Mark Solomon joined DC VELOCITY as senior editor in August 2008, and was promoted to his current position on January 1, 2015. He has spent more than 30 years in the transportation, logistics and supply chain management fields as a journalist and public relations professional. From 1989 to 1994, he worked in Washington as a reporter for the Journal of Commerce, covering the aviation and trucking industries, the Department of Transportation, Congress and the U.S. Supreme Court. Prior to that, he worked for Traffic World for seven years in a similar role. From 1994 to 2008, Mr. Solomon ran Media-Based Solutions, a public relations firm based in Atlanta. He graduated in 1978 with a B.A. in journalism from The American University in Washington, D.C.
Pool distribution, the practice of distributing freight from multiple shippers from distribution centers to store locations using a network of specialized truckers, is not new. Nor is it generally on many logistics radar screens. But with brick-and-mortar retailers continually challenged to cut costs and improve store service, the potential value of pool distribution might be worth a closer look.
The model is as elementary as it is somewhat long in the tooth: Specialty retailers, companies that hold all their stock-keeping units (SKUs) on store shelves as opposed to mass-market retailers that have back-office space to hold inventory, arrange for their cartons to be moved from their DCs to pool distribution points. The pool distributor receives the shipments, processes and sorts the packages based on their final destination, and then loads up trucks for deliveries to the customers' stores within specific geographies.
Because distributors "pool" a sufficient density of freight from multiple retailers to build full truckloads, each retailer achieves economies of scale it couldn't get with less-than-truckload (LTL) or parcel service. The pooling model extends those efficiencies to regional deliveries, which benefits retailers whose store count in an individual market isn't dense enough to justify full trailerloads. For example, by leveraging eight regional pooling nodes that each feed multiple individual markets, a specialty retailer can have national coverage at a significant discount to using other forms of transport or utilizing a private truck fleet.
The pool distribution model is built around the concept of catering to the unique needs of each specialty retail customer. A pool distributor can deliver into multiple time windows. It can move merchandise in the morning and non-merchandise such as displays in the afternoon. It performs what is known in the trade as "trap and hold," where product is shipped to an offsite location and held there until it is authorized for release.
Most important, it must be able to execute every movement with precision. That's because for specialty retailers that hold no buffer inventory at the store level, stockouts are verboten. "Specialty retailers compete at the store, not in the supply chain," said Jeffrey S. Berichon, senior vice president, product strategy-retail distribution for Canadian logistics software giant Descartes Systems Group. Berichon founded BearWare Inc., a Cleveland-based pool distribution and technology company that Descartes acquired in 2015.
HEALTHY SAVINGS
GNC Holdings, a Pittsburgh-based retailer of health and nutrition products, switched entirely to pool distribution in 2013 after years of running its own fleet between four distribution centers and 4,200 stores. Today, GNC's nationwide pool network consists of 12 distributors that operate out of 54 terminals.
GNC's DC workers fill trailers using a "fluid load" process, where cartons are placed directly on special conveyors leading into the trailer and software sorts them for their specific delivery markets. The fluid load, or "shot-gunned," method (so named because of the speed at which the cartons move on the conveyors into the trailers) is considered the fastest way to maximize throughput in a pool distribution process. The tractor-trailer is then dispatched to the designated pool distribution point, where the trailer is broken down and the cartons sorted and reloaded for final delivery to the stores.
Gregg Sayers, GNC's vice president of logistics, declined to quantify the cost savings from the switch to pool distribution but said they "have exceeded our expectations." Much of the savings came from shedding its private fleet operations, especially the time and expense associated with procuring return loads after deliveries at the pool points, he said.
Sayers had nothing bad to say about GNC's private fleet model, which he said did right by the company for many years. However, pool distribution gives GNC "better throughput from the DC to store," Sayers said. "It makes sense economically for us."
SOFTWARE AS THE CATALYST
The catalyst for GNC to make the switch, perhaps unsurprisingly, was technology, specifically the software developed by BearWare. Unlike most specialty retailers, GNC staffs its stores with just one or two employees at any time. Floor staffers are expected to be available for customers, and no store has the luxury of dedicated back-office personnel. Because shipment scanning is not done in-store, GNC relies on the Descartes system to track shipment status from the DC to each store location and to help manage the claims process, Sayers said.
The software provides stores with advance delivery notifications so managers can anticipate staff resources needed to receive and unpack the cartons, and schedule additional labor if necessary, Sayers said. It also directs pool drivers to offload the cartons at the exact location inside the store where the retailer wants it, he said.
Because of GNC's lean store staffing policies, robust data flows are required to support reliable delivery execution within tight time windows, Sayers said. "We couldn't do pool distribution" without the Descartes system, he added.
