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.
Omnichannel has become an omnipresent topic of conversation among retailers and their suppliers. Questions ranging from the seemingly simple (What exactly is it?) to the complex (How do I get there?) abound.
Retailers are seeing an omnichannel strategy as an imperative, driven by the rapid growth of online sales and fierce competition from online giants like Amazon. "Store visits are down, while e-commerce is growing by double digits," says Jerry Koch, director of corporate marketing and product management for Intelligrated, an automated material handling technology provider that works with customers on omnichannel implementations.
Bob Babel, vice president of systems engineering for Forte, a firm that designs and builds distribution centers for its customers in addition to developing warehouse execution software, says, "Almost every customer of ours thinks e-commerce will grow by 10, 25, 30, 40 percent. You can fall behind very quickly."
Consumers, Koch says, have learned to expect a perfect order—delivered on time, where and when they want it, at a price they are willing to pay. Meeting those demands while controlling costs means getting a lot of pieces in order.
That creates real complexities for retailers with respect to inventory management, fulfillment operations, and store management. But the end goal, Koch says, is always the same: "You want to find the best way to delight the customer at the lowest cost to serve."
GET THE INVENTORY RIGHT
The first step to achieving that is knowing exactly what it is you have to sell and exactly where it is. That creates two closely linked requirements—dead-on accurate inventory and clear visibility into it across the entire network of DCs, stores, and even suppliers.
"The first thing you need to think about is visibility to inventory," says Michael Khodl, vice president of Dematic, a supplier of automated material handling and logistics systems. "What that [translates to] is the need for a software system to bring visibility to inventory wherever it exists. I think that's the biggest challenge."
Koch agrees. "You want a view of inventory across all your locations and in the stores," he says.
That's particularly challenging at the store level, where inventory accuracy is typically much lower than at the DCs, Khodl adds. And it's vastly complicated by the fact that it requires not a snapshot, but a real-time view into all of the inventory. That's not easy. "When you bring in the stores, you have a measurement of real time that is different," Koch says. "If I do direct-to-consumer, the inventory I'm going to fulfill from is a dynamic thing. No longer can I be on a traditional plan-execute-monitor-report system. I have to be transaction-based with up-to-date information for each transaction."
A view of inventory alone is not enough. Determining where to position inventory is a crucial part of the strategy development, says Koch. Expand stores' backrooms? Use central or regional DCs? Rely on third parties? Have suppliers fulfill e-commerce orders? Consolidate inventory within a DC or segregate store-bound goods from those designated for e-commerce? All of those questions must be addressed as part of an omnichannel implementation.
But the answers vary markedly. The solution for a fashion retailer will be different from the solution for a general merchandise retailer or a grocer. And even businesses in the same sector will have different issues to address. "That's a philosophy discussion inside the customer's operation," Khodl says.
Koch cites one customer he recently visited that is looking to combine wholesale fulfillment, store replenishment, and e-commerce in its operations, with orders varying from heavy boxes to individual items or "eaches," and without adding new real estate. "That's not an isolated discussion," he says. "It's one playing out among different folks in that circumstance: How do I leverage my assets—the buildings doing fulfillment—and leverage my inventory? The discussions center on what software can help me and how my [material handling] equipment can help me."
DIFFICULT DECISIONS
Developing a strategy for responding to these changing requirements can be difficult. Babel says the major issue for most retailers faced with growing e-commerce demand is the need to bring "each" picking into DCs that previously shipped full cases or split cases to stores. For DC managers, he says, that often means making tough calls, such as whether to add the labor needed for "each" picking or make sizable investments in automated solutions such as goods-to-person systems.
And the question of whether and how to fulfill online orders from stores can be a difficult one as well. For one thing, there's the matter of how to best allocate store labor. Consumers expect fast and accurate shipment of online orders. But a clerk boxing an order in the backroom is not meeting another consumer expectation: service on the store floor.
"How you manage the fulfillment process in the stores is an open discussion, and I think it's often forgotten about," Khodl says. It creates multiple issues for store management—including who will pick, pack, and ship orders; what shipping supplies to keep in the backroom; and how to manage cutoff times. It also raises questions for DCs shipping to stores—such as how frequent those shipments should be. The complexity of fulfilling e-commerce orders from stores has led many retailers to decide not to engage in the order-online/ship-from-store piece of omnichannel.
That's distinct from order-online/pick-up-at-store, in which consumers can have visibility into store inventory and reserve an item, a much simpler piece for store management and one that has rapidly become widespread. But as retailers move toward giving consumers the option to order online and pick up at the store, they should be aware of the repercussions upstream, Babel says. "There are various permutations," he says. It might mean picking from store inventory. Or it could mean boxing an item at the DC and including it in a shipment going to the store. Or it could mean that picking from store inventory triggers a replenishment order at the DC. Whichever way it plays out, filling orders at the store might require more frequent shipments to stores. In other cases, he says, retailers are asking suppliers to manage some e-commerce fulfillment from their facilities. "If you decide to go to servicing e-commerce from a DC associated with manufacturing, that's a big change for the manufacturer," he says.
