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!
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."