Technology has enabled pool distributors to build additional value and flexibility into what is already a specialized, though sometimes uniformly practiced, form of distribution. "Traditionally, a pool distribution model was a 'vanilla' model. Everyone had basically the same process," said Mike Flynn, CEO of Freight Systems Inc., a Seattle-based pool distributor with six warehouses and about 100 trucks operating in the Pacific Northwest and the Western U.S. "Technology has had a large impact on what can be done and how it can be done."
As is the case with any logistics model, pool distribution doesn't work for everyone. The ideal customer ships 50 or 60 cartons per store and has adequate store density in each market. The model is probably ill suited to a retailer without sufficient store exposure, or with too few shipments. On the other end, a specialty retailer with, say, 400 to 500 cartons per store delivery might be better off with a dedicated pool-like operation because pool distributors would rather not have one customer absorbing a disproportionate amount of space on a given trailer.
The stakes in physical retail remain huge. Despite e-commerce's explosive growth, brick-and-mortar still accounts for around 90 percent of total U.S. retail sales. Each specialty retailer has its own e-commerce platform, which augments physical sales in feeding the organizational beast. That said, a company like Amazon.com Inc. is taking no prisoners, and Amazon's strategy of selling and delivering everything on the planet as quickly and cheaply as possible is only gaining momentum. Pool distribution may not be the next wave of retail delivery. After all, the wave has been in the water for about 30 years. Still, anything that sharpens a specialty retailer's competitive edge is probably worth considering.
A move by federal regulators to reinforce requirements for broker transparency in freight transactions is stirring debate among transportation groups, after the Federal Motor Carrier Safety Administration (FMCSA) published a “notice of proposed rulemaking” this week.
According to FMCSA, its draft rule would strive to make broker transparency more common, requiring greater sharing of the material information necessary for transportation industry parties to make informed business decisions and to support the efficient resolution of disputes.
The proposed rule titled “Transparency in Property Broker Transactions” would address what FMCSA calls the lack of access to information among shippers and motor carriers that can impact the fairness and efficiency of the transportation system, and would reframe broker transparency as a regulatory duty imposed on brokers, with the goal of deterring non-compliance. Specifically, the move would require brokers to keep electronic records, and require brokers to provide transaction records to motor carriers and shippers upon request and within 48 hours of that request.
Under federal regulatory processes, public comments on the move are due by January 21, 2025. However, transportation groups are not waiting on the sidelines to voice their opinions.
According to the Transportation Intermediaries Association (TIA), an industry group representing the third-party logistics (3PL) industry, the potential rule is “misguided overreach” that fails to address the more pressing issue of freight fraud. In TIA’s view, broker transparency regulation is “obsolete and un-American,” and has no place in today’s “highly transparent” marketplace. “This proposal represents a misguided focus on outdated and unnecessary regulations rather than tackling issues that genuinely threaten the safety and efficiency of our nation’s supply chains,” TIA said.
But trucker trade group the Owner-Operator Independent Drivers Association (OOIDA) welcomed the proposed rule, which it said would ensure that brokers finally play by the rules. “We appreciate that FMCSA incorporated input from our petition, including a requirement to make records available electronically and emphasizing that brokers have a duty to comply with regulations. As FMCSA noted, broker transparency is necessary for a fair, efficient transportation system, and is especially important to help carriers defend themselves against alleged claims on a shipment,” OOIDA President Todd Spencer said in a statement.
Additional pushback came from the Small Business in Transportation Coalition (SBTC), a network of transportation professionals in small business, which said the potential rule didn’t go far enough. “This is too little too late and is disappointing. It preserves the status quo, which caters to Big Broker & TIA. There is no question now that FMCSA has been captured by Big Broker. Truckers and carriers must now come out in droves and file comments in full force against this starting tomorrow,” SBTC executive director James Lamb said in a LinkedIn post.
Bloomington, Indiana-based FTR said its Trucking Conditions Index declined in September to -2.47 from -1.39 in August as weakness in the principal freight dynamics – freight rates, utilization, and volume – offset lower fuel costs and slightly less unfavorable financing costs.
Those negative numbers are nothing new—the TCI has been positive only twice – in May and June of this year – since April 2022, but the group’s current forecast still envisions consistently positive readings through at least a two-year forecast horizon.
“Aside from a near-term boost mostly related to falling diesel prices, we have not changed our Trucking Conditions Index forecast significantly in the wake of the election,” Avery Vise, FTR’s vice president of trucking, said in a release. “The outlook continues to be more favorable for carriers than what they have experienced for well over two years. Our analysis indicates gradual but steadily rising capacity utilization leading to stronger freight rates in 2025.”
