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.
Inventory accuracy has always been critical to the smooth operation of a distribution center. Without reliable and up-to-date information, DCs face significant hurdles in their quest to fill orders swiftly and accurately, or achieve much success with their demand planning.
Lately, however, inventory accuracy has been receiving even more attention than usual. Both the move toward omnichannel retailing and an upsurge in regulations mandating that companies be able to track and trace their products (particularly in the food and drug industries) have raised the stakes where inventory accuracy is concerned. Sound real-time inventory data are also necessary for the effective functioning of programs like Lean or Just-in-Time production and for meeting ever-mounting demands to ship product faster. "It all puts a premium on inventory accuracy and inventory control practices," says Mark Wheeler, director of supply chain solutions for the mobile technology company Zebra Technologies.
Cycle counting 101
For many companies, cycle counting has replaced the traditional physical inventory count, which involves shutting down a facility or bringing people in during off hours to conduct a count. Although physical inventory counts are still favored by some auditors, they are tedious, time-consuming, labor-intensive, and inevitably inaccurate.
By contrast, cycle counting involves validating inventory accuracy on a continual basis, by counting a portion of the inventory at regular intervals. Cycle counts typically entail recording the type of product, the location of the product, and the quantity. They can also be expanded to include information like expiration dates, serial numbers, and lot numbers. The frequency of those counts will vary based on the velocity of the product and sometimes the value, according to Jeff Ross of Forte. Generally, it makes sense to count faster-moving and/or more valuable items more frequently.
To determine the optimal frequency for the counts and keep the database updated, most organizations rely on sophisticated software. This might be a warehouse management system (WMS) or a warehouse execution system (a hybrid of an WMS and warehouse control system) that can not only see what is on hand but also forecast demand for a particular item, according to Michael Howes, vice president of software engineering at Forte.
In many operations, particularly larger DCs, cycle counting is performed by a specialized inventory control staff whose full-time job is to count inventory each day.
As a result, there has been a renewed interest among companies in improving their process for counting inventory, the most common of which is inventory cycle counting. (For more on cycle counting, see the sidebar "Cycle Counting 101.") A 2013 study by Motorola (now part of Zebra Technologies), Warehouse of the Future, showed that 41 percent of warehouses use manual cycle counting to keep track of inventory levels. But that method can be slow, labor-intensive, and inaccurate.
One way around that is to conduct cycle counts using mobile technology, such as bar-code scanners, handheld computers, and voice systems. Just under one-third (32 percent) of the warehouses in Motorola's study were using real-time warehouse management system (WMS)-enabled mobile devices for that purpose. However, the number of users is expected to soar; the white paper predicts a "seismic shift" to automated and mechanized inventory solutions in the next few years.
BENEFITS OF GOING MOBILE
Those predictions of a seismic shift are not surprising, as the benefits of using mobile devices for cycle counting are many. Consider just a few:
1. Inventory information can be updated in real time. When cycle counts are performed manually with paper, the information is updated in the system in batches. "Any accuracies that you may gain are after the fact," says Bruce Stubbs, director of industry marketing at Honeywell Scanning and Mobility. Mobile technology, however, allows inventory information in the WMS or warehouse execution system (WES) to be updated immediately, enabling operations to be adjusted accordingly. "With mobile technology, you can make corrections right there at the pick face or inventory face so operations can continue with an understanding of what is happening in real time," says Michael Howes, vice president of software engineering at the integration firm Forte.
2. Counts can be made "opportunistically." While a "true cycle count" occurs when a worker is specifically tasked with counting all of the items in a specified zone or product line, mobile technology also enables counts to be made "opportunistically"—which occurs when an associate is asked to confirm how much inventory is left at a location where he or she is already working, according to Jeff Ross, vice president of consulting at Forte. A common example is a "zero confirmation," which occurs when the system shows an order picker has picked the last item in a slot and asks the picker for a simple yes or no confirmation. While opportunistic counts don't eliminate the need for other kinds of cycle counting, they do reduce overhead and improve asset utilization by allowing workers to conduct counts on the spot instead of making a separate trip. However, Ross suggests that these types of counts only be conducted for "low threshold counts," which he defines as two items or fewer. "You don't want the order picker counting 50 items, that would only slow him or her down," he says.
