In a reversal of the usual chain of events, e-tailer Dollar Shave Club cut ties with its 3PL and built two automated DCs so it could take charge of its own fulfillment operations.
David Maloney has been a journalist for more than 35 years and is currently the group editorial director for DC Velocity and Supply Chain Quarterly magazines. In this role, he is responsible for the editorial content of both brands of Agile Business Media. Dave joined DC Velocity in April of 2004. Prior to that, he was a senior editor for Modern Materials Handling magazine. Dave also has extensive experience as a broadcast journalist. Before writing for supply chain publications, he was a journalist, television producer and director in Pittsburgh. Dave combines a background of reporting on logistics with his video production experience to bring new opportunities to DC Velocity readers, including web videos highlighting top distribution and logistics facilities, webcasts and other cross-media projects. He continues to live and work in the Pittsburgh area.
In order to succeed, an e-commerce company must excel on two fronts: delivering quality products and providing superior customer service. That's how it can differentiate itself from its brick-and-mortar competitors.
Dollar Shave Club, a company specializing in grooming and personal care products, was built on this principle. Its founders saw a wide-open market opportunity in giving consumers an alternative to buying high-priced shaving products in stores. In 2011, it launched a direct-to-consumer subscription razor blades service, shipping high-quality products at low prices—just a few bucks a month—right to the customer's door. Subscribers receive monthly deliveries of shaving supplies, including razors, creams, and lotions, with the option of canceling at any time. In order to retain these customers, the company must deliver high-quality products on time and with 100-percent order accuracy.
Like many e-commerce startups, Venice, Calif.-based Dollar Shave Club initially contracted with a third party to handle its order fulfillment. That worked well enough for a time. But as business took off, the company grew increasingly dissatisfied with the arrangement. Eventually, it became clear that the retailer had outgrown its third-party provider, says Lori Jackson, Dollar Shave's director of operations and fulfillment.
More importantly, the company felt the arrangement did not guarantee the kind of service it felt it needed to provide. (Dollar Shave Club's objective is to ship every order within 24 hours of receipt.) After giving the matter due consideration, the company decided that the best way to gain the flexibility—as well as the level of inventory control, speed, and accuracy—it sought was to cut the third party loose and bring distribution in house.
ABOUT FACE
Today, Dollar Shave Club has full control of its own distribution destiny, handling all of its order fulfillment out of two company-run DCs. It opened its first distribution center, a 110,000-square-foot operation in nearby Torrance, Calif., in December 2015. That was quickly followed by the opening of a second facility, a 280,000-square-foot building in Grove City, Ohio, near Columbus, this past July.
As for what tipped the hand in favor of the Columbus area for its second facility, Jackson says Dollar Shave Club weighed a number of factors in choosing the site. "We looked at our customer base, distribution shipping costs, and the ability to service our customers, as well as for an area with a good labor pool," she recalls.
Jackson says the search covered a territory bounded by Indiana to the west, Pittsburgh on the east, Michigan to the north, and Kentucky on the south before settling on the site near Columbus. Among the factors that worked in Ohio's favor were good highway access, proximity to major carrier hubs, and 11 area colleges that could feed a steady stream of graduates to the region's already diverse labor pool. (Currently, about 110 employees work in the Ohio facility.) It also helps that 75 percent of the U.S. population can be easily reached within three to four days from the Buckeye State.
Distribution territory is roughly split at the Rocky Mountains. Torrance serves customers west of the range plus Texas, which accounts for about 30 percent of total volume. The larger Ohio facility handles the remaining 70 percent. Both facilities process only direct-to-consumer orders.
"We distribute and fulfill the same products from both facilities," says Jackson. "Both are highly automated, though Ohio has higher capacities and can handle a little more scale."
NEAT AND TRIM
Even though the Torrance facility had opened just a year earlier, the company incorporated some design improvements into the plans for its new Columbus DC, according to Jackson. Many of those changes were made to accommodate the operation's scale. Because it would be processing higher volumes than its counterpart in California does, the Ohio facility would require automated systems with higher throughput and speed to ensure that it could turn orders around in the desired timeframe.
