Susan Lacefield has been working for supply chain publications since 1999. Before joining DC VELOCITY, she was an associate editor for Supply Chain Management Review and wrote for Logistics Management magazine. She holds a master's degree in English.
RFID finally seems to be hitting its stride. Last year, several big name companies—particularly in the retail industry—launched widescale item-level RFID tagging initiatives. For example, Macy's Inc. pledged that all 850 of its Macy's and Bloomingdale's stores would be using RFID technology by 2012.
These early initiatives are reportedly producing big benefits. According to a white paper from Motorola Solutions, "Item-Level RFID Tagging and the Intelligent Apparel Supply Chain," companies that have implemented item-level tagging programs are achieving inventory accuracy rates of between 98 and 99.99 percent and have seen sales jump anywhere from 4 to 21 percent.
With results like these, you may be wondering, Is my company ready to join the item-level RFID revolution? Here are some indicators that your company might be a good fit for the technology and is ready for the next step:
1. You have inventory accuracy issues that can't be solved with bar codes. Industry experts say there's a reason why item-level RFID has gained traction in the retail sector: RFID easily trumps bar codes when it comes to doing store inventory counts. Conducting a storewide inventory with bar codes typically requires scanning every single item, a labor-intensive task that most stores only perform once or twice a year. RFID technology allows them to obtain more accurate data with significantly less time and labor.
With a more accurate picture of its inventory in hand, a company can reduce out-of-stocks and increase sales. That's what really spurred the adoption of RFID in the retail industry and made 2011 such a big year for the technology, says Chris Warner, senior product marketing manager for Motorola Solutions, which makes RFID readers and antennas.
There are other, peripheral advantages to item-level RFID tagging, such as reduced labor, better demand forecasting, and better promotions, says Warner. But these tend to produce incremental benefits. "The biggest chunk of the ROI [return on investment] comes from reducing out-of-stocks," he says.
"I don't think anybody expected the kind of sales lift [that item-level tagging produced]," says Joe Andraski, president and CEO of the Voluntary Interindustry Commerce Solutions Association (VICS), which has a committee dedicated to studying and promoting RFID. Andraski believes that it's this sales lift that encouraged so many big-name companies like Macy's to move from the pilot stage to a major implementation so quickly.
The benefits of item-level RFID tagging aren't confined to the retail industry. The practice is also catching on in other sectors where tight control over inventories is required, says Russell Beverly, senior manager for consulting company Accenture's Retail Practice. Examples include aerospace and defense, high-priced medications, controlled substances, and alcohol, tobacco, and firearms.
2. You are tracking relatively high-priced items. While the cost of RFID tags may have dropped, they're still not free, and neither is the labor or automated equipment required to apply them. "To get a good ROI, your variable cost for tagging the item—which includes the price of the tags themselves as well as labor or gear to get your tag on an item—has to be lower than the net benefit that you are achieving," says Beverly. "Usually that's easier with a prom dress than with a can of tomatoes."
A white paper from Accenture and VICS (which Beverly co-authored), "Item-Level RFID: A Competitive Differentiator," provides a table that shows the sales lift needed for an RFID tagging effort to break even. (The white paper can be found on Accenture's website.) The table breaks the amounts down by unit margin and cost of the tag. For example, according to Accenture's calculations, a product with a $5 margin and total tagging costs of 20 cents per item would need a 4-percent sales lift to justify the cost.
It's worth noting that companies are using RFID tags to track more than just merchandise. Some are also tagging individual shipping and warehousing assets, particularly high-cost, moveable items. Companies typically lose one in four of their returnable, reusable shipping containers, such as totes, containers, or plastic pallets, says Warner. So it makes a lot of sense to tag these items for tracking purposes, he explains.
3. Your systems are coordinated and your data is synchronized. As Andraski says, before a company can implement item-level RFID, it needs to "have its act together." What he means by that is you have to make certain all your systems—such as your enterprise resource planning system and your order entry systems—are coordinated and can talk to one another.
In addition, it's important to have accurate product information. "Data synchronization is really key," says Andraski. "You need to make sure that whatever you have in your product master [data sheet], your customer has the same information in its product master in terms of weight, size, and what you're calling the product."
4. You have a lot of items that are offered in various permutations. If your products come in multiple sizes, styles, and colors, tagging individual items can make a lot of sense, according to Warner. RFID tags can make it significantly easier to find the exact item the consumer is seeking, he explains. Macy's, for example, has begun its item-level RFID implementation by focusing on products that come in many different sizes, such as women's shoes and men's slacks.
5. You have an item with a short sales window. Companies whose survival depends on selling enough snow shovels or designer coats between December and March can benefit from the real-time inventory information that RFID can provide.
NOT FOR EVERYONE
For all its many benefits, RFID doesn't make sense for everybody. "If bar codes are working well today and you can't point to a clear problem, then RFID's probably not a good option for you," Beverly says. "The cost of the tags is still not to the point where you should retire all bar-code infrastructure and processes just to go with something new. Bar codes still work extremely well for a wide variety of things."
For example, the pharmaceutical industry had been pushing hard for companies to adopt RFID to fulfill chain of custody requirements. But some industry players have backed off from RFID after realizing there are still ways to get more from their existing technology and data management systems, says Beverly. Many companies in the industry now see RFID as something for the long term.
This also applies when it comes to the business case for the technology. While there are undeniable benefits to implementing RFID in your distribution operations—reducing chargebacks, boosting inventory accuracy, and cutting invoice and payment cycle times, to name a few—that's not what's driving current implementations, according to Beverly.
"The knee-jerk reaction is to assume you can get benefits from it in a lot of different areas," Beverly says. "And while that's true, it's hard to add up all those incremental benefits versus using bar codes today. If you can just simplify and focus on one or maybe two benefits at most, that makes it much easier to figure out where and how to use it."
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."