Mark Solomon joined DC VELOCITY as senior editor in August 2008, and was promoted to his current position on January 1, 2015. He has spent more than 30 years in the transportation, logistics and supply chain management fields as a journalist and public relations professional. From 1989 to 1994, he worked in Washington as a reporter for the Journal of Commerce, covering the aviation and trucking industries, the Department of Transportation, Congress and the U.S. Supreme Court. Prior to that, he worked for Traffic World for seven years in a similar role. From 1994 to 2008, Mr. Solomon ran Media-Based Solutions, a public relations firm based in Atlanta. He graduated in 1978 with a B.A. in journalism from The American University in Washington, D.C.
In today's world of instant gratification, four years is not just a long time. It is an eternity.
The same holds true in the world of physical distribution. Planning one year out is difficult enough. Going out four years, with all the variables that entails, is a crapshoot.
"It is an 'as best as you can' process," says Paul Turek, vice president, supply chain for Caribou Coffee Co. Inc., the nation's second-largest retail coffeehouse operator.
Nevertheless, it is a process that Turek and Caribou felt compelled to undertake. Nearly two decades of growth had put severe strain on the company's distribution operations, and management didn't see things changing anytime soon. It was clear the company would have to build out its distribution network, but Caribou didn't want just a short-term fix. It wanted a long-range strategy that would serve it well into the future. And for that it would need some serious modeling and planning tools.
Identifying the pain points
With 412 owned stores and 97 domestic and international franchise locations, Minneapolis-based Caribou may be best known as a retailer, but it also has a thriving commercial business. In fact, it was growth in the commercial channel that prompted the company to go down this road. Five years ago, the commercial business, which includes sales to grocery stores, office coffee services, and hotel, sports, and entertainment venues, accounted for just 2 percent of Caribou's business. Today, that number has risen to about 10 percent of Caribou's $262 million in annual sales.
The growth, while relatively modest in total dollar terms, has nonetheless stretched the capacity of Caribou's sole distribution center, a 46,000-square-foot facility in Minneapolis. DC space became so tight, in fact, that the company had to rent off-site public warehousing to handle the overflow during peak periods.
In an effort to assess how future expansion in the commercial segment would affect its space needs, Caribou decided to seek outside help. In 2007, the company hired Long Grove, Ill.-based supply chain consultancy TZA to develop a network modeling program that evaluates various sales and inventory scenarios and determines the most efficient and practical distribution network to meet those requirements.
Turek says Caribou needed a way to deliver a "good outside assessment" of the effect that growth in its commercial business, as well as other business units, would have on its inbound and outbound activity. Turek also wanted to know, based on various sales and inventory alternatives, when Caribou would experience capacity crunches so severe they could disrupt its business.
"We wanted a heads-up on when and where our pain points would be," he says.
After conducting its analysis, TZA concluded Caribou would be best served by staying with a single DC in the Minneapolis area, given that most of its vendors were already based in the Midwest. At the same time, it warned the company that based on the various growth scenarios, Caribou's DC would likely reach capacity sometime in the 2009-10 time period.
With that deadline approaching, Caribou went back to TZA in 2009 and asked it to update the modeling tool to reflect new sales growth assumptions for its core business and additional business units. In particular, Caribou wanted the consultant to determine the lifespan of its existing DC and assess the need for a new facility based on projected sales and inventory patterns through 2015.
Getting on the green
As in 2007, TZA's updated assessment indicated that Caribou's best bet would be to stick with a single DC in the Minneapolis area. It also estimated that a 7-percent increase in rack locations would be enough to extend the life of the current facility and meet the company's short-term needs. At the same time, the model showed that to handle its projected growth, Caribou would eventually require a facility of between 150,000 and 200,000 square feet. Turek says the company would likely move its DC operations to a bigger location rather than expand its current facility.
Turek says the modeling tool has been an invaluable and cost-effective support to Caribou's supply chain operations. Most of the cost was sunk on the initial purchase in 2007 at what he calls a "reasonable" price tag. The updating in 2009 was done at very marginal expense, Turek says. Caribou now plans to update the model every two years, he adds.
The TZA tool "allows us to run very accurate business channel scenario simulations," says Turek. "It is very good at analyzing our operations from a macro perspective, as well as from a more granular framework. It is flexible enough to allow us to update the model as things change, so we can take a rolling five-year snapshot and make good judgments based on our projected product mix and product platforms."
Turek acknowledges that no model is infallible when looking five years out. But the TZA tool "will get us on the green," he says.
A better plan
Travis Staley, a TZA project manager who coordinated the Caribou project, says the modeling tool is beneficial for any company trying to understand how the many variables that affect its operations will drive future inventory and distribution requirements.
"The result is that we help build a better plan for a company's future needs," he says. "Without it, a company like Caribou might not know how [various growth scenarios] would affect its inventory requirements."
Most important, Turek says, the model minimizes the risk that Caribou will overspend on any future DC budget allocation. Or, worse yet, underspend.
Without the modeling software, he says, "we might come up short" in estimating Caribou's capacity needs accurately. The TZA tool "keeps us from reacting and panicking, signing leases under duress instead of [following] a planned and methodical process," Turek adds. "It has helped us extend the life of our facility and get better utilization out of it, all the while getting a peek [at] what our next 'pain points' may be."
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.
A move by federal regulators to reinforce requirements for broker transparency in freight transactions is stirring debate among transportation groups, after the Federal Motor Carrier Safety Administration (FMCSA) published a “notice of proposed rulemaking” this week.
According to FMCSA, its draft rule would strive to make broker transparency more common, requiring greater sharing of the material information necessary for transportation industry parties to make informed business decisions and to support the efficient resolution of disputes.
The proposed rule titled “Transparency in Property Broker Transactions” would address what FMCSA calls the lack of access to information among shippers and motor carriers that can impact the fairness and efficiency of the transportation system, and would reframe broker transparency as a regulatory duty imposed on brokers, with the goal of deterring non-compliance. Specifically, the move would require brokers to keep electronic records, and require brokers to provide transaction records to motor carriers and shippers upon request and within 48 hours of that request.
Under federal regulatory processes, public comments on the move are due by January 21, 2025. However, transportation groups are not waiting on the sidelines to voice their opinions.
According to the Transportation Intermediaries Association (TIA), an industry group representing the third-party logistics (3PL) industry, the potential rule is “misguided overreach” that fails to address the more pressing issue of freight fraud. In TIA’s view, broker transparency regulation is “obsolete and un-American,” and has no place in today’s “highly transparent” marketplace. “This proposal represents a misguided focus on outdated and unnecessary regulations rather than tackling issues that genuinely threaten the safety and efficiency of our nation’s supply chains,” TIA said.
But trucker trade group the Owner-Operator Independent Drivers Association (OOIDA) welcomed the proposed rule, which it said would ensure that brokers finally play by the rules. “We appreciate that FMCSA incorporated input from our petition, including a requirement to make records available electronically and emphasizing that brokers have a duty to comply with regulations. As FMCSA noted, broker transparency is necessary for a fair, efficient transportation system, and is especially important to help carriers defend themselves against alleged claims on a shipment,” OOIDA President Todd Spencer said in a statement.
Additional pushback came from the Small Business in Transportation Coalition (SBTC), a network of transportation professionals in small business, which said the potential rule didn’t go far enough. “This is too little too late and is disappointing. It preserves the status quo, which caters to Big Broker & TIA. There is no question now that FMCSA has been captured by Big Broker. Truckers and carriers must now come out in droves and file comments in full force against this starting tomorrow,” SBTC executive director James Lamb said in a LinkedIn post.
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.