If you build your business by guaranteeing customer satisfaction, you'd better be prepared for a flood of returns. An exclusive look at L.L.Bean's strategy for staying afloat on a sea of returned backpacks, fly rods, parkas and moccasins.
John Johnson joined the DC Velocity team in March 2004. A veteran business journalist, John has over a dozen years of experience covering the supply chain field, including time as chief editor of Warehousing Management. In addition, he has covered the venture capital community and previously was a sports reporter covering professional and collegiate sports in the Boston area. John served as senior editor and chief editor of DC Velocity until April 2008.
It wasn't the most auspicious of retail debuts, but Leon Leonwood Bean was undaunted. After returning from a 1911 hunting trip with cold, damp feet, Bean had designed and begun marketing a better hunting boot—a model that featured leather uppers stitched onto a workman's rubber boot. He mailed out promotional fliers and in short order, collected 100 orders for his Maine Hunting Shoe. But then he ran into a problem: Of the first 100 pairs he sold, 90 were returned when the rubber bottoms separated from the leather tops.
A less determined merchant might have gotten discouraged and closed up shop, but not Bean. He made good on every pair, giving each unhappy customer a full refund. Then he borrowed more money and corrected the problem, and a wildly successful retail business was born.
The company he founded, L.L.Bean, has come a long way since it sold those first 100 pairs of boots. It now sells nearly $1.5 billion worth of outdoor clothing and accessories annually (the company's sales have doubled every four years since 1967). Today, L.L.Bean has grown to include seven U.S. retail stores, more than a dozen outlets, and a thriving catalog and Internet business.
What hasn't changed is the company's satisfaction guaranteed policy. L.L.Bean allows customers to return products at any time for any reason—no questions asked. It also bends over backward to make the returns process easy for them. "I look at returns as the protector of the guarantee," says Mike Perkins, the company's vice president of distribution and returns operations. "We've already disappointed the customer once. In order to protect that guarantee it absolutely has to be right the second time. The returns process has to be quick and no hassle, and it must go smoothly for the customer."
Smooth operators
Keeping the returns flowing smoothly is no small challenge, given the volume of items that flood into the company's reverse logistics center each year. Of the 48 million units L.L.Bean shipped last year, six million were returned. Returns volume peaks in the days after Christmas, when things get so busy company executives have been known to pitch in and open boxes. During these peak periods, the returns department can expect to see an 18-fold increase in volume—on the busiest day last year, the department processed 47,000 individual returns. This year, L.L.Bean expects to handle 265,000 returned items in the week following Christmas.
Returns are processed in a special reverse logistics center located at L.L.Bean's distribution campus in Freeport, Maine. At 135,000 square feet, the returns facility rivals many distribution centers in size. Inside the center, a dedicated returns staff of 500 processes returns and exchanges. The company says about 85 percent of returned items are accompanied by a request for a refund, while 15 percent are exchanges. L.L.Bean also repairs returned items. Although it's doing less and less of that work these days, it still repaired a half million items last year.
open door policy
L.L.Bean's flagship store in Freeport, Maine, has operated continuously—24/7, 365 days a year— since L.L. Bean threw away the keys in 1951. There are literally no locks on the doors.
The Freeport store has only closed twice since then; once for L.L. Bean's funeral in 1967, and once for JFK's funeral in 1963.
The store draws close to 3 million visitors a year.
In 2005, L.L.Bean shipped nearly 16 million packages—including over 218,000 on a single day.
The company employed more than 4,000 phone representatives during the 2005 peak holiday season.
The returns staff includes a sizable percentage of veterans. Many have 20 years of service with the company, and one employee has been with L.L.Bean for 35 years. Having experienced workers on hand helps assure that operations run smoothly during the peak holiday season, when Bean supplements its workforce by adding 250 temp workers. "We handle 140,000 unique SKUs," says Perkins, "so it's not easy to train a seasonal workforce."
High-tech, low-touch
Still, training seasonal workers should be easier this year than in the past. This summer the company invested in a new one-touch returns processing system designed to reduce the number of handoffs needed. With the new system in place, a single associate can handle a product from the time it's picked up off a conveyor belt to be scanned, processed and prepped to the time it's sorted to a tote and placed back on the conveyor for reintroduction into Bean's inventory system.
"Eighty percent of returns can now be processed by one person, which is a significant change from how it's been in the past," says Barb Wood, L.L.Bean's senior manager of returns operations. Though the system has only been in place a few months, productivity has already improved—the number of units processed per employee per hour has risen from 16.5 to 18. Wood expects that as associates gain more experience with the system, her department will exceed 18 units per hour during this year's peak season.
Other innovations are on the way. Once L.L.Bean completes an update of its computer system next year, the company will have much greater supply chain visibility, says Wood. At that point, it will be able to begin filling orders directly from the returns center. Right now, Bean's computer system doesn't receive information on what returned items have become available until the merchandise has been moved across the parking lot to the DC, where it's re-scanned and entered back into inventory. Once the new system is in place, a pop-up message on an associate's computer terminal will alert him or her that an order is pending for the returned item he or she is checking back into the system.
Wood is also looking into creating a staging area for returned goods for which no order is pending but which are still likely to be reshipped within a day or two. Well over 50 percent of returned items are purchased again within 48 hours, she explains. Wood hopes to have that system in place for next year's peak holiday season.
Outsource proposals get the boot
Of course, all this technology doesn't come cheap. Taken together, the various costs of running the high-tech returns operation amount to some $14 million a year. That would prompt many retailers to consider outsourcing their returns programs, but not L.L.Bean. The company considers reverse logistics to be a core competency and far too critical to its business model to place in someone else's hands.
"We're trying to satisfy a dissatisfied customer," says Perkins. "We fear that if we hand that off to people [who] are not responsible for our bottom line, they might not make the same decisions we do during the process."
Aside from customer care considerations, the company also sees financial value to keeping its returns process in house. L.L.Bean executives say the veteran returns staffers have developed considerable expertise in restoring returned items to "first quality" status, which allows them to be returned to inventory and resold. Items that can't be sold as "firsts" are sold off at discount outlets or employee stores, or discarded, which means the company takes a financial hit. "Our challenge is how to get a product back to pristine quality, and our ability to manage that has dropped money back to our bottom line," says Perkins. "An employee might spend five minutes refurbishing a T-shirt, but the gross margins we get back make the returns process pay off in spades."
Perkins adds that the company shares its back-to-stock goals with employees. It also incorporates backto-stock rates into its incentive plans to encourage associates to restore as many items to "first
quality" status as possible.
Mostly happy returns
For all the customer goodwill it promotes, doesn't that "no questions asked" returns policy invite people to take advantage of it? Perkins acknowledges that about one-half of 1 percent of the returned items L.L.Bean receives have been abused—a backpack run over by a bus, for example, or a frayed sweater that's obviously been stuffed in the back of someone's closet for the past 10 years.
Although the company has placed some frequent abusers on a "no returns" list, it has no plans to retreat from its generous return policy. L.L.Bean executives are convinced that the customer satisfaction guarantee pays for itself many times over.
"One hundred other people sell something that looks like a Maine Hunting Shoe, but only one guarantees that you can return that item anytime and anywhere," says Perkins. "That's great marketing. It's something you can't buy with a TV ad."
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."