Category Archives: Logistics

Three Good Suggestions from the CTA. Will the RCC listen?

On February 4, the US and Canada, under the leadership of Prime Minister Stephen Harper and President Barack Obama, created the Regulatory Cooperation Council with a two year mandate to promote economic growth, job creation, and benefits to consumers on both sides of the border through increased regulatory transparency and coordiation.

In an effort to focus the committee on priority issues, the CTA (Canadian Trucking Alliance) has submitted three suggestions to help remove costly regulatory barriers to the efficient movement of goods, as per this recent article in Canadian Transportation and Logistics on “CTA offers suggestions to streamline flow of goods between Canada and the US”.

The suggestions the CTA offered are as follows:

  1. Streamline the process for moving “in-transit” goods.
    The rules are different in the US and Canada, with the former requiring more documentation and advance notice ever since the introduction of 10+2 and related security acts. The US rules would need to be harmonized for this to happen, which is a good idea (at least where Canadian goods are concerned) since the US is Canada’s largest trading partner and it would implement the spirit of NAFTA.
  2. Provide the industry with greater flexibility to reposition foreign empty trailers using foreign drivers.
    As per the article, there is a cost associated with current restrictions that require “spotting” of an empty foreign trailer to the pick-up point of its return load home. Unnecessary costs. GPS can track the truck for future audit if there is any question that the truck went off route, and if there’s a concern regarding unauthorized transports, the truck can always be inspected after unloading and before loading.
  3. Cooperate on the establishment of a North American standard for proven fuel saving devices.
    If one country approves a fuel saving device, and the other doesn’t, it could impede the flow of goods from one country to another if the vehicle is stopped at the border. Moreover, given the amount of fuel used by the transportation industry, the goal should be to be as green as possible.

All great suggestions. Will the council listen? And will they take action?

Cross-Docking Challenges, Part II

Part I noted how cross-dociking can be a great way to cut transportation costs if done right, because handling of goods while in transit, adds labor and time, which in turn costs the organization hard dollars and profit, but also noted that cross-docking is not without its challenges. It then went on to define eight of the biggest cross-docking challenges faced by an average organization.

This post is going to address what an organization can do to address each of the challenges and see the ROI from cross-docking that it expects to achieve.

Unpredictable Customer Demand
There are two things an organization can do to address unpredictable customer demand. It can restrict cross-docking to primary distribution centers, or it can invest in reusable multi-level packaging. In the first case, when a container hits a primary port or DC, it will use cross-docking to divert the inbound product to the regional DCs, but will not use cross-docking to divert the goods from the regional DCs to the stores. In the second case, it will package small goods in smaller bundles, and if the boxes are too small to allow for efficient handling, it will place those boxes in larger, recyclable boxes or reusable containers and then, depending on demand updates, break the boxes or containers down to ship the revised quantities to the end locations.

IT System Support
This is easy — the organization invests in a new TMS (Transportation Management System) or WMS (Warehouse Management System) that is designed to support the organization’s cross-docking needs. Such a system will also likely come with advanced analytics, modelling, simulation, and/or optimization capabilities that will help the organization identify additional opportunities for cost saving.

Changing Business Dynamics
Cross-docking has to be part of the network (re)design, and not just an ad-hoc afterthought, and the contracts have to be written with the same flexibility as the shipping, distribution, and (temporary) warehousing contracts. This way it is no more risky than the other supply network activities and no less ill-fitted than the rest of the network should dynamics change.

Supplier Reliability
The organization has to build appropriate performance metrics into its sourcing contracts and establish appropriate SRM/SPM/SD (Supplier Relationship Management / Supplier Performance Management / Supplier Development) programs to insure that suppliers have, or build, a track record of on-time delivery.

Carrier Reliability
The organization has to build appropriate performance metrics, penalties, and out clauses, into its logistics contracts and establish appropriate monitoring policies and procedures to make sure its carriers deliver on time.

Facility Design
The organization has to select facilities appropriate to its crossdocking needs or invest in the necessary leasehold improvements to insure its cross-docking operations run smoothly.

Shelf Life
The organization has to adopt a FGIFGO (First-Group In, First-Group Out) policy and allow for newer products, with about the same shelf-life, to be sent out if currently cross-docked. If the product on the shelf has 27 days life, and product in the truck has 30 days left, there’s not much difference and it should send the product currently on the truck out if it can cross-dock. However, if product on the shelf has 14 days and product on the truck has 28 days, then, unless it can guarantee the product on the shelf will go out in the next 24 hours, it has to send out the product on the shelf. For each product, it has to define “close-enough” time-bands, and accept substitutions within the same time-band that are “close-enough”. (Unless, of course, there is product on the shelf about to expire, in which case it can define an override.)

ROI
The organization implements the right group of policies and procedures that will minimize touch and maximize ROI.

In other words, while cross-docking presents challenges on the road to success and cost savings, each challenge can be overcome and an organization that perseveres will see significant cost reductions in its logistics and transportation spend.

Cross-Docking Challenges, Part I

Cross-Docking can be a great way to cut transportation costs if done right, because handling of goods while in transit, adds labor and time, which in turn costs the organization hard dollars and profit. But cross-docking is not without its challenges. A recent piece over on Supply Chain Digest on how interest in cross-docking is high, but challenges are many did a great job in summarizing some of the largest challenges.

Unpredictable Customer Demand
The organization might know with 95% certainty that it is going to sell 500,000 units of its new mobile phone in the United States, but it may have a hard time predicting at a granular level which markets are going to take off first, and which markets will be the hottest. That can make it difficult to determine whether to route 500, 5,000, or 50,000 to a local DC.

