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.
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.
Global trade will see a moderate rebound in 2025, likely growing by 3.6% in volume terms, helped by companies restocking and households renewing purchases of durable goods while reducing spending on services, according to a forecast from trade credit insurer Allianz Trade.
The end of the year for 2024 will also likely be supported by companies rushing to ship goods in anticipation of the higher tariffs likely to be imposed by the coming Trump administration, and other potential disruptions in the coming quarters, the report said.
However, that tailwind for global trade will likely shift to a headwind once the effects of a renewed but contained trade war are felt from the second half of 2025 and in full in 2026. As a result, Allianz Trade has throttled back its predictions, saying that global trade in volume will grow by 2.8% in 2025 (reduced by 0.2 percentage points vs. its previous forecast) and 2.3% in 2026 (reduced by 0.5 percentage points).
The same logic applies to Allianz Trade’s forecast for export prices in U.S. dollars, which the firm has now revised downward to predict growth reaching 2.3% in 2025 (reduced by 1.7 percentage points) and 4.1% in 2026 (reduced by 0.8 percentage points).
In the meantime, the rush to frontload imports into the U.S. is giving freight carriers an early Christmas present. According to Allianz Trade, data released last week showed Chinese exports rising by a robust 6.7% y/y in November. And imports of some consumer goods that have been threatened with a likely 25% tariff under the new Trump administration have outperformed even more, growing by nearly 20% y/y on average between July and September.