Bastian Solutions served as the designer and integration partner in both operations. It also provided some of the equipment, integrating its own conveyors and pick-to-light systems with systems from other manufacturers.
Finding the right integration partner was key to Dollar Shave Club's ability to bring distribution in house. "As a startup company, it was important to find partners who can flex with us. It's how we chose all vendors," Jackson says. "We don't have the standard distribution model. We need the ability to change what we do easily. That is huge and has been a big part of our success. We don't want to be locked in."
It's important to note that when it comes to fulfillment, Dollar Shave Club enjoys one huge advantage over most e-tailers in that it handles only a small number of SKUs (stock-keeping units). This was a strategic decision arrived at early on. While many online companies compete by offering a vast selection of products, Dollar Shave Club has chosen a different route: selling a limited number of quality products. It currently offers a menu of about 30 items, including three types of razors; blades; shaving, cleaning, and styling products; and skin care lotions, lip balms, and wipes. Some of these goods are also bundled with other items for sale in packages—for example, a pack that combines a washcloth with body and face cleansers.
Among other advantages, the low SKU count—coupled with high demand density—has simplified order fulfillment and minimized the need for rack storage. Most inventory is stored as cases in forward locations.
SMOOTH OPERATOR
Daily operations at the Ohio fulfillment center are directed by a HighJump warehouse management system (WMS). Early on in the process, the software determines where the various orders will be filled. Orders that have a similar profile and contain the same SKUs are directed to batch pick stations. (These orders are batched into waves based on which SKU they contain.)
For these orders, the fulfillment process starts with the pre-labeling of shipping cartons and envelopes using print-and-apply machines. After labeling, the cartons and envelopes are sent to 36 packing stations. Meanwhile, cases of SKUs needed for batches are selected from the forward rack locations according to directions transmitted by radio-frequency (RF) devices. The cases are then sent to the packing stations, with each station receiving only the products needed for a single batch.
At the pack station, a worker removes the product (or products) from the case and places them into the prelabeled cartons and envelopes. All of the orders being processed at a pack station at any one time contain the same items in the same quantity to expedite the packing process and minimize the chance of errors. "It's easily controllable," notes Jackson. Completed orders are then placed onto takeaway conveyors for transport to sorting.
Orders that don't fit the profile of the batch orders being processed at that time—either because they contain different products or because they include multiple SKUs—are processed in a pick-to-light area that includes about 100 locations in flow racks. Lights illuminate in the pick-to-light area to direct the picking of orders into totes, which are then taken to 28 dedicated pack stations. This pack area can scale to 34 stations to allow for growth.
At the pack stations, shipping cartons are labeled using Zebra label printers and the orders are packed. After the finished cartons are weighed on Mettler Toledo scales, they're placed onto a takeaway conveyor that feeds a vertical lifting conveyor supplied by Qimarox. The lift is used to raise the cartons to an overhead conveyor line that's high enough to allow lift trucks to transport products needed to replenish the pick-to-light flow racks below. In Ohio, Crown lift trucks are used, while Toyota forklifts are deployed in the California DC.
Completed cartons and envelopes from both the main packing area and the pick-to-light packing stations are transported via roller conveyors to a sliding shoe sorter supplied by Hytrol. The cartons are sorted to 36 destination bins based on ZIP code. (The company also employs routing software from Creative Logistics Solutions.)
Bastian used a similar sorting layout in the California facility, with one difference. At the Torrance building, it installed a Bastian ZiPline high-speed cross-belt sorter, rather than the sliding shoe model. (The sliding shoe sorter, which has a high capacity, was chosen for Ohio to accommodate the higher volumes processed at that facility.)
As for how it has all worked out, Dollar Shave Club says it has been very pleased with the productivity and flexibility it gained by opening its own distribution facilities. The company is meeting its goal of shipping orders within 24 hours of receipt, and it views both operations as a step up from the days when the e-tailer relied on a third party for fulfillment.
