is Haggar sourcing now? Today it may be the Dominican Republic; tomorrow it could be Vietnam. Fortunately, the logistics guys have learned to fly by the seat of their pants.
You wouldn't blame Steve Bernier for getting his knickers in a twist. Just a few years ago the supply chain operations at Haggar Clothing Co. were perking along smoothly. Each day unfolded according to a predictable pattern: electronic advance shipment notices (ASNs) popped up on computer screens, alerting the staff to the impending arrival of, say, 15 cartons of expandable waistband pants.Within an hour of their scheduled arrival time, the cartons materialized on the dock ready to be processed by the awaiting staff. Life was good.
But, changing fashions in Haggar's international sourcing strategy brought on a drastic reshaping of this well-tailored operation. A couple of years ago, Haggar's logistics guys started to see things revert to a pre-electronic state of affairs that was as anachronistic as a mini-skirt revival. "We moved from having a lot of information to having no information," recalls Bernier, who's vice president of logistics at the Dallas-based company. "We were just getting paperwork and packing slips, which were turning up with the goods.We went from complete electronic visibility to a situation where we issued purchase orders from our system with due dates and then just hoped it would all turn up on time."
What happened at Haggar is a story familiar to apparel manufacturers across the country. The company, which makes men's casual and dress apparel as well as women's sportswear, found cheaper places to manufacture its garments. At one time, all manufacturing was done in the United States. Then Haggar started importing goods from Mexico and the Dominican Republic under the so-called 807 U.S. tariff schedule (which means cloth can be cut in the United States and sewn in a designated country like Mexico, incurring import tax only on the value added abroad). That worked fine … for a time. But inevitably workshops in Asia and other far-flung locales came strutting down the catwalk of global trade, hoping to attract business with flashy ensembles that featured favorable government tariffs, quota agreements and lower labor rates. Today, Haggar imports 50 percent of its goods from an ever-changing patchwork of around 20 different countries in Southeast Asia, the Indian subcontinent, Africa and even the Middle East.
That shift brought other problems too. As a relatively small player in the importing business (Haggar sells around $500 million worth of clothes a year, which means about $250 million worth of goods are imported across the Atlantic or Pacific), Bernier complains that shipping companies were holding back some of his shipments when higher-volume customers needed the space. "With being a small player out there, we were at the whim of not getting on the fastest ship or getting bumped from ships," he says. "We didn't have the economies of scale to prevent that."
Sew far away
Though some might go storming to management with demands to rethink its sourcing policy, Bernier and his colleague Greg Jones, Haggar's director of industrial engineering,made their peace with the notion of an ever-changing supply chain and resolved to fix the information problem instead. "We will continually be moving to places we've never been before," Bernier says. "So we accepted that our challenge would be to go from a closed-loop system where we had good visibility and accuracy, to a situation where [that was rarely the case]."
But that doesn't mean they've resigned themselves to eternal chaos. In April 2002, they bought a software package called e-SPS from New Generation Computing, a Miami Lakes, Fla.-based vendor that specializes in apparel supply chains. It's basically a purchase order tracking system, but because it's Web-based, it provides an international network that any Haggar supplier—existing or new—can plug right into. "We create purchase orders in our system and they're immediately available to any manufacturer worldwide," explains Jones. "The system gives them access to all the product specs.We're also using it for production tracking, label generation by the factories, tracking and finally for sending ASNs to our DC for all of the shipments created around the world."
Contrary to what you might expect, no advanced technology is required. All a manufacturer needs is a modem, a PC and a rudimentary knowledge of computers (and English) in order to feed vital information back to Haggar in Dallas or download updated orders and product specs. During the rollout of the e-SPS system last year, Haggar representatives went out into the field and provided handson instruction in how to use the software. But now, Jones says, most agents and manufacturers can get connected using a training CD supplemented by a telephone help line.
With that problem behind it, Haggar has been able to move forward with another change in its supply chain— shipping direct from factories to its customers. Traditionally, all incoming garments were routed to Haggar's DC in Forth Worth, Texas, and distributed from there. But as more of Haggar's customers began maintaining a presence on the West Coast, it no longer made sense for the company to route product that was being unloaded at West Coast ports through Texas. It helped that Haggar's manufacturers were willing to deliver clothes "pre-cartonized" to retailers' requirements, ready to be unpacked and placed directly on the store floor, eliminating the need to send them through the DC.
Haggar expects to move more than 10 percent of its goods direct to the customer this year, with hopes of nudging the volume up to 20 percent in the next several years. "Our goal is to continue to direct ship as our business grows so we don't have to expand our DC," Bernier says.
Finding their voice
Ironically, at the same time the company is arranging for more direct shipping, bypassing the DC, operations have been improving steadily inside that DC. It's partly a result of improved visibility and partly because of a new voice picking system from Lawrenceville, N.J.-based Voxware.
