A futuristic approach to easing the labor crunch: interview with Shekar Natarajan
In the second of our three-part series of interviews on workforce issues, Shekar Natarajan of American Eagle Outfitters talks all things labor: the retailer’s recruiting and retention tactics, how technology has eased the squeeze, and why his company doesn’t really have a talent challenge.
Diane Rand is Associate Editor and has several years of magazine editing and production experience. She previously worked as a production editor for Logistics Management and Supply Chain Management Review. She joined the editorial staff in 2015. She is responsible for managing digital, editorial, and production projects for DC Velocity and its sister magazine, Supply Chain Quarterly.
Editor's Note: Since this interview was conducted, Shekar Natarajan has made a job change, taking on a new role as president of Quiet Platforms.
While no one has a crystal ball to see into the future, Shekar Natarajan says there are a couple of things he can predict with confidence: 1) labor will continue to be one of the biggest problems facing companies everywhere, and 2) technology will be part of the solution. In that regard, Natarajan can speak with some authority, particularly as it pertains to the practice of supply chain management. During his 24-plus year career, he has served as a supply chain executive at some of the world’s best-known companies, including Coca-Cola, PepsiCo, Walmart, and The Walt Disney Co. Today, he is chief supply chain officer of American Eagle Outfitters, where he has seen firsthand how technologies like robotics and AI can help ease companies’ staffing woes.
Natarajan recently spoke with Diane Rand, managing editor of DCV’s sister publication, Supply Chain Quarterly, as part of our series on finding and retaining a first-class workforce. The interviews in this series, which will conclude in our April issue, were conducted for “Supply Chain in the Fast Lane,” a podcast coproduced by Supply Chain Quarterly and the Council of Supply Chain Management Professionals (CSCMP).
Q: Could you tell us a little bit about American Eagle Outfitters and your role at the company?
A: American Eagle is a leading fashion-brand retailer, primarily serving the 15- to 25-year-old [demographic]. My role there is twofold. First, I lead the entire supply chain for American Eagle Outfitters, from the time the product is made in the factory to the time it reaches the end-consumer. We pick up the goods, transport them via ocean and air, bring them into the country, run them through the distribution center, and make the merchandise available to stores and, ultimately, to consumers.
My second role is leading the two companies that we recently acquired: Quiet Logistics and AirTerra. Quiet is primarily an “edge-fulfillment” company that provides order fulfillment and returns management services for e-commerce retailers, while AirTerra is an e-commerce delivery startup that I like to think of as the Uber of inventory movement.
Q: At a time when businesses of all stripes are experiencing an acute shortage of labor, what is your company doing to recruit and retain the supply chain talent it needs?
A: We took action early on to really think about and prepare for the talent problems that are going to hit us down the road. We introduced a lot of programs to bring talent into our distribution facilities and to maintain and grow that workforce. For example, we provide our associates with bone conduction headphones so they can listen to music while they’re working—and no, it doesn’t impede them in their work. We also let our associates take cellphones out onto the floor. We have raised wages and simplified the work as well.
Just as you have customer perks, we offer “associate perks” for doing an excellent job. For instance, the associates can earn leverage points [that can be redeemed for] concert tickets or Starbucks [gift cards].
As for the people who work at our headquarters, we have put a very strong “location” program in place. We have increased our capabilities around data science. We have decentralized our operations with respect to where people work. We have given our associates the ultimate flexibility so they can do their work—and we can attract talent—from all over the world. I’m proud to say that we don’t necessarily have a talent challenge in our company.
Q: What do you consider to be some of the best human resources practices from a strategic perspective?
A: For any transformation to happen and for any company to stay relevant in the future, it needs the ability to stay on the intersection of technology, operations, and optimization. That is the most important thing—the one that has made the companies that I have worked for great. I think that staying in that intersection and taking people along on the journey of transformation is super important.
It’s one thing to have a brilliant idea, but it actually takes a lot of inspiration and a major change-management initiative to drive it forward. People are a big component of that, and it takes a very differentiated approach to bring people along, because not everyone is on the same change curve. It is an important attribute for every leader and is super-critical for people to know.
The second thing is that every change requires a lot of persistence and patience on the part of the people charged with carrying out the plan. You have to really be dogged and persistent throughout it all. Seeing the vision come to life is a beautiful feeling, but it doesn’t happen overnight.
Q: We’ve talked a bit about employee retention, but what about recruitment? What steps are you taking to find the workers you need in the first place?
A: The approach that I have primarily taken is to decentralize operations. Building more operations in an industrial park in, say, a city of 50,000 where everybody’s competing for the same pool of workers is a recipe for inflation, because as you raise the wages, everyone around you has to raise the wages, and it’s a no-win situation. But decentralizing operations gets you closer to where people live, provides access to a diversified labor pool, and also mitigates the risks of concentrating operations—and labor—in a single industrial park.
We also engage with the local community, inviting people to come and actually visit our facility, look at the capabilities we have, learn about our workplace culture, and so on and so forth.
Q: You’ve written a number of articles for **ital{Supply Chain Quarterly} on the transformative role of technology. Can technology help companies respond to the labor challenges they currently face, and if so, how?
A: Yes, there are many ways in which technology can help companies deal with the worker shortage. One thing we are doing is to use robots to augment labor.
Let me give you an example. During the height of Covid, we brought in a lot of Kindred robots. The Kindred robots were performing matching for all of our e-commerce order picking. We used the robots not only to augment our human workforce, but [also to help us comply with Covid safety measures and restrictions]. What we did was position a robot between two stations where associates were performing fulfillment tasks, which provided the six feet of distance we needed between them. So, it was an augmentation but also served as a safety mechanism. It’s very unconventional thinking, right?
We have also brought in artificial intelligence and autonomous robots, which helps us flex to meet fluctuations in demand and reduces the need for more associates in the building. So, we have embraced technology in very smart and interesting ways to be able to mitigate some of the challenges we are going to see in the future.
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."