By tailoring its supply chain strategy for specific product segments, the global beverage company reduced the risk of disruption to its growing Asian business. In the process, it gained a competitive advantage in this vast and variable market.
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.
The vastness of Asia makes supply chain operations in that region especially susceptible to disruptions. A 2012 study by the Asian Development Bank reported that people living in the Asia-Pacific region are 25 times more likely to be affected by a natural disaster than are residents of Europe or North America. And it's not just natural disasters that can impact supply chains in that part of the world. Geopolitical upheavals, epidemics, currency fluctuations, port delays, terrorist attacks, and volatile fuel prices also can wreak havoc with Asian supply chains. Despite those risks, many companies view the Asian market as critical to their long-term growth. To succeed in that continent's diverse and far-flung markets, then, they must adopt strategies to confront such challenges.
One of those companies is Diageo plc, the global manufacturer and distributor of premium spirits, wine, and beer. Serving the Asian market is a complex undertaking for Diageo, which imports more than 60 percent of the product it sells in Asia from Scotland. That's because of country-specific differences in duties and regulations, a huge range of stock-keeping units (SKUs), the perishable nature of its products, the long lead times for transportation, and market demand volatility. All of those factors can influence inventory, warehousing costs, production flexibility, and customer service.
In order to ensure a steady supply of products to satisfy consumers throughout this diverse and challenging market, Diageo segmented both its product lines and its supply chain into three categories. The company tailored its distribution and inventory practices to each product segment, and used local manufacturing or postponement to minimize the impact of any supply chain disruption on its Asian business.
But the impact of this business model extends far beyond risk mitigation. The differentiated product/supply chain strategy also enabled Diageo to reduce its inventory holdings for certain products while still meeting consumer demand that is specific to national markets—a distinct competitive advantage.
Asia: Targeted for growth
Headquartered in London, Diageo plc is a multinational beverage company. As the world's largest producer of spirits, it owns such well-known brands as Johnnie Walker Scotch whisky, Captain Morgan rum, Smirnoff vodka, and Tanqueray gin. It's also a major producer of wine and beer, owning the Guinness label, among others. The company reported more than US $17 billion in worldwide revenue in fiscal year 2013 from sales in 180 countries.
Although North America and Western Europe accounted for 33 percent and 19 percent, respectively, of its net sales in fiscal year 2013, Diageo is looking to emerging markets for much of its future growth. The company is already well established in those markets. In 2013, South America represented 13 percent of net sales; Africa, Eastern Europe, and Turkey comprised 20 percent; and Asia and Australia 15 percent. But Diageo wants 50 percent of its business growth to come from emerging markets by 2017 and is aiming to lift Asian sales to 25 percent of overall revenue by then, says Joy Rice, Diageo's Asia-Pacific supply chain support director.
That may sound like a tough goal to meet, but the Asian market offers Diageo a tremendous opportunity to increase sales. For one thing, Rice says, Asians consume the highest volume of spirits in the world in terms of gross sales. For another, the Asia-Pacific region is home to one-third of the world's richest people, making it a target market for luxury goods like high-end beverages. But Asia-Pacific can't be viewed through a single lens, Rice says, because it includes discrete national markets with different social norms and customs, and various levels of income.
Efficient, responsive, and agile
To address those market intricacies, Diageo five years ago segmented its Asian supply chain into three categories, based on product complexity and predictability of demand. On a volume basis, most of the company's sales fall within what it terms the "efficient" supply chain category. The products in this category achieve high-volume sales, enjoy predictable demand, and don't require special packaging or treatment. They're generally made on dedicated production lines and can be shipped using the most cost-effective form of distribution. Examples of products in this category would be widely available, moderately priced brands like Johnnie Walker Black Scotch whisky or Smirnoff vodka.
The second segment—dubbed the "responsive" supply chain—includes lower-volume product with more volatile demand. To ensure supply in the face of fluctuating demand, inventory is held close to the market where it is consumed. Products in this category can also require customization, such as special packaging. An example would be Johnnie Walker Blue Scotch whisky, a higher-priced, premium blend sold in a silk-lined box with a certificate of authenticity.
