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Lack of Safe Truck Parking Remains an Issue for 2021

2021 is still carrying over problems from 2020. Hours of Service regulations have been amended as of June 1st, 2020, to provide greater flexibility without compromising the original intent, which is safer driving practices for truckers. While keeping over-tired truck drivers off the road is certainly a worthwhile goal, providing an adequate amount of safe truck parking spaces still presents a problem.  

Nationwide, the shortage of safe spaces for truck parking is on the rise.

Nationwide, the shortage of safe spaces for truck parking is on the rise. Despite ongoing concerns, including the tragic murder of one exhausted and sleeping Jason Rivenburg at an abandoned gas station on March 5, 2009, drivers remain wanting safe truck parking spaces. Jason’s Law Truck Parking Survey and Assessment was developed and implemented to identify driver safety problems and avoid further tragedy. 

The US Department of Transportation explains: Jason’s Law requires the U.S. Department of Transportation (DOT) to conduct a survey and comparative assessment in consultation with relevant State motor carrier representatives to: 

  1. Evaluate the capability of each State to provide adequate parking and rest facilities for commercial motor vehicles engaged in interstate transportation.
