Study: to excel at omnichannel distribution, you need the right stuff
Everyone wants to be the master of the omnichannel universe. But our exclusive study shows that most companies have been reluctant to make the necessary investment in distribution technology.
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.
As retail goes omnichannel, many distribution operations are undergoing a seismic shift. That's particularly true of conventional retailers, which once only had to worry about keeping their store shelves stocked. These days, that's not enough. When it comes to the shopping experience, today's consumers expect to move effortlessly between the physical and digital worlds—they want the option to buy online and pick up at the store, or buy at a store and have the order delivered from a warehouse/DC—or even another store. That puts enormous pressure on the retailer's order fulfillment and distribution operations to integrate their store and digital selling channels to work seamlessly together.
To get a better understanding of how this has affected distribution operations, DCV and ARC Advisory Group teamed up last year to conduct the inaugural omnichannel distribution study. Among other findings, the research indicated that retailers' service ambitions often outpaced their capabilities. That is, although they offered customers a wide array of omnichannel services, they didn't always have the proper groundwork in place—particularly at the store level.
To see what progress has been made in the past year, DC Velocity and its sister publication, CSCMP's Supply Chain Quarterly, teamed up with ARC Advisory Group to conduct a follow-up study—one that would take a deeper dive into the details of DC operations that support omnichannel initiatives. This year's survey sought to answer a number of key questions: How far have retailers progressed down the omnichannel road? How are they responding to the new demands of an "anything, anytime, anywhere" retail environment? And what tools and technologies are they using to manage their operations?
THE WHYS AND HOWS
Given all the headaches involved, it seems fair to ask why companies get involved in omnichannel in the first place. As the study made clear, most consider omnichannel a business imperative. When asked to name their top reason for engaging in omnichannel commerce, 83 percent of respondents said their objective was to increase sales—up slightly from last year's 78 percent. In both years' studies, the second and third most frequent responses were to boost market share and to increase customer loyalty.
As for what sales channels the respondents are using, 38 percent are engaged in "direct sales" to the customer or consumer, meaning they sell the merchandise themselves either in a brick-and-mortar store or through a Web store or catalog operation. Another 10 percent engage in "indirect sales," working with suppliers or manufacturers that provide and ship the merchandise on the retailer's behalf. The remaining 52 percent are using a combination of direct sales and indirect sales.
Not surprisingly, the study indicated that the Internet has become a primary sales channel for consumer goods. Eighty-two percent of survey participants were selling products online, while only 70 percent were engaged in traditional brick-and-mortar retailing. Another 52 percent said they did either call center or catalog selling. (Respondents were allowed to select more than one option.)
As to how they're handling fulfillment of e-commerce orders, 57 percent are using stock from distribution centers that support both e-commerce and store replenishment. Another 37 percent are taking merchandise from store shelves, while 32 percent use a Web-only DC. (See Exhibit 1.)
When it comes to who operates those e-commerce distribution centers, 17 percent outsource the operations to a third-party logistics (3PL) company. Still, the majority—62 percent—run their own facilities for e-commerce pick-pack-and-ship, while another 21 percent use a combination of company-owned and outsourced facilities.
Retailers are embracing the "common pool of inventory" concept, meaning they use any available inventory, no matter the location, to fill both online and store orders. Exactly half the respondents—50 percent—share direct sales inventory across all channels. Another 32 percent said they had plans to move in that direction.
As for how retail outlets fit into the e-commerce fulfillment picture, the study indicated that stores play a variety of roles. Eighty-six percent of respondents that use retail outlets to fill online orders said they picked and shipped online orders from stores. Another 68 percent picked orders and held them at the store for customer pickup, while 45 percent had their DCs ship merchandise to the store for customer pickup. (Respondents were allowed to select more than one option.)
For online orders picked from retail outlet stock, 90 percent of respondents said they selected items from the front of the store and 71 percent pulled items from the backroom. As for how store management is communicating information on what items to pick, the majority—71 percent—are using a paper-based method to convey instructions to order selectors. Thirty-eight percent are using some type of radio-frequency communication, although some of those respondents are doing so in conjunction with a paper-based approach.
The use of paper-based picking in stores stands in sharp contrast to the automated processes found in today's distribution centers. When respondents were asked what order fulfillment technologies they employed in their DCs, the majority—64 percent—said they used a warehouse management system (WMS) in combination with radio-frequency technology, an approach that allows order selectors to receive instructions in real time as they move about the facility. Still, a third of DCs perform order selection the old-fashioned way, using a paper-based process in conjunction with their WMS. Another 16 percent have deployed a voice-recognition system, while 6 percent were using goods-to-person automation and 6 percent a pick-to-light system.
SEPARATE BUT UNEQUAL?
