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."
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."