Steve Belardi doesn't relish the idea of playing cop, but he figures he has no choice. Like thousands of other retailers, his company, Sport Chalet Inc.—an upscale retailer of sporting goods with around 30 stores in Southern California and Nevada—often pays a premium to suppliers to prep their swimsuits, baseball bats, ski pants or treadmills for the sales floor. And it's up to Belardi, the company's director of distribution and logistics, to see that they make good on their promises.
In the past, most retailers were satisfied to receive cartons stuffed with merchandise, which their own workers would unpack, tag and prepare for display. But today that's no longer enough. Some retailers demand that clothes arrive on hangers, others insist that items arrive pre-stamped with bar codes suitable for use with the retailer's point-of-sale (POS) system, and some require that goods be delivered with their price tickets already attached. And they're serious about these demands: Suppliers that don't live up to their promises can expect to pay fines.
Sport Chalet, for example, frequently asks suppliers to send their merchandise with the price tags already in place. "Our buyers negotiate specific terms and deals with the suppliers—for example, that they pre-ticket our merchandise with our label," explains Belardi. In those cases, Sport Chalet wants to see that it gets what it paid for. "If they agree to do that and charge us a nickel a piece to do it," says Belardi, "we want to make sure they're doing it."
With 3,000 suppliers providing hundreds of thousands of different SKUs of goods, monitoring the vendors' compliance is no easy task. As recently as a year ago, the company was finding it tough to coordinate information about shipments that arrived without, say, price tickets and translate those lapses into fines. Furthermore, it wasn't unusual for suppliers to challenge their fines and demand evidence to support Sport Chalet's claims. Sometimes it was impossible to pull that information—usually weeks old—out of the chaos of an ongoing DC operation, and Sport Chalet would have to relent.Without a reliable means of data collection, Belardi was in much the same position as a traffic cop trying to enforce speeding laws without a radar gun.
Tighter surveillance
Then came a breakthrough. In May 2003, Sport Chalet bought a new warehouse management system from HighJump Software of Eden Prairie, Minn. Belardi quickly discovered that the software was adaptable to automated vendor compliance monitoring. For the first time, he'd be able to use technology to assist in his surveillance and enforcement efforts.
Before the vendor compliance module went live in September 2003, Sport Chalet's distribution center in Ontario, Calif., relied mainly on visual checks. Workers were told to examine incoming merchandise to make sure that bar codes were included and that the codes weren't smudged or otherwise unreadable. But that method proved unreliable, and problems often surfaced once the goods hit the store floor.
Today, that's changed, Belardi reports. The moment the shipments arrive, receivers in Sport Chalet's DC use scanners to check that the bar codes included with the goods are both readable and in compliance with Sport Chalet's POS system. The data gathered by the receivers are then downloaded to a central computer that feeds the information to accounting.
If the labels are missing or if there's some other problem, the receiver has a choice of four pre-worded comments, bar-code printouts he carries with him that he can swipe to indicate what's wrong. Belardi notes that workers can even create a violation message on the fly if needed. "If there's no packing slip, our dock worker can just go in and create one and then charge the vendor $100. Or if they send us stuff we didn't order and we have to return it, there's a fee [for] that as well," Belardi says. "We're going to try to bill back for [every exception we find]."
Headed off at the pass
And the crime rate these days? It's way down, as you might expect. Increased surveillance has led to tougher enforcement. Belardi reports that chargebacks—fines in the form of money deducted from the supplier's invoice—are up 100 percent, reaching as high as $400,000 to $500,000 a year in total. If that sounds excessive, Belardi begs to differ. "That's nothing," he insists. "Wal-Mart might charge a single vendor half a million dollars in violations."
Though they may have the right to remain silent, suppliers haven't hesitated to voice their complaints."The best reaction is when they call us up and ask us what's wrong with the ticket and ask us to give examples," Belardi says. And the worst reaction? "We get a lot of calls," Belardi says, with a sigh. In fact, Belardi has a guy dealing with complaints from vendors full time. "OK, [it's] not the most pleasant job," he admits. "But when he can solve a problem, he gets satisfaction."
In any case, the new system has gotten the vendors' attention. And, in the long run, Belardi is finding that it helps vendors head problems off before they can occur or address systemic problems that are consistently costing them money. Belardi adds that he's soon going to start taking digital photos of goods that are in violation. The photos will be attached to the chargeback data file, so the vendor has solid visual evidence of its infraction.
As for the fines, Belardi insists they're assessed to encourage compliance, not to provide extra revenue for Sport Chalet. Sport Chalet, he says, is just as anxious as the vendors to see the violation rate plummet. So far, it seems to be working. "When they get a violation, they try their darnedest not to get another one," he reports. "That's at least true with the smaller vendors, who we have more clout with."
That's not to say Belardi won't occasionally budge from his tough-guy stance. Sometimes, in order to smooth things over, he plays good cop and tears up the ticket. "Some vendors add price tickets for us for free, so we're sensitive to that. But the ones who have charged us for it, we make sure they get the violations they deserve." What if there are extenuating circumstances? "It's quite common for a supplier to call and say 'This is our first violation in a month and it's because our machine was down.' Ե Often we'll reverse those charges," Belardi says. "We're not the 500-pound gorilla. We want to have a relationship here and encourage people to work on their problems."
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."