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.
When the first box arrived, workers on the floor at the high-end electronics manufacturer's DC were baffled. Staffers processing the day's returns had opened a package to find one of the company's underwater flashlights with a three-quarter inch hole drilled through it—and a warranty claim for damaged product. Things were to get stranger still in the days to come as more and more flashlights arrived in the same condition.
Eventually the full story came out. A couple of months back, the manufacturer had decided to destroy 3,000 obsolete flashlights by having a hole drilled through each unit and shipping them to a third-party recycler for disposal. But somewhere along the way, the plan went awry. The flashlights leaked back into the supply chain, leaving the manufacturer open to expensive warranty claims from customers looking for replacements or refunds (not to mention a potentially nasty public relations problem).
A tough lesson, perhaps, but an important one. When it comes to high-end goods—jewelry, laptop computers, PDAs, or underwater flashlights—getting new merchandise to the retail store safely is only part of the job; the other part is keeping a close eye on the goods if and when they enter the reverse logistics channel. That's true whether it's first-quality merchandise, obsolete models or even damaged goods.
Surprisingly, tracking high-value goods as they swim upstream through the reverse channel hasn't been a high corporate priority, even for the giants in the electronics industry. "The assumption is that all the larger electronics manufacturers have this nailed down," says Rocky Romanella, vice president and Americas Region general manager for UPS Supply Chain Solutions, a provider of reverse logistics services, "but we've found some inconsistencies in that assumption."
Return of the bling
There are several good reasons to track returns, of course, but the most compelling is money.Whether jewelry or electronics, this is valuable stuff. And in the case of electronics, a surprisingly high percentage of returned merchandise isn't particularly old or particularly damaged; it's first-quality merchandise. According to AMR Research, close to 60 percent of all laptops returned to the manufacturer are classified as NTFs—for no trouble found. Manufacturers like Dell and Hewlett-Packard have learned to reroute them immediately into the selling channel, usually as discounted product sold on their Web sites or marketed in Third World countries.
That's not to say that NTFs are the only returned products worth retrieving. Surprisingly, outdated and even damaged goods can be quite valuable too. In the electronics industry, where a six-month old model may be written off as a dinosaur, "obsolete" is a relative term. And what's obsolete in one market may be a hot item somewhere else. A cell phone without the latest accessories whose sales are languishing in the United States, for example, might prove to be a big seller in, say, Nigeria if the manufacturer can redirect it to that market fast enough. "Companies that can deal with accelerated product obsolescence will be ahead of the game if they can get the products tested quickly and into Third World markets where they are perfectly acceptable," says Marc McCluskey, research director at AMR Research.
One company that's ahead of the game is Motorola Corp., which has the redirection process down to a science. If sales of a particular model don't take off, the cell phone manufacturer has systems in place for shipping the products from the original retailer directly to the next customer, bypassing the interim step of sending it back to the distribution center.
Motorola's sophisticated reverse logistics program goes well beyond the collection of overstocks and slightly obsolete models for resale. It also has procedures in place for retrieving damaged goods, which are screened at the point of sale if possible. If the product is indeed broken, the company takes it apart to find out exactly why it failed and passes on its findings to the product design teams in hopes of eliminating the problem in the future. If a defect is ruled out, the product is returned to the customer, saving Motorola shipping and logistics costs. "Our NTF rates aren't nearly as high as they used to be because we've implemented programs with customers to screen product before it comes back to us," says Larry Maye, Motorola's director of strategy and operations planning for reverse logistics.
But more to the point, collecting those returns has allowed the company to develop a thriving business selling reconditioned products both in Third World markets and via its Web site. "The philosophy used to be why sell a used phone when we can sell a new one?" says Maye. "That is changing dramatically."Maye estimates that the global market for second-hand cell phones approaches 50 million to 60 million units annually.
Keeping it confidential
Not all high-value returns are destined for the resale market, however. Some of them are headed for the scrap heap. Tokyo Electron America (TEA), a supplier of semiconductor production equipment and flat panel display equipment to clients like Intel and Motorola, for example, collects and destroys all of its obsolete inventory. But it too must pay careful attention to securing its reverse logistics channel. TEA managers can't just toss outdated equipment in the nearest Dumpster. They have to retrieve every last integrated-circuit tester to assure that its parts don't end up in the wrong hands.
