WERC/DC Velocity study: DC performance improved in 2009 despite downturn
Latest edition of "metrics" survey shows that even in the trough of a recession, distribution center and warehousing professionals continued to raise the bar on operating performance.
The good news may be that there is no news. Our seventh annual survey of key distribution center and warehousing metrics continues to show slow but steady improvement in operational performance. What makes that remarkable, though, is that the gains took place in the midst of the worst recession in memory.
As for how this year's findings stacked up against last year's, the latest survey found that companies either maintained or improved their performance against 35 of the 50 metrics studied (the researchers used median performance as the basis of comparison). And some of those gains were impressive indeed—the median numbers for several of the metrics tracked showed double-digit improvements in performance over the previous year. But the picture that emerged wasn't entirely rosy. With other metrics—particularly those relating to employment and inventory—there were signs that the recession had taken a toll. Yet even in those cases, the trend lines provided cause for optimism.
The research, conducted among DC VELOCITY's readers and members of the Warehousing Education and Research Council (WERC), was carried out via an online survey in early January 2010. A total of 639 individuals responded to the survey, of which 559 provided usable responses. Respondents were asked what metrics they used and how well their facilities performed in 2009.
The goal of the research, now in its seventh year, is to track which metrics are most important to DC and warehousing professionals and to shed some light on underlying trends and changes in performance from year to year. In addition, the study provides valuable benchmarks against which managers can gauge their own operations' performance within the company and against their competitors.
The study, conducted by Georgia Southern University and consultancy Supply Chain Visions, is jointly sponsored by DC VELOCITY and the Warehousing Education and Research Council (WERC), with support from Ryder and Manhattan Associates. The full results will be available in a report by Karl Manrodt and Kate Vitasek at www.werc.org after the annual WERC conference in Anaheim May 16-19.
Which metrics matter most?
What we have seen over the full course of the study is that when it comes to the metrics used in America's warehouses and DCs, the fundamentals don't change much. Survey participants still favor the same basic metrics they've been using since the study was launched in 2004. As Exhibit 1 shows, this year's Top 10 list of the most commonly used metrics tracked quite closely with last year's. In both surveys, "on-time shipments," "order picking accuracy," and "average warehouse capacity used" topped the list, although there were some variations in the rankings.
The Top 10 are only part of the story, however. Survey participants use a wide range of other metrics to assess their performance as well—metrics that encompass inbound operations, quality, financial performance, capacity, employees, outbound operations, and the customer.
But what if companies were limited to using just a handful of metrics to track their facilities' performance? In an effort to find out which metrics respondents considered most important, the survey asked which ones they'd choose if they could use only five metrics to manage their business. The top five responses were metrics that focused on cost, quality, and operations: distribution costs as a percentage of sales; distribution cost per unit; inventory count accuracy by units; inventory count accuracy by location; and lines picked and shipped per person hour. Given these economic times, it is not unexpected that the two most popular metrics would be cost driven, and that the next two would track internal operational performance. Clearly, what we do in the DC has an impact not just on customer service but on the organization's bottom line as well.
On the up and up
When it comes to how companies are performing against those metrics, the news is generally good. As noted above, the latest survey showed that performance against 70 percent of the metrics studied equaled or exceeded the previous year's levels. Although performance on a few of the metrics deteriorated slightly, the general trend was toward improvement.
Exhibit 2 identifies the metrics that saw the biggest performance improvements over the previous year. (When making comparisons from year to year, we have continued to use the median—rather than the mean, or average—because it's less likely to be skewed by very high or low numbers.)
All of the metrics listed in Exhibit 2 focus on a company's internal performance, which indicates that a lot of the respondents targeted their own operations in their efforts to cut costs and boost productivity this year. Of particular note is the improvement in the "annual workforce turnover" metric to 6.8 percent from 10.0 percent. Although we had expected to see improvement here, the extent of that improvement came as a surprise. This may be an indication that the worst of the workforce reductions are behind us and that employers have begun staffing up again.
It's interesting to note the improvement in performance against three metrics related to back orders and lost sales. While we were initially perplexed as to what was going on, we soon noticed that inventory levels in many DCs and warehouses had risen at the same time. That would help explain why companies were able to do a better job of filling orders completely. It is difficult for us to say what's behind the improvement—whether it's simply a blip on the radar caused by the sharp drop-off in sales or the genuine result of operational enhancements. As the economy begins its journey to recovery, we'll definitely keep an eye on inventory levels and back orders to see if the trend holds up over time.
Where are the points of pain?
As the song lyrics say, What goes up must come down. This applies to some of this year's metrics as well. Exhibit 3 highlights some of the operational points of pain—the metrics that saw the biggest performance declines this year.
As for what might be behind the deteriorating performance, it's hard to say. One possibility is that the typical order profile has changed, with orders getting larger. If so, that would explain why performance against these particular metrics—which focus largely on speed—has declined.
Nonetheless, it appears that in most DC and warehouse operations, this year's theme song will be "Getting Better All the Time." Whether the momentum can be sustained or not—especially if orders outpace employment—only time will tell. But the lesson here is that standing still means losing ground to competitors.
About the authors: Karl Manrodt is an associate professor at Georgia Southern University. Kate Vitasek is the founder of the consulting firm Supply Chain Visions. Joseph Tillman is senior researcher and consultant for Supply Chain Visions.
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."