3. Problems can be researched and resolved more efficiently. Cycle counting doesn't end when the count is completed. According to Wheeler, it also involves researching and resolving problems discovered when the count doesn't match what's in the warehouse management or execution system. This might involve searching adjacent locations for the product, looking into where else it could be stored, or determining who was the last one to touch it and where it could have gone from there.
Mobile technology, such as a rugged handheld or industrial tablet, can help with this process by sending queries to the WMS to figure out where to look first to solve the problem—and doing it in real time. That's important because while this search is being carried out, the location will have to be "frozen" (meaning no product can enter or leave), according to Wheeler. "Any time you freeze a location, you are disrupting the flow of materials in the operation and you may be impacting customer orders, so the more quickly you can get things resolved, the better," he says. Mobile technology can help speed up the process.
CHOOSE YOUR DEVICE
As for what technology to use for cycle counting, all of the mobile devices currently employed in the warehouse—handhelds, wearables, voice units, and tablets—can be pressed into service, with each having its strengths and weaknesses. The type of organization, product, and who is conducting the count will all factor into the choice of mobile device, according to Chase Sowden, supply chain architect at Barcoding Inc., a supplier of mobile technology. What follows is brief description of the types of mobile devices that can be used and some of the advantages they offer:
Handheld devices: Mobile computers with bar-code scanning capabilities allow the user to scan bar codes for both the location and item, and then key in the count. The scanning ensures that the worker is counting the right item at the right location.
In addition to bar-code scanning capabilities, some companies configure their handhelds so they can perform RFID scanning as well. When it comes to counting items swiftly, nothing beats RFID because RFID doesn't require line-of-sight reads, according to Wheeler. Stubbs, however, believes that RFID scanning is best reserved for special circumstances, such as cases where you are picking "eaches" (individual items) and an RFID tag is already associated with each item for tracking purposes.
Wearables: Scanners that are worn on the wrist or finger (as opposed to being carried) also work well for cycle counting. Among other advantages, you never have to set the device down, and you can reach into a location or slot to move items around while you count, Sowden says. He does warn that wearables tend to have a small display, limiting the amount of information you can see. But Wheeler doesn't see that as an insurmountable obstacle: a wearable can always be connected by a tether to a handheld or by Bluetooth to a handheld or tablet device, he says.
Voice: Voice systems are considered to be particularly well suited to cycle counting, especially when the cycle counts are being interleaved into the picking process. Counts can easily be confirmed with a voice command, eliminating the need to type in quantities and reducing the chances of data entry errors, according to Jay Blinderman, director of product marketing for voice system developer Vocollect. Also, because workers are not holding a device, they're more likely to reach into the slot to conduct their counts, making it less likely they'll miss an item. And because they're not looking back and forth between a screen and an item's location, they're less likely to count items in the wrong slot by mistake. Voice can also be used in conjunction with scanners and handhelds if companies need to confirm information such as lot or serial numbers, says Howes.
Tablets: Recent advances in industrial tablets—especially with regard to their scanning capabilities—have made them much more suitable for cycle counting than they've been in the past. "The advantage of a tablet is it has a bigger screen so it displays more information," Sowden says. "And if you want to look something up or check something in another program, it's easier to toggle between cycle counting and other software on a tablet than on a scanner or handheld."
According to Wheeler, tablets are especially well suited to conducting research associated with problem resolution, as they can quickly send unstructured queries to the WMS to help determine the root cause of errors.
No matter what device you employ, it's crucial not to overlook the most important element in effective cycle counting: the employees themselves. Sowden cautions that it's easy for employees to dismiss cycle counting as busywork and not take it seriously. Companies need to ensure that people on the warehouse floor buy into the process and understand the business case.
"It doesn't matter what the technology may be," Sowden says. "If people don't take ownership and understand the impact of inventory accuracy on the business and how it affects them, they won't get it right."
Senior Editor Toby Gooley contributed to this report.
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."