Several years of double-digit growth left Frozen Gourmet, a small California frozen food distributor, scrambling to keep tabs on inventory. Then it learned about a promising—but untried—new solution.
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.
Three years ago, California-based distributor Frozen Gourmet Inc. found itself facing the classic small business growth challenge, at least where its warehouse operations were concerned. In the past decade, the distributor's sales had grown 80 percent—a welcome development, to be sure, but one that left the company struggling to keep track of its fast-moving inventory. As volume grew, the inadequacies of its manual tracking system became increasingly apparent, often in the form of stock-outs and other inventory errors. Yet the operation was still too small to justify an expensive warehouse management system (WMS).
But luck was on the distributor's side. At about that time, a supplier tipped it off to a possible solution— one that had just recently been introduced to the market. The solution promised to give Frozen Gourmet the inventory-tracking capabilities it needed—and at a relatively modest cost.
The solution in question was an "on-demand" WMS recently brought to market by San Francisco-based SmartTurn Inc. Like the warehouse management systems big companies have been using for years, this new solution was designed to automate warehouse processes and provide real-time inventory visibility. But there was one important difference: the method of delivery. Instead of buying a costly software license and installing the program on its own servers, Frozen Gourmet would be able to "rent" the Web-based WMS for a modest monthly fee. The vendor would host and maintain the application on its own servers, and deliver it over the Internet. There would be no hardware to buy, no software to install, and no IT staff to maintain.
In the end, the prospective advantages proved too much to resist. Frozen Gourmet signed on to become one of SmartTurn's first customers.
Fast turnaround
Although they're marketed to companies of all sizes, on-demand WMS applications are best suited to simple to moderately complex operations that do not rely heavily on automation—a profile that Frozen Gourmet fits to a T. The Redding, Calif.-based distributor employs just 25 people and is strictly a regional operation, distributing frozen goods to major grocery stores, convenience stores, and mom-and-pop stores in a territory that stretches from California's northern border with Oregon to Yuba City, Calif., 200 miles to the south. The distributor mostly handles Dreyer's Grand Ice Cream Holdings products, which include the Nestlé and Häagen-Dazs brands. In addition to ice cream, Frozen Gourmet distributes frozen pizza, carrying Kraft Pizza Co.'s Tombstone and DiGiorno lines.
Distribution at Frozen Gourmet follows a pretty straightforward process. Suppliers ship merchandise in truckload quantities to the distributor's 10,000-square-foot warehouse in Redding, which holds about 175 mixed-load pallets in two-level rack storage at a temperature of minus 20 degrees. There, a crew of eight warehouse employees receive, pick, and ship products in two shifts.
Workers fill orders by selecting boxes from the pallets and then loading the boxes on transport racks (each rack is designated for a specific store). They then load the transport racks onto the route trucks. The company makes deliveries at night using its 10-vehicle private fleet.
Although Frozen Gourmet's operation is relatively uncomplicated, it's a fast-paced process. Inventory turns are high, with 80 percent of the warehouse stock turning each week, according to David McDaniel, the company's warehouse manager. In the past, keeping track of all of that fast-moving inventory was something of a nightmare—for example, if the distributor wanted to check on product availability, it often had to resort to walk-around checks. So when a manager at Dreyer's mentioned the SmartTurn solution, Frozen Gourmet was ready to listen.
The ins and outs
Today, there's no longer any confusion about what's on hand in the warehouse. The WMS automatically keeps tabs on what goods have arrived and what's been shipped. "I now have daily visibility into inventory status," says McDaniel.
The WMS also keeps an updated record of what inventory items have been allocated to specific orders, so the distributor always has current information on actual product availability. The WMS tracks orders by interfacing with the company's existing Direct Store Delivery (DSD) application, which functions like an order management system. As they make their rounds, salesmen or "pre-writers" record orders from their grocery and convenience store customers on handheld computers, downloading those orders into the DSD at the end of the day. At the same time, the route drivers who service mom-and-pop stores are out replenishing their customers' stocks with product from the back of their trucks, recording the transactions on their handheld devices for later DSD download. The DSD outputs the customer orders into an Excel spreadsheet that's imported into the on-demand WMS.
On the inbound side, the on-demand WMS maintains an automatic record of warehouse stock based on the information workers enter as goods arrive. It has also allowed the company to automate its purchasing process. In the past, McDaniel faxed orders to Dreyer's in Bakersfield, Calif., or Kraft Pizza Co. in Little Chute, Wis. But that sometimes led to errors, particularly with the Dreyer's orders. Frozen Gourmet and Dreyer's use different item numbers for products (Frozen Gourmet uses a six-digit code, while Dreyer's uses a four-digit one). That meant that whenever he placed an order with Dreyer's, McDaniel had to look up the corresponding numbers in a Dreyer's catalog. "If I made a mistake, I [ended up] getting something I didn't want," he says.
Nowadays, the WMS issues the purchase orders, automatically translating Frozen Gourmet's item numbers into the corresponding Dreyer's numbers. After it generates a purchase order, the WMS e-mails it to a supplier. "It's much easier than writing everything down and faxing it," McDaniel says.
When the merchandise arrives at the Redding facility, workers use a copy of that purchase order to verify receipt of the merchandise. They then enter the receipt information into the WMS, and the cycle begins again.
High visibility
Since it began using the on-demand WMS, Frozen Gourmet has seen stock-outs decline, even during the peak summer season. The distributor also is able to respond to queries about product availability more quickly and with greater confidence. And there's no longer any need to send someone into the minus 20-degree freezer to do a walk-around inventory check.
Now, all McDaniel has to do is type a product code into the WMS. "If there's going to be a big sale and someone asks, 'Do you have enough?'" he says, "I can look in [the WMS] and see I have this much on hand and this much on order, so I'm going to be OK."
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."