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."
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.
The “series B” funding round was financed by an unnamed “strategic customer” as well as Teradyne Robotics Ventures, Toyota Ventures, Ranpak, Third Kind Venture Capital, One Madison Group, Hyperplane, Catapult Ventures, and others.
The fresh backing comes as Massachusetts-based Pickle reported a spate of third quarter orders, saying that six customers placed orders for over 30 production robots to deploy in the first half of 2025. The new orders include pilot conversions, existing customer expansions, and new customer adoption.
“Pickle is hitting its strides delivering innovation, development, commercial traction, and customer satisfaction. The company is building groundbreaking technology while executing on essential recurring parts of a successful business like field service and manufacturing management,” Omar Asali, Pickle board member and CEO of investor Ranpak, said in a release.
According to Pickle, its truck-unloading robot applies “Physical AI” technology to one of the most labor-intensive, physically demanding, and highest turnover work areas in logistics operations. The platform combines a powerful vision system with generative AI foundation models trained on millions of data points from real logistics and warehouse operations that enable Pickle’s robotic hardware platform to perform physical work at human-scale or better, the company says.
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."