Peter Bradley is an award-winning career journalist with more than three decades of experience in both newspapers and national business magazines. His credentials include seven years as the transportation and supply chain editor at Purchasing Magazine and six years as the chief editor of Logistics Management.
Though not yet two years old, the Warehousing Education and Research Council's (WERC) facility certification program has already built a track record of providing benefits to the companies that take part. Participants say those benefits can come in at least two forms: improvement in operations in preparation for certification, and validation of existing capabilities and efficiencies by the certification itself.
The program was launched in late 2010 to fill what WERC's leadership saw as a void in the industry. Kate Vitasek, co-founder of the consultancy Supply Chain Visions and one of architects of the program, says the idea was to create a standard against which warehouse managers could measure their facilities' performance. "We've been doing benchmarking for several years, and I've been in over 300 warehouses," she says. "It is always sad to see companies that think they are much better than they are." She adds that she has literally seen warehouses that use sticky notes for labeling racks and write numbers on boxes for cycle counts.
The program, which is open to third-party logistics service providers (3PLs) as well as "first-party" private warehouses, also provides a means of independent verification of a facility's capabilities. Vitasek sees that as a major benefit for shippers who use contract warehouse services. Certification will assure those customers that a 3PL meets minimum standards, she explains, adding that she hopes that someday, third parties will be required to be certified before they're even allowed to submit an RFP.
Getting certified
To earn certification in the voluntary program, a facility must undergo an inspection and assessment of its processes by an independent auditor. The auditor grades the operation against the standards outlined in WERC's Warehousing Fulfillment Process Benchmark and Best Practices Guide. The assessment covers eight standard warehousing processes: receiving and inspection, material handling, slotting, storage and inventory control, warehouse management systems, shipping documentation, picking and packing, and consolidation and shipping. The auditor assigns scores to each activity based on a five-point scale—poor practice, inadequate practice, common practice, good practice, and best practice.
Steve Murray of Supply Chain Visions designed the program under the guidance of Vitasek and Michael Mikitka, WERC's chief executive officer. Murray now conducts the audits for WERC and has completed more than 20, including assessments of facilities run by major companies like Colgate and Starbucks. (To avoid the appearance of conflict, Supply Chain Visions is contractually barred from providing consulting services to a company it has audited for the program unless the two had a pre-existing business relationship.)
For companies considering going through the process, which does carry a fee, WERC provides an audit preparation guide. That guide, Murray says, includes a step-by-step explanation of what the auditor will look for.
The process itself involves a questionnaire, an initial telephone conversation with Murray about the procedure, and a full-day site visit. "We go through a kick-off meeting, then go out and walk the facility," he says. "We follow the flow of product from receiving to shipping, then we talk about the WMS and other tools used to run the warehouse." The evaluation covers 114 individual process elements categorized within the eight process areas.
After the audit, Murray prepares a spreadsheet tool and a report that normally runs 20 to 30 pages, which WERC sends to the facility. Finally, Murray and facility management hold a conference call to review the document. "I go through it to the level of detail they want," he says.
Earning the certification requires achieving a minimum score on each of the 114 elements. "You fail one, and you are not certified," Murray says.
Big benefits
As for what prompts companies to go through the certification process, Murray says it's a couple of things. "We believe it's in everyone's best interest to meet a minimum level of best practices," he says. While companies could perform self audits using the WERC guide, both third parties and first-party warehouse operators see value in the certification, he asserts.
"If you're a 3PL, theoretically you're in a better position to market your services if you can declare you are certified," Murray says. In a few cases, he adds, third parties have gone through the process at the insistence of their customers.
For first-party warehouses, it's usually about the process, Murray says. "Often we find that internally they know have problems and want someone to help them understand where the problems are and where they could improve. Or the managers of supply chain or distribution feel they're not getting enough respect from senior management. I've seen cases where a facility may be lobbying for capital, technology, or manpower. Going through the process will show weaknesses and support the request. Another potential motivation: If a facility manager can prove through the certification process that a facility has adopted best practices, it could dissuade management from considering outsourcing."
A fan of the program
Those who've been through the program can attest to the benefits. One such company is Hunter Fan, a Memphis, Tenn.-based manufacturer of ceiling fans. As Michael Ritter, the company's senior vice president of operations, explains, the manufacturer decided to seek certification last year in order to demonstrate to senior management and investors that its Byhalia, Miss., DC was among the best in the business.
Ritter credits David Phillips, general manager of warehousing and distribution, for leading the 936,000-square-foot DC through the certification process, a distinction it earned in November. Ritter says that when Phillips took over management of the DC last year, he began to roll out lean management tools to the facility's 85 employees, including the management group, supervisors, and the shop floor, with the aim of developing best-in-class processes as outlined in the WERC program. Other members of the DC's leadership team included Leone DeGaetano, director of transportation; Mike Bradford, operations manager; and Jim Bond, rework/returns and receiving manager.
Earning the certification, Ritter says, validated for him and other senior managers that the DC was operating as well as if not better than others. "It told me the facility is managed better than average and that we had a professional environment focusing on the right things and performing very well." For employees, he adds, it provided reinforcement that the work asked of them has been worthwhile.
Quest for validation
For OHL, a major third-party service provider, the decision to go through the certification process was part of a broader effort to standardize operations across its facilities as well as ensure it was staying abreast of industry trends. As Randall Coleman, OHL's senior vice president for the South region, explains, "We had embarked on a program about a year ago trying to drive consistency across all our operations, so what the customer is seeing is the same in each DC. At the same time, we wanted to challenge ourselves to show we were moving in the right direction in regard to best practices."
Coleman says OHL used the WERC best practices guide as a roadmap to improve service levels. To date, the Brenéwood, Tenn.-based company has completed certification of three facilities.
Looking at best practices, he says, helps alert companies to how those practices evolve. "There's always a tendency to allow yourself to be constrained by what's going on within the four walls," he says. "You don't look outside. But what was acceptable performance two to five years ago is now run of the mill or subpar. So participating in the certification program was a good way to benchmark against the best in class."
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.