The future of RFID Is now at least a bit clearer. As a followup to their stunning announcement last June that Wal-Mart would require major suppliers to affix RFID tags (known as chips) to all incoming cases and pallets, Wal-Mart executives met with their top suppliers and some technology vendors last month to lay out their plans for rolling out RFID technology throughout their distribution network. Although Wal-Mart did not back off from its insistence that its biggest suppliers be ready to comply with its RFID mandate in 2005, it did scale back plans for the initial rollout, limiting it to a group of three Wal-Mart DCs in the Dallas area that serve about 150 stores. (The one exception is pharmaceutical companies that supply Wal-Mart pharmacies with narcotic drugs, which must be RFID-enabled by March 2004.)
For many vendors, the chance to get some details and ask questions helped allay anxieties. "It had reached almost mythical proportions for weeks," says Greg Gilbert, a product manager for Manhattan Associates, a large supply chain execution software company. "For suppliers, it was good to learn the exact size, scope and scale of the initiative."
Like Gilbert, Tom Coyle, vice president of supply chain solutions for Matrics Inc., a company that provides RFID tags, readers and related software, came away from the meeting convinced that Wal-Mart is moving ahead aggressively with its RFID initiative. Coyle says he was surprised to learn that many more than the 100 suppliers covered by the initial Wal-Mart mandate are launching efforts to comply with the RFID requirements.
But not everyone is convinced that the industry is ready to roll where RFID is concerned. Kara Romanow, a senior research analyst for AMR Research in Boston, contends that last month's meetings left a number of questions unanswered and caused additional confusion for some suppliers."[Wal-Mart] did scale back on its expectations," she says. "But I don't think everyone will make the deadline."
Romanow characterizes the Wal-Mart decision to begin implementation in a single region as both "good news and bad news" for suppliers. It's good news, she says, because consumer packaged goods (CPG) companies that sell to Wal-Mart won't have to deploy RFID systems quite as quickly as they had expected. The bad news is that it could create added work for suppliers that ship to Wal-Mart. Just how much work will depend on the type of distribution network a shipper has in place. Shippers that move goods into the targeted Dallas-area facilities out of a single regional DC will face no additional tasks. But those shipping from productspecific DCs in different parts of the country will have to segregate and tag freight bound for the target DCs. Romanow also questions whether the technology currently available can realistically meet Wal-Mart's demands and provide returns for businesses that make the substantial investment required. "The technology's not ready for prime time," she asserts.
Romanow insists that she's not skeptical about RFID technology in general. "It's not that I don't believe in the technology—it is a revolutionary vision and it will have a revolutionary impact," she says. "Wal-Mart is just pushing it too fast. They're a little unrealistic. That's OK. It gets things moving now rather than five years from now. The issue is what happens in January 2005 when some suppliers can't comply."
Cashing in on the chips
Though some may question the technology's readiness, it's clear that the game's afoot, and most observers agree that consumer goods companies have little time to waste. That's particularly true for businesses that are in the early stages of RFID implementation.
And it appears that a lot of companies are in those early stages. Coyle estimates that 80 percent of the company representatives who approached Matrics at a technology fair associated with the Wal-Mart meeting are still fairly new to the technology.
Though nobody expects this initiative to go off without a hitch—Mike Dempsey, an industry strategy leader for software maker RedPrairie, advises suppliers to hedge their bets by affixing both RFID tags and bar codes to their initial shipments—the earlier RFID adoption efforts get under way, the better. Coyle urges shippers to get going right away. "You need dedicated staff and a dedicated budget," he says. "You want to get to the action phase as soon as possible." Coyle cautions that it's more than a matter of sticking tags on pallets. "The whole purpose is to get visibility and be able to take corrective action," he says. "You need to figure out what you're going to do with the data you collect."
Romanow says she is urging her CPG clients to focus on their internal processes and systems rather than on the actual RFID technology. "The technology will resolve itself," she says. "The standards will resolve themselves." She suggests that businesses examine their current infrastructure and internal systems to find ways to get the maximum return on their RFID investment. "Figure out how you're going to leverage the [electronic product code] coming back from Wal-Mart," she urges. "If there's any ROI, that's where it's going to come from."
