Retailers, software companies, and logistics service providers are strategizing and automating their way to a smoother returns process—to the benefit of the entire supply chain.
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.
E-commerce has cemented its place in the consumer buying process, driving up the number and variety of orders making their way through warehouses and fulfillment centers each day. A rising tide of returns has accompanied that growth in recent years, pushing what was once an afterthought in many facilities to a place of prominence—and forcing retailers, brands, and logistics service providers to get smarter about the way they handle reverse logistics. It’s been a long time coming, but returns specialists say retailers and their logistics partners are finally focused on optimizing all things returns-related.
“I do think [companies] are getting better [at managing returns],” says Tara Daly, senior director of product marketing at Loop Returns, a provider of returns management software (RMS) for retailers and consumer packaged goods (CPG) companies. “It’s the realization that the post-purchase experience is equally as important as the pre-purchasing journey. It’s clear now: We know that [the returns process] needs to be optimized. Also, [third-party logistics service providers] and warehouses are getting more sophisticated in terms of their returns operations and not being only focused on outbound.”
Daly says she expects a steady or slightly lower volume of returns this post-holiday season compared to last year based on Loop’s own data, adding that the RMS provider has recently seen a year-over-year reduction in returns rates among its customers. She attributes some of the progress to strategies the industry is adopting, collectively, to reduce returns. She and others point to retailers’ efforts to create better returns policies through industry partnerships as well as the implementation of automation strategies at all points along the supply chain as important steps in the evolution of reverse logistics.
“It’s fair to say the industry is making inroads in finding efficiencies on reverse logistics,” adds Brendan Heegan, founder and CEO of Boxzooka, a third-party logistics service provider (3PL) that handles warehousing, storage, inventory management, shipping, and reverse logistics for retailers, wholesalers, and subscription-box providers, most of which are in the high-end apparel and CPG industries. “We look at returns just as seriously as the outbound side; it’s not an afterthought for us. [That’s] because returns are important; it can be lost revenue for customers if they’re not dealt with [in a timely manner] and with care.”
BUILDING BETTER PRACTICES AND POLICIES
Like Daly, Heegan believes that broad-based industry strategy is a major part of today’s returns revolution—and he points to UPS’s recent acquisition of software and reverse logistics specialist Happy Returns as an example. UPS announced plans to acquire Happy Returns last October, and the deal was expected to be completed during the fourth quarter. Heegan says the deal is akin to FedEx’s purchase of Kinko’s (now FedEx Office) 20 years ago and Amazon’s purchase of Whole Foods in 2017—moves that expanded each company’s network of parcel collection locations. The UPS/Happy Returns deal adds 10,000 return dropoff points—known as “return bars”—to the UPS network.
“This acquisition … is another example of things the industry has been doing to increase the number of retail dropoff points, and that gives them consolidation opportunities,” explains Heegan. “At the end of the day, if a UPS truck has to go to someone’s home to pick up a return package, that’s going to cost UPS more by having to drive, burn the gas, and spend the time and labor for one pickup point. If we can get consumers to rally together and drop off returns at one location, then you’re gaining efficiency because now the UPS drivers can go pick up 20, 30, 100 packages at one location.”
It’s also a win for companies like Boxzooka, which has a handful of customers that already use Happy Returns as part of their efforts to provide a better returns experience for shoppers. The company’s reverse logistics services include identifying, re-barcoding, quality control, restocking, and disposition of returned items. A client using Happy Returns helps streamline that process by providing consolidated returns delivered directly to Boxzooka’s facilities. An added bonus: Happy Returns removes all packaging and consolidates merchandise into reusable totes, saving Boxzooka the trouble of dealing with all the excess paper and cardboard.
Such efforts reinforce the value of a seamless returns policy among consumers. According to 2023 research from Loop, 98% of consumers agree that if a retailer provides a fast, convenient, and “hassle-free” returns experience, they’ll be more likely to shop with that merchant in the future.
But consolidation via “return bars” isn’t the only strategy contributing to a better reverse logistics environment these days. Both Heegan and Daly say retailers are more focused on efforts to avoid returns altogether. First and foremost, they say, merchants have been working to improve the online buying experience by providing much more information about products than they did in the past—with better website graphics and size charts, and the addition of customer reviews. They’re also analyzing their returns data, much of which can be aggregated in an RMS. Daly offers an example: With access to all of their returns data, merchants can identify patterns—a dress that keeps getting returned because it’s too small, for instance—and then take steps to correct the issue at the manufacturing stage. All of these efforts can help reduce the need for customers to initiate a return in the first place.
Daly and Heegan say the era of free online returns is largely over as well. Merchants are beginning to strategically apply fees, in some cases offering free exchanges but charging for returns.
“Brands need to focus on [providing] the best experience possible,” says Daly. “And they realize there is an opportunity to drive more revenue—an exchange rather than a return, for example. Merchants are starting to realize that this is an opportunity for them to unlock and increase their profits.”
IMPLEMENTING TECHNOLOGY SOLUTIONS
Automation strategies are proving to be a game-changer as well. More retailers are implementing RMS solutions as a first step toward taming returns because it helps them get control over the entire process, Daly explains. Software systems like Loop’s eliminate the manual, time-consuming process of initiating and managing returns—some estimates say a return can take up to 50 minutes when handled manually—by allowing customers to start a return or exchange anytime via an online platform. In Loop’s case, Daly says the platform can be tailored to automate any existing returns process and also can be integrated into the retailer’s back-end technology tools. Among other advantages, this frees up associates to focus on more-profitable activities, she explains.
Data backs this up: Nearly 80% of merchants surveyed last year by Happy Returns said they have had to choose between shipping new orders and processing returns due to limited warehouse resources. Automation helps solve that problem.
Heegan also considers automation essential to efficient returns management. He notes that Boxzooka, which has focused on returns since its inception in 2014, built its warehouse management software (WMS) with reverse logistics in mind, realizing from the start that “returns have been an ugly part of the 3PL business.
“Consumers can be careless when returning something. Maybe they forgot [to include] the original packing slip or took the tags off the merchandise,” Heegan explains. “We built different ‘hooks’ into our WMS to help us [address those issues].”
Quality control and re-barcoding capabilities are a key part of those efforts, allowing the 3PL to get products back into stock or to an alternative outlet faster. The focus on automating these tasks supports Daly’s observationthat warehousing companies are increasingly focused on returns—to the benefit of the entire supply chain. She emphasizes that 3PLs and warehouses were originally “made for outbound” but says technology enhancements are helping them better handle the inbound side of the equation—a welcome development for their supply chain partners.
“[Merchants] are looking to improve efficiencies,” she says. “So they’re leaning on their logistics and supply chain companies to achieve those goals.”
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."