As retailers prepare for the holiday shopping season, new inventory strategies and real-time data will be key to coping with the turbulent market forces of 2019.
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.
Consumers may see June and July as lazy days for swimming pools and backyard barbecues, but for retailers, it's another story altogether. In the retail supply chain world, the summer months are the critical period when retailers ramp up for the peak holiday shopping season ahead.
In decades past, these preparations consumed the better part of a year. To stock their shelves by Thanksgiving, merchants placed orders with manufacturers many months beforehand, amassing large quantities of stock to ensure they wouldn't be caught empty-handed when shoppers came flooding into their stores.
Over the past decade or so, however, retailers have been moving away from the traditional practice and pushing their ordering out until later and later in the year. Although that might sound risky, it's actually smart business. By ordering later, they can be more responsive to real-time demand and reduce their risk of getting stuck with overstocks that eventually have to be sold off at a discount, explains Dan Gilmore, chief marketing officer at supply chain technology provider Softeon.
But now the pendulum may be swinging back again. Many are questioning whether the delayed-ordering approach will still be sound strategy in 2019, a year that has been roiled by market forces such as hot e-commerce growth, tight trucking capacity, a slowing economy, and tariff threats and trade wars. "There are more uncertainties than you would normally find, and that is causing some problems around how to manage peak-season inventory flow," Gilmore says.
DEALING WITH THE DELUGE
All this presents enormous challenges for retail supply chain professionals. Even in the best of times, retail logistics leaders often struggle to find space to house all the inventory their companies requisition in advance of peak season, says Norm Saenz, managing director at the supply chain consulting firm St. Onge Co. "Now, the tariffs are scaring everybody, and that is having major retailers thinking about scrambling to get their inventory in sooner than usual"—a move that is only exacerbating the space problem, he says.
In the face of these capacity constraints, retail distribution leaders are rethinking some of their traditional inventory practices. For instance, they might be making more frequent replenishment shipments to stores than they once did in a bid to clear space in their warehouses and DCs for the new arrivals. Or they might be cross-docking more of their freight to eliminate the need to bring it into their warehouses and DCs altogether.
Likewise, they appear to be relying more heavily on outside partners than they might have in the past. Saenz says he's seen a rise in the use of third-party logistics service providers (3PLs) by companies facing a shortage of warehouse space.
Saenz also reports that he's seeing greater use of "inventory-shifting" techniques like drop shipping and vendor-direct shipments that allow retailers to fulfill customers' orders without holding the inventory in their own stores and warehouses. All of these strategies can help retailers reduce their total-network inventory, or the total amount of goods in their supply chain at any one time.
BETTER DATA FOR BETTER PERFORMANCE
Retailers and consumer packaged-goods (CPG) companies are feeling pressure in the run-up to the 2019 holiday season, agrees Ram Krishnan, chief marketing officer at artificial intelligence provider Aera Technologies. "People are freaking out a little bit and saying, 'Let's go with the time-tested technique and front-load,'" he says.
In order to handle that flow of extra goods earlier in the season, companies are striving to be more agile by analyzing feedback from real-time data and making decisions at the "point of impact"—fulfillment centers and retail shops—instead of at a distant corporate office. "Many companies' supply chains are designed on models and assumptions created 30 years ago about capacity, supply and demand, and productivity," Krishnan says. "Supply chains were built at scale for serving the masses. But those assumptions are being challenged."
Real-time data is a key ingredient for retailers trying to adjust to that new reality and predict how economic trends will affect consumer sales, says Jim Hull, senior director for global value delivery at supply chain technology firm JDA Software Group Inc. "Companies need the ability to sense and respond in order to be flexible and resilient," he says, adding that machine learning and big data can play a role in this regard.
