Should companies continue to follow a just-in-time inventory management strategy? Or should they go back to holding safety stock just in case stockouts occur? The answer is a little bit of both.
Jonathan Byrnes (jlbyrnes@mit.edu) is a senior lecturer at the Massachusetts Institute of Technology (MIT) and is founder and chairman of Profit Isle, a SaaS profit-analytics Enterprise Profit Management company. He is author of Islands of Profit in a Sea of Red Ink and co-author, with Profit Isle CEO John Wass, of Choose Your Customer: How to Compete Against the Digital Giants and Thrive.
John Wass is CEO of Profit Isle and former senior vice president of Staples. He is a co-author of the recently published book, Choose Your Customer: How to Compete Against the Digital Giants and Thrive.
A November Wall Street Journal headline declared, “Companies Grapple with Post-Pandemic Inventories Dilemma.” The first paragraph read, “Companies are wrestling with how big their inventories should be, since the pandemic highlighted the danger of having both too much and too little stored away.” According to the article, the most important inventory question facing managers today is whether their supply chains should be just-in-time (with low inventories) or just-in-case (with high inventories).
Two important principles will enable managers to answer this question today:
The right amount of inventory for a particular product serving a specific customer depends on the customer’s profitability and the product’s demand pattern (in other words, is demand steady or erratic); and
The right definition of excellent service is always keeping your promises to your customers, but you don’t have to (and should not) make the same promises to all customers.
In other words, the right answer to the just-in-time vs. just-in-case question is both; companies should run multiple parallel supply chains with the supply chain structure and inventory strategy tailored to the specific customer and product.
In the past, this was impossible to do because companies did not have adequate information on customer profitability and product demand patterns. Instead they had to watch broad aggregate financial metrics like revenue, gross margin, and cost. They also had to monitor aggregate supply chain metrics like the percent of complete on-time order shipments. As a result, service intervals (the time between when an order is received and when the customer receives the shipment) were typically the same for all customers. In that era, it made sense to have broad, companywide policies for inventory management, like just-in-time vs just-in-case.
But today, advance analytics and business intelligence tools, such as an enterprise profit management (EPM) system, can provide profitability metrics down to the transaction level. These systems can produce the profit and demand variance information needed to set the right inventory and service intervals for every product ordered by every customer. Because an EPM system tracks every order, managers can determine both every customer’s demand variance (order pattern) for every product they purchase and every customer’s profitability. This enables astute managers to make the right service interval promises to each customer for each product, which provides the basis for determining the right inventory levels for each customer-product set.
Managers across industries who use EPM systems typically find a characteristic customer profitability pattern:
20% of their customers typically generate about 150% of the company’s profits. These “Profit Peak” customers are their large, high-profit accounts. For these customers, the objective is to flawlessly meet their needs and find ways to create service innovations that grow these relationships.
30% percent of their customers are large, money-losing accounts that end up eroding about 50% of the profits gained from the “Profit Peak” customers. In our experience, the problem with these “Profit Drain” customers is rarely that they are being offered below-market pricing but rather that they are accruing excessively high operating costs. For example, the customer may be ordering too frequently or holding excessive safety stock. In many cases, these practices are costly for both companies but can often be easily reversed.
50% of their customers are small accounts that produce minimal profit but consume about 50% of a company’s resources. For these “Profit Desert” customers, the goal is to reduce the operating costs associated with serving them while growing the few that are development prospects.
When a company is able to identify which of the three profitability categories a customer falls into and what the demand/order pattern for the product is, it finally becomes feasible and practical to tailor its inventory strategy to the customer. The company can now individualize (and keep) its customer service promises.
Make the right promises
Figure 1 presents a matrix that shows example service intervals that a company might promise to its customers. The columns represent profit-based customer segments, while the rows represent steady- vs. variable-demand patterns.
[Figure 1] What service interval should you be providing? Enlarge this image
Profit Peak customers and steady-demand products: Your Profit Peak customers provide your core profitability. Your most important supply chain task is to give each profit peak customer what it needs every time (unless supply chain disruptions make this impossible for a time). Their service interval is set at one-day (or less).
The amount of inventory needed for your profit peak customers depends on their demand variance. (Actually, it depends on the degree to which you can forecast their demand; a customer may have a lot of variance, but if you can forecast it, you can plan your inventory purchases to match the customer’s demand peaks and valleys.)
