Cutthroat competition in the grocery industry has left DC managers searching for faster and cheaper ways to get orders out. But their own performance standards may be holding them back.
Georges Bishop, Professional Engineer, is senior vice president of LXLI International Ltd. of Toronto, a firm specializing in scientific time management. He has taught courses in work measurement and methods at l'?cole Polytechnique de Montr?al and l'Universit? de Sherbrooke. He can be reached at (416) 621-9292, ext. 226.
Yves B?langer, Professional Engineer and Master of Professional Engineering, is vice president of LXLI. He can be reached at (416) 621- 9292, ext. 224.
A trip to get groceries isn't what it used to be. When you go to the supermarket these days, chances are you pick up a few non-food items along with the frozen peas and chicken parts: hair gel, a pack of batteries or maybe a pair of athletic socks. And chances are even better that you buy a lot of your groceries somewhere other than a supermarket. More and more Americans are picking up food items at drug stores, discount stores, wholesale clubs, convenience stores, and—most commonly of all— mega retail centers. Today, the nation's number one food retailer is not Safeway, Kroger or Albertson's; it's Wal-Mart.
The same winds of change that are sweeping through the grocery business are shaking things up one stop back in the grocery supply line, the distribution center. DCs are suddenly handling not just cases of canned goods, but also home electronics or cosmetics—and they're using new types of equipment and software to do it. At the same time, cutthroat competition has meant DC managers are getting slammed with demands to rev up efficiency (often with scant investment dollars).
But all too often they're still managing things the same old way with the same old labor standards—metrics that don't reflect changes in product mix or equipment. Operating with obsolete standards can actually inhibit productivity: Set the standards too low and performance will reflect that (and leave you overpaying for performance incentives). Raise the bar too high, and you're setting your staff up for failure. And if your standards apply only to direct labor (like order picking), you could be missing out on a huge opportunity to boost productivity among the growing proportion of employees who work in areas like clerical support, maintenance and cleaning.
For these and other reasons, a lot of DCs in the grocery industry are abandoning their rough "guesstimates" and historical labor standards in favor of engineered labor standards (ELS)—metrics developed by using engineering techniques to determine how much time it takes a qualified worker, working at a normal pace, to execute a specific task under certain conditions. Simply put, creating engineered standards means designing efficient work processes developed not through history (which could codify inefficient practices) but through time and motion studies. These metrics may be time consuming to develop, but the payoffs can be impressive.
Trimming the fat
Although not everyone's convinced there's a need for formal labor standards, we've yet to see a grocery DC that wouldn't be the better for crea ting ELS. Not too long ago, we were hired by a grocery chain to boost productivity at its DCs. As we worked our way down the chain, we encountered one holdout : A DC whose management team had negotiated with its workers to raise the previous average of 100 to 110 cases per hour up to 135, with an incentive for more. Now, some workers were pushing 160 to 170. Things couldn't get any better, the general manager argued.
Under pressure from the head office, the manager eventually opened the door to our team of industrial engineers, who had a pretty good idea of how to improve operations based on our experience with other DCs in this group. We first arranged for the staff to be trained in more efficient ways to pick cases, so that an average of 10 steps per case dropped to three. We also provided management training that emphasized the importance of making sure the DC was in top shape—with all equipment working—when the floor workers arrived each morning, as well as the importance of making sure each employee knew what he or she was expected to do, so they'd be productive from the moment their boots hit the DC floor.
Managers rose to the challenge and began to expect more from their direct reports, who in turn demonstrated their ability to do more. With no changes in equipment or layout, floor workers in this DC were soon processing 210 to 215 cases per hour—all for about seven days' worth of consulting time and some work from management. The overall project took 10 weeks to implement, with payback in less than two weeks.
This is not an isolated case. Introducing engineered labor standards to a grocery DC typically boosts productivity by 50 to 75 percent. Other potential benefits include less overtime and a reduced need for capital investments in equipment and facilities. With more efficient employees, we sometimes find we can eliminate the need to add another shift, and this saves on salaries for both hourly staff and management.
Food for thought
Given the complexity of developing engineered standards, it's no surprise that many times DC managers call in outside help. But all too often, the "experts" they bring in are less than qualified. How do you avoid that trap? Here are some things to watch out for:
Solutions that set the bar too low. In developing an ELS system, it's important to get things right from the start. If you set the standards too low, it's very difficult to change them later on. In many cases, we have found that unqualified advisors will do just that, in part because they want to avoid a challenge from the union.Make sure the consultant you hire has a good track record working with unions.If the candidate lacks credibility with unions, you could face a tough time when it comes to getting acceptance for the new standards from the floor.