With well over half the respondents filling both e-commerce and store replenishment orders from a single DC, the question arises as to how they handle these "hybrid" operations. The survey results indicated that most separate the two activities. Fifty-seven percent of respondents said they segregated their e-fulfillment operations from their traditional store fulfillment activities. Eighty-five percent of respondents segregating e-fulfillment reported that they had a separate, distinct area for e-commerce within the warehouse. Along with the physical separation, many respondents said they maintained distinct inventory for e-commerce as well as separate labor forces.
It appears that some use separate technology as well. For instance, among the respondents that used goods-to-person picking systems (roughly a quarter of the survey participants), less than half deployed them for both traditional and e-commerce fulfillment. About a quarter used goods-to-person picking systems solely for traditional fulfillment and another quarter solely for e-fulfillment.
It was a different story, however, when it came to their warehouse management systems. Seventy-one percent of respondents use the same WMS to oversee both e-commerce and traditional fulfillment within the DC.
GETTING THE BIG PICTURE
As for what software and technologies the respondents use in their omnichannel distribution operations, most of the survey participants are employing the traditional "supply chain execution" (SCE) applications. These include warehouse management systems, transportation management systems, inventory optimization software, and labor management systems. (See Exhibit 2.)
But respondents are not limiting themselves to the use of SCE tools. They're using specialized applications as well. For instance, the study found that 64 percent had installed demand management software, which helps companies predict what stock they'll need in their stores and DCs. Another 24 percent were using a demand signal repository to gather information on stocking needs, and, interestingly, 28 percent claimed to be using "demand shaping" software, a sophisticated application designed to stoke buyer interest in products.
Given the popularity of the "common pool of inventory" approach, it was no surprise that many respondents had invested in "distributed order management" (DOM) software, which provides visibility into inventory held in all locations. Fifty-six percent of respondents currently use DOM applications, while 38 percent plan to implement the software.
When it comes to inventory visibility, it's not enough to have the right software. You also need good data—up-to-the-minute information on the precise whereabouts of items. That has proved to be a stumbling block for many operations. Last year's survey found that most companies lacked the technology required to generate accurate data on store inventory.
This year's study indicated companies had made progress in this area. Fifty-eight percent of respondents had deployed bar-code scanners—an essential technology for providing in-store inventory visibility—on the selling floor and in the backroom. Another 43 percent said they had installed a real-time inventory location application for their stores. Still, only 11 percent said they had outfitted their stores with radio-frequency identification technology, which allows for real-time location tracking down to the item level.
LEADERS RELY ON SOFTWARE
All in all, the study shows that companies have made progress toward building the infrastructure required for omnichannel commerce. But the results also pointed to what could be termed a great techno-divide between the top-performing companies and the rest of the pack. (Top performers were defined as those respondents who self-reported year-over-year revenue growth and 95 percent or better on-time order fulfillment.)
Top performers had invested heavily in sophisticated tools and technology. For instance, 100 percent of the leaders had implemented a WMS to manage their operations, and 81 percent were using demand management software to help determine future inventory needs. They had also invested in bar-code scanning equipment, reverse logistics systems, and inventory optimization software.
It was another story altogether with their less tech-savvy counterparts, which lagged well behind the top performers in a number of categories. (See Exhibit 3.) The failure to invest in technology could cause problems for them down the road. For example, the reliance on paper-based selection methods by many retailers could hamper their efforts to use store inventory to fill online orders. As noted in last year's study, if retailers are to succeed at omnichannel distribution, they'll need to spend the time and money to bring their store fulfillment operations up to par with their DC operations.
For distribution centers, the challenge will be to boost throughput and step up their e-commerce fulfillment game. Although many companies have put in an RF-based WMS, more will have to embrace this technology. So, despite some progress since last year, retailers and manufacturers have their work cut out for them if they want to master omnichannel commerce.
About the study
This year's omnichannel study was conducted by DC Velocity and CSCMP's Supply Chain Quarterly magazines in conjunction with ARC Advisory Group. ARC analysts Clint Reiser and Chris Cunnane conducted the survey and compiled the results. The 2014 study builds on research done last year in this area, which found that stores were the weak link in omnichannel distribution. Compared with last year's survey, this year's study delved more into the details of DC operations to support omnichannel initiatives.
It's important to note that the findings reported here are based on 60 responses deemed valid because of the respondents' direct involvement in omnichannel distribution operations. The valid responses were culled from nearly 200 replies to a questionnaire sent this summer to readers of DC Velocity and Supply Chain Quarterly as well as to select ARC client lists.
As for the demographic breakdown, the majority of respondents (52 percent) came from the retail sector. Another 37 percent came from manufacturing, and the remaining 11 percent from other sectors. Although the participants represented a broad swath of industries, the largest share (18 percent) came from the apparel business. The next largest segments were food/beverage and computers/electronics, each at 13 percent.
A report containing a more detailed examination of the omnichannel survey results is available from ARC for a fee. For information, visit www.arcweb.com/pages/info-request.aspx.
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."