Which is better: one centralized reverse logistics processing center or several regional ones? Experts say the answer depends on a lot more than just cost and efficiency.
Contributing Editor Toby Gooley is a writer and editor specializing in supply chain, logistics, and material handling, and a lecturer at MIT's Center for Transportation & Logistics. She previously was Senior Editor at DC VELOCITY and Editor of DCV's sister publication, CSCMP's Supply Chain Quarterly. Prior to joining AGiLE Business Media in 2007, she spent 20 years at Logistics Management magazine as Managing Editor and Senior Editor covering international trade and transportation. Prior to that she was an export traffic manager for 10 years. She holds a B.A. in Asian Studies from Cornell University.
One of the most important decisions a company can make concerns the configuration of its distribution network. How many warehouses or DCs should there be, where should they be located, and who will operate them? It's a complex matter, and the decision rests on a host of interlocking factors. When reverse logistics is involved, that decision becomes even more complicated. Although the typical site selection considerations for any warehouse or DC—land costs, labor availability, and taxes, for instance—still apply, there are other factors that are unique to reverse logistics.
A question that bedevils reverse logistics operations is whether to centralize or decentralize returns processing. In other words, which is better: a single processing center for the entire market, or multiple regional facilities? As is true in many business decisions, it depends—not just on cost and efficiency but also on the company's business model, on the service it promises to customers, and on regulatory requirements, among other factors. Here are suggestions from industry experts on how to go about answering this important question.
CENTRALIZATION: PROS AND CONS
For some companies, a single centralized returns processing center is the right way to go. But, as is the case with any business decision, each option has its upsides and downsides. On the plus side, a central processing center offers the benefits of economies of scale, says Dr. Robert Lee Gordon, program director, reverse logistics management at American Public University. For example, having just one facility creates opportunities to consolidate returned goods from retailers into larger loads and thereby reduce freight costs.
That doesn't apply in business-to-consumer (B2C) e-commerce, where returned goods typically arrive via the postal service or parcel carriers, notes Steve Sensing, vice president and general manager, healthcare, technology, and retail for Ryder Supply Chain Solutions. A central facility does pay off in the next stage in the reverse logistics life cycle, though. "You can move products back out into different channels in a more efficient way," Sensing says. When planning facilities, he adds, it's important to optimize "not just the returns process but also your ability to resell the product and gain a benefit on the outbound side."
Concentrating activity in one location can boost productivity and efficiency. "It allows for a straightforward, simplified process," says Dave Vehec, senior vice president, retail for Genco. "You have everything in one place, and you're handling it all the same way." As a result, retailers, suppliers, and service providers don't have to deal with inconsistent practices or policies from one processing location to the next. Plus, they only need to provide specialized equipment, services, and personnel in one location, which helps keep costs down, he says.
Centralizing returns processing can be beneficial from a legal, tax, and regulatory standpoint, too. There can be significant differences from state to state when it comes to labor laws, payroll and inventory taxes, and regulations concerning the disposal of returned goods, particularly those deemed to be hazardous materials, Gordon says. Having only one set of state laws and taxes to deal with makes it easier and less costly to adhere to those requirements.
But a single returns processing center may become a liability for companies that serve customers across the United States, especially if it's located on one of the coasts, says Alan Amling, vice president, global logistics and distribution marketing for UPS. "Think about a West Coast returns center serving an East Coast customer," he says. "That returned good could be making at least two trips across the country. That's a lot of time, cost, and carbon."
For a company that promises a quick turnaround on inspections, repairs, and replacements, the time required to transport that product to a central point and then back to the customer may be too great. Furthermore, a single processing center may be located far from some of the manufacturing plants or retailers it serves, putting some customers at a cost and cycle-time disadvantage compared with those that are located nearby, Vehec says. Retailers might have to set up pool points in order to get returned merchandise from the store or customer to a single point, adding multiple touches and increasing transportation costs.
And then, as Sensing points out, there's the "eggs in one basket" issue. "You have to plan for disaster recovery," he says. "If there is a natural disaster or man-made interruption, then you will lose your ability to process returns"—itself a potential disaster for customer service and a company's reputation.
