on and on. All the while, they grumbled that the retailers would see all the benefits, while they got stuck with the bill.
That was yesterday. As the technology matures, more manufacturers are jumping on the RFID bandwagon. For evidence, you need look no further than the push by a group of consumer electronics manufacturers to establish a set of international standards for RFID, with the goal of embedding tags into all kinds of electronics—from cell phones and MP3 players to large electronic appliances like refrigerators and dishwashers.
The Star Wars-like future when your refrigerator automatically senses when you're out of milk and reorders it for you is still a long way off. But the day when you can access the RFID tag on your fridge to simplify warranty issues and service calls may be closer than you think.
"The initiative is gaining a lot of momentum," says Ian Robertson, the former RFID guru at Hewlett Packard who left HP in 2005 to join EPC Global, where he now serves as global industry development director and Asia regional director. "We're working with the industry to make sure it has a clear understanding of where it can benefit from EPC Global standards. We're really looking at things from an entire process point of view. It's not just about the manufacturer or the retailer.We can't forget the consumer, because they are the most important part of the chain."
In fact, Robertson is quick to note that manufacturers have specifically requested that EPC Global avoid making the standards manufacturer-centric. They're convinced that if the technology is to truly take off, the retail world and consumers must benefit too.
Laying the groundwork
Meetings have been under way for several months, the most recent of which was held in Seoul, Korea, in December.Much of the research is being headed up by Robertson, who says the ultimate goal of forming an electronics industry action group (IAG) within EPC Global is still in the exploratory stage. Robertson is currently meeting individually with manufacturers and retailers in Europe, and he expects to convene another meeting in Europe in mid-May before an official proposal to form an industry action group is presented to EPC Global.
"This is much more than a track and trace initiative," says Robertson. "If it was track and trace, then we'd have no need to form a group because it is very well covered by existing groups in EPC Global."
A formal set of guidelines in the form of international standards would help manufacturers to better manage products from cradle to grave, and also to improve manufacturing processes. Retailers would gain from better product availability and supply chain visibility. Manufacturers in Europe are aggressively pursuing the idea, since they are required by law to dispose of products when they reach the end of their life cycle. Among other things, RFID would enable manufacturers to determine what parts have been incorporated into each appliance and how to dispose of them properly.
Robertson says it normally takes 12 to 18 months to get to the point where an IAG proposal is ready to be presented to EPC Global. He says that could happen following the May meeting.
Boost for retailers
The adoption of international standards would also help electronics retailers. Best Buy, for example, is on record as saying that RFID has improved everything from the retailer's product forecasting to on-shelf availability (which has soared from the mid-80s to 93 percent).
In fact, Best Buy has begun to move beyond case and pallet tagging to the tagging of individual items like DVDs, CDs and videogames. Best Buy CEO Robert Willett told attendees at the Entertainment Supply Chain Academy's annual conference last summer that it is already testing item-level tagging at its pilot store.
"We are enabling our product shelves to become 'smart shelves,'" said Willett. "There is obviously a cost, but we believe that the reduction in customer disappoint per visit will more than offset any cost over time, and it will also help fight piracy."
Applying RFID tags to individual DVDs, CDs and videogames can boost sales by preventing stock-outs, which is particularly crucial in the days immediately following an item's launch. With DVDs, for example, up to 70 percent of sales are recorded in the first seven days after a film is released on DVD. Preventing stock-outs is also crucial with expensive electronics like plasma TVs that carry high margins for both manufacturers and retailers.
Streamlined manufacturing
Indeed, manufacturers are hoping to benefit as well, in the form of internal process improvements. Computer makers like Dell and HP, for example, are eyeing manufacturing advantages that could transform the industry. Dell is already a big user of RFID to manage its just-in-time supply chain, and, like other computer makers, it's now studying how RFID can streamline production lines.
For example, Robertson points to the process of installing DVD drives into new desktop computers. For every DVD install, production line workers scan the station where the desktop is and then scan the desktop unit so they know which unit the DVD is going into. Next, workers scan the bar code of the actual DVD being installed as well as its serial number.
"During that whole process, you're not doing anything that's value added—you're just identifying things," says Robertson. "So imagine if you're running a kanban production line and you simply reach back and pick up a DVD and immediately start putting it into the unit. All the scanning processes are gone because [RFID] has [identified] the unit you are working on, it has checked that it's going into the right machine, and it's picked up the serial number."
So what began as a major headache for manufacturers— the need to comply with supply chain and retail mandates for tagging finished goods—has led to rising interest in RFID for internal applications that promise a greater return on investment. While numerous pilots designed to evaluate the potential for RFID in manufacturing are currently under way, the number of pilots that actually result in fullblown implementations will be a key determinant of the rate and timing of overall market growth.
According to a new study by ARC Advisory Group, the worldwide market for RFID in manufacturing applications is expected to grow annually at 8.9 percent over the next five years. ARC vice president Chantal Polsonetti says that standardization and technology convergence will drive prices downward and elicit strong growth in unit shipments. ARC's new report says that expenditures for RFID in the manufacturing sector totaled $208.8 million in 2006, and predicts they will reach nearly $320 million in 2011. "Compared to the challenge of generating ROI from mandate-driven RFID implementations," says Polsonetti, "numerous opportunities exist for internal RFID applications to generate ROI for manufacturers."
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.
Global trade will see a moderate rebound in 2025, likely growing by 3.6% in volume terms, helped by companies restocking and households renewing purchases of durable goods while reducing spending on services, according to a forecast from trade credit insurer Allianz Trade.
The end of the year for 2024 will also likely be supported by companies rushing to ship goods in anticipation of the higher tariffs likely to be imposed by the coming Trump administration, and other potential disruptions in the coming quarters, the report said.
However, that tailwind for global trade will likely shift to a headwind once the effects of a renewed but contained trade war are felt from the second half of 2025 and in full in 2026. As a result, Allianz Trade has throttled back its predictions, saying that global trade in volume will grow by 2.8% in 2025 (reduced by 0.2 percentage points vs. its previous forecast) and 2.3% in 2026 (reduced by 0.5 percentage points).
The same logic applies to Allianz Trade’s forecast for export prices in U.S. dollars, which the firm has now revised downward to predict growth reaching 2.3% in 2025 (reduced by 1.7 percentage points) and 4.1% in 2026 (reduced by 0.8 percentage points).
In the meantime, the rush to frontload imports into the U.S. is giving freight carriers an early Christmas present. According to Allianz Trade, data released last week showed Chinese exports rising by a robust 6.7% y/y in November. And imports of some consumer goods that have been threatened with a likely 25% tariff under the new Trump administration have outperformed even more, growing by nearly 20% y/y on average between July and September.