Baldwin Richardson Foods had both the computer capabilities and the processes needed to attain near-perfect inventory visibility. But one essential ingredient was missing.
James Cooke is a principal analyst with Nucleus Research in Boston, covering supply chain planning software. He was previously the editor of CSCMP?s Supply Chain Quarterly and a staff writer for DC Velocity.
With a sophisticated, multifunctional business management system to oversee its operations, Baldwin Richardson Foods appeared to have everything it needed to achieve world-class inventory control. Yet up until last year, the food manufacturer struggled mightily with inventory visibility issues. Though its system had the capacity to track the movement of raw materials and finished goods through the plant and DC and beyond, managers had learned not to put much store in the information it generated, which was often sadly out of date.
The problem lay not in the system itself—an enterprise resource planning (ERP) system that includes warehouse management capabilities among its many functions—but in the company's data entry process. Because the food producer's plant and DC lacked even the most basic automated data-collection technology, supervisors had to enter inventory data into the system manually. Although that worked well enough on good days, there were plenty of times—if someone was out sick, for instance—when the information wasn't updated immediately. As a result, the ERP system was often behind in its inventory records.
That might sound like a minor problem, but it was proving costly to the company, which makes ice cream as well as liquid food products like syrups, dessert toppings, dipping sauces, condiments, and specialty fillings for the baking industry. For one thing, the lack of up-to-date inventory information often resulted in unnecessary purchases of expensive ingredients like flavorings. Tracking flavorings has long been a sticky issue for Baldwin Richardson. Although flavorings come in 500-pound drums, only 10 pounds' worth of a given flavoring might be used in a particular batch of syrup or sauce. "When the flavoring was delivered to the plant, the entire drum was taken out of inventory," explains Craig Czajka, the company's IT manager, "and the system wouldn't show it as available until after the job closed out [which could be as many as six days later]. If it was needed for something else, we'd know we probably had it in stock, but we didn't really know or know how much."
The company was also paying a price in efficiency. In an effort to avoid running out of ingredients, which would lead to production stoppages, the food producer had begun taking full inventory counts every three to four months."We had to because we needed to verify what was happening on the floor,"says Czajka.With sales growing year over year, it was becoming clear that something had to change.
A piece of cake
Based in Frankfort, Ill., Baldwin Richardson was created when the Baldwin Ice Cream Co. purchased the Richardson Foods division of Quaker Oats in 1997. Although the company still makes ice cream (under the Baldwin brand), it now concentrates mainly on its liquid food product lines. Its customers include chain restaurants as well as some of the largest food manufacturers. One of its biggest clients is Kellogg Foods, for which Baldwin Richardson makes the fillings used in Nutri-Grain bars.
Though the actual food processing takes place at a factory in Macedon, N.Y., products are distributed from a DC in nearby Williamson, N.Y. The 100,000-square-foot Williamson facility holds most raw materials as well as finished products for outbound shipment to customers (the company is in the process of converting some of that space to manufacturing). A shuttle truck runs between the plant and distribution center, making a run almost every hour to deliver ingredients to the factory or finished products on pallets to the DC for storage and shipment. About 20 employees in three shifts work five days a week in the distribution center. On a light work day, Baldwin Richardson ships about 20 trucks' worth of product; on a heavy day, it ships out about 40.
Operations at the Williamson DC are overseen by the company's ERP system, which is the Ross Enterprise product suite from CDC Software. Along with managing warehouse and shipping activities, the ERP handles the company's financials as well as the supplier management, quality assurance, material requirements planning, and manufacturing functions. As Czajka puts it, "Our ERP system is everything to us—it runs the whole business."
Although Baldwin Richardson had looked into different bar-coding systems in the past, concerns about their compatibility with its ERP system had kept the company from moving ahead. But just over two years ago, Baldwin finally found a supplier that had the expertise it was looking for. In December 2005, it contracted with LXE Inc., a Norcross, Ga. based specialist in wireless systems, to devise a mobile computing solution.
After evaluating Baldwin Richardson's requirements, LXE came up with a design for a wireless network and mobile data collection system. For the data-collection units, LXE chose VX7 vehicle-mounted computers for forklifts and MX7 handheld computers for use by supervisors and others in the factory and warehouse. Both types of mobile computers are able to interact with the Ross ERP system, sending data back and forth on an 802.11 standard radio-frequency network.