"The best of all worlds is to position inventory [in front of customers] early and to sell it at full price and clear out that inventory at full margin," Hull says. "But it will get harder and harder for any retailer to hit those targets because of the growth of online sales [which require retailers to maintain a vast array of stock-keeping units] and the lengthening peak season," he says, noting that what was once a four- or five-week holiday shopping season has stretched to eight, nine, or 10 weeks.
Better data is also key to optimizing internal warehouse and logistics operations, according to St. Onge's Saenz. Although that might seem obvious, he says, many companies lack the basic data necessary to make good decisions.
Building a database for inventory management doesn't always require sophisticated inputs, just basic statistics like the items' weight and dimensions, Saenz says. Armed with those specs, users can make quick decisions on such questions as whether to store inventory by units or by pallet, what type of storage rack and material handling equipment is required, and how many loads they can fit in a trailer.
"It seems really basic, and maybe the big companies can do it, but most companies don't seem to have that information, so they end up oversizing or undersizing [their inventory]," Saenz says.
And in a turbulent year like 2019, committing these kinds of business blunders could prove fatal to retailers struggling to survive in a competitive marketplace.
"The motto of the day used to be 'Stack it high and let it fly,' but as they get better at supply chain management, companies are looking for ways to [adapt to] the world of e-commerce and cope with the pressure of tariffs," Softeon's Gilmore says. "We've seen store closings and bankruptcies in recent years. If you don't get the inventory game right, it's not just a hit to your profit; your very survival is at stake."
The Port of Oakland has been awarded $50 million from the U.S. Department of Transportation’s Maritime Administration (MARAD) to modernize wharves and terminal infrastructure at its Outer Harbor facility, the port said today.
Those upgrades would enable the Outer Harbor to accommodate Ultra Large Container Vessels (ULCVs), which are now a regular part of the shipping fleet calling on West Coast ports. Each of these ships has a handling capacity of up to 24,000 TEUs (20-foot containers) but are currently restricted at portions of Oakland’s Outer Harbor by aging wharves which were originally designed for smaller ships.
According to the port, those changes will let it handle newer, larger vessels, which are more efficient, cost effective, and environmentally cleaner to operate than older ships. Specific investments for the project will include: wharf strengthening, structural repairs, replacing container crane rails, adding support piles, strengthening support beams, and replacing electrical bus bar system to accommodate larger ship-to-shore cranes.
The Florida logistics technology startup OneRail has raised $42 million in venture backing to lift the fulfillment software company its next level of growth, the company said today.
The “series C” round was led by Los Angeles-based Aliment Capital, with additional participation from new investors eGateway Capital and Florida Opportunity Fund, as well as current investors Arsenal Growth Equity, Piva Capital, Bullpen Capital, Las Olas Venture Capital, Chicago Ventures, Gaingels and Mana Ventures. According to OneRail, the funding comes amidst a challenging funding environment where venture capital funding in the logistics sector has seen a 90% decline over the past two years.
The latest infusion follows the firm’s $33 million Series B round in 2022, and its move earlier in 2024 to acquire the Vancouver, Canada-based company Orderbot, a provider of enterprise inventory and distributed order management (DOM) software.
Orlando-based OneRail says its omnichannel fulfillment solution pairs its OmniPoint cloud software with a logistics as a service platform and a real-time, connected network of 12 million drivers. The firm says that its OmniPointsoftware automates fulfillment orchestration and last mile logistics, intelligently selecting the right place to fulfill inventory from, the right shipping mode, and the right carrier to optimize every order.
“This new funding round enables us to deepen our decision logic upstream in the order process to help solve some of the acute challenges facing retailers and wholesalers, such as order sourcing logic defaulting to closest store to customer to fulfill inventory from, which leads to split orders, out-of-stocks, or worse, cancelled orders,” OneRail Founder and CEO Bill Catania said in a release. “OneRail has revolutionized that process with a dynamic fulfillment solution that quickly finds available inventory in full, from an array of stores or warehouses within a localized radius of the customer, to meet the delivery promise, which ultimately transforms the end-customer experience.”