"It's all about the member experience. When they place an order, we can ship it as quickly and efficiently as possible," says Jackson. "We are able to now offer the same high level of service to all of our members across the country."
Even as a last-minute deal today appeared to delay the tariff on Mexico, that deal is set to last only one month, and tariffs on the other two countries are still set to go into effect at midnight tonight.
Once new U.S. tariffs go into effect, those other countries are widely expected to respond with retaliatory tariffs of their own on U.S. exports, that would reduce demand for U.S. and manufacturing goods. In the context of that unpredictable business landscape, many U.S. business groups have been pressuring the White House to pull back from the new policy.
Here is a sampling of the reaction to the tariff plan by the U.S. business community:
American Association of Port Authorities (AAPA)
“Tariffs are taxes,” AAPA President and CEO Cary Davis said in a release. “Though the port industry supports President Trump’s efforts to combat the flow of illicit drugs, tariffs will slow down our supply chains, tax American businesses, and increase costs for hard-working citizens. Instead, we call on the Administration and Congress to thoughtfully pursue alternatives to achieving these policy goals and exempt items critical to national security from tariffs, including port equipment.”
Retail Industry Leaders Association (RILA)
“We understand the president is working toward an agreement. The leaders of all four nations should come together and work to reach a deal before Feb. 4 because enacting broad-based tariffs will be disruptive to the U.S. economy,” Michael Hanson, RILA’s Senior Executive Vice President of Public Affairs, said in a release. “The American people are counting on President Trump to grow the U.S. economy and lower inflation, and broad-based tariffs will put that at risk.”
National Association of Manufacturers (NAM)
“Manufacturers understand the need to deal with any sort of crisis that involves illicit drugs crossing our border, and we hope the three countries can come together quickly to confront this challenge,” NAM President and CEO Jay Timmons said in a release. “However, with essential tax reforms left on the cutting room floor by the last Congress and the Biden administration, manufacturers are already facing mounting cost pressures. A 25% tariff on Canada and Mexico threatens to upend the very supply chains that have made U.S. manufacturing more competitive globally. The ripple effects will be severe, particularly for small and medium-sized manufacturers that lack the flexibility and capital to rapidly find alternative suppliers or absorb skyrocketing energy costs. These businesses—employing millions of American workers—will face significant disruptions. Ultimately, manufacturers will bear the brunt of these tariffs, undermining our ability to sell our products at a competitive price and putting American jobs at risk.”
American Apparel & Footwear Association (AAFA)
“Widespread tariff actions on Mexico, Canada, and China announced this evening will inject massive costs into our inflation-weary economy while exposing us to a damaging tit-for-tat tariff war that will harm key export markets that U.S. farmers and manufacturers need,” Steve Lamar, AAFA’s president and CEO, said in a release. “We should be forging deeper collaboration with our free trade agreement partners, not taking actions that call into question the very foundation of that partnership."
Healthcare Distribution Alliance (HDA)
“We are concerned that placing tariffs on generic drug products produced outside the U.S. will put additional pressure on an industry that is already experiencing financial distress. Distributors and generic manufacturers and cannot absorb the rising costs of broad tariffs. It is worth noting that distributors operate on low profit margins — 0.3 percent. As a result, the U.S. will likely see new and worsened shortages of important medications and the costs will be passed down to payers and patients, including those in the Medicare and Medicaid programs," the group said in a statement.
National Retail Federation (NRF)
“We support the Trump administration’s goal of strengthening trade relationships and creating fair and favorable terms for America,” NRF Executive Vice President of Government Relations David French said in a release. “But imposing steep tariffs on three of our closest trading partners is a serious step. We strongly encourage all parties to continue negotiating to find solutions that will strengthen trade relationships and avoid shifting the costs of shared policy failures onto the backs of American families, workers and small businesses.”
Businesses are scrambling today to insulate their supply chains from the impacts of a trade war being launched by the Trump Administration, which is planning to erect high tariff walls on Tuesday against goods imported from Canada, Mexico, and China.
