He had every expectation of finishing out his career as the top supply chain exec at Nabisco. But life got in the way. Today, Rick Jackson is a senior VP at Limited Brands, where he heads up a logistics and DC operation with almost boundless potential.
Mitch Mac Donald has more than 30 years of experience in both the newspaper and magazine businesses. He has covered the logistics and supply chain fields since 1988. Twice named one of the Top 10 Business Journalists in the U.S., he has served in a multitude of editorial and publishing roles. The leading force behind the launch of Supply Chain Management Review, he was that brand's founding publisher and editorial director from 1997 to 2000. Additionally, he has served as news editor, chief editor, publisher and editorial director of Logistics Management, as well as publisher of Modern Materials Handling. Mitch is also the president and CEO of Agile Business Media, LLC, the parent company of DC VELOCITY and CSCMP's Supply Chain Quarterly.
Finding the right path to success as a supply chain professional sometimes means going back and reconsidering the road not taken. And it sometimes means veering off onto a road that didn't even appear on the map at the journey's outset.When Rick Jackson set out on his career journey in the early 1980s, he didn't see a logistics job in his future. In fact, he really wasn't all that clear on what logistics operations were all about. It simply wasn't on his radar.
Today, as the senior vice president of logistics operations for Limited Brands, Jackson oversees seven distribution centers, encompassing 5 million square feet of space and employing 4,000-plus employees and a management team of some 250 executives. That role, heading up an operation that supports such widely recognized retail stores as Victoria's Secret, Bath & Body Works, White Barn Candle Co., Express and Limited Stores, is not one that he would have envisioned for himself just a few short years ago. "I grew up on the shop floor, so to speak," Jackson says."I was a manufacturing guy. I spent the first 10 years of my career in the plant with Nabisco."
During that time, he gained exposure not only to all kinds of manufacturing- related processes, but also to the world of logistics, through what he refers to as "a spin as a material manager." At Nabisco, he explains, "We weren't running a plant-to-DC operation. We went directly to the customer. It gave me a chance to [meet] face to face with some of our biggest clients."
Shortly after that, opportunity knocked. As part of a corporate initiative, Jackson and several other leading managers were chosen to participate in a companywide talent assessment program. That exercise, which Jackson describes as a comprehensive and at times exhaustive analysis, led Nabisco's top managers to realize that their company was mired in what the textbooks call a "silo mentality."
"What they found was that they were doing a good job building their internal base of talent," Jackson reports."But on the down side, the talent was being built in silos.No one knew what the other parts of the organization were doing." Nabisco's response to this changed the way the company did business and altered Jackson's career path in a very profound and positive way.
Tearing down the walls
Jolted into action by the findings of that assessment, Nabisco set out to build a more cross-functional and customer- focused organization from the ground up. The corporation identified six key executives, Jackson being one, and sent them off on a corporate version of the Grand Tour, with the expectation that they would develop a more broad-based skill set through a series of hands-on assignments in various operational areas. The executives would, over the course of the process, emerge as internal "champions" of this cross-functional, customer-focused approach.
Motivated at least in part by the prospect of career advancement ("They told me that they saw me as someone with potential to move up to the VP level but said that wouldn't happen if I stayed strictly in manufacturing"), Jackson accepted the assignment and set off for Chicago to work in Nabisco's logistics division, where he spent an eye-opening three years." It was during this time that I came to realize that logistics had the potential to be far more than simply a cost of doing business. If done right, a company's logistics operation could clearly separate it in a very positive way f rom its competition."
From there, it was on to the world of sales."It was a great experience for me," Jackson recalls. "Consumer-products companies are extremely sales and marketing oriented. It gave me a chance to see the operation from a different side."
Moving on
In retrospect, Nabisco's senior executives deserve high marks for their efforts to tear down their internal operational walls. In the mid-1980s, a customer-focused, horizontal approach to doing business was well ahead of the curve. Although dismantling the functional silos may seem relatively commonplace today, in the mid-1980s it was downright visionary.
But Nabisco's efforts to shift from a functional, vertically focused company to a horizontal, customer-focused organization were sidetracked in the late 1980s when the company became caught up in one of the most publicized corporate mergers of the decade. Faced with the challenge of integrating hundreds of now-merged operations, the corporation shifted its focus. Great emphasis was placed on developing programs that would help the company retain its executive-level talent. Those efforts worked. So much so that the career path of rising young corporate stars like Jackson was suddenly blocked.
"After the merger, they were really scared to death that a lot of people would jump ship," Jackson relates. "But by putting into place some pretty good compensation, they were successful in retaining almost everyone. That was the upside. The downside was that with no one at the upper level moving on, there were very few positions opening up to promote people into."
Catching the 3PL wave
With his career path at Nabisco partially blocked, Jackson soon moved on to new challenges with Exel Logistics, a young but rapidly growing third-party logistics provider. He took with him, though, a wide-ranging skill set for which, to this day, he thanks his mentors at Nabisco. "Nabisco provided me with my first real taste of logistics," he notes. "It was fortunate for me because Nabisco was a company that saw the value in putting all these functions together. They were very much ahead of the curve at that point. It turned out to be a great lesson on how to stay focused on the flow of goods from origin to end user."