Commercial fleet operators are steadily increasing their use of GPS fleet tracking, in-cab video solutions, and predictive analytics, driven by rising costs, evolving regulations, and competitive pressures, according to an industry report from Verizon Connect.
Those conclusions come from the company’s fifth annual “Fleet Technology Trends Report,” conducted in partnership with Bobit Business Media, and based on responses from 543 fleet management professionals.
The study showed that for five consecutive years, at least four out of five respondents have reported using at least one form of fleet technology, said Atlanta-based Verizon Connect, which provides fleet and mobile workforce management software platforms, embedded OEM hardware, and a connected vehicle device called Hum by Verizon.
The most commonly used of those technologies is GPS fleet tracking, with 69% of fleets across industries reporting its use, the survey showed. Of those users, 72% find it extremely or very beneficial, citing improved efficiency (62%) and a reduction in harsh driving/speeding events (49%).
Respondents also reported a focus on safety, with 57% of respondents citing improved driver safety as a key benefit of GPS fleet tracking. And 68% of users said in-cab video solutions are extremely or very beneficial. Together, those technologies help reduce distracted driving incidents, improve coaching sessions, and help reduce accident and insurance costs, Verizon Connect said.
Looking at the future, fleet management software is evolving to meet emerging challenges, including sustainability and electrification, the company said. "The findings from this year's Fleet Technology Trends Report highlight a strong commitment across industries to embracing fleet technology, with GPS tracking and in-cab video solutions consistently delivering measurable results,” Peter Mitchell, General Manager, Verizon Connect, said in a release. “As fleets face rising costs and increased regulatory pressures, these technologies are proving to be indispensable in helping organizations optimize their operations, reduce expenses, and navigate the path toward a more sustainable future.”
Businesses engaged in international trade face three major supply chain hurdles as they head into 2025: the disruptions caused by Chinese New Year (CNY), the looming threat of potential tariffs on foreign-made products that could be imposed by the incoming Trump Administration, and the unresolved contract negotiations between the International Longshoremen’s Association (ILA) and the U.S. Maritime Alliance (USMX), according to an analysis from trucking and logistics provider Averitt.
Each of those factors could lead to significant shipping delays, production slowdowns, and increased costs, Averitt said.
First, Chinese New Year 2025 begins on January 29, prompting factories across China and other regions to shut down for weeks, typically causing production to halt and freight demand to skyrocket. The ripple effects can range from increased shipping costs to extended lead times, disrupting even the most well-planned operations. To prepare for that event, shippers should place orders early, build inventory buffers, secure freight space in advance, diversify shipping modes, and communicate with logistics providers, Averitt said.
Second, new or increased tariffs on foreign-made goods could drive up the cost of imports, disrupt established supply chains, and create uncertainty in the marketplace. In turn, shippers may face freight rate volatility and capacity constraints as businesses rush to stockpile inventory ahead of tariff deadlines. To navigate these challenges, shippers should prepare advance shipments and inventory stockpiling, diversity sourcing, negotiate supplier agreements, explore domestic production, and leverage financial strategies.
Third, unresolved contract negotiations between the ILA and the USMX will come to a head by January 15, when the current contract expires. Labor action or strikes could cause severe disruptions at East and Gulf Coast ports, triggering widespread delays and bottlenecks across the supply chain. To prepare for the worst, shippers should adopt a similar strategy to the other potential January threats: collaborate early, secure freight, diversify supply chains, and monitor policy changes.
According to Averitt, companies can cushion the impact of all three challenges by deploying a seamless, end-to-end solution covering the entire path from customs clearance to final-mile delivery. That strategy can help businesses to store inventory closer to their customers, mitigate delays, and reduce costs associated with supply chain disruptions. And combined with proactive communication and real-time visibility tools, the approach allows companies to maintain control and keep their supply chains resilient in the face of global uncertainties, Averitt said.
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.