High-profit customers with steady demand products (for example, major urban hospitals buying IV solutions) only require low inventory levels. Their supply chains should be “flow-through pipelines” with minimal inventory at each point. (In other words, inventory should be replenished at a steady rate at every point in the supply chain to match the customer’s steady volume of consumption. You should only hold just enough safety stock inventory to meet emergencies.)
Profit Peak customers with variable-demand products: High-profit customers with variable-demand products (for example, major urban hospitals trying a new type of safety glasses) warrant a lot of safety stock. For these critical customers, you need to carry enough just-in-case inventory to ensure that they will almost never run out of product.
If the local distribution center (DC) runs low on one of these products, you should expedite shipments from a central facility at no cost to the customer. Their service interval is set at one day, as well.
Profit Drain customers with steady-demand products: Profit Drain customers with steady-demand products (for example, distant mid-sized hospitals purchasing IV solutions) also require only low levels of inventory. They also should have flow-through pipeline supply chains. However, their steady demand means that you will not have to carry safety stock locally. If local stock is tight, they should have lower priority than your Profit Peak customers.
Here, the service interval again should be one day, with the understanding that it will stretch to two to three days on the rare occasions that your local DC is low on stock and reserving product for your Profit Peak customers. If they insist on getting faster service in these unusual occasions, they should bear the cost of expediting the product from a central warehouse.
Profit Drain customers with variable-demand products. If a large, money-losing customer has erratic demand for a product (for example, a distantly located mid-sized hospital buying fashionable flowered gowns), it is not necessary to hold high levels of local safety stock. Instead, you should set a service interval (perhaps three days) that enables you to bring stock in from a central warehouse. The safety stock inventories of these products in the local DC should be reserved for your higher priority Profit Peak customers.
Profit Desert customers with steady-demand products: Your Profit Desert segment is comprised of numerous small customers. Typically, the top quartile of this segment (arrayed in descending order by profit) is quite profitable, the bottom quartile is quite unprofitable, and the middle quartiles produce negligible profits. Although the aggregate demand is stable, the demand for a local DC serving these customers can be very unpredictable.
The top quartile Profit Desert customers should get priority on order fulfillment over the other three quartiles. The service interval for steady-demand products (for example, consumables ordered by small machine shops) might be set at three days. In most cases, your top quartile Profit Desert customers will receive their orders in one day, but if your large Profit Peak and Profit Drain customers have a surge in demand, the three-day service interval provides ample time to bring product in from a central warehouse while still meeting your service commitments. The other three quartiles of Profit Desert customers would typically have a three-day service interval.
Profit Desert customers with variable-demand products: The service interval for variable-demand products sold to customers in the Profit Desert segment (for example, a specialized machine tool needed by a small machine shop for an occasional project) might be set at five days. This will provide ample time to bring product in from a central warehouse while giving priority on DC stock to the Profit Peak and Profit Drain customers. Because the majority of products typically have variable demand, this will greatly reduce your overall inventory costs while maintaining your high service levels. If a Profit Desert customer needs a product quickly, it should pay the cost of expediting the product from a central warehouse.
Manage your account relationships
Tailoring your service intervals to match customer profitability and demand pattern will help you keep your inventory low while keeping your service level high. If you don’t tailor your inventory strategy, you risk facing stockouts for your Profit Peak customers or carrying expensive safety stock for the Profit Drain and Profit Desert customers (which is not economically justified). The key is to be clear in advance about the “rules” of how you will serve your customers. If you always keep these promises, your service level will be 100%.
This process might raise concerns that customers will leave for other suppliers with uniformly short service intervals. However, this is often not the case. Most major customers have their own in-house inventories and are simply issuing periodic replenishment orders. Oftentimes if the service interval is a few days, the customer can adequately plan for this. The real reason why most customers want very fast deliveries is that they do not trust the supplier to meet its commitments, and the reason why most suppliers can’t meet their commitments is because they make the same short-interval commitments to every customer. If you keep your service commitments 100% of the time (and accommodate the occasional actual emergency need), your customers will be fully satisfied. If your customers do complain about your service intervals, they have the option of working with you to bring your return on serving them up to a level that warrants a shorter service interval.
Moreover, the differentiated process described above commits to one-day (or less) service intervals for all Profit Peak customers on all products and even for Profit Drain customers’ steady products. Most Profit Drain customers can tolerate a short wait for variable-demand products, especially for periodic restocking orders. Your Profit Drain and Profit Desert customers should pay compensatory prices if they want uniformly quick service and not require you to make your Profit Peak customers cross-subsidize the losses that they cause.
