In our continuing series of discussions with top supply-chain company executives, Bart Cera of Vargo discusses the advantages of waveless fulfillment and the importance of strategic partnerships.
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.
When Bart Cera left the banking industry in 2006 to join Vargo, he was intrigued by the challenges and opportunities he would find in the material handling industry. First joining as the CFO/COO, he is now president and chief operating officer for Vargo, a company that specializes in material handling systems integration, warehouse execution software, and equipment solutions for fulfillment and distribution centers.
Cera’s previous experiences in the financial sector were with Emerald Bank, Ohio Central Savings, and American Share Insurance. He is a certified public accountant and holds a bachelor’s degree in finance from Bowling Green State University in Ohio.
Q: You came out of the banking industry. What led you to take a job at a supply chain company?
A: There’s an old adage that says it’s not necessarily what you know, but who you know, and that helps explain how I wound up here. My background was in finance and accounting, and focused on banking up to the time I joined Vargo. My last endeavor was chartering a new startup bank that was sold, and given the probable loss of management control that comes with these types of acquisitions, I reached out to my professional business mentor to let him know I might be open to exploring other opportunities.
Well, timing is everything, as they say, and he introduced me to the Vargo family and the uniqueness (at least to me at the time) of their business. They had just acquired a specialty distribution software group out of Austin, Texas, and Berkeley, California, and because of their growth, they were looking for a CFO/COO to help organize and run the business. My passion lives in connecting finance to the operational aspects of the business, and I felt the opportunity to learn an entirely new industry essentially from scratch was too good to pass up. As you can imagine, I initially felt like a fish out of water, but I relied on my finance background and, connecting that to the underlying business processes, I was able to quickly learn to swim in the new pond of material handling/automated equipment, systems integration, and warehouse execution software.
Q: How do you view the state of the warehouse automation and software markets?
A: Unfortunately, during the Covid pandemic, supply chains quickly became compromised, and the “retail sourcing” of goods and products to consumers was nearly non-existent or significantly reduced for long periods of time in 2020. While recovery is underway, many brick-and-mortar retailers have been harmed beyond repair or continue as shadows of their former selves.
This impact has challenged retail sellers of goods to refocus on their e-commerce or omnichannel facilities and to rethink their fulfillment processes. The old days of throwing labor at it and muscling through spikes in demand are over.
Today’s leading supply chain executives are showing an increased appetite for warehouse automation (including robotics) as well as more upstream and execution-level software intelligence to facilitate both increased processing volumes and increased fulfillment speed. It is an exciting time in our industry right now, and we couldn’t be happier with our company’s successes to date and our positioning to help distribution professionals with these accelerated challenges.
Q: As a consulting, design, and integration firm, Vargo is agnostic when it comes to selecting equipment for its solutions. What are the benefits of that for your clients?
A: Among other advantages, being equipment and technology agnostic gives Vargo a lot of flexibility in designing our systems and, at the same time, affords us the ability to better meet client budgets. We are not married to a particular technology or OEM manufacturer, nor forced to only design and sell from one provider’s playbook like our direct OEM competition. Furthermore, the focus of our designs is on the people, the processes, and then the equipment/technology (in that order). Fulfillment systems need to be easy to run and the processes undertaken able to meet the desired operating requirements, first and foremost. The addition of equipment or a specific technology is merely the vehicle used to support (or optimize) the process. By being an agnostic equipment provider, we can source the best equipment (or technology) to fit the process, rather than forcing the process to fit the equipment. This is one of the most important factors driving systems integrator businesses like ours.
Q: Vargo has long been an advocate of waveless fulfillment. What are the main advantages of that?
A: The main advantage of waveless (or continuous flow) fulfillment is that it allows a facility to consistently and continuously work at maximum processing rate and avoid ebbs and flows in productivity levels. It does this by organizing and controlling the flow of product through the facility in such a way that lines/SKUs (stock-keeping units) required for an order are all delivered independently of each other at as close to the same time as possible (typically, less than 20 minutes, on average, in our high-volume e-commerce facilities).
As a result, these order consolidation points turn more frequently than traditionally, which, in turn, allows for more throughput and a much higher adherence to SLA (service-level agreement) requirements. There are other significant benefits of waveless/continuous processing as well, such as reduced facility footprint and equipment capital requirements; automated exception handling built into the process; the fact that supervisors are responsible only for managing people and not managing the process, etc.
Q: In the past year, you’ve formed a number of strategic partnerships with robotics firms, including Kindred and Fetch Robotics. Why did you target partnerships in robotics, and what do you hope to gain from them?
A: With the impact of Covid-19 on e-commerce demand and today’s emphasis on social distancing requirements, automation no longer is an enhancement to the operation but rather a requirement, in many cases. A common theme we hear from our clients is that they have three big problems to solve with respect to fulfillment: labor, labor, and labor. We see robotics (and goods-to-person) technologies being a significant option for reducing or limiting the need for labor in facilities given the “physicalness” required to receive product, put it away, pick it, pack it, and ship it.
Furthermore, we do not believe any one company can be great at everything. So, we have taken this partnership approach to align our company with solid robotic providers that focus solely on a core mission of promoting and enhancing—mechanically and programmatically—the robot itself. This allows the experts in distribution (like Vargo) to handle the actual deployments—applying the robotics to the right operational fulfillment process and then integrating them seamlessly into the final engineered system.
From a partnership perspective, a more formal arrangement of working together allows our respective teams to work closely together on common interfaces, prototyping “use case” applications, creating mutual testing “sandboxes,” providing exposure to our respective clients, etc. This way, we can mutually drive more interest in these technologies and deploy more quickly upon sale.
Q: Do you anticipate more interest in major projects this year?
A: We do! The activity level and interest in supply chain and distribution is like nothing I’ve seen in my 14 years with Vargo. Most multichannel retailers, I believe, are re-evaluating their supply chains and scrambling for either equipment and/or new facilities to handle the increased e-commerce demand. Others are exploring converting retail-operations focused buildings (where demand has fallen away) to more omnichannel-based or e-comm facilities.
Furthermore, there is a lot of interest in moving away from a centralized fulfillment network (one or two nodes) to a more regional fulfillment approach. This shift to regionalized fulfillment allows for a lot of the larger facility operating benefits, and it brings the product closer to the consumer to compete with the speed of Amazon, optimizes freight, and spreads labor needs over more geographies. It is an exciting time to be in the fulfillment and distribution business.
Q: Are you working on any current projects or products that you wish to share?
A: We have several large client initiatives underway for 2021 and 2022. Vargo’s warehouse execution software, COFE (Continuous Order Fulfillment Engine), continues to garner significant industry interest coming off yet another year of record-setting peak volumes across our clients. This, together with the rollout of a new cloud-based COFE option (reducing client-based IT requirements), the partnerships with robotics companies I mentioned earlier, and our early 2020 partnership with a cloud-based warehouse management software provider (Koerber, formerly HighJump), is why we are so excited about what the future holds.
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.