As picking operations go, Haggar's tends to be among the more complex. Because the company participates in continuous replenishment programs with its customers, most of the picks involve small numbers of items rather than full cases. The orders, based on point-of-sale information, are generated either by customers or by Haggar itself at least once a week, and then picked and shipped. "Our picking operations used to rely on paper pulling, but we had a higher than expected error rate with that," says Bernier. "So we went with a voice picking system 18 months ago."
In many ways, voice was not the natural choice for a DC environment that is, as Bernier describes it, "very challenging." Not only are noise levels high, but the volume also varies widely from one part of the DC to another, as staff move toward and away from thundering high-speed conveyors and slat-sorters. Voxware provided a calibration device on the individual pickers' equipment that allows them to sample the ambient noise level at any particular time; the system then adjusts the picker's voice profile to make it easier to hear instructions received and to relay spoken responses.
After the system was fully staffed, the company recorded its biggest month ever in terms of units shipped last January. But it wasn't all wrinkle-free, Bernier says. "The ramp-up involved training 40 people across two shifts, so we had a learning curve of a few months," he reports. Changing from a sight to a voice basis doesn't necessarily suit everyone, he adds. "We've found there are pullers who were very efficient at paper pulling who aren't as productive with voice picking, while others have become more productive with voice." Offering voice communications in Spanish as well as English has proved an enormous boon, as around 50 percent of Haggar's warehouse staff—or "associates," as the company likes to call them—are native Spanish-speakers.
With the new system in place, Haggar can use its distribution center management software, developed by Manhattan Associates, to allocate orders according to customer and dispatch them to the picking floor. "With paper, we had an interim step where we had to generate all this paperwork. The price labels and catalog labels all had to be collated before we could even begin picking," Jones says. "Now it's all ready to go."
Haggar's DC has 46 packing stations, each of which is equipped with a thermal transfer printer. When the system diverts a tote from a tilt tray, all of the labels that belong with that order get printed up and married up with the product. The system will also identify any special packing requirements, such as the need to attach hangers or bag the items. Haggar prides itself on being at the forefront of the trend in the apparel industry for providing "floor ready merchandise," and the combination of the new picking system with the warehouse management software has made that a great deal easier.
Say the right thing
Easier, maybe, but not infallible.Voice technology, Bernier concedes, is not an instant fix. The company initially lost some of the capabilities it had with the old paper system, which had to be re-engineered into the voice-based technology. "You have to say: 'We're not going back; this is a good thing and we just have to work through whatever issues come up,'" Bernier says. "And it's important to listen to feedback."
At first, DC associates resisted the notion of donning a backpack with a battery and being wired up with a headset and cables. But the company was able to modify the equipment in response to their complaints. "We tweaked things along the way to make it more comfy," Bernier says.
Then there was the matter of training, which turned out to be more time-consuming than the company had expected. "You need to have focused trainers, experts on the system, who can do the training.We have trainers on staff who do only that. It's not something you can delegate to a supervisor to show an associate in a matter of minutes. [It takes] several hours," Bernier says. "Beyond that, it's a matter of making sure associates understand the logic of the voice dialogue itself—what to say when."
Despite the company's efforts, some problems persisted into the early months of this year. Many associates reported that they found the product code numbers hard to see and read into the system. In March, Haggar decided to supplement the pickers' voice equipment with line-of-sight handheld scanners. Scanning the corresponding bar codes instead makes life a lot easier, Bernier reports. It just goes to show, there's no one-size-fits-all solution in the complicated world of apparel logistics.
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.
Global trade will see a moderate rebound in 2025, likely growing by 3.6% in volume terms, helped by companies restocking and households renewing purchases of durable goods while reducing spending on services, according to a forecast from trade credit insurer Allianz Trade.
The end of the year for 2024 will also likely be supported by companies rushing to ship goods in anticipation of the higher tariffs likely to be imposed by the coming Trump administration, and other potential disruptions in the coming quarters, the report said.
However, that tailwind for global trade will likely shift to a headwind once the effects of a renewed but contained trade war are felt from the second half of 2025 and in full in 2026. As a result, Allianz Trade has throttled back its predictions, saying that global trade in volume will grow by 2.8% in 2025 (reduced by 0.2 percentage points vs. its previous forecast) and 2.3% in 2026 (reduced by 0.5 percentage points).
The same logic applies to Allianz Trade’s forecast for export prices in U.S. dollars, which the firm has now revised downward to predict growth reaching 2.3% in 2025 (reduced by 1.7 percentage points) and 4.1% in 2026 (reduced by 0.8 percentage points).
In the meantime, the rush to frontload imports into the U.S. is giving freight carriers an early Christmas present. According to Allianz Trade, data released last week showed Chinese exports rising by a robust 6.7% y/y in November. And imports of some consumer goods that have been threatened with a likely 25% tariff under the new Trump administration have outperformed even more, growing by nearly 20% y/y on average between July and September.