The final category—the "agile supply chain"—includes product with highly unpredictable demand that must also reach the market within a critical time period. To ensure adequate supply for this product category, Diageo must have both manufacturing and distribution agility, as serving this specialty category can require production ramp-ups and even sudden exits of a product from the market. An example would be the new Johnnie Walker Explorer's Club Collection, specially packaged product that's only available in travel retail outlets and duty-free shops.
Diageo has established local production capacity for each of the three segments. The company considers manufacturing in Asia to be critical to its ability to provide Asian markets with consistent customer service and prevent supply disruptions. "It allows us to keep product closer to the market to reduce lead time," Rice explains. Moreover, local manufacturing is what makes it possible for Diageo to execute a differentiated supply chain, she adds.
At present Diageo operates 13 manufacturing facilities, either wholly owned, joint ventures, or third-party operations, in the Asia-Pacific region. Diageo's wholly owned facilities, located in Bundaberg, Queensland, and Huntingwood, New South Wales, Australia, and Incheon, South Korea, produce a wide range of products for the Asian market. Diageo also has joint-venture and third-party bottling facilities in China, Vietnam, Singapore, Hong Kong, Indonesia, Japan, and Malaysia that produce spirits and beer, including some that are specific to local markets.
A key element of Diageo's Asian risk management strategy was the opening of a product-finishing and distribution center in Singapore in 2006. The center, which has the capacity to handle 8 million cases of liquor annually, allows Diageo to efficiently handle imported beverages. Imported product—for example, Scotch whisky, which can only be labeled as such if it is made in Scotland—is transported in bulk, in cases, and in kegs. It is held in the Singapore facility until there is a specific demand for it. The DC then applies the appropriate labels and tax stamps for the individual national markets and ships the order.
Because it can tailor products to local markets and ship them in response to changes in demand, the Singapore center supports Diageo's responsive and agile supply chain strategies. "It allows us to mitigate demand volatility," Rice says. But there have been other benefits, too. "Since its launch, we have improved customer service," she says. "The decision to finish some of our products in Singapore, rather than Scotland or elsewhere, has reduced lead time from eight to ten weeks down to one to three weeks."
In 2011 Diageo constructed a "super-premium" finishing center in Singapore, located adjacent to the first facility. The new center further supports the company's agile supply chain strategy by developing time-sensitive products for special occasions. For example, it creates special liquor packages for the Chinese New Year and Vietnam's "Tet" New Year celebrations. The center can even produce packages with special engravings on them. Performing these activities in a purpose-built facility has undeniable benefits. "Our super-premium finishing center allows for limited-edition, small-batch orders to be quickly assembled at short notice without compromising cost efficiencies and disrupting the supply chain operations for the rest of our portfolio," Rice explains.
A competitive advantage
While Diageo's approach has been very effective in mitigating supply chain risk in Asia, it has also helped Diageo better manage its costs and forward planning. For example, because the Singapore center allows Diageo to reduce long lead times for imported product, especially Scotch whisky, the company can hold less inventory in Asia and still respond quickly to local demand. "By establishing a distribution and finishing center and a super-premium center in Singapore, we're able to keep our products closer to markets in the region," Rice says. "Markets now have the option of placing orders with a shorter lead time and improved forecast accuracy."
Diageo's differentiated product strategy results in a competitive advantage in Asia, Rice says, because it gives the global manufacturer the ability to sell a range of products that meet different consumer demands, and thus capture a greater share of Asia-Pacific's various markets. Diageo's differentiated supply chain design and infrastructure, matched to specific product marketing strategies, makes all that possible. Says Rice: "Establishing differentiated capabilities in our supply chain allows us to support this strategy with speed and agility."
This story first appeared in the Quarter 2/2014 edition of CSCMP's Supply Chain Quarterly, a journal of thought leadership for the supply chain management profession and a sister publication to AGiLE Business Media's DC Velocity. Readers can obtain a subscription by joining the Council of Supply Chain Management Professionals (whose membership dues include the Quarterly's subscription fee). Subscriptions are also available to nonmembers for $34.95 (digital) or $89 a year (print). For more information, visit www.SupplyChainQuarterly.com.
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."