Solutions that are light on the details. When you evaluate bids from consultants, look for a detailed proposal. A single-page proposal that is vague on the details could be a sign that the bidder has no real value to offer. Insist on a detailed plan.
You should also be wary if the advisor is unable to explain his or her plan in terms you can understand. That could be a signal that the bidder is unable to work through the process in a logical manner. Good advisors can provide a clear explanation of what they propose to do.
Solutions that call for hiring more people or buying more equipment. Some managers believe that if orders aren't being filled quickly enough, they need to hire more workers. By the same token, they think if the DC isn't clean enough, the best solution is to hire more staff.
That's not necessarily true. We recently worked with a DC that was close to being shut down because of sanitation and cleanliness issues even though it employed a cleaning staff of 25. Problem was, there was very little oversight. Once we developed an effective ELS system,this DC's cleanliness ratings soared even though the cleaning staff was reduced to 14. Sometimes, we've learned, hiring more janitorial employees doesn't guarantee a cleaner facility … just larger poker games!
Most of the apparel sold in North America is manufactured in Asia, meaning the finished goods travel long distances to reach end markets, with all the associated greenhouse gas emissions. On top of that, apparel manufacturing itself requires a significant amount of energy, water, and raw materials like cotton. Overall, the production of apparel is responsible for about 2% of the world’s total greenhouse gas emissions, according to a report titled
Taking Stock of Progress Against the Roadmap to Net Zeroby the Apparel Impact Institute. Founded in 2017, the Apparel Impact Institute is an organization dedicated to identifying, funding, and then scaling solutions aimed at reducing the carbon emissions and other environmental impacts of the apparel and textile industries.
The author of this annual study is researcher and consultant Michael Sadowski. He wrote the first report in 2021 as well as the latest edition, which was released earlier this year. Sadowski, who is also executive director of the environmental nonprofit
The Circulate Initiative, recently joined DC Velocity Group Editorial Director David Maloney on an episode of the “Logistics Matters” podcast to discuss the key findings of the research, what companies are doing to reduce emissions, and the progress they’ve made since the first report was issued.
A: While companies in the apparel industry can set their own sustainability targets, we realized there was a need to give them a blueprint for actually reducing emissions. And so, we produced the first report back in 2021, where we laid out the emissions from the sector, based on the best estimates [we could make using] data from various sources. It gives companies and the sector a blueprint for what we collectively need to do to drive toward the ambitious reduction [target] of staying within a 1.5 degrees Celsius pathway. That was the first report, and then we committed to refresh the analysis on an annual basis. The second report was published last year, and the third report came out in May of this year.
Q: What were some of the key findings of your research?
A: We found that about half of the emissions in the sector come from Tier Two, which is essentially textile production. That includes the knitting, weaving, dyeing, and finishing of fabric, which together account for over half of the total emissions. That was a really important finding, and it allows us to focus our attention on the interventions that can drive those emissions down.
Raw material production accounts for another quarter of emissions. That includes cotton farming, extracting gas and oil from the ground to make synthetics, and things like that. So we now have a really keen understanding of the source of our industry’s emissions.
Q: Your report mentions that the apparel industry is responsible for about 2% of global emissions. Is that an accurate statistic?
A: That’s our best estimate of the total emissions [generated by] the apparel sector. Some other reports on the industry have apparel at up to 8% of global emissions. And there is a commonly misquoted number in the media that it’s 10%. From my perspective, I think the best estimate is somewhere under 2%.
We know that globally, humankind needs to reduce emissions by roughly half by 2030 and reach net zero by 2050 to hit international goals. [Reaching that target will require the involvement of] every facet of the global economy and every aspect of the apparel sector—transportation, material production, manufacturing, cotton farming. Through our work and that of others, I think the apparel sector understands what has to happen. We have highlighted examples of how companies are taking action to reduce emissions in the roadmap reports.
Q: What are some of those actions the industry can take to reduce emissions?
A: I think one of the positive developments since we wrote the first report is that we’re seeing companies really focus on the most impactful areas. We see companies diving deep on thermal energy, for example. With respect to Tier Two, we [focus] a lot of attention on things like ocean freight versus air. There’s a rule of thumb I’ve heard that indicates air freight is about 10 times the cost [of ocean] and also produces 10 times more greenhouse gas emissions.
There is money available to invest in sustainability efforts. It’s really exciting to see the funding that’s coming through for AI [artificial intelligence] and to see that individual companies, such as H&M and Lululemon, are investing in real solutions in their supply chains. I think a lot of concrete actions are being taken.
