Susan Lacefield has been working for supply chain publications since 1999. Before joining DC VELOCITY, she was an associate editor for Supply Chain Management Review and wrote for Logistics Management magazine. She holds a master's degree in English.
The well-known supply chain consultant Jim Tompkins has an analogy for the typical retail store backroom. These backrooms, he says, look like many people's garages, serving as an unorganized storage space, with items and boxes stuffed and precariously stacked in every odd corner.
However, as more and more retailers experiment with fulfilling online orders from their brick-and-mortar stores, backrooms can no longer function this way. In a recent white paper, "Retail Backrooms: A Revolution in Roles and Business Value," Tompkins' consulting company, Tompkins International, argues that the backroom must evolve into a place for picking, packing, and possibly shipping orders. But accomplishing that will require greater organization, more attention to processes, and possibly automation.
In short, backrooms will need to look less like a hoarder's garage and more like a mini-distribution center. As these storerooms start to undergo this transformation, retailers will have to ask themselves the following key questions.
1. WHO OWNS THE BACKROOM?
For a long time, the backroom has been the province of store operations or merchandising; logistics and warehousing folk typically had no visibility into what was taking place inside it. But as the backroom's role expands to include more order fulfillment responsibilities, companies should re-evaluate whether that old organization model still makes sense.
"What do merchants do well? Merchants understand the customer and how to sell product," says Tompkins. "What does the supply chain do well? Supply chains understand efficiency, product flow, and having reliable information. If the backroom needs to focus on the efficiency of product flow, then it makes sense for the supply chain to own it."
Indeed, some leading players are already moving in this direction. Last year, for example, Wal-Mart Stores Inc. shifted reporting responsibility of its 3,288 U.S. "supercenter" backrooms to its logistics division. Those backrooms had previously reported to store management.
2. WHERE SHOULD PICKING TAKE PLACE?
Currently, a little more than a third of companies are fulfilling e-commerce orders from the store, according to a survey conducted by DC Velocity in conjunction with ARC Advisory Group (see "Study: To excel at omnichannel distribution, you need the right stuff," November 2014). Chances are, the numbers will only increase. But where exactly in the store should order picking take place?
Tompkins argues that online customer-direct orders should be fulfilled from the backroom, not from the store floor. That's partly because store floor inventory information is often inaccurate, he says. But it's also because he believes picking from the backroom leads to a more efficient picking/packing process since companies can set up packing workstations in their stockrooms that are dedicated to customer-direct orders.
Luther Webb sees it differently, however. Webb, who is director of operations and solutions consulting for the systems integrator Intelligrated, believes that picking should take place on the floor. "I don't think we'll see backrooms keeping inventory because the whole premise of fulfilling online orders from the stores is taking advantage of inventory the stores already have," he says. "To be honest, most retail stores don't have much of a backroom, because with the just-in-time push that occurred during the recent history of the supply chain, the backroom got very small."
Instead, Webb sees backrooms focusing on steps that come later in the process, such as packing and shipping.
3. HOW ARE YOU GOING TO MANAGE INVENTORY?
When it comes to keeping close tabs on inventory, retail stores still have a long way to go, according to Kim Baudry, market development director for Dematic, a supplier of automated material handling and logistics systems. Most stores don't know where a product is in the store or backroom, or exactly how much they have in stock, she says. That can create difficulties when they go to fill online orders.
In most of these cases, the solution lies in software, says Baudry. "It's similar to what we tell our distribution center customers," she says. "You have to have that basic foundation in place, which in the case of a DC is a WMS [warehouse management system] or inventory control system, so that you know what you've received, where you've put it, when you've picked it, and where you are shipping it to. It's the same thing for the backroom."
The Tompkins report recommends using a location-based inventory management solution for the backroom, coupled with a distributed order management (DOM) solution. DOM software helps companies manage, monitor, and optimize orders across all of their sales channels. It provides a real-time view of inventory and order status, and can help companies decide which store or distribution center to ship the order from.
Intelligrated's Webb agrees that retailers will need two types of solutions, although his recommendations vary somewhat from Tompkins'. First, Webb says, they'll need an enterprise solution that can "look" across the network and determine where to locate inventory based on both financials and customer service considerations. Second, they'll need a DOM solution to help with fulfillment decisions for individual orders.
4. DO YOU NEED MORE TECHNOLOGY?
Right now, the most sophisticated piece of material handling equipment in most backrooms is a hand truck or a shopping cart that's used to move merchandise around, according to Tompkins. However, as stores take on a larger order fulfillment role, they might benefit from incorporating some of the same kinds of technology and equipment typically found in warehouses and DCs, he says.
For example, according to DC Velocity's recent omnichannel distribution study, 71 percent of companies that fill orders from their stores are using a paper-based method to select items. While this may work initially, paper-based selection will not be sustainable as store-based e-fulfillment activity ramps up. Eventually, experts say, retailers will likely have to upgrade to voice or radio-frequency identification technology to direct picking activities.
As volumes swell and stores take on increasingly complicated fulfillment tasks, Webb predicts that some retailers will install small-item sorters in the backroom. If the rooms are large enough, some might even install vertical lift modules or horizontal or vertical carousels to store items being collected for an order or outbound cartons awaiting pickup by a parcel carrier.
Taking this a step further, Webb foresees a day when the customers themselves will interact with this sort of automation in an ATM-like experience. For example, say a customer has purchased something online for in-store pickup. Upon arrival at the store, the customer would swipe his or her card, and the carousel would spin around and present the customer with the item.
Actually, that day may be closer than you think. Baudry reports that Dematic has some grocery industry customers in Europe that have installed fully automated storage and retrieval systems in their stores that allow consumers to come in and collect orders placed online.
5. HOW WILL THESE CHANGES AFFECT THE DC?
As more companies look to increase the efficiency of store employees, Baudry believes the trend toward store-based order fulfillment will only accelerate. And there's no doubt that changes at the store will affect operations further back in the supply chain, like those taking place at the warehouse and distribution center. For DC operations, one of the likely consequences will be a push toward smaller but more frequent shipments to the store.
CHASING THE OMNICHANNEL PROMISE
While the use of stores as fulfillment nodes may be gaining popularity, the trend is still in its nascent stages. According to Tompkins, only a small percentage of retailers are actively using their storeroom as an asset; most haven't even started to think about it.
Indeed, omnichannel retailing is so new that retailers are navigating essentially uncharted waters. No one has figured out a single right way to address the challenge of omnichannel fulfillment or can offer basic guidelines for success. Retailers have been left to answer these questions alone on a case-by-case basis.
"I don't think there have been any best practices established yet," Baudry says. "Instead, as the front end of the business is recognizing the importance of omnichannel, the supply chain is just trying to catch up."
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.