Tariffs are import taxes paid by American companies and collected by the U.S. Customs and Border Protection (CBP) Agency as goods produced in certain countries cross borders into the U.S.
In a last-minute deal announced on Monday, leaders of both countries said the tariffs on goods from Mexico will be delayed one month after that country agreed to send troops to the U.S.-Mexico border in an attempt to stem to flow of drugs such as fentanyl from Mexico, according to published reports.
If the deal holds, it could avoid some of the worst impacts of the tariffs on U.S. manufacturers that rely on parts and raw materials imported from Mexico. That blow would be particularly harsh on companies in the automotive and electrical equipment sectors, according to an analysis by S&P Global Ratings.
However, tariff damage is still on track to occur for U.S. companies with tight supply chain connections to Canada, concentrated in commodity-related processing sectors, the firm said. That disruption would increase if those countries responded with retaliatory tariffs of their own, a move that would slow the export of U.S. goods. Such an event would hurt most for American businesses in the agriculture and fishing, metals, and automotive areas, according to the analysis from Satyam Panday, Chief US and Canada Economist, S&P Global Ratings.
To dull the pain of those events, U.S. business interests would likely seek to cushion the declines in output by looking to factors such as exchange rate movements, availability of substitutes, and the willingness of producers to absorb the higher cost associated with tariffs, Panday said.
Weighing the long-term effects of a trade war
The extent to which increased tariffs will warp long-standing supply chain patterns is hard to calculate, since it is largely dependent on how long these tariffs will actually last, according to a statement from Tony Pelli, director of supply chain resilience, BSI Consulting. “The pause [on tariffs with Mexico] will help reduce the impacts on agricultural products in particular, but not necessarily on the automotive industry given the high degree of integration across all three North American countries,” he said.
“Tariffs on Canada or Mexico will disrupt supply chains beyond just finished goods,” Pelli said. “Some products cross the US, Mexico, and Canada borders four to five times, with the greatest impact on the auto and electronics industries. These supply chains have been tightly integrated for around 30 years, and it will be difficult for firms to simply source elsewhere. There are dense supplier networks along the US border with Mexico and Canada (especially Ontario) that you can’t just pick up and move somewhere else, which would likely slow or even stop auto manufacturing in the US for a time.”
If the tariffs on either Canada or Mexico stay in place for an extended period, the effects will soon become clear, said Hamish Woodrow, head of strategic analytics at Motive, a fleet management and operations platform. “Ultimately, the burden of these tariffs will fall on U.S. consumers and retailers. Prices will rise, and businesses will pass along costs as they navigate increased expenses and uncertainty,” Woodrow said.
But in the meantime, companies with international supply chains are quickly making contingency plans for any of the possible outcomes. “The immediate impact of tariffs on trucking, freight, and supply chains will be muted. Goods already en route, shipments six weeks out on the water, and landed inventory will continue to flow, meaning the real disruption will be felt in Q2 as businesses adjust to the new reality,” Woodrow said.
“By the end of the day, companies will be deploying mitigation strategies—many will delay inventory shipments to later in the year, waiting to see if the policy shifts or exemptions are introduced. Those who preloaded inventory will likely adopt a wait-and-see approach, holding off on further adjustments until the market reacts. In the short term, sourcing alternatives are limited, forcing supply chains to pause and reassess long-term investments while monitoring policy developments,” said Woodrow.
Editor's note: This story was revised on February 3 to add input from BSI and Motive.
Businesses dependent on ocean freight are facing shipping delays due to volatile conditions, as the global average trip for ocean shipments climbed to 68 days in the fourth quarter compared to 60 days for that same quarter a year ago, counting time elapsed from initial booking to clearing the gate at the final port, according to E2open.
Those extended transit times and booking delays are the ripple effects of ongoing turmoil at key ports that is being caused by geopolitical tensions, labor shortages, and port congestion, Dallas-based E2open said in its quarterly “Ocean Shipping Index” report.
The most significant contributor to the year-over-year (YoY) increase is actual transit time, alongside extraordinary volatility that has created a complex landscape for businesses dependent on ocean freight, the report found.