And yet we know that reducing emissions by half on an absolute basis by 2030 is a monumental undertaking. So I don’t want to be overly optimistic, because I think we have a lot of work to do. But I do think we’ve got some amazing progress happening.
Q: You mentioned several companies that are starting to address their emissions. Is that a result of their being more aware of the emissions they generate? Have you seen progress made since the first report came out in 2021?
A: Yes. When we published the first roadmap back in 2021, our statistics showed that only about 12 companies had met the criteria [for setting] science-based targets. In 2024, the number of apparel, textile, and footwear companies that have set targets or have commitments to set targets is close to 500. It’s an enormous increase. I think they see the urgency more than other sectors do.
We have companies that have been working at sustainability for quite a long time. I think the apparel sector has developed a keen understanding of the impacts of climate change. You can see the impacts of flooding, drought, heat, and other things happening in places like Bangladesh and Pakistan and India. If you’re a brand or a manufacturer and you have operations and supply chains in these places, I think you understand what the future will look like if we don’t significantly reduce emissions.
Q: There are different categories of emission levels, depending on the role within the supply chain. Scope 1 are “direct” emissions under the reporting company’s control. For apparel, this might be the production of raw materials or the manufacturing of the finished product. Scope 2 covers “indirect” emissions from purchased energy, such as electricity used in these processes. Scope 3 emissions are harder to track, as they include emissions from supply chain partners both upstream and downstream.
Now companies are finding there are legislative efforts around the world that could soon require them to track and report on all these emissions, including emissions produced by their partners’ supply chains. Does this mean that companies now need to be more aware of not only what greenhouse gas emissions they produce, but also what their partners produce?
A: That’s right. Just to put this into context, if you’re a brand like an Adidas or a Gap, you still have to consider the Scope 3 emissions. In particular, there are the so-called “purchased goods and services,” which refers to all of the embedded emissions in your products, from farming cotton to knitting yarn to making fabric. Those “purchased goods and services” generally account for well above 80% of the total emissions associated with a product. It’s by far the most significant portion of your emissions.
Leading companies have begun measuring and taking action on Scope 3 emissions because of regulatory developments in Europe and, to some extent now, in California. I do think this is just a further tailwind for the work that the industry is doing.
I also think it will definitely ratchet up the quality requirements of Scope 3 data, which is not yet where we’d all like it to be. Companies are working to improve that data, but I think the regulatory push will make the quality side increasingly important.
Q: Overall, do you think the work being done by the Apparel Impact Institute will help reduce greenhouse gas emissions within the industry?
A: When we started this back in 2020, we were at a place where companies were setting targets and knew their intended destination, but what they needed was a blueprint for how to get there. And so, the roadmap [provided] this blueprint and identified six key things that the sector needed to do—from using more sustainable materials to deploying renewable electricity in the supply chain.
Decarbonizing any sector, whether it’s transportation, chemicals, or automotive, requires investment. The Apparel Impact Institute is bringing collective investment, which is so critical. I’m really optimistic about what they’re doing. They have taken a data-driven, evidence-based approach, so they know where the emissions are and they know what the needed interventions are. And they’ve got the industry behind them in doing that.
The global air cargo market’s hot summer of double-digit demand growth continued in August with average spot rates showing their largest year-on-year jump with a 24% increase, according to the latest weekly analysis by Xeneta.
Xeneta cited two reasons to explain the increase. First, Global average air cargo spot rates reached $2.68 per kg in August due to continuing supply and demand imbalance. That came as August's global cargo supply grew at its slowest ratio in 2024 to-date at 2% year-on-year, while global cargo demand continued its double-digit growth, rising +11%.
The second reason for higher rates was an ocean-to-air shift in freight volumes due to Red Sea disruptions and e-commerce demand.
Those factors could soon be amplified as e-commerce shows continued strong growth approaching the hotly anticipated winter peak season. E-commerce and low-value goods exports from China in the first seven months of 2024 increased 30% year-on-year, including shipments to Europe and the US rising 38% and 30% growth respectively, Xeneta said.
“Typically, air cargo market performance in August tends to follow the July trend. But another month of double-digit demand growth and the strongest rate growths of the year means there was definitely no summer slack season in 2024,” Niall van de Wouw, Xeneta’s chief airfreight officer, said in a release.
“Rates we saw bottoming out in late July started picking up again in mid-August. This is too short a period to call a season. This has been a busy summer, and now we’re at the threshold of Q4, it will be interesting to see what will happen and if all the anticipation of a red-hot peak season materializes,” van de Wouw said.