REGIONAL CENTERS: PROS AND CONS
Establishing regional returns processing centers allows a company to optimize transportation time and cost based on where customers are located and the business strategy for serving them, Amling says. "If the returned item is in good condition and can be resold, then this optimization applies to the next sale as well," he notes. If, for example, a company has both an East Coast and a West Coast reverse logistics center, both the return and the next outbound shipment will likely stay within the same region.
A network of regional facilities can reduce the total cycle time from return authorization request to a cash-generating resale. When reverse logistics hubs are close to both the original sale and resale locations—for example, near population centers with large concentrations of retailers—they can make a disposition determination and get products to secondary markets faster, Vehec says.
Another important factor is the impact on customer service, says Sensing. "If returns centers are repairing and refurbishing items and sending the same units back to the customer, then there is value in having multiple repair nodes because it speeds up that cycle and improves customer service," he observes.
From a facility cost standpoint, regional centers have some advantages. They can be smaller and less costly to build and operate. Often, they are multiclient facilities managed by a third-party logistics company (3PL), which means that customers share the overhead. A network of sites allows companies to distribute work and labor across facilities if demand increases, Gordon says. Furthermore, he adds, in times of natural disaster, only a portion of capacity will be affected, and returns could be diverted to another location until the affected facility is up and running again.
One potential downside of regional processing centers is that the quantities of items being returned to each facility may be small, which raises the per-unit cost of processing and transporting them. Another is that it requires replicating processes, equipment, infrastructure, labor, information systems, and management structures to ensure consistent service. There's also the need to maintain inventory in multiple places, which further drives up costs. On top of that, it's necessary to ensure that items are returned to the right location—there are more inventory and customer service management issues to stay on top of, Sensing says.
LOOK TO THE FUTURE
In addition to those already discussed, there are many other factors to consider when deciding whether to centralize returns. Depending on the company, the industry, the product, and customer service standards, some of those factors will carry more weight than others. These might include the cost of opening standalone returns processing centers compared with dedicating sections of existing warehouses and DCs to that function, or the cost and service advantages of using a dedicated or multitenant facility operated by a 3PL. In the latter case, Amling says, "What matters is that your reverse logistics strategy is providing the right customer experience at the right cost."
The volume and complexity of the product will also drive some decisions from a network optimization and "total landed cost" perspective, Sensing says. For instance, for some products, it may be difficult to find the necessary specialty repair capabilities in all geographies; companies may have to work with different providers in different areas or find a way to develop the capabilities they need in underserved locations, he explains.It pays to consider a company's future plans when deciding whether to centralize or use multiple locations, Gordon says. For one thing, a single change in corporate policy could have a drastic impact on returns and leave you with too much or too little capacity. For another, you could overspend if you make decisions based solely on current conditions. "You should understand what the rate of returns is and do everything possible to reduce that before making a final decision," he says. "If you don't, then you'll be addressing the problem as it is today instead of solving problems and **ital{then} deciding what type of facility you need and where."
Changes in product lines and market strategies as well as consumer behavior can influence decisions about the number and location of returns processing centers. "Some of the change going on now in reverse logistics revolves around changing consumer expectations," Vehec says. E-commerce, with its high rates of product returns, raises questions about where and how to handle returned merchandise, he explains. "The way product is coming back from consumers is changing. I don't know if anyone knows what that will look like in five to 10 years." (For more on the differences between e-commerce and traditional industrial or retail returns, see "The difference is in the details".)
All of the experts we consulted for this article agree: You can't make an informed decision about centralized vs. regional returns processing without a comprehensive, holistic network analysis that looks at all relevant factors. That includes not just costs but also strategic considerations like customer service and your company's value proposition to customers. Says Amling, "Do you want to differentiate on customer service, lowest price, widest selection? Your returns strategy should be consistent with your business strategy."
Container traffic is finally back to typical levels at the port of Montreal, two months after dockworkers returned to work following a strike, port officials said Thursday.
Today that arbitration continues as the two sides work to forge a new contract. And port leaders with the Maritime Employers Association (MEA) are reminding workers represented by the Canadian Union of Public Employees (CUPE) that the CIRB decision “rules out any pressure tactics affecting operations until the next collective agreement expires.”