As anxious as suppliers may be for quick returns on their investment, ROI could prove elusive for many. Though costs are difficult to pin down because of wide variations among applications, Coyle says DCs can expect to spend $3,000 to $4,000 per read point and 30 to 40 cents per tag. Beyond that, many companies will also have to invest in middleware needed to link the RFID system with a WMS or ERP system.
Given the level of investment required, Coyle cautions buyers to investigate technology providers' claims carefully. "Ninety percent of what you hear is not valid," he says. "The only way to find the 10 percent is to see it in place." He suggests that managers visit companies that have already implemented the technology. "Look at the implementation, ask about the ROI, and get feedback from end users. You can only believe what you can see. Do the Missouri thing."
The Port of Oakland has been awarded $50 million from the U.S. Department of Transportation’s Maritime Administration (MARAD) to modernize wharves and terminal infrastructure at its Outer Harbor facility, the port said today.
Those upgrades would enable the Outer Harbor to accommodate Ultra Large Container Vessels (ULCVs), which are now a regular part of the shipping fleet calling on West Coast ports. Each of these ships has a handling capacity of up to 24,000 TEUs (20-foot containers) but are currently restricted at portions of Oakland’s Outer Harbor by aging wharves which were originally designed for smaller ships.
According to the port, those changes will let it handle newer, larger vessels, which are more efficient, cost effective, and environmentally cleaner to operate than older ships. Specific investments for the project will include: wharf strengthening, structural repairs, replacing container crane rails, adding support piles, strengthening support beams, and replacing electrical bus bar system to accommodate larger ship-to-shore cranes.
The Florida logistics technology startup OneRail has raised $42 million in venture backing to lift the fulfillment software company its next level of growth, the company said today.
The “series C” round was led by Los Angeles-based Aliment Capital, with additional participation from new investors eGateway Capital and Florida Opportunity Fund, as well as current investors Arsenal Growth Equity, Piva Capital, Bullpen Capital, Las Olas Venture Capital, Chicago Ventures, Gaingels and Mana Ventures. According to OneRail, the funding comes amidst a challenging funding environment where venture capital funding in the logistics sector has seen a 90% decline over the past two years.
The latest infusion follows the firm’s $33 million Series B round in 2022, and its move earlier in 2024 to acquire the Vancouver, Canada-based company Orderbot, a provider of enterprise inventory and distributed order management (DOM) software.
Orlando-based OneRail says its omnichannel fulfillment solution pairs its OmniPoint cloud software with a logistics as a service platform and a real-time, connected network of 12 million drivers. The firm says that its OmniPointsoftware automates fulfillment orchestration and last mile logistics, intelligently selecting the right place to fulfill inventory from, the right shipping mode, and the right carrier to optimize every order.
“This new funding round enables us to deepen our decision logic upstream in the order process to help solve some of the acute challenges facing retailers and wholesalers, such as order sourcing logic defaulting to closest store to customer to fulfill inventory from, which leads to split orders, out-of-stocks, or worse, cancelled orders,” OneRail Founder and CEO Bill Catania said in a release. “OneRail has revolutionized that process with a dynamic fulfillment solution that quickly finds available inventory in full, from an array of stores or warehouses within a localized radius of the customer, to meet the delivery promise, which ultimately transforms the end-customer experience.”
Commercial fleet operators are steadily increasing their use of GPS fleet tracking, in-cab video solutions, and predictive analytics, driven by rising costs, evolving regulations, and competitive pressures, according to an industry report from Verizon Connect.
Those conclusions come from the company’s fifth annual “Fleet Technology Trends Report,” conducted in partnership with Bobit Business Media, and based on responses from 543 fleet management professionals.
The study showed that for five consecutive years, at least four out of five respondents have reported using at least one form of fleet technology, said Atlanta-based Verizon Connect, which provides fleet and mobile workforce management software platforms, embedded OEM hardware, and a connected vehicle device called Hum by Verizon.
The most commonly used of those technologies is GPS fleet tracking, with 69% of fleets across industries reporting its use, the survey showed. Of those users, 72% find it extremely or very beneficial, citing improved efficiency (62%) and a reduction in harsh driving/speeding events (49%).
