Retailers need more sophisticated technology to manage inventory in an omnichannel world. Tools that improve visibility and flexibility are at the top of the list.
Victoria Kickham started her career as a newspaper reporter in the Boston area before moving into B2B journalism. She has covered manufacturing, distribution and supply chain issues for a variety of publications in the industrial and electronics sectors, and now writes about everything from forklift batteries to omnichannel business trends for DC Velocity.
For most retailers, striking the right balance between in-store and distribution center inventory levels has become a serious headache due to omnichannel requirements and the need to respond to changing customer demands more quickly than ever before. Such challenges are causing organizations to take a closer look at how they manage inventory, especially if they are using multiple platforms to do so. For many, developing a singular view of inventory and improving flexibility across their networks are keys to managing today's increasingly complex supply channel.
"There are two key disruptors when it comes to inventory management," says Michael Salmasi, co-founder of New York City-based Veea, a platform-as-a-service (PaaS) company that provides a suite of technology solutions for business and consumer needs, including retail. "One is omnichannel or cross-channel fulfillment, and the other aspect is that we are living in a more dynamic marketplace. This is having a huge impact on the way inventory is managed. E-commerce and omnichannel [in particular] have become a huge burden for managing supply chains."
Those disruptors are making forecasting more difficult too—and if your forecast isn't right, your inventory won't be right, adds Patty McDonald, global solutions marketing director, Retail Solutions Division, for Dallas-based Symphony Retail AI, which provides artificial intelligence-enabled technology solutions for retailers and consumer packaged goods (CPG) manufacturers. She says many of the problems surrounding forecasting replenishment and inventory management stem from retailers' tendency to have different platforms and point solutions for managing inventory in different channels, which makes it difficult for them to get a clear view of inventory so that they can make good stocking decisions and, ultimately, provide the best possible customer service.
"You can't do [any of] that if you can't see your inventory," McDonald explains. "It seems simple to say that, but a lot of what we see is that customers manage inventory in different systems. ... If your e-commerce orders come into a separate system from your brick-and-mortar stores, how will you effectively manage inventory across channels? If there is not enough inventory in the warehouse, then you must determine priorities. It requires knowing the total picture."
The best way to improve the picture is to make sure there is a common and real-time view for managing inventory and by implementing solutions that promote the fluid flow of information between systems, say technology providers such as McDonald, Salmasi, and others.
What follows are some ways to make that happen.
TACKLE ONE ISSUE AT A TIME
The advent of e-commerce—and along with it, trends such as buy online, pick up in store (BOPIS) and buy online, return in store (BORIS)—has complicated the inventory management process by increasing the number of channels retailers must manage. Organizations trying to get a better handle on the problem often find themselves wondering where to begin: How do I make sure I have enough in-store inventory to meet BOPIS demands? What is the best way to manage BORIS services?
The key is to tackle one issue at a time, says Nick McLean, CEO of OrderDynamics, a provider of cloud-based order management technology solutions based in Richmond Hill, Ontario.
"It's really about thinking through this in a phased approach," says McLean. "That's the primary advice we would have."
Doing so means first taking a step back and considering basic factors such as the type of business you're in, the products you sell, and your physical location and assets. This allows companies to establish better processes that will then allow the implementation of better technology solutions. McLean points to BOPIS services as an example. It's much easier for a big box retailer to set aside the space needed for such services than it is for a smaller retailer located on the second floor of a mall, he reasons. The big box likely has more inventory space to begin with, will find it easier to set aside space for pickup, and may even be able to add ship-from-store capabilities. A smaller retailer may not have the space for such activities at all, finding it necessary to develop creative solutions to the problem—only offering such services at certain outlets, for example, or reconfiguring space to accommodate packing and shipping activities. Both entities must deal with staffing issues—in the form of scheduling and compensation changes—as workers' duties change.
"These are nuances people are [addressing] as they think through omnichannel and the way they [manage inventory]," McLean says. "And there is no way you can implement these changes in one fell swoop."
Charles Dimov, vice president of marketing for OrderDynamics, adds that once those issues are addressed, companies can begin to tackle the inventory visibility piece of the equation. He points to an OrderDynamics customer that made key changes to its inventory strategy after putting the building blocks in place to accommodate combined online/in-store services such as BORIS and BOPIS. Using a single inventory platform, the retailer could see all available inventory across its network and make in-store inventory visible to shoppers online, helping to drive them to its retail outlets to make their purchase, or to pick it up if purchased online. The retailer eventually added a ship-from-store service option as well. Together, these changes allowed the retailer to keep more inventory in the field, closer to customers, and led to the elimination of one of its distribution centers.
"This is a powerful tactic if used correctly," says Dimov, pointing to both the cost savings and improved customer service levels the project yielded. "There are so many opportunities [available to you] when you have a powerful system in place."
GET THE RIGHT TECHNOLOGY
Technology providers point to distributed order management (DOM) systems as tools that can provide the level of visibility retailers and their suppliers need to better manage inventory. These are order management solutions that address a range of functions, including inventory, order routing, analytics, and shipping. Such systems can unify inventory management across all channels; manage order types and channels all in one place; provide real-time visibility of demand to manage vendor, store, and customer orders; and prioritize tasks and optimize inventory performance, according to SymphonyRetailAI. McDonald adds that such systems make order management "simple, automated, and dynamic," allowing retailers to:
View inventory availability across the supply chain so they can select sources depending on factors that matter most—leadtime, freshness, lower cost, and so forth.
Split multiple product order fulfillment across locations based on availability.
Use product returns in one channel for order fulfillment in another.
"It's so important to have a platform and process that support one [view] of inventory and all the challenges that go along with it," McDonald says. "[You also need] something to manage the forecasting and fulfillment that needs to happen for all of that inventory. You really need a single platform that can simplify all that."
Salmasi agrees, emphasizing the difficulty brick-and-mortar retailers face in today's environment compared with their online-only competitors.
"The expectations that come with e-commerce now come with brick-and-mortar stores," he explains. "They now have to do what they do well and what the e-commerce giants do well. They have to manage both pieces."
Such challenges require a more sophisticated approach to managing inventory and to the technologies used to do so. Order management solutions that incorporate analytics and allow the sharing of information between trading partners can provide the visibility and agility required of today's supply channel, technology providers argue.
"There are a lot of demands on retailers and their suppliers for faster, better [service]," Salmasi explains. "Buy online, pick up in store, buy online and have it delivered the next day—those services put tremendous pressure on the supply chain. Even something as simple as free product returns can be complex.
"In order to do it all well, [retailers] need more sophisticated technology solutions than they've had in the past. They need systems that work together."
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."