Its opening punch in the bruising battle with big-name retailers was the launch of its snazzy George Foreman clothing line. Now plus-size men's apparel chain Casual Male is betting its future on a high-stakes distribution guarantee.
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.
Casual Male Big & Tall has been down once before, and the company has vowed not to let it happen again. After filing for bankruptcy protection back in May 2001, the retailer—newly reorganized as Casual Male Retail Group (CMRG)—picked itself up, brushed itself off and came roaring back to defend its corner of the apparel market—plus-sized clothing for men who stand taller than 6'2" and have waistlines of 44 inches or greater.
Last spring, the company signed two-time former heavyweight boxing champ George Foreman, a big and tall guy himself, as pitchman. Since the George Foreman Signature Collection was introduced, the line's linen camp shirts, tuxedo jackets and satin boxing trunks have been flying off the racks.
But just as it was getting back on its feet (CMRG recently announced its first quarterly profit in three years), the company found itself fending off another body blow—this time in the form of encroachment on its niche in the apparel market. With America's population aging and its citizens losing their collective battle with the bulge, CMRG's niche—plus-size clothing—has begun to look like a gold mine. That hasn't gone unnoticed by other clothiers. Heavy hitters like Old Navy, Sears, Lands' End and Eddie Bauer are all reportedly adding more big and tall sizes to their clothing lines. And the battle's shaping up to be the retail equivalent of 12 rounds in the ring with Joe Frazier.
But for CMRG, losing is not an option. It's already planning its next attack—one that will come from an unexpected corner: distribution management. In a bid to strengthen brand loyalty among its core clients, CMRG is rolling out an unprecedented in-stock guarantee. Beginning this month, the retailer is promising customers that they'll find their size in stock in stores. If they don't, the company will arrange to have its distribution center ship it out straight away. To distinguish its program from the usual bland marketing assurances, CMRG has put some teeth into that promise. "If we don't have it on our shelves and we can't deliver within five days," says Dennis Hernreich, CMRG's executive vice president, COO and CFO, "then it's free."
Tall order for the DC
As innocuous as it may seem, that marketing promise carries enormous risk. With pants starting at about $45 per pair and sports coats costing upwards of $200, CMRG stands to lose a lot of money if its supply chain group fails to deliver. And that's not the half of it. Unlike most men's clothing stores, which carry 15 or so sizes, Casual Male Big & Tall carries 49 different pants sizes alone. Throw in shirts, jackets and all the accessories required by a sharp-dressed man and you have the makings of an inventory management nightmare.
What makes the guarantee all the more remarkable is that CMRG doesn't exactly boast a long track record of world-class inventory management. Back in 2002 when retail store operator Designs Inc. bought Casual Male and formed CMRG, Hernreich made the disturbing discovery that Casual Male was running its business not on state-of-the-art retail systems, but on a mainframe computer and legacy information systems. It quickly became obvious that the company would have to dismantle these systems—which lacked the scope and capacity to incorporate distribution best practices—and replace them with up-to-date warehouse management (WMS) and enterprise resource planning (ERP) systems.
Right from the start, CMRG made re-engineering its business processes and updating its technology infrastructure a top priority. It installed a new warehouse management system from Manhattan Associates, which has been up and running since last July. It also invested in JDA Portfolio Replenishment Optimization software by E3, which helps the retailer keep products in stock at the store level. The JDA system, which replaced a homegrown replenishment application, analyzes how trends, seasonality, promotions and projected inventory positions affect CMRG's daily demand flow.
The new technology infrastructure has improved CMRG's ability to communicate with its core base of 50 vendors, which include Nautica and Polo Ralph Lauren. "Building enough confidence in our vendors is another key component of the program," says Hernreich. "We can't ship to the stores what we don't already have in the warehouse. If the vendors don't deliver what we need and when we need it, then the program is going to fail. We are constantly working with our vendors to improve the forecasting for individual SKUs."
Back in fighting shape
So far, at least, it appears that CMRG's confidence in its new distribution capabilities may be justified. Though it's been in place less than a year, the new WMS has made a world of difference. Take the receiving process, for example. In the past, it took workers two to three days to unload trucks and sort the merchandise into piles of shirts, pants and jackets before repackaging and shipping the items out to the stores. Now with the automated system in place, it takes only two hours. Not only does that save time and labor, but it also reduces the amount of inventory in transit, which ultimately reduces inventory investment.
There are other benefits as well. "Our costs per unit have dropped by about 20 percent," Hernreich reports. "Our ability to move products through the warehouse has improved tremendously. We've achieved some great productivity gains and the resulting capacity gains and labor savings have been substantial." That added capacity meant the company's 700,000-square-foot DC in Canton, Mass., had no difficulty absorbing the extra inventory when CMRG acquired the 22-store Rochester Big & Tall chain in November.
And now that the retailer has better supply chain visibility, the next step will be to harvest the information it collects to improve customer service. Hernreich explains that wireless networks will feed vital customer information into handheld PDAs issued to sales clerks. When a return customer enters a store and supplies an ID number or phone number, the customer's information— including size, favorite colors and past buying history—will appear on the PDA.
A hefty commitment
At press time, the new systems were still not quite ready for prime time. With the in-stock guarantee's rollout just weeks away, Hernreich admitted that the clothier still needed to tweak its supply chain (the out-of-stock rate remained stuck in the double-digits). But he's confident that the company will be able to cut that out-of-stock rate in half soon, eventually settling at less than 5 percent.
Once its new programs are in place, Hernreich believes that CMRG will easily dominate its corner of the market. "What we are after is growing market share for the niche that we cater to, and there is no other player that can get even close to the level of execution we're targeting," says Hernreich. "That's where we differentiate ourselves from all the other retailers—by executing at a very high level."
and the beat went on
On the face of it, fashion retailer Maurices' announcement that it had finished installing a warehouse management system at its Johnson, Iowa, distribution center didn't seem so very remarkable. After all, companies install warehousing systems every day.
But in fact, Maurices did face some out-of-the-ordinary challenges. For one thing, the Johnson facility, which supplies all of the retailer's 450 stores, flies solo. There's no backup site that can take over in the case of a malfunction. For another, the clothier, which caters to 20-somethings, carries a whopping 40,000 stock-keeping units. In the world of fashion, where trends flare up and flame out as quickly as a 4th of July sparkler, those 40,000 SKUs qualify as highly perishable merchandise.
The challenges notwithstanding, Maurices was anxious go ahead with the installation. Not only was the company eager to boost flow-through in its DC, but it also needed a way to manage seasonal peaks and valleys in demand and get a handle on its constantly changing item mix. And as any supply chain manager knows, those are jobs for a powerful warehouse management system.
The system Maurices chose was a warehouse management system from HighJump software. And today, Maurices is using the system's warehouse management, wave planning and management visibility capabilities to increase flow-through in its high-volume fulfillment and distribution facility. Part of the system's appeal is its flexibility. The advanced wave planning capabilities allow Maurices to group pick orders by common item size, shipping destination or other characteristics. Another plus has been the advance warning it provides. Maurices can use the system's reporting functionality to anticipate bottlenecks at various points in the facility, allowing management to reallocate staff in order to keep operations on schedule.
Though more than a few hearts likely skipped a beat when the system went live, both vendor and customer now say they're happy with the way things have played out. "We're pleased with how quickly Maurices embraced the system and began to see improvements in its daily operations," says J.D. Harris, vice president of operations at HighJump. And the transition itself? There were no problems, reports Tim McGrath, Maurices' distribution center manager. In fact, he says, it went surprisingly well: "We didn't miss a beat when the system was turned on."
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."