Integrating store and consumer fulfillment operations is never easy—particularly when it's all done from the same site. Here's how Chico's pulled it off.
James Cooke is a principal analyst with Nucleus Research in Boston, covering supply chain planning software. He was previously the editor of CSCMP?s Supply Chain Quarterly and a staff writer for DC Velocity.
At women's specialty retailer Chico's FAS Inc., the walls have come a-tumbling down—the walls between brick-and-mortar and e-commerce operations, that is. From the company's perspective, a sale is a sale regardless of how or where it takes place. "The lines between store sales and online sales have become irrevocably blurred," said Dave Dyer, the retailer's CEO, in a recent call with analysts. "We are channel-agnostic at Chico's FAS."
While that kind of thinking may be very much in line with the realities of today's retail environment, it can pose challenges for the back end of the operation, particularly order fulfillment. That's especially true for a company like Chico's that fills both direct-to-consumer and store replenishment orders from a single distribution complex. To pull this off requires a lot of flexibility on the facility's part. Basically, a distribution operation must either be able to handle both kinds of orders at the same time or be able to quickly shift back and forth between the two.
To cope with the challenges of multichannel distribution, Chico's turned to automation. But not just any type of automation. The system Chico's chose is a highly flexible setup featuring a sophisticated, high-capacity sorter that allows it to handle a different type of fulfillment on each side of the track.
CHALLENGED BY SALES GROWTH
Based in Fort Myers, Fla., Chico's recorded $2.6 billion in sales last year. The retailer of women's clothing and fashion accessories has four brands: Chico's, White House/Black Market, Soma Intimates, and Boston Proper, which it acquired two years ago. The company has more than 1,350 women's specialty stores throughout the United States as well as the U.S. Virgin Islands and Puerto Rico. Those four brands are also sold online.
The retailer currently has between 300 and 350 suppliers. A substantial portion of those contractors are based in Asia, although Chico's does have suppliers in the Western Hemiäphere and Europe. For the most part, merchandise is shipped to the United States via ocean, although the retailer occasionally uses air. From the point of entry in the United States, product is trucked to its two distribution facilities, both located in an industrial park in Winder, Ga., northeast of Atlanta.
Originally, the company operated only one distribution center in Winder – a 258,000-square-foot facility that handled both store replenishment and fulfillment of online orders for the Chico's, White House/Black Market, and Soma Intimates brands. However, by 2009, sales volume had reached the point where it was straining the facility's capacity. So when a tenant vacated a nearby warehouse, the company bought the building, according to Kent Kleeberger, the retailer's chief operating officer and executive vice president.
Initially, Chico's moved its entire Soma business to the second distribution center, a 300,000-square-foot facility. Chico's then shifted its direct-to-consumer fulfillment for its other three brands to that second site.
In 2011, while Chico's was still mulling its options for handling the steady increases in online orders and further store expansions, it acquired Boston Proper, a company that sold its merchandise—women's apparel and accessories—only through catalogs or its website. (In 2013, Boston Proper finally opened a brick-and-mortar store.)
Chico's concluded that its legacy systems and processes would not be able to support the company's growth plans, especially since it planned to open 120 stores annually over the next five years. At the same time, it wanted to avoid the cost of expanding the buildings. Ultimately, Chico's decided to automate its second distribution center, which the company calls "DC-2," to handle multichannel distribution. The first DC would continue to do "purchase-order push" shipments, in which goods from an inbound shipment are pre-allocated for store delivery. Kleeberger says that generally, Chico's pushes out somewhere between 70 and 85 percent of inbound shipments to the stores.
CROSS-BELT SORTER SOLUTION
To prepare for the challenge of handling both retail replenishment and online order fulfillment, Chico's first reconfigured and modified its warehouse management system for DC-2. The WMS, supplied by Manhattan Associates, provides picking directions for workers selecting items from both reserve replenishment inventory and the active pick modules at the site, which uses a wave picking process.
But the key here—unique to its solution for handling multichannel distribution—was the deployment of an 840-foot cross-belt sorter loop, furnished by Beumer Corp. The sorter occupies a central space between the product storage area and outgoing shipping area. It features 362 chutes, each with four compartments. Two compartments are used for the active sorting of orders by operators handling the packing for either specific stores or online merchandise; the other two compartments act as buffers for them. The system can handle 17,000 items an hour.
The sorter loop provides flexibility for multichannel distribution because each side can be assigned to a different business. "The whole process is really fluid," says Kleeberger. "Through each wave, we can change the configuration."
As one side of the oval track is being used for store orders—say, replenishment shipments for a Soma boutique—the other side might handle online orders for Boston Proper. "We can literally process one business down one side of the oval track and another business on the other side," says Kleeberger.
At each end of the cross-belt sorter loop, warehouse workers place product onto one of five induction lines. The induction line transfers the product onto a cell in the cross belt. A camera scanner located downstream from the induction area reads the product's bar code and sends information to the Beumer control system. That system determines the optimum chute assignment. When the product reaches the destination chute, the cross-belt cell moves the product onto the chute.
When the chutes are full, a light signals a person to clear items in the compartment, and an LCD display indicates the order type - for example, retail. At that point, depending on destination, the items can be placed in a carton for conveyance to a dock door or be deposited into a tote to be delivered to a pack-out station, where the items are packaged for consumer delivery.
EFFICIENCY, FLEXIBILITY, AND COST AVOIDANCE
As for how the new system has worked out, by all accounts, it's proved to be a winner. In fact, the cross-belt sorter solution allowed Chico's to keep up with increased order volume during the last (2012) holiday season. The company was able to handle a 35-percent increase in direct-to-consumer orders during that period.
Kleeberger says the benefits of the cross-belt sorter loop solution for multichannel distribution include efficiency, flexibility, and cost avoidance from not having to expand its two buildings. Furthermore, he notes, the investment in automation helped the company control the labor costs associated with multichannel distribution. "You spend more money on automation with the intent to get a positive ROI," he says, "and part of that ROI is cost avoidance on increased labor to [accommodate] growth."
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."