IT System Support
Many TMS (Transportation Management Systems) and WMS (Warehouse Management Systems) were not designed to support cross-docking. Consider these quotes from participants at the recent WERC (Warehouse Education and Research Council) annual conference who said that “the WMS wants the goods to be in a pickable location before it can allocate the goods to the DC orders” and that, in the ERP system, “goods received one day simply could not be allocated for orders until the following day”. How can an organization support cross-docking if the systems don’t support it?

Changing Business Dyanmics
In some organizations, the business dynamics, which depend on local and global market conditions, can be as unpredictable as the customer demand.

Supplier Reliability
In order to cross-dock goods from four different suppliers onto the same outbound truck, all four suppliers have to ship the required quantities on time.

Carrier Reliability
In order to cross-dock goods from four different source locations onto the same outbound truck, all of the carriers have to deliver on time.

Facility Design
The facility needs to be designed to accommodate the crossdock process. If the facility can only support two trucks at a time, for example, it is hard to cross-dock off of four trucks onto one.

Shelf-Life
First In, First Out (FIFO) principles can also add complexity, because companies in expiration date sensitive industries, are reluctant to ship a more recently manufactured/received product if older product is sitting on the shelf, even if that requires extra handling than would be the case if inbound receipts were crossdocked for cross-docking customers.

ROI
At some companies, cross-docking is still “high touch,” resulting in higher processing costs than the organization initially thought was possible.

So what can a company do to overcome these challenges and get benefits from cross-docking? Stay tuned.

Some Ideas for Reducing Transport Costs from Rising Fuel Prices from Supply Chain Digest

A recent piece over on Supply Chain Digest had some ideas for reducing transport costs given rising fuel prices from strategic, tactical, and operational viewpoints that is worth a review by anyone moving product from point A to point B. While most of the suggestions will be top of mind for most transportation managers, I’m sure there will be a few that are overlooked and worth remembering. Some of the more valuable ideas were:

Strategic

  • tradeoff inventory for transportation as low cost warehousing at TL (truckload) may be cheaper than JIT (just-in-time) at LTL (less-than-truckload)
  • centralize transportation planning
  • invest in a network optimization tool

Tactical

  • reduce packaging to minimal levels when shipping air
  • plug in rail/intermodal options into the TMS
  • manage inbound and outbound freight

Operational

  • optimize pallets and trailer cubes
  • insure shippers are compliant with the routing guide
  • avoid expedited shipping unless its a true emergency

Where is Global Trade’s Groove?

A recent headline over on the World Trade Magazine site that asked whether or not global trade still has its groove got my attention because, even though the global economy tanked from 2008 to 2010, a lot of leading companies are focussed on accelerating the development of Global Business Services centers (which was one of the foci of the recent Hackett Group Best Practices conference) in order to take advantage of lower labour rates in other parts of the world. Plus, I haven’t seen any drop in services outsourcing to India or product manufacturing outsourcing to China. And there has been a resurgence in interest (though not necessarily much in the way of action yet) in moving or creating new manufacturing locations in Mexico and Brazil by US (and even European) companies. So while Global Trade may not have grown as fast as we were predicting back in 2008 before the global recession, it does not appear to have taken any backwards steps by any stretch of the imagination.

Nevertheless, it’s always good to check the pulse. The article addressed the question from a risk, optimism, and emerging market viewpoint.

Risk
The eruption of Eyjafjallajokull in Iceland, the disaster in Japan, and the political upheavals in Egypt, Libya, Bahrain, Algeria, and even Albania are placing risk front and center in the Supply Management landscape. Plus, the consistently high price of oil, which could go even higher due to the instability of oil-exporting countries, puts global sourcing of certain goods at risk as the cost of transportation could soon make some global buys unaffordable. In addition, as more of the household budget goes towards fuel, consumers will have to spend less on unnecessary consumer goods. Then we have price increases across certain categories of raw materials as countries like China implement quotas on rare earth metals and create global supply constraints.

Optimism
The article has an interesting quote from Carlos Rice, Vice President of Supply Chain Services for Crowley Logistics who says that we’ve seen an upturn in the economy recently and we are watching the emergence of new markets — not only in India and greater China — but closer to home in Central and South America. What is happening with Brazil’s economy today is almost unprecedented. So, we see lots of opportunities not just east-to-west, but also north-to-south as well. Plus, there has been continuous growth in the trans-Pacific and Asia-to-Europe markets for some logistics carriers, balance is returning to many global trade lanes, and some carriers are seeing up to 20% growth in logistics to emerging markets that are creating a consistent demand for commodities. The expectation is that container trade will be at upper single-digit growth as a whole.

Emerging Markets
Adrian Gonzalez, director of Logistics Viewpoints, notes that the traditional economic powers like the U.S., Japan, China, and Germany are all looking at other developing areas as opportunities for future growth and you see these countries starting out first as sources of low-cost labor in much the same way as China began its development. Then you see the development of a middle class that begins buying products. And we have the situation where countries like China and India are now able to grow and thrive independently of richer countries. In fact, the World Bank states that developing economies were responsible for 45% of world growth in 2010.

So what’s the projected return on equity (ROE) for those invested in global trade? According to Paul Bingham, economics practice leader at Wilbur Smith Associates, barring another unexpected calamity, the [logistics] industry anticipates a slow yet steady global economic recovery. Right now, about 20% of what comanies manufacture is consumed in other parts of the world. Carlos Rice expects that this number will grow to 80% in the next 10 years or so. I personally think this is a bit ambitous with the high price of fuel, but don’t doubt that it will continue to rise as multi-nationals find new low-cost locales to produce in and new markets to sell it. I think the big difference is that there will be more near-sourcing from neighboring countries, or at least countries on the same continent, than there will be global sourcing from locations halfway around the world. What do you think?