OMNISCIENT SYSTEMS?
Putting all the pieces together—inventory management and visibility, a fulfillment strategy that has inventory in the right place at the right time, integrating DC and store operations—requires robust systems. Retailers face the challenge of blending multiple systems—corporate enterprise resource planning (ERP) systems, DCs' warehouse management systems, stores' inventory systems—to provide a single view of inventory and then creating a single fulfillment engine. "That's our number one challenge," Khodl says. "It's a data challenge. It's not a fulfillment challenge."
"Systems are evolving toward making decisions dynamically versus having long batching and planning cycles," says Koch.
Referring again to his recent customer visit, Koch says the systems discussion centered on how software should view inventory—as a shared pool for all channels or as a single pool. "Our answer is that you have to look at it as a shared pool that you are going to execute orders against, and you don't care if it's case, "each," direct to consumer, or shipped to the store," he says. "You can plan your execution against it and make your allocations against the same inventory pool."
But that's not universally accepted. Babel says customers vary in how they approach the issue. "We have clients that upon receipt are separating inventory and allocating for the e-commerce business." Others, he says, are having suppliers break down shipments to separate goods bound for stores from those destined for e-commerce so that they're segregated when they arrive at the DC. That option, he acknowledges, may be available only to large retailers with enough clout to demand that service from suppliers.
Omnichannel implementation, retailers have come to understand, allows them to strengthen their hand in the battle for consumer hearts and dollars by taking advantage of assets the big online giants don't have—their stores. Yet implementing the strategy remains a daunting challenge.
"I don't know if anyone has quite figured it out," Khodl says. "Everyone is searching."
Leaders at American ports are cheering the latest round of federal infrastructure funding announced today, which will bring almost $580 million in Port Infrastructure Development Program (PIDP) awards, funding 31 projects in 15 states and one territory.
“Modernizing America’s port infrastructure is essential to strengthening the multimodal network that supports our nation's supply chain,” Maritime Administrator Ann Phillips said in a release. “Approximately 2.3 billion short tons of goods move through U.S. waterways each year, and the benefits of developing port infrastructure extend far beyond the maritime sector. This funding enhances the flow and capacity of goods moved, bolstering supply chain resilience across all transportation modes, and addressing the environmental and health impacts on port communities.”
Even as the new awardees begin the necessary paperwork, industry group the American Association of Port Authorities (AAPA) said it continues to urge Congress to continue funding PIDP at the full authorized amount and get shovels in the ground faster by passing the bipartisan Permitting Optimization for Responsible Transportation (PORT) Act, which slashes red tape, streamlines outdated permitting, and makes the process more efficient and predictable.
"Our nation's ports sincerely thank our bipartisan Congressional leaders, as well as the USDOT for making these critical awards possible," Cary Davis, AAPA President and CEO, said in a release. "Now comes the hard part. AAPA ports will continue working closely with our Federal Government partners to get the money deployed and shovels in the ground as soon as possible so we can complete these port infrastructure upgrades and realize the benefits to our nation's supply chain and people faster."
Supply chains are poised for accelerated adoption of mobile robots and drones as those technologies mature and companies focus on implementing artificial intelligence (AI) and automation across their logistics operations.
That’s according to data from Gartner’s Hype Cycle for Mobile Robots and Drones, released this week. The report shows that several mobile robotics technologies will mature over the next two to five years, and also identifies breakthrough and rising technologies set to have an impact further out.
Gartner’s Hype Cycle is a graphical depiction of a common pattern that arises with each new technology or innovation through five phases of maturity and adoption. Chief supply chain officers can use the research to find robotic solutions that meet their needs, according to Gartner.
Gartner, Inc.
The mobile robotic technologies set to mature over the next two to five years are: collaborative in-aisle picking robots, light-cargo delivery robots, autonomous mobile robots (AMRs) for transport, mobile robotic goods-to-person systems, and robotic cube storage systems.
“As organizations look to further improve logistic operations, support automation and augment humans in various jobs, supply chain leaders have turned to mobile robots to support their strategy,” Dwight Klappich, VP analyst and Gartner fellow with the Gartner Supply Chain practice, said in a statement announcing the findings. “Mobile robots are continuing to evolve, becoming more powerful and practical, thus paving the way for continued technology innovation.”
Technologies that are on the rise include autonomous data collection and inspection technologies, which are expected to deliver benefits over the next five to 10 years. These include solutions like indoor-flying drones, which utilize AI-enabled vision or RFID to help with time-consuming inventory management, inspection, and surveillance tasks. The technology can also alleviate safety concerns that arise in warehouses, such as workers counting inventory in hard-to-reach places.
“Automating labor-intensive tasks can provide notable benefits,” Klappich said. “With AI capabilities increasingly embedded in mobile robots and drones, the potential to function unaided and adapt to environments will make it possible to support a growing number of use cases.”
Humanoid robots—which resemble the human body in shape—are among the technologies in the breakthrough stage, meaning that they are expected to have a transformational effect on supply chains, but their mainstream adoption could take 10 years or more.