The Port of Montreal alone said it had to manage a backlog of about 13,350 twenty-foot equivalent units (TEUs) on the ground, as well as 28,000 feet of freight cars headed for export.
Port leaders this week said they had now completed that task. “Two months after operations fully resumed at the Port of Montreal, as directed by the Canada Industrial Relations Board, the Montreal Port Authority (MPA) is pleased to announce that all port activities are now completely back to normal. Both the impact of the labour dispute and the subsequent resumption of activities required concerted efforts on the part of all port partners to get things back to normal as quickly as possible, even over the holiday season,” the port said in a release.
The “2024 Year in Review” report lists the various transportation delays, freight volume restrictions, and infrastructure repair costs of a long string of events. Those disruptions include labor strikes at Canadian ports and postal sites, the U.S. East and Gulf coast port strike; hurricanes Helene, Francine, and Milton; the Francis Scott key Bridge collapse in Baltimore Harbor; the CrowdStrike cyber attack; and Red Sea missile attacks on passing cargo ships.
“While 2024 was characterized by frequent and overlapping disruptions that exposed many supply chain vulnerabilities, it was also a year of resilience,” the Project44 report said. “From labor strikes and natural disasters to geopolitical tensions, each event served as a critical learning opportunity, underscoring the necessity for robust contingency planning, effective labor relations, and durable infrastructure. As supply chains continue to evolve, the lessons learned this past year highlight the increased importance of proactive measures and collaborative efforts. These strategies are essential to fostering stability and adaptability in a world where unpredictability is becoming the norm.”
In addition to tallying the supply chain impact of those events, the report also made four broad predictions for trends in 2025 that may affect logistics operations. In Project44’s analysis, they include:
More technology and automation will be introduced into supply chains, particularly ports. This will help make operations more efficient but also increase the risk of cybersecurity attacks and service interruptions due to glitches and bugs. This could also add tensions among the labor pool and unions, who do not want jobs to be replaced with automation.
The new administration in the United States introduces a lot of uncertainty, with talks of major tariffs for numerous countries as well as talks of US freight getting preferential treatment through the Panama Canal. If these things do come to fruition, expect to see shifts in global trade patterns and sourcing.
Natural disasters will continue to become more frequent and more severe, as exhibited by the wildfires in Los Angeles and the winter storms throughout the southern states in the U.S. As a result, expect companies to invest more heavily in sustainability to mitigate climate change.
The peace treaty announced on Wednesday between Isael and Hamas in the Middle East could support increased freight volumes returning to the Suez Canal as political crisis in the area are resolved.
The French transportation visibility provider Shippeo today said it has raised $30 million in financial backing, saying the money will support its accelerated expansion across North America and APAC, while driving enhancements to its “Real-Time Transportation Visibility Platform” product.
The funding round was led by Woven Capital, Toyota’s growth fund, with participation from existing investors: Battery Ventures, Partech, NGP Capital, Bpifrance Digital Venture, LFX Venture Partners, Shift4Good and Yamaha Motor Ventures. With this round, Shippeo’s total funding exceeds $140 million.
Shippeo says it offers real-time shipment tracking across all transport modes, helping companies create sustainable, resilient supply chains. Its platform enables users to reduce logistics-related carbon emissions by making informed trade-offs between modes and carriers based on carbon footprint data.
"Global supply chains are facing unprecedented complexity, and real-time transport visibility is essential for building resilience” Prashant Bothra, Principal at Woven Capital, who is joining the Shippeo board, said in a release. “Shippeo’s platform empowers businesses to proactively address disruptions by transforming fragmented operations into streamlined, data-driven processes across all transport modes, offering precise tracking and predictive ETAs at scale—capabilities that would be resource-intensive to develop in-house. We are excited to support Shippeo’s journey to accelerate digitization while enhancing cost efficiency, planning accuracy, and customer experience across the supply chain.”
Donald Trump has been clear that he plans to hit the ground running after his inauguration on January 20, launching ambitious plans that could have significant repercussions for global supply chains.
As Mark Baxa, CSCMP president and CEO, says in the executive forward to the white paper, the incoming Trump Administration and a majority Republican congress are “poised to reshape trade policies, regulatory frameworks, and the very fabric of how we approach global commerce.”
