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."
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."