But FTR said its forecast remains unchanged. “Just like everyone else, we’ll be watching closely to see exactly what trade and other economic policies are implemented and over what time frame. Some freight disruptions are likely due to tariffs and other factors, but it is not yet clear that those actions will do more than shift the timing of activity,” Vise said.
The TCI tracks the changes representing five major conditions in the U.S. truck market: freight volumes, freight rates, fleet capacity, fuel prices, and financing costs. Combined into a single index indicating the industry’s overall health, a positive score represents good, optimistic conditions while a negative score shows the inverse.
Specifically, the new global average robot density has reached a record 162 units per 10,000 employees in 2023, which is more than double the mark of 74 units measured seven years ago.
Broken into geographical regions, the European Union has a robot density of 219 units per 10,000 employees, an increase of 5.2%, with Germany, Sweden, Denmark and Slovenia in the global top ten. Next, North America’s robot density is 197 units per 10,000 employees – up 4.2%. And Asia has a robot density of 182 units per 10,000 persons employed in manufacturing - an increase of 7.6%. The economies of Korea, Singapore, mainland China and Japan are among the top ten most automated countries.
Broken into individual countries, the U.S. ranked in 10th place in 2023, with a robot density of 295 units. Higher up on the list, the top five are:
The Republic of Korea, with 1,012 robot units, showing a 5% increase on average each year since 2018 thanks to its strong electronics and automotive industries.
Singapore had 770 robot units, in part because it is a small country with a very low number of employees in the manufacturing industry, so it can reach a high robot density with a relatively small operational stock.
China took third place in 2023, surpassing Germany and Japan with a mark of 470 robot units as the nation has managed to double its robot density within four years.
Germany ranks fourth with 429 robot units for a 5% CAGR since 2018.
Japan is in fifth place with 419 robot units, showing growth of 7% on average each year from 2018 to 2023.
Progress in generative AI (GenAI) is poised to impact business procurement processes through advancements in three areas—agentic reasoning, multimodality, and AI agents—according to Gartner Inc.
Those functions will redefine how procurement operates and significantly impact the agendas of chief procurement officers (CPOs). And 72% of procurement leaders are already prioritizing the integration of GenAI into their strategies, thus highlighting the recognition of its potential to drive significant improvements in efficiency and effectiveness, Gartner found in a survey conducted in July, 2024, with 258 global respondents.
Gartner defined the new functions as follows:
Agentic reasoning in GenAI allows for advanced decision-making processes that mimic human-like cognition. This capability will enable procurement functions to leverage GenAI to analyze complex scenarios and make informed decisions with greater accuracy and speed.
Multimodality refers to the ability of GenAI to process and integrate multiple forms of data, such as text, images, and audio. This will make GenAI more intuitively consumable to users and enhance procurement's ability to gather and analyze diverse information sources, leading to more comprehensive insights and better-informed strategies.
AI agents are autonomous systems that can perform tasks and make decisions on behalf of human operators. In procurement, these agents will automate procurement tasks and activities, freeing up human resources to focus on strategic initiatives, complex problem-solving and edge cases.
As CPOs look to maximize the value of GenAI in procurement, the study recommended three starting points: double down on data governance, develop and incorporate privacy standards into contracts, and increase procurement thresholds.
“These advancements will usher procurement into an era where the distance between ideas, insights, and actions will shorten rapidly,” Ryan Polk, senior director analyst in Gartner’s Supply Chain practice, said in a release. "Procurement leaders who build their foundation now through a focus on data quality, privacy and risk management have the potential to reap new levels of productivity and strategic value from the technology."
Businesses are cautiously optimistic as peak holiday shipping season draws near, with many anticipating year-over-year sales increases as they continue to battle challenging supply chain conditions.
That’s according to the DHL 2024 Peak Season Shipping Survey, released today by express shipping service provider DHL Express U.S. The company surveyed small and medium-sized enterprises (SMEs) to gauge their holiday business outlook compared to last year and found that a mix of optimism and “strategic caution” prevail ahead of this year’s peak.
Nearly half (48%) of the SMEs surveyed said they expect higher holiday sales compared to 2023, while 44% said they expect sales to remain on par with last year, and just 8% said they foresee a decline. Respondents said the main challenges to hitting those goals are supply chain problems (35%), inflation and fluctuating consumer demand (34%), staffing (16%), and inventory challenges (14%).
But respondents said they have strategies in place to tackle those issues. Many said they began preparing for holiday season earlier this year—with 45% saying they started planning in Q2 or earlier, up from 39% last year. Other strategies include expanding into international markets (35%) and leveraging holiday discounts (32%).
Sixty percent of respondents said they will prioritize personalized customer service as a way to enhance customer interactions and loyalty this year. Still others said they will invest in enhanced web and mobile experiences (23%) and eco-friendly practices (13%) to draw customers this holiday season.