Retailers sharpen supply chain visibility with improved technology
To meet the challenge of rising e-commerce sales, businesses are pushing visibility beyond their own warehouses, to include suppliers, partners, and goods in transit.
Ben Ames has spent 20 years as a journalist since starting out as a daily newspaper reporter in Pennsylvania in 1995. From 1999 forward, he has focused on business and technology reporting for a number of trade journals, beginning when he joined Design News and Modern Materials Handling magazines. Ames is author of the trail guide "Hiking Massachusetts" and is a graduate of the Columbia School of Journalism.
E-commerce as a proportion of total retail sales is growing fast, and that constantly changing landscape is forcing many retailers to seek tighter control over their inventory levels and deployment. In order to keep up with the quick fluctuations of online commerce, retailers need precise visibility over their goods at all times.
Now, leading retailers have found a promising solution, as improved technology allows them to track every item in their inventory, whether it sits in their own warehouse, in a supplier's factory, in a partner's DC, or even in a tractor-trailer or shipping container.
This level of precise visibility leverages improvements in computing, sensors, storage, and big data. The result is important to retailers because it allows them for the first time to react to changing market conditions in near real time.
VISIBILITY IS CRUCIAL IN E-COMMERCE
Although U.S. e-commerce sales in 2015 accounted for just 7.3 percent of the nation's total retail sales, that picture is changing fast, U.S. Census figures show. E-commerce sales grew 14.6 percent over 2014's figures, to $341.7 billion, compared with growth of just 1.4 percent for total retail sales.
Much of the pressure to improve visibility throughout the supply chain comes from that explosive growth of e-commerce, which is more sensitive to market fluctuations than traditional in-store sales. Online markets can explode or collapse seemingly overnight in response to triggers like weather, fashion, current events, or social media.
The study defines supply chain visibility as "having timely, accurate, and complete data and information related to orders, shipments, inventory, sales, costs, assets, and other supply chain-related items."
That may sound like a tall order, but for companies that can achieve it, the rewards are vast. Armed with sharper visibility, retailers can better answer daily questions about order status, shipment location, inventory counts, and forecast accuracy, the study says.
To reach that goal, most companies must overcome challenges such as data stuck in silos, infrequent batch communications, low-tech shipping processes, and frequently changing trading partners, the report concludes.
SHINING A LIGHT ON "BLACK HOLES"
For many years, those hurdles were too high for the average retailer to clear, but recent technology advances have given them a boost, says Jim Hayden, vice president of solutions at Savi Technology Inc. Data can finally flow freely and swiftly among the links in a supply chain thanks to cheaper computing and data storage, along with sensors that boast greater transmission range and longer battery endurance.
Those devices permit users to constantly monitor the status of each shipment, instead of waiting for drivers or dock workers to check a shipment in when it arrives at a terminal or crosses a border, as had long been the case.
"What we've seen in the supply chain is that the definition of visibility is milestone-based—just asking, 'Was it picked up from the factory?' or 'Has it arrived at the warehouse?'" Hayden said. "But there was nothing in between, so that was a black hole."
But that's all changing. Retailers with sharper visibility can finally peer inside those black holes and see exactly where they need to tweak their processes in response to changing market conditions.
Armed with granular data about the movement of goods, both shippers and receivers can make adjustments while the goods are still in transit. For instance, a company could delay a manufacturing shift if a shipment of supplies is going to be late, or hold a departing delivery truck until a cross-docked item arrives at the DC. This strategy also enables retailers to keep up with the frantic pace and volatile demands of e-commerce. And it provides a crucial tool for retailers engaged in omnichannel operations—that is, taking orders from both stores and online sites and fulfilling those orders from either retail shelves or warehouse racks.
"In an omnichannel world, with the dynamic way orders are coming in, retailers are using different channels to fulfill orders," Hayden says. "That includes extending their warehouses to include goods in transit."
A retailer that can monitor goods in transit can pinpoint each incoming shipment while it is still on the road, allowing the company to react to sudden changes in demand by diverting a truck to a retail store instead of the warehouse for which it was originally intended.
BETTER VISIBILITY WITH CONTROL TOWERS
Generating data is key to achieving better visibility, but companies gain the greatest improvements when they translate that data into "actionable planning," says Vikram Balasubramanian, senior vice president of product management at MercuryGate International Inc.
"Visualization itself is not a solution, unless it's tied to the business process it enables," Balasubramanian says. "For the supply chain, it's what you do with it once you gain visibility that matters."
Although many users have expressed interest in a "control tower" to manage their supply chain data flow from a central hub, the term is loosely defined, Balasubramanian said. At the basic level, users simply practice exception management and respond to missed deadlines or late shipments after they occur.
A more advanced version of a control tower provides sharper visibility by empowering users to make decisions earlier, Balasubramanian said. Such a system could, for example, automatically alert a truck driver of oncoming weather and offer him or her an alternative route.
CLOUD COMPUTING OFFERS A CLEAR VIEW
Unlike weather forecasters, supply chain managers say clouds can actually improve their visibility ... cloud-based computing platforms, that is. Instead of hosting a software application or database on servers located in their own buildings, users of cloud-based platforms rely on providers to host the apps remotely and provide access over networks.
Hosting data in the cloud can make it easier for supply chain partners to both provide and access information regardless of where in the world they are located, and thus combine global visibility with business practice engines such as predictive and prescriptive analytics, says Jim Hoefflin, president and COO of supply chain software developer Kewill.
All of these changes have helped to reduce or eliminate the frequent information gaps that shippers saw just five or 10 years ago, when supply chain visibility was restricted to pickup and delivery milestones, Hoefflin says.
That improved visibility has evolved just in time to help retailers who are under pressure from the increasing complexity of global trade and are keenly aware that a large portion of their inventory is locked up in the supply chain in motion, he says. Applying the tools of advanced visibility allows companies to alter that inventory in process, steering certain shipments to new destinations in reaction to real-time information about changing markets.
What's next in supply chain visibility? While a few top retailers have begun to practice advanced visibility, future improvements could makes it easier for all retailers to extend visibility beyond their corporate walls to include collaboration with supply chain partners and, someday, to see all the steps of shipping, planning, and fulfillment at once.
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."