By the beginning of the 1990s, third-party logistics services providers (3PLs) had begun to proliferate. From a handful in 1989 to a couple dozen in 1990 to literally hundreds by 1991,3PLs seemed poised to change all the rules of the logistics business. Exel was one that stood out in a crowded field. Based in Columbus, Ohio, Exel was an outgrowth of a European-based 3PL with a long and solid track record of success in overseas markets.
Exel offered Jackson an opportunity he couldn't pass up. "I took a job in their consumer-products sector," he explains. "It primarily included work with customers they already had, including Procter & Gamble, Kellogg, Hershey and Kraft." Responsibility for managing DC and transportation operations also gave Jackson a whole new perspective. "Rather than coming at the task as the buyer, I came at it as the provider. It really broadened my view of the issues providers have to deal with."
After fours years at Exel, Jackson had begun to emerge as a hot property in a logistics market that was beginning to focus more attention on recruiting and retaining top talent. That fact became quite clear in 1991 when his old employer, Nabisco, came knocking on his door.
"I was presented with an opportunity to become their top supply chain executive," Jackson says. "It was a very, very attractive opportunity. I took the job and at that time fully expected I would finish out my career there."
Now on a clear logistics career path, Jackson found that many of the concepts Nabisco had tried to advance in the mid-1980s were firmly in place. "During my second stint there, we really came to see some of the value in logistics and how we could drive initiatives that were directly beneficial for the sales side of our operation," he notes. "We not only got the sales structure to focus squarely on the customer, but we also got the whole logistics operation focused on supporting the sales structure,and by extension,the customer. It was, quite frankly, a great place to be."
Then the phone rang.
New deal
The caller was Nick LaHowchic,a man Jackson had come to know during his days at Exel. "Nick had been with Becton-Dickinson, which was one of the clients I worked with at Exel." LaHowchic had since moved to Limited Brands and was in the market for a vice president of operations.
Lured not only by the opportunity, but also by the chance to move his family back to the Columbus area, where they lived while Jackson was at Exel, he agreed to travel to Ohio and meet LaHowchic and his team. "I ended up spending the whole day with him," Jackson recalls. "What I saw was an absolutely great company that was facing some logistics challenges that were not unlike those I had dealt with at Nabisco and Exel. I saw it as a chance to leverage the work I had done previously into something really exciting."
At Limited Brands, Jackson found a highly decentralized organization with enormous potential. What was needed was some re-engineering of the logistics operation. While the company had some very strong logistics operations in place, they were scattered among the various brands that make up the retail chain. "We had DC management teams that were very good at what they did—but they didn't know each other even though they were literally on the same campus," he says."We weren't leveraging our people.We weren't leveraging our enterprise capabilities. I found that at times of seasonal highs, for instance, we were actually competing with ourselves for temporary staffing.
"There were 11 different brands operating essentially at the same place," Jackson adds. "There were 11 different sets of standard practices and 11 different warehouse management systems in place—essentially, 11 different ways of doing business. Everyone was convinced they had to be different because their particular needs were unique."
The Limited Brands position presented Jackson with a chance to leverage not only his past experiences, but also the leadership skills he had honed in previous jobs. "What transcends the issues of a particular company, when it comes to logistics, is the value that the operations can bring," he explains."The challenge is to convince the people that change is needed and that change can bring dramatic improvement."
The right stuff
Though Jackson believed he knew what changes had to be made, his first move was to assess the existing operations, with particular attention to people and tools. "We really wanted to understand where we were focused," he says, "and then compare that to where we should be focused."
Jackson began with the people. A talent assessment program, not unlike the program he had been part of all those years before at Nabisco, identified Limited Brands' strengths and weaknesses where personnel were concerned—that is, the areas where existing staff needed training and instances where job descriptions had to be revised to better reflect expectations. Then, to shore up those areas where staffing deficiencies appeared to be comparatively high, Jackson turned to outside recruitment to attract the best people possible.
Next, Jackson launched a review of the existing and disparate operating systems for each of the 11 brands. "Common sense told us that there was real efficiency to be gained by getting down to one system," he explains.
This analysis has yielded two immediate benefits. While all the DC operations for Limited Brands in Columbus had previously been specific to a particular brand, a migration to a single,unified operating system has added considerable flexibility, which is especially important given the inherent seasonality of the retail business. "With one system in place," Jackson explains, "we now have the ability to run multiple businesses out of the same DC."
That flexibility also extends to improvements in staffing and personnel productivity. "Because we can train all the associates on one system, we now have the ability to send them from DC building to DC building without the need to be re-trained," Jackson says."It's also helped us become less dependent on seasonal, temporary help that isn't properly trained."