Manage your supply chain(s)
This process of carrying the right inventory for each customer segment is very manageable. We have described only six business segments: Profit Peak customers, Profit Drain customers, and Profit Desert customers—each with ether steady or erratic demand.
In complex companies, this matrix can be expanded to address more customer segments (for example, special development accounts) and product types (for example, mission-critical parts). However, increasing the complexity quickly makes the system much more difficult to manage and maintain.
By tailoring their inventory strategy to the customer-profit segment, managers can boost their profitability by providing the right set of incentives for each segment:
Profit Peak customers get consistently fast service, with constant priority on inventory;
Profit Drain customers get appropriate service promises, which are always kept, and they have an incentive to engage with you to bring your profitability on serving them to Profit Peak levels (giving them priority on inventory);
Profit Desert customers get appropriate service promises, which they can rely on, and they have an incentive to grow their business and profitability to Profit Peak status.
This practical process enables you to define multiple parallel supply chains, each appropriate for a distinct business segment. This is the key to setting the right inventory level for each product, aligning them with your changing business, and using your supply chain to fuel your profitable growth.
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.
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.
DAT Freight & Analytics has acquired Trucker Tools, calling the deal a strategic move designed to combine Trucker Tools' approach to load tracking and carrier sourcing with DAT’s experience providing freight solutions.
Beaverton, Oregon-based DAT operates what it calls the largest truckload freight marketplace and truckload freight data analytics service in North America. Terms of the deal were not disclosed, but DAT is a business unit of the publicly traded, Fortune 1000-company Roper Technologies.
Following the deal, DAT said that brokers will continue to get load visibility and capacity tools for every load they manage, but now with greater resources for an enhanced suite of broker tools. And in turn, carriers will get the same lifestyle features as before—like weigh scales and fuel optimizers—but will also gain access to one of the largest networks of loads, making it easier for carriers to find the loads they want.
Trucker Tools CEO Kary Jablonski praised the deal, saying the firms are aligned in their goals to simplify and enhance the lives of brokers and carriers. “Through our strategic partnership with DAT, we are amplifying this mission on a greater scale, delivering enhanced solutions and transformative insights to our customers. This collaboration unlocks opportunities for speed, efficiency, and innovation for the freight industry. We are thrilled to align with DAT to advance their vision of eliminating uncertainty in the freight industry,” Jablonski said.
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.
Declaring that it is furthering its mission to advance supply chain excellence across the globe, the Council of Supply Chain Management Professionals (CSCMP) today announced the launch of seven new International Roundtables.
The new groups have been established in Mexico City, Monterrey, Guadalajara, Toronto, Panama City, Lisbon, and Sao Paulo. They join CSCMP’s 40 existing roundtables across the U.S. and worldwide, with each one offering a way for members to grow their knowledge and practice professional networking within their state or region. Overall, CSCMP roundtables produce over 200 events per year—such as educational events, networking events, or facility tours—attracting over 6,000 attendees from 3,000 companies worldwide, the group says.
“The launch of these seven Roundtables is a testament to CSCMP’s commitment to advancing supply chain innovation and fostering professional growth globally,” Mark Baxa, President and CEO of CSCMP, said in a release. “By extending our reach into Latin America, Canada and enhancing our European Union presence, and beyond, we’re not just growing our community—we’re strengthening the global supply chain network. This is how we equip the next generation of leaders and continue shaping the future of our industry.”
The new roundtables in Mexico City and Monterrey will be inaugurated in early 2025, following the launch of the Guadalajara Roundtable in 2024, said Javier Zarazua, a leader in CSCMP’s Latin America initiatives.
“As part of our growth strategy, we have signed strategic agreements with The Logistics World, the largest logistics publishing company in Latin America; Tec Monterrey, one of the largest universities in Latin America; and Conalog, the association for Logistics Executives in Mexico,” Zarazua said. “Not only will supply chain and logistics professionals benefit from these strategic agreements, but CSCMP, with our wealth of content, research, and network, will contribute to enhancing the industry not only in Mexico but across Latin America.”
Likewse, the Lisbon Roundtable marks the first such group in Portugal and the 10th in Europe, noted Miguel Serracanta, a CSCMP global ambassador from that nation.