As part of the installation, LXE conducted a site survey to determine the optimal locations for the wireless points in order to provide complete facility coverage. The mobile computers are always within a 40foot range of the antennas. LXE installed eight antennas in the plant—enough to cover the production floor and provide backup coverage in the event of a unit failure—and 12 in the distribution center. (When Baldwin Richardson recently converted some of the distribution space to manufacturing, it reduced the number of antennas to seven.) The wireless network began operating in June 2006 at both the factory and DC. "The wireless implementation was a piece of cake," says Czajka.
In conjunction with the wireless network installation, Baldwin Richardson bought a special bar-coding module for the ERP system. Reconfiguring the system to take advantage of the real-time data took almost a year to complete. Czajka notes that the software piece proved to be much more complicated than the wireless network installation.
Point and pick
In April 2007, the center began using the wireless data collection system to track finished goods in real time. One of the most visible results has been the elimination of the paper pick tickets used in the past. Today, the ERP system sends instructions to forklift truck drivers via their vehiclemounted computers. The list of items to be retrieved is displayed on the computer. To get started, the driver simply clicks on an item, and the computer tells him or her where the needed pallet is located.
The computer system now relies on the bar-coded data to track the status of inventory. When workers scan items as part of their putaway and picking routine, for example, the data are sent wirelessly to the computer, which allows the ERP system to update inventory and location. Workers also scan outgoing orders at the loading dock to make sure that orders are complete and accurate.
The bar-code scanning procedures also ensure that product codes and lot numbers are entered accurately into the computer system. The ERP system then uses this information to develop picking instructions in accordance with the company's first-in, first-out inventory management strategy.By issuing pick instructions based on expiration dates, the system helps minimize problems with out-of-date ingredients.
Wireless data collection has brought other benefits as well. "The system really reduces our paperwork," says Czajka. "Now everything is automatically time stamped and date stamped, with lot numbers and quantities recorded."
To help the workers adapt to the new approach, the company held special training sessions, often on Saturdays, that involved mock movements of product. The company trained some 60 people, including supervisors, in wireless data collection for both the warehouse and manufacturing operations. Czajka reports that training included instruction not just on how to use the system but also on how to fix mistakes.
Czajka says that the training was crucial to a successful implementation. "A lot of people had been here for 20 years and this was a culture change for them," he says. "If you didn't train them properly, we would have seen errors on the back side."
No more blind spots
How has the new wireless solution worked out? Baldwin Richardson Foods reports that the system has eliminated production blind spots, improved inventory control, and boosted productivity.
Take the order fulfillment process, for example. Today, warehouse workers work more efficiently than they did before the system was installed because they no longer have to fetch paper pick tickets every time they go to fill an order. In fact, the forklift drivers have picked up the task of printing out the shipping documents tendered to the truck driver—a task formerly handled by a warehouse documentation specialist.When the forklift driver goes to load a truck, he or she scans the pallet at the loading door, letting the computer system know that the product has been transferred. The driver then enters the shipment status into his or her computer and generates the documents. That frees up the shipping department workers who formerly checked loads and chased down paperwork to spend their time on other tasks.
Wireless data collection has also meant fewer shipping errors. Because the forklift driver checks the bar code on the pallets while loading the truck, the system can alert the operator if he or she is placing an incorrect item on the vehicle. "Because things are in real time, we can pick up on errors right away," says Czajka.
Up-to-the-minute status information on stock on hand in the DC has eliminated blind spots in inventory. Today, when a pallet with, say, 50 bags of salt is moved to the production area so that one of the bags can be used, it no longer drops out of sight in the inventory system. Even though the entire pallet has been taken out of inventory temporarily, managers can still check on its status."Because planning and purchasing can see that we have 49 bags left, we [know we] don't need to re-order," says Czajka.
In fact, now that it has a better handle on inventory, Baldwin Richardson Foods is considering the elimination of the annual two-day shutdowns to take physical inventory. "This might be our last year for doing physical inventories," says Czajka. "If the spot accounts meet the auditors' requirements, we will only do cycle counts."
Wireless data collection, moreover, has enabled the food producer to respond swiftly to potential problems."The wireless computers give us the ability to fix our problems faster," says Czajka. "Now we know within a few hours if something is wrong. Before, errors might not show up for days or even weeks after production, and by that time it's hard to track down what happened. Today our orders are more accurate, and our people are working more quickly."
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."