The report cites data showing that there are approximately 1.7 million workers missing from the post-pandemic workforce and that 38% of small firms are unable to fill open positions. At the same time, the “skills gap” in the workforce is accelerating as automation and AI create significant shifts in how work is performed.
That information comes from the “2024 Labor Day Report” released by Littler’s Workplace Policy Institute (WPI), the firm’s government relations and public policy arm.
“We continue to see a labor shortage and an urgent need to upskill the current workforce to adapt to the new world of work,” said Michael Lotito, Littler shareholder and co-chair of WPI. “As corporate executives and business leaders look to the future, they are focused on realizing the many benefits of AI to streamline operations and guide strategic decision-making, while cultivating a talent pipeline that can support this growth.”
But while the need is clear, solutions may be complicated by public policy changes such as the upcoming U.S. general election and the proliferation of employment-related legislation at the state and local levels amid Congressional gridlock.
“We are heading into a contentious election that has already proven to be unpredictable and is poised to create even more uncertainty for employers, no matter the outcome,” Shannon Meade, WPI’s executive director, said in a release. “At the same time, the growing patchwork of state and local requirements across the U.S. is exacerbating compliance challenges for companies. That, coupled with looming changes following several Supreme Court decisions that have the potential to upend rulemaking, gives C-suite executives much to contend with in planning their workforce-related strategies.”
Stax Engineering, the venture-backed startup that provides smokestack emissions reduction services for maritime ships, will service all vessels from Toyota Motor North America Inc. visiting the Toyota Berth at the Port of Long Beach, according to a new five-year deal announced today.
Beginning in 2025 to coincide with new California Air Resources Board (CARB) standards, STAX will become the first and only emissions control provider to service roll-on/roll-off (ro-ros) vessels in the state of California, the company said.
Stax has rapidly grown since its launch in the first quarter of this year, supported in part by a $40 million funding round from investors, announced in July. It now holds exclusive service agreements at California ports including Los Angeles, Long Beach, Hueneme, Benicia, Richmond, and Oakland. The firm has also partnered with individual companies like NYK Line, Hyundai GLOVIS, Equilon Enterprises LLC d/b/a Shell Oil Products US (Shell), and now Toyota.
Stax says it offers an alternative to shore power with land- and barge-based, mobile emissions capture and control technology for shipping terminal and fleet operators without the need for retrofits.
In the case of this latest deal, the Toyota Long Beach Vehicle Distribution Center imports about 200,000 vehicles each year on ro-ro vessels. Stax will keep those ships green with its flexible exhaust capture system, which attaches to all vessel classes without modification to remove 99% of emitted particulate matter (PM) and 95% of emitted oxides of nitrogen (NOx). Over the lifetime of this new agreement with Toyota, Stax estimated the service will account for approximately 3,700 hours and more than 47 tons of emissions controlled.
“We set out to provide an emissions capture and control solution that was reliable, easily accessible, and cost-effective. As we begin to service Toyota, we’re confident that we can meet the needs of the full breadth of the maritime industry, furthering our impact on the local air quality, public health, and environment,” Mike Walker, CEO of Stax, said in a release. “Continuing to establish strong partnerships will help build momentum for and trust in our technology as we expand beyond the state of California.”
That result showed that driver wages across the industry continue to increase post-pandemic, despite a challenging freight market for motor carriers. The data comes from ATA’s “Driver Compensation Study,” which asked 120 fleets, more than 150,000 employee drivers, and 14,000 independent contractors about their wage and benefit information.
Drilling into specific categories, linehaul less-than-truckload (LTL) drivers earned a median annual amount of $94,525 in 2023, while local LTL drivers earned a median of $80,680. The median annual compensation for drivers at private carriers has risen 12% since 2021, reaching $95,114 in 2023. And leased-on independent contractors for truckload carriers were paid an annual median amount of $186,016 in 2023.
The results also showed how the demographics of the industry are changing, as carriers offered smaller referral and fewer sign-on bonuses for new drivers in 2023 compared to 2021 but more frequently offered tenure bonuses to their current drivers and with a greater median value.
"While our last study, conducted in 2021, illustrated how drivers benefitted from the strongest freight environment in a generation, this latest report shows professional drivers' earnings are still rising—even in a weaker freight economy," ATA Chief Economist Bob Costello said in a release. "By offering greater tenure bonuses to their current driver force, many fleets appear to be shifting their workforce priorities from recruitment to retention."