"Economic headwinds, geopolitical turbulence and uncertain trade routes are creating unprecedented disruptions within the ocean shipping industry. From continued Red Sea diversions to port congestion and labor unrest, businesses face a complex landscape of obstacles, all while grappling with possibility of new U.S. tariffs," Pawan Joshi, chief strategy officer (CSO) at e2open, said in a release. "We can expect these ongoing issues will be exacerbated by the Lunar New Year holiday, as businesses relying on Asian suppliers often rush to place orders, adding strain to their supply chains.”
Lunar New Year this year runs from January 29 to February 8, and often leads to supply chain disruptions as massive worker travel patterns across Asia leads to closed factories and reduced port capacity.
That changing landscape is forcing companies to adapt or replace their traditional approaches to product design and production. Specifically, many are changing the way they run factories by optimizing supply chains, increasing sustainability, and integrating after-sales services into their business models.
“North American manufacturers have embraced the factory of the future. Working with service providers, many companies are using AI and the cloud to make production systems more efficient and resilient,” Bob Krohn, partner at ISG, said in the “2024 ISG Provider Lens Manufacturing Industry Services and Solutions report for North America.”
To get there, companies in the region are aggressively investing in digital technologies, especially AI and ML, for product design and production, ISG says. Under pressure to bring new products to market faster, manufacturers are using AI-enabled tools for more efficient design and rapid prototyping. And generative AI platforms are already in use at some companies, streamlining product design and engineering.
At the same time, North American manufacturers are seeking to increase both revenue and customer satisfaction by introducing services alongside or instead of traditional products, the report says. That includes implementing business models that may include offering subscription, pay-per-use, and asset-as-a-service options. And they hope to extend product life cycles through an increasing focus on after-sales servicing, repairs. and condition monitoring.
Additional benefits of manufacturers’ increased focus on tech include better handling of cybersecurity threats and data privacy regulations. It also helps build improved resilience to cope with supply chain disruptions by adopting cloud-based supply chain management, advanced analytics, real-time IoT tracking, and AI-enabled optimization.
“The changes of the past several years have spurred manufacturers into action,” Jan Erik Aase, partner and global leader, ISG Provider Lens Research, said in a release. “Digital transformation and a culture of continuous improvement can position them for long-term success.”
Women are significantly underrepresented in the global transport sector workforce, comprising only 12% of transportation and storage workers worldwide as they face hurdles such as unfavorable workplace policies and significant gender gaps in operational, technical and leadership roles, a study from the World Bank Group shows.
This underrepresentation limits diverse perspectives in service design and decision-making, negatively affects businesses and undermines economic growth, according to the report, “Addressing Barriers to Women’s Participation in Transport.” The paper—which covers global trends and provides in-depth analysis of the women’s role in the transport sector in Europe and Central Asia (ECA) and Middle East and North Africa (MENA)—was prepared jointly by the World Bank Group, the Asian Development Bank (ADB), the German Agency for International Cooperation (GIZ), the European Investment Bank (EIB), and the International Transport Forum (ITF).
The slim proportion of women in the sector comes at a cost, since increasing female participation and leadership can drive innovation, enhance team performance, and improve service delivery for diverse users, while boosting GDP and addressing critical labor shortages, researchers said.
To drive solutions, the researchers today unveiled the Women in Transport (WiT) Network, which is designed to bring together transport stakeholders dedicated to empowering women across all facets and levels of the transport sector, and to serve as a forum for networking, recruitment, information exchange, training, and mentorship opportunities for women.
Initially, the WiT network will cover only the Europe and Central Asia and the Middle East and North Africa regions, but it is expected to gradually expand into a global initiative.
“When transport services are inclusive, economies thrive. Yet, as this joint report and our work at the EIB reveal, few transport companies fully leverage policies to better attract, retain and promote women,” Laura Piovesan, the European Investment Bank (EIB)’s Director General of the Projects Directorate, said in a release. “The Women in Transport Network enables us to unite efforts and scale impactful solutions - benefiting women, employers, communities and the climate.”