Respondents also reported a focus on safety, with 57% of respondents citing improved driver safety as a key benefit of GPS fleet tracking. And 68% of users said in-cab video solutions are extremely or very beneficial. Together, those technologies help reduce distracted driving incidents, improve coaching sessions, and help reduce accident and insurance costs, Verizon Connect said.
Looking at the future, fleet management software is evolving to meet emerging challenges, including sustainability and electrification, the company said. "The findings from this year's Fleet Technology Trends Report highlight a strong commitment across industries to embracing fleet technology, with GPS tracking and in-cab video solutions consistently delivering measurable results,” Peter Mitchell, General Manager, Verizon Connect, said in a release. “As fleets face rising costs and increased regulatory pressures, these technologies are proving to be indispensable in helping organizations optimize their operations, reduce expenses, and navigate the path toward a more sustainable future.”
Businesses engaged in international trade face three major supply chain hurdles as they head into 2025: the disruptions caused by Chinese New Year (CNY), the looming threat of potential tariffs on foreign-made products that could be imposed by the incoming Trump Administration, and the unresolved contract negotiations between the International Longshoremen’s Association (ILA) and the U.S. Maritime Alliance (USMX), according to an analysis from trucking and logistics provider Averitt.
Each of those factors could lead to significant shipping delays, production slowdowns, and increased costs, Averitt said.
First, Chinese New Year 2025 begins on January 29, prompting factories across China and other regions to shut down for weeks, typically causing production to halt and freight demand to skyrocket. The ripple effects can range from increased shipping costs to extended lead times, disrupting even the most well-planned operations. To prepare for that event, shippers should place orders early, build inventory buffers, secure freight space in advance, diversify shipping modes, and communicate with logistics providers, Averitt said.
Second, new or increased tariffs on foreign-made goods could drive up the cost of imports, disrupt established supply chains, and create uncertainty in the marketplace. In turn, shippers may face freight rate volatility and capacity constraints as businesses rush to stockpile inventory ahead of tariff deadlines. To navigate these challenges, shippers should prepare advance shipments and inventory stockpiling, diversity sourcing, negotiate supplier agreements, explore domestic production, and leverage financial strategies.
Third, unresolved contract negotiations between the ILA and the USMX will come to a head by January 15, when the current contract expires. Labor action or strikes could cause severe disruptions at East and Gulf Coast ports, triggering widespread delays and bottlenecks across the supply chain. To prepare for the worst, shippers should adopt a similar strategy to the other potential January threats: collaborate early, secure freight, diversify supply chains, and monitor policy changes.
According to Averitt, companies can cushion the impact of all three challenges by deploying a seamless, end-to-end solution covering the entire path from customs clearance to final-mile delivery. That strategy can help businesses to store inventory closer to their customers, mitigate delays, and reduce costs associated with supply chain disruptions. And combined with proactive communication and real-time visibility tools, the approach allows companies to maintain control and keep their supply chains resilient in the face of global uncertainties, Averitt said.
Bloomington, Indiana-based FTR said its Trucking Conditions Index declined in September to -2.47 from -1.39 in August as weakness in the principal freight dynamics – freight rates, utilization, and volume – offset lower fuel costs and slightly less unfavorable financing costs.
Those negative numbers are nothing new—the TCI has been positive only twice – in May and June of this year – since April 2022, but the group’s current forecast still envisions consistently positive readings through at least a two-year forecast horizon.
“Aside from a near-term boost mostly related to falling diesel prices, we have not changed our Trucking Conditions Index forecast significantly in the wake of the election,” Avery Vise, FTR’s vice president of trucking, said in a release. “The outlook continues to be more favorable for carriers than what they have experienced for well over two years. Our analysis indicates gradual but steadily rising capacity utilization leading to stronger freight rates in 2025.”
But FTR said its forecast remains unchanged. “Just like everyone else, we’ll be watching closely to see exactly what trade and other economic policies are implemented and over what time frame. Some freight disruptions are likely due to tariffs and other factors, but it is not yet clear that those actions will do more than shift the timing of activity,” Vise said.
The TCI tracks the changes representing five major conditions in the U.S. truck market: freight volumes, freight rates, fleet capacity, fuel prices, and financing costs. Combined into a single index indicating the industry’s overall health, a positive score represents good, optimistic conditions while a negative score shows the inverse.