Labor management software in the age of omnichannel retail
The omnichannel revolution has ushered in sweeping changes for DCs and the people who work in them. It's also changing how retailers use performance-tracking systems.
Ian Hobkirk is the founder and managing director of Commonwealth Supply Chain Advisors, as well as a blogger for DC Velocity. His blog, "Getting it right in the distribution center," can be found here.
Omnichannel commerce is becoming the new norm in retail. Consumers expect highly personalized shopping experiences with the ability to buy and return products interchangeably across all channels. As retailers scramble to align their distribution centers (DCs) to optimize omnichannel processes, they are relying ever more heavily on technology to drive efficiency. One such technology is labor management software (LMS).
"We are definitely seeing more interest in labor management solutions in the era of omnichannel commerce," says Christine Hirtz, territory manager at technology company HighJump Software. "Retailers are experiencing the challenges of handling this new complexity of how orders need to be fulfilled. Driving efficiencies with, and promoting the productivity of, a valuable work force is critical."
As e-commerce sales rise and retailers offer more buying options such as "order-online-pick-up-at-store" or "buy-in-store-and-ship-from-the-DC," their distribution centers are picking and preparing an ever-greater number of customer-ready shipments. The result is an increase in the labor-intensive and time-consuming processes of "each" (individual item) picking and order packing.
Until recently, the each-pick, direct-to-consumer business was a relatively small part of a retailer's overall mix. Companies could outsource the function to a third-party logistics service provider (3PL) or relegate it to a small area of an existing distribution center. Today, however, these types of orders have reached a critical mass for many retailers. In response to this sea-change, companies are pulling all channels into one distribution center, which allows them to leverage efficiencies associated with sharing the cross-channel labor pool, fixed costs, and inventory.
The distribution center is today home to a new mix of activities such as each-picking, packing individual orders for parcel shipping, more quality checks on order accuracy, returns, and value-added services such as gift-wrapping. All of this requires more labor. Labor management software can be an effective way to drive greater levels of productivity from the work force to improve omnichannel's profitability.
"The retail industry has always been a heavy user of LMS primarily because of the high level of process uniformity in the distribution center, the high number of employees, and the reliance on seasonal workers during the holidays," says Chuck Fuerst, director of product strategy at HighJump. "The shift to omnichannel is changing the reasons why retailers need labor management and in many cases, magnifying the need for it."
Retailers that had used rudimentary standards without the help of an LMS find themselves needing a more formal program and system. Those companies already using a sophisticated approach and system for labor management are realizing the need to change and expand how they use it. Below are a few examples of how the omnichannel distribution center concept is changing how retailers use labor management software:
Tighter controls on quality and accuracy: Without the store as a middleman, the omnichannel distribution center has a bigger role to play in the development and preservation of a retailer's brand. Thus, quality has joined speed as an important key performance indicator for retailers. "A mis-pick or a delayed order has the ability to truly impact the customer experience," says Brad Anderson, director of supply chain services at Fortna, a firm that helps companies improve their distribution operations. "Retailers that historically focused on labor standards tied to speed and individual worker productivity are adding standards to encompass quality and accuracy or using factored performance standards, which deduct from an individual's overall productivity score for errors."
Shared work force across channels: Using engineered labor standards, LMS calculates the precise amount of time it should take to complete each task. When most workers in a facility are performing the same type of work for most of the day, it is easy to compare performance on an apples-to-apples basis without sophisticated technology. However, when multiple channels share a single building and a single work force, the lines get blurred. An individual worker might perform a variety of tasks across multiple channels during the day. Labor management in an omnichannel facility requires that the warehouse management system (WMS) understand what an individual is working on at a given time. It must be smart enough to equate that work to an engineered labor task and communicate this information to the LMS so that it can attach the correct standard values.
Many companies are upgrading their WMS technologies to enable this. Commonwealth Supply Chain Advisors recently conducted a poll of distribution companies to understand what factors are driving them to upgrade their WMS software. For companies that already had a best-in-class WMS solution, functionality gaps were cited as the main driver, with labor management being in the top three.
Real-time performance visibility: With a larger work force and a greater reliance on temporary labor during the holiday season in particular, more companies are using real-time reporting on labor metrics to help with training. "Visibility to individual employee performance in real time allows for on-the-spot training and behavior correction, which can be more effective than giving feedback after the fact," says Anderson of Fortna. Not long ago, real-time performance visibility required a tightly integrated tier one WMS/LMS combo. However, as the tier two LMS systems have evolved, most are capable of communicating with the WMS in frequent batches, enabling near real-time information availability.
Labor in the store: More retailers are experimenting with filling e-commerce orders from their stores. This is causing stores to behave much like DCs and be concerned with pick methodology, inventory locations, and labor productivity. "In-store fulfillment is getting a lot of attention, and while we're not seeing many companies implement full-scale LMS solutions in the store yet, we're definitely seeing companies start to pay close attention to store labor statistics," says Fuerst of High Jump.
The advent of omnichannel commerce has created a more complicated supply chain. It is becoming more important to measure labor efficiency at the point of order fulfillment—whether at the store or in the DC. Labor management software will continue to be a key enabling technology to allow retailers to operate profitably in this new environment.
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."