“For supply chains with high-volume and predictable processes, humanoid robots have the potential to enhance or supplement the supply chain workforce,” Klappich also said. “However, while the pace of innovation is encouraging, the industry is years away from general-purpose humanoid robots being used in more complex retail and industrial environments.”
An eight-year veteran of the Georgia company, Hakala will begin his new role on January 1, when the current CEO, Tero Peltomäki, will retire after a long and noteworthy career, continuing as a member of the board of directors, Cimcorp said.
According to Hakala, automation is an inevitable course in Cimcorp’s core sectors, and the company’s end-to-end capabilities will be crucial for clients’ success. In the past, both the tire and grocery retail industries have automated individual machines and parts of their operations. In recent years, automation has spread throughout the facilities, as companies want to be able to see their entire operation with one look, utilize analytics, optimize processes, and lead with data.
“Cimcorp has always grown by starting small in the new business segments. We’ve created one solution first, and as we’ve gained more knowledge of our clients’ challenges, we have been able to expand,” Hakala said in a release. “In every phase, we aim to bring our experience to the table and even challenge the client’s initial perspective. We are interested in what our client does and how it could be done better and more efficiently.”
Although many shoppers will
return to physical stores this holiday season, online shopping remains a driving force behind peak-season shipping challenges, especially when it comes to the last mile. Consumers still want fast, free shipping if they can get it—without any delays or disruptions to their holiday deliveries.
One disruptor that gets a lot of headlines this time of year is package theft—committed by so-called “porch pirates.” These are thieves who snatch parcels from front stairs, side porches, and driveways in neighborhoods across the country. The problem adds up to billions of dollars in stolen merchandise each year—not to mention headaches for shippers, parcel delivery companies, and, of course, consumers.
Given the scope of the problem, it’s no wonder online shoppers are worried about it—especially during holiday season. In its annual report on package theft trends, released in October, the
security-focused research and product review firm Security.org found that:
17% of Americans had a package stolen in the past three months, with the typical stolen parcel worth about $50. Some 44% said they’d had a package taken at some point in their life.
Package thieves poached more than $8 billion in merchandise over the past year.
18% of adults said they’d had a package stolen that contained a gift for someone else.
Ahead of the holiday season, 88% of adults said they were worried about theft of online purchases, with more than a quarter saying they were “extremely” or “very” concerned.
But it doesn’t have to be that way. There are some low-tech steps consumers can take to help guard against porch piracy along with some high-tech logistics-focused innovations in the pipeline that can protect deliveries in the last mile. First, some common-sense advice on avoiding package theft from the Security.org research:
Install a doorbell camera, which is a relatively low-cost deterrent.
Bring packages inside promptly or arrange to have them delivered to a secure location if no one will be at home.
Consider using click-and-collect options when possible.
If the retailer allows you to specify delivery-time windows, consider doing so to avoid having packages sit outside for extended periods.
These steps may sound basic, but they are by no means a given: Fewer than half of Americans consider the timing of deliveries, less than a third have a doorbell camera, and nearly one-fifth take no precautions to prevent package theft, according to the research.
Tech vendors are stepping up to help. One example is
Arrive AI, which develops smart mailboxes for last-mile delivery and pickup. The company says its Mailbox-as-a-Service (MaaS) platform will revolutionize the last mile by building a network of parcel-storage boxes that can be accessed by people, drones, or robots. In a nutshell: Packages are placed into a weatherproof box via drone, robot, driverless carrier, or traditional delivery method—and no one other than the rightful owner can access it.
Although the platform is still in development, the company already offers solutions for business clients looking to secure high-value deliveries and sensitive shipments. The health-care industry is one example: Arrive AI offers secure drone delivery of medical supplies, prescriptions, lab samples, and the like to hospitals and other health-care facilities. The platform provides real-time tracking, chain-of-custody controls, and theft-prevention features. Arrive is conducting short-term deployments between logistics companies and health-care partners now, according to a company spokesperson.
The MaaS solution has a pretty high cool factor. And the common-sense best practices just seem like solid advice. Maybe combining both is the key to a more secure last mile—during peak shipping season and throughout the year as well.
The Boston-based enterprise software vendor Board has acquired the California company Prevedere, a provider of predictive planning technology, saying the move will integrate internal performance metrics with external economic intelligence.
According to Board, the combined technologies will integrate millions of external data points—ranging from macroeconomic indicators to AI-driven predictive models—to help companies build predictive models for critical planning needs, cutting costs by reducing inventory excess and optimizing logistics in response to global trade dynamics.
That is particularly valuable in today’s rapidly changing markets, where companies face evolving customer preferences and economic shifts, the company said. “Our customers spend significant time analyzing internal data but often lack visibility into how external factors might impact their planning,” Jeff Casale, CEO of Board, said in a release. “By integrating Prevedere, we eliminate those blind spots, equipping executives with a complete view of their operating environment. This empowers them to respond dynamically to market changes and make informed decisions that drive competitive advantage.”