Limited's opportunities
Jackson's initiative at Limited Brands is now in its third phase.With the right people and the right tools in place, his goal now is to heighten internal awareness of logistics' value. "We are taking people who were just DC managers and challenging them to be logistics leaders," he says. "We are asking them to think in terms of a more horizontal focus on the full flow of goods. We've taken jobs that were just four-wall DC jobs and expanded them and helped the people understand where the value is in improving service and driving out costs."
Fully executing on this third phase of opera tional improvement may be the most challenging of Jackson's objectives and the one that may draw most heavily on his skills as a supply chain leader. "I'm working hard at trying to be a good communicator," he explains." In terms of being able to lead a team, I may have the experience and the knowledge to tell them what to do. It's not my intent, though, to dictate precisely how to do that. It's really got to be more about setting direction and focus. Essentially, I see a very large part of my job as creating opportunities for the people below me to do great work. Essentially a lot of it has to do with breaking down internal barriers to allow good things to get done."
Jackson stresses that this point should not be underestimated. "When I think about all the things that will drive our success, I constantly come back to the people," he says. "As much success as we've had with systems and processes, it's not going to happen if the people aren't behind us and they're not receptive to the change. I've been fortunate to come into an organization that really values its people."
No more static
His experience in the DC to date has led Jackson to one irrefutable conclusion: Distribution center operations represent the next big opportunity for supply chain improvement.
"Traditionally DCs have been thought of as static," he explains. "They were once set up as warehouses to simply stand there and hold inventory. But as we get into supply chain management and understand the links in the chain, we're realizing that the DC needs to be a very vibrant, active and proactive link. I think we are just starting to discover the value the DC link can add."
At Limited Brands, Jackson believes that value is quickly becoming evident. "We have an opportunity to facilitate the movement of goods to the stores, which we view as our customers," he notes." If we can get product there in a way that allows that store and the personnel to get it on the shelves in the most expeditious way, we've enhanced our whole supply chain. We used to have the store employees doing things to add value and ready the merchandise in the back room. That's not what we want to hire store people to do. Those things are better done in the DC. That's where you can really begin to see all the linkages and key components of the overall supply chain, and the role we can play in our operation that drives value."
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.
Progress in generative AI (GenAI) is poised to impact business procurement processes through advancements in three areas—agentic reasoning, multimodality, and AI agents—according to Gartner Inc.
Those functions will redefine how procurement operates and significantly impact the agendas of chief procurement officers (CPOs). And 72% of procurement leaders are already prioritizing the integration of GenAI into their strategies, thus highlighting the recognition of its potential to drive significant improvements in efficiency and effectiveness, Gartner found in a survey conducted in July, 2024, with 258 global respondents.
Gartner defined the new functions as follows:
Agentic reasoning in GenAI allows for advanced decision-making processes that mimic human-like cognition. This capability will enable procurement functions to leverage GenAI to analyze complex scenarios and make informed decisions with greater accuracy and speed.
Multimodality refers to the ability of GenAI to process and integrate multiple forms of data, such as text, images, and audio. This will make GenAI more intuitively consumable to users and enhance procurement's ability to gather and analyze diverse information sources, leading to more comprehensive insights and better-informed strategies.
AI agents are autonomous systems that can perform tasks and make decisions on behalf of human operators. In procurement, these agents will automate procurement tasks and activities, freeing up human resources to focus on strategic initiatives, complex problem-solving and edge cases.
As CPOs look to maximize the value of GenAI in procurement, the study recommended three starting points: double down on data governance, develop and incorporate privacy standards into contracts, and increase procurement thresholds.
“These advancements will usher procurement into an era where the distance between ideas, insights, and actions will shorten rapidly,” Ryan Polk, senior director analyst in Gartner’s Supply Chain practice, said in a release. "Procurement leaders who build their foundation now through a focus on data quality, privacy and risk management have the potential to reap new levels of productivity and strategic value from the technology."
Businesses are cautiously optimistic as peak holiday shipping season draws near, with many anticipating year-over-year sales increases as they continue to battle challenging supply chain conditions.
That’s according to the DHL 2024 Peak Season Shipping Survey, released today by express shipping service provider DHL Express U.S. The company surveyed small and medium-sized enterprises (SMEs) to gauge their holiday business outlook compared to last year and found that a mix of optimism and “strategic caution” prevail ahead of this year’s peak.
Nearly half (48%) of the SMEs surveyed said they expect higher holiday sales compared to 2023, while 44% said they expect sales to remain on par with last year, and just 8% said they foresee a decline. Respondents said the main challenges to hitting those goals are supply chain problems (35%), inflation and fluctuating consumer demand (34%), staffing (16%), and inventory challenges (14%).
But respondents said they have strategies in place to tackle those issues. Many said they began preparing for holiday season earlier this year—with 45% saying they started planning in Q2 or earlier, up from 39% last year. Other strategies include expanding into international markets (35%) and leveraging holiday discounts (32%).
Sixty percent of respondents said they will prioritize personalized customer service as a way to enhance customer interactions and loyalty this year. Still others said they will invest in enhanced web and mobile experiences (23%) and eco-friendly practices (13%) to draw customers this holiday season.