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.
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.