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."
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."