Purists like to argue about the differences between the two. But we say the distinctions are artificial contrivances, and if pursued, can take your eye away from the ball.
Art van Bodegraven was, among other roles, chief design officer for the DES Leadership Academy. He passed away on June 18, 2017. He will be greatly missed.
Is there a conflict between inventory management and inventory control? Well, sort of. Not that most of us care, but the purists can get a bit savage in defense of their position(s). To us, it brings to mind the endless 18th century theological debates about how many angels could dance on the head of a pin.
Pointless, but then so is the head of a pin.
The research is rife with differing opinions and definitions regarding what constitutes inventory management and what qualifies as inventory control. One body of thought holds that inventory management is about "placement" (whatever that means), reordering, and receiving/storage of inventory. Another maintains that inventory control is about location, reordering transactions, taking physical inventory, and cycle counting.
Still another guest expert promotes the purposes of inventory control as being to reduce slow-moving inventories, to avoid overstocks, and to use inventories effectively, consciously balancing investment against the monetary consequences of unfilled orders. He follows that thinking with eloquent discussions of some not-so-advanced concepts of min-max, two-bin, ABC stratification, and 30-day order cycle reviews to govern replenishment actions.
Amidst the cacophony of voices weighing in on the subject, Jon Schreibfeder is probably the most cogent writer in the field today. He, btw, treats inventory management and control as a holistic set of simultaneous concerns.
Why is this important?>
All too frequently, we collectively jump all over inventories as an example of an area where supply chain management can contribute to corporate financial performance. The focus is on reducing inventories and their attendant investments, thus beefing up the corporate return on assets.
Sad. 20th century mentality in action. All wrong for the 21st century. Not that we shouldn't be reasonable and prudent about inventory investment, but ...
Our real contribution is not to continually cut inventories (despite the importance of getting the junk out of the attic). It is, rather, to have the right inventory in the right locations to satisfy customers—if not make them ecstatic. The positive impact of high customer service levels, coupled with managing the required investment carefully, is incredibly more powerful in elevating corporate performance than simply taking a hatchet to whatever inventory happens to be close at hand.
So, in our view, this inventory subject must be approached holistically, integrating planning (management) and control (transaction execution) for strategically optimal results. This perspective means that focusing on specific and limiting definitions of elements of either management or control (however they are defined) is a loser's game.
All the pieces of the puzzle
Not only is it important to work on both management and control components, irrespective of where their definitions might fall, but it is critical to recognize, and take decisions and actions based on the understanding that what we would call inventory management—planning and strategies—does have at least two distinct levels of application.
The first circle of planning begins with key elements that many inventory specialists give little thought to, which is why a strategic supply chain perspective can make the difference between success and failure. The process actually falls into what we usually think of as facility planning, beginning with geographic location(s) and site selection.
The strategic placement of facilities is, done correctly, driven by customer locations, customer needs, customer order profiles, customer/product linkages, and customer service requirements (influenced, in turn, by the needs of the markets the customers serve). The process includes development of product profiles for specific facilities and specific missions, and must include inventory profiles to support the initial view of requirements.
Subsequent building layout then considers the physical and movement characteristics of the pro forma inventory to prepare high-level layouts and flows for products that are floor stacked, in pallet racks of various types, in case racks, and in shelving, for example. Preliminary slotting (discrete location), based on future expectations extrapolated from historical data, defines the go-live facility/inventory profile.
The devil and the details
Subsequent planning is then based on operating experience and typically tweaks the initial set as a result of product and order profile changes, customer gains and losses, demand shifts, and technology changes. Changes in sources and suppliers, as well as in their capabilities, can affect both necessary inventory holdings and the parameters of replenishment order cycles and quantities.
This is where we deal with the nitty-gritty of reorder points, economic order quantities, replenishment cycle times, risk periods, mean absolute deviations, safety stock, forecasts, seasonality, and lumpy demand.
There are some basics, though, that cannot be ignored. Inventory-related transactions must be near-perfectly executed, with extreme discipline and total accuracy. Anything short of that begins to erode the quality of the data that is supposed to define inventories, leading in turn to genuine risks in supply chain performance and customer satisfaction.
At core, unless execution is striving for perfection and stock-level records are absolutely accurate, both inventory planning and inventory control are somewhat abstract. Abstraction was good for Picasso, not so much for consistently creating perfect orders for customers.
When errors are detected, it is not enough to correct them. That might satisfy the accountants, but systemic problems demand systemic solutions. So, immediate action by a highly capable internal SWAT team, using the root cause analysis and problem-solving techniques that have been standards for decades, is definitely called for. Beyond a team intervention, fixes need to contain mechanisms to virtually assure accuracy, such as scans, electronic confirmation, check digits, and reconciliation processes.
It's all about flawless execution, whatever it takes. Putaway in predetermined locations, count verification in both putaway and picking. SKU number validation. Near-immediate dock-to-stock performance and system entry. Systems and technology are big enablers, but, absent up-to-date tools, processes must make up for their lack.
A final shot
In short, don't worry, be happy, mon. Differences and distinctions between inventory management and inventory control are artificial contrivances, and if pursued, can take your eye away from the ball.
Taking care of business in accuracy and discipline in all things related to inventory will put you on the road to effectively managing and controlling.
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.
The Florida logistics technology startup OneRail has raised $42 million in venture backing to lift the fulfillment software company its next level of growth, the company said today.
The “series C” round was led by Los Angeles-based Aliment Capital, with additional participation from new investors eGateway Capital and Florida Opportunity Fund, as well as current investors Arsenal Growth Equity, Piva Capital, Bullpen Capital, Las Olas Venture Capital, Chicago Ventures, Gaingels and Mana Ventures. According to OneRail, the funding comes amidst a challenging funding environment where venture capital funding in the logistics sector has seen a 90% decline over the past two years.
The latest infusion follows the firm’s $33 million Series B round in 2022, and its move earlier in 2024 to acquire the Vancouver, Canada-based company Orderbot, a provider of enterprise inventory and distributed order management (DOM) software.
Orlando-based OneRail says its omnichannel fulfillment solution pairs its OmniPoint cloud software with a logistics as a service platform and a real-time, connected network of 12 million drivers. The firm says that its OmniPointsoftware automates fulfillment orchestration and last mile logistics, intelligently selecting the right place to fulfill inventory from, the right shipping mode, and the right carrier to optimize every order.
“This new funding round enables us to deepen our decision logic upstream in the order process to help solve some of the acute challenges facing retailers and wholesalers, such as order sourcing logic defaulting to closest store to customer to fulfill inventory from, which leads to split orders, out-of-stocks, or worse, cancelled orders,” OneRail Founder and CEO Bill Catania said in a release. “OneRail has revolutionized that process with a dynamic fulfillment solution that quickly finds available inventory in full, from an array of stores or warehouses within a localized radius of the customer, to meet the delivery promise, which ultimately transforms the end-customer experience.”
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.