The paper is written by import/export expert Thomas Cook, managing director for Blue Tiger International, a U.S.-based supply chain management consulting company that focuses on international trade. Cook is the former CEO of American River International in New York and Apex Global Logistics Supply Chain Operation in Los Angeles and has written 19 books on global trade.
In the paper, Cook, of course, takes a close look at tariff implications and new trade deals, emphasizing that Trump will seek revisions that will favor U.S. businesses and encourage manufacturing to return to the U.S. The paper, however, also looks beyond global trade to addresses topics such as Trump’s tougher stance on immigration and the possibility of mass deportations, greater support of Israel in the Middle East, proposals for increased energy production and mining, and intent to end the war in the Ukraine.
In general, Cook believes that many of the administration’s new policies will be beneficial to the overall economy. He does warn, however, that some policies will be disruptive and add risk and cost to global supply chains.
In light of those risks and possible disruptions, Cook’s paper offers 14 recommendations. Some of which include:
Create a team responsible for studying the changes Trump will introduce when he takes office;
Attend trade shows and make connections with vendors, suppliers, and service providers who can help you navigate those changes;
Consider becoming C-TPAT (Customs-Trade Partnership Against Terrorism) certified to help mitigate potential import/export issues;
Adopt a risk management mindset and shift from focusing on lowest cost to best value for your spend;
Increase collaboration with internal and external partners;
Expect warehousing costs to rise in the short term as companies look to bring in foreign-made goods ahead of tariffs;
Expect greater scrutiny from U.S. Customs and Border Patrol of origin statements for imports in recognition of attempts by some Chinese manufacturers to evade U.S. import policies;
Reduce dependency on China for sourcing; and
Consider manufacturing and/or sourcing in the United States.
Cook advises readers to expect a loosening up of regulations and a reduction in government under Trump. He warns that while some world leaders will look to work with Trump, others will take more of a defiant stance. As a result, companies should expect to see retaliatory tariffs and duties on exports.
Cook concludes by offering advice to the incoming administration, including being sensitive to the effect retaliatory tariffs can have on American exports, working on federal debt reduction, and considering promoting free trade zones. He also proposes an ambitious water works program through the Army Corps of Engineers.
ReposiTrak, a global food traceability network operator, will partner with Upshop, a provider of store operations technology for food retailers, to create an end-to-end grocery traceability solution that reaches from the supply chain to the retail store, the firms said today.
The partnership creates a data connection between suppliers and the retail store. It works by integrating Salt Lake City-based ReposiTrak’s network of thousands of suppliers and their traceability shipment data with Austin, Texas-based Upshop’s network of more than 450 retailers and their retail stores.
That accomplishment is important because it will allow food sector trading partners to meet the U.S. FDA’s Food Safety Modernization Act Section 204d (FSMA 204) requirements that they must create and store complete traceability records for certain foods.
And according to ReposiTrak and Upshop, the traceability solution may also unlock potential business benefits. It could do that by creating margin and growth opportunities in stores by connecting supply chain data with store data, thus allowing users to optimize inventory, labor, and customer experience management automation.
"Traceability requires data from the supply chain and – importantly – confirmation at the retail store that the proper and accurate lot code data from each shipment has been captured when the product is received. The missing piece for us has been the supply chain data. ReposiTrak is the leader in capturing and managing supply chain data, starting at the suppliers. Together, we can deliver a single, comprehensive traceability solution," Mark Hawthorne, chief innovation and strategy officer at Upshop, said in a release.
"Once the data is flowing the benefits are compounding. Traceability data can be used to improve food safety, reduce invoice discrepancies, and identify ways to reduce waste and improve efficiencies throughout the store,” Hawthorne said.
Under FSMA 204, retailers are required by law to track Key Data Elements (KDEs) to the store-level for every shipment containing high-risk food items from the Food Traceability List (FTL). ReposiTrak and Upshop say that major industry retailers have made public commitments to traceability, announcing programs that require more traceability data for all food product on a faster timeline. The efforts of those retailers have activated the industry, motivating others to institute traceability programs now, ahead of the FDA’s enforcement deadline of January 20, 2026.