Item-level tagging has sped up inbound and outbound processing at a German 3PL's distribution center. But issues remain in using RFID for item selection.
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.
Although item-level tagging of goods has long been touted as the future of inventory visibility, a lot of companies are skittish about being pioneers. That's not case with two German concerns. German contract logistics service provider The Fiege Group is helping German fashion retailer Gerry Weber International AG become the industry leader in the deployment of radio-frequency identification (RFID) technology for tracking individual goods.
"Gerry Weber is the only company that has rolled out RFID tags across its stores and supply chain," says Christoph Mangelmans, the Fiege distribution center manager involved in the RFID initiative.
Gerry Weber, which claims that it is now tagging nearly 100 percent of its garments, initially adopted RFID to speed up the goods-in and goods-out processes at its stores and enable it to use electronic article surveillance (EAS) to deter theft. "RFID item-level tagging gives various advantages along the supply chain, starting with easy DC 'goods-in' operations that are 100-percent quality checked," says Gerry Weber's former chief information officer, Christian von Grone. "This has sped up our processes and saves money on EAS and error handling, and gives the chance for higher turnover on replenishable items."
26 MILLION ITEMS TAGGED
Headquartered in Halle, Germany, Gerry Weber sells its clothing line through its own stores as well as through dealers. It launched its RFID tagging program in 2009. On its website, the company claims that since January 2011, it has outfitted more than 26 million of its clothing items with RFID.
Gerry Weber has partnered with Fiege since the inception of the tagging program. Based in Greven, Germany, Fiege provides contract logistics services in Europe for a number of industries, managing such activities as warehousing, transportation, e-commerce fulfillment, order management, and reverse logistics on behalf of its clients. Fiege currently handles the distribution of Gerry Weber's "Edition" and "Taifun" clothing brands. A second contract logistics firm, Meyer & Meyer, handles goods on hangers.
When it comes to affixing the tags, Gerry Weber's suppliers in Eastern Europe, Turkey, and Asia apply the passive RFID tags to garments. Because it oversees its clothing production, von Grone says, Gerry Weber was able to get the suppliers to take part in the program. He added that only licensed products, such as sunglasses, bags, and jewelry, need to be tagged upon arrival at the store.
Avery Dennison furnishes the chips, which are embedded in the clothing-care label attached to the article. Avery Dennison maintains printing centers near the suppliers' factories to produce the tags, each of which has a unique identification number.
The tagged goods arrive in trucks at the Fiege distribution center in Ibbenbüren, Germany, near the Dutch border. The site, which measures more than 1.45 million square feet, is a multitenant facility, with nearly 161,500 square feet assigned to Gerry Weber.
Once the boxes are offloaded from the truck, they're placed into one of three tunnels, which are equipped with antennas to read the tags. To make sure the correct items are in the box, the tag readings are matched against information supplied in the advance shipment notice transmitted by the supplier.
After the boxes' contents are verified as correct, they are placed into storage. Because Gerry Weber brands are coordinated collections of apparel, articles only get shipped to stores when all items in the clothing line are in stock at the warehouse. Since articles in a collection may be made by different suppliers and don't always arrive at the same time, inventory turnaround can take up to six weeks.
Once all items in the collection are available, warehouse workers will select orders for the Gerry Weber stores. Fiege, which uses parcel carriers like DHL, UPS, and DPD to handle the deliveries, makes store replenishment shipments every day except Sunday. The company has set up packaging tables with RFID interrogators to read the tags on outbound goods and confirm the accuracy of store orders before the merchandise leaves the DC.
ORDER SELECTION ISSUES
As for the results to date, the use of RFID has revved up throughput in both inbound and outbound processing in addition to boosting order accuracy. Since the RFID initiative was launched, Mangelmans says, inbound processing of goods is 25 percent quicker than in the past and outbound processing is 15 percent quicker.
Improved visibility and throughput notwithstanding, RFID deployment has not been without issues. In particular, Mangelmans says that when order selectors go to retrieve items, there's a "media break" or disruption in the automatic transfer of information to the DC's computer system. That's because an RFID reader can't distinguish the signal for an individual clothing item from the surrounding signals. So if the worker wants to retrieve a particular size garment from a box, he or she can't use an RFID reader to determine whether the item is on the top, middle, or bottom of the carton.
At present, the worker filling an order must take an additional step to make sure the right item is picked from a mixed carton of goods. After selecting the item from the storage location identified by the warehouse management system (WMS), that worker has to scan the bar code on the hang tag, which contains information on the item's style, size, and color. The scanned information is then relayed back to the WMS for confirmation.
In Mangelmans' view, the solution to that problem would be to use a sorter to remove garments from the box during inbound processing. That way, individual items could be placed into automated storage and retrieved based on the RFID tag.
Despite the current need for manual scanning during picking, Mangelmans believes that the increased throughput afforded by item-level tagging justifies the use of RFID technology. That technology has given us "transparency on the supply chain," he says.
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."