"Our product has to be destroyed for two reasons," says Jeff Jonas, logistics manager at the Austin, Texas-based company. "First, we want to avoid reverse engineering [the copying of semiconductor chip designs]. We also need to make sure parts aren't picked up by resellers and sold as Toyko Electron parts when they are not sold by a certified Toyko representative."
In the past, the company bought back obsolete inventory twice a year and re-distributed that product backwards through the supply chain. First, it shipped product from multiple sites to one distribution center. From there, the product was sent on to a recycling center for destruction. The destroyed equipment was eventually shipped back to the parent company, Tokyo Electron, in Japan for disposal.
But that was neither efficient nor cheap. Working with UPS Supply Chain Solutions, Jonas found a better way to do the job. The company now ships the obsolete product from each location directly to local salvage centers contracted with UPS, which not only cuts transportation costs but also speeds up the process. Under the new system, TEA moved 59,000 pounds of scrap in two weeks. Previously, Jonas estimates, it would have taken six.
The scrap still gets shipped back to Japan, but it's accompanied by certificates of destruction and before-and-after photos that validate the destruction process. As a certain flashlight manufacturer found out, those certificates can be worth their weight in silicon.
The Port of Oakland has been awarded $50 million from the U.S. Department of Transportation’s Maritime Administration (MARAD) to modernize wharves and terminal infrastructure at its Outer Harbor facility, the port said today.
Those upgrades would enable the Outer Harbor to accommodate Ultra Large Container Vessels (ULCVs), which are now a regular part of the shipping fleet calling on West Coast ports. Each of these ships has a handling capacity of up to 24,000 TEUs (20-foot containers) but are currently restricted at portions of Oakland’s Outer Harbor by aging wharves which were originally designed for smaller ships.
According to the port, those changes will let it handle newer, larger vessels, which are more efficient, cost effective, and environmentally cleaner to operate than older ships. Specific investments for the project will include: wharf strengthening, structural repairs, replacing container crane rails, adding support piles, strengthening support beams, and replacing electrical bus bar system to accommodate larger ship-to-shore cranes.
Commercial fleet operators are steadily increasing their use of GPS fleet tracking, in-cab video solutions, and predictive analytics, driven by rising costs, evolving regulations, and competitive pressures, according to an industry report from Verizon Connect.
Those conclusions come from the company’s fifth annual “Fleet Technology Trends Report,” conducted in partnership with Bobit Business Media, and based on responses from 543 fleet management professionals.
The study showed that for five consecutive years, at least four out of five respondents have reported using at least one form of fleet technology, said Atlanta-based Verizon Connect, which provides fleet and mobile workforce management software platforms, embedded OEM hardware, and a connected vehicle device called Hum by Verizon.
The most commonly used of those technologies is GPS fleet tracking, with 69% of fleets across industries reporting its use, the survey showed. Of those users, 72% find it extremely or very beneficial, citing improved efficiency (62%) and a reduction in harsh driving/speeding events (49%).
Respondents also reported a focus on safety, with 57% of respondents citing improved driver safety as a key benefit of GPS fleet tracking. And 68% of users said in-cab video solutions are extremely or very beneficial. Together, those technologies help reduce distracted driving incidents, improve coaching sessions, and help reduce accident and insurance costs, Verizon Connect said.
Looking at the future, fleet management software is evolving to meet emerging challenges, including sustainability and electrification, the company said. "The findings from this year's Fleet Technology Trends Report highlight a strong commitment across industries to embracing fleet technology, with GPS tracking and in-cab video solutions consistently delivering measurable results,” Peter Mitchell, General Manager, Verizon Connect, said in a release. “As fleets face rising costs and increased regulatory pressures, these technologies are proving to be indispensable in helping organizations optimize their operations, reduce expenses, and navigate the path toward a more sustainable future.”
Businesses engaged in international trade face three major supply chain hurdles as they head into 2025: the disruptions caused by Chinese New Year (CNY), the looming threat of potential tariffs on foreign-made products that could be imposed by the incoming Trump Administration, and the unresolved contract negotiations between the International Longshoremen’s Association (ILA) and the U.S. Maritime Alliance (USMX), according to an analysis from trucking and logistics provider Averitt.
Each of those factors could lead to significant shipping delays, production slowdowns, and increased costs, Averitt said.
First, Chinese New Year 2025 begins on January 29, prompting factories across China and other regions to shut down for weeks, typically causing production to halt and freight demand to skyrocket. The ripple effects can range from increased shipping costs to extended lead times, disrupting even the most well-planned operations. To prepare for that event, shippers should place orders early, build inventory buffers, secure freight space in advance, diversify shipping modes, and communicate with logistics providers, Averitt said.
Second, new or increased tariffs on foreign-made goods could drive up the cost of imports, disrupt established supply chains, and create uncertainty in the marketplace. In turn, shippers may face freight rate volatility and capacity constraints as businesses rush to stockpile inventory ahead of tariff deadlines. To navigate these challenges, shippers should prepare advance shipments and inventory stockpiling, diversity sourcing, negotiate supplier agreements, explore domestic production, and leverage financial strategies.
Third, unresolved contract negotiations between the ILA and the USMX will come to a head by January 15, when the current contract expires. Labor action or strikes could cause severe disruptions at East and Gulf Coast ports, triggering widespread delays and bottlenecks across the supply chain. To prepare for the worst, shippers should adopt a similar strategy to the other potential January threats: collaborate early, secure freight, diversify supply chains, and monitor policy changes.
According to Averitt, companies can cushion the impact of all three challenges by deploying a seamless, end-to-end solution covering the entire path from customs clearance to final-mile delivery. That strategy can help businesses to store inventory closer to their customers, mitigate delays, and reduce costs associated with supply chain disruptions. And combined with proactive communication and real-time visibility tools, the approach allows companies to maintain control and keep their supply chains resilient in the face of global uncertainties, Averitt said.
Bloomington, Indiana-based FTR said its Trucking Conditions Index declined in September to -2.47 from -1.39 in August as weakness in the principal freight dynamics – freight rates, utilization, and volume – offset lower fuel costs and slightly less unfavorable financing costs.
Those negative numbers are nothing new—the TCI has been positive only twice – in May and June of this year – since April 2022, but the group’s current forecast still envisions consistently positive readings through at least a two-year forecast horizon.
“Aside from a near-term boost mostly related to falling diesel prices, we have not changed our Trucking Conditions Index forecast significantly in the wake of the election,” Avery Vise, FTR’s vice president of trucking, said in a release. “The outlook continues to be more favorable for carriers than what they have experienced for well over two years. Our analysis indicates gradual but steadily rising capacity utilization leading to stronger freight rates in 2025.”
But FTR said its forecast remains unchanged. “Just like everyone else, we’ll be watching closely to see exactly what trade and other economic policies are implemented and over what time frame. Some freight disruptions are likely due to tariffs and other factors, but it is not yet clear that those actions will do more than shift the timing of activity,” Vise said.
The TCI tracks the changes representing five major conditions in the U.S. truck market: freight volumes, freight rates, fleet capacity, fuel prices, and financing costs. Combined into a single index indicating the industry’s overall health, a positive score represents good, optimistic conditions while a negative score shows the inverse.
Specifically, the new global average robot density has reached a record 162 units per 10,000 employees in 2023, which is more than double the mark of 74 units measured seven years ago.
Broken into geographical regions, the European Union has a robot density of 219 units per 10,000 employees, an increase of 5.2%, with Germany, Sweden, Denmark and Slovenia in the global top ten. Next, North America’s robot density is 197 units per 10,000 employees – up 4.2%. And Asia has a robot density of 182 units per 10,000 persons employed in manufacturing - an increase of 7.6%. The economies of Korea, Singapore, mainland China and Japan are among the top ten most automated countries.
Broken into individual countries, the U.S. ranked in 10th place in 2023, with a robot density of 295 units. Higher up on the list, the top five are:
The Republic of Korea, with 1,012 robot units, showing a 5% increase on average each year since 2018 thanks to its strong electronics and automotive industries.
Singapore had 770 robot units, in part because it is a small country with a very low number of employees in the manufacturing industry, so it can reach a high robot density with a relatively small operational stock.
China took third place in 2023, surpassing Germany and Japan with a mark of 470 robot units as the nation has managed to double its robot density within four years.
Germany ranks fourth with 429 robot units for a 5% CAGR since 2018.
Japan is in fifth place with 419 robot units, showing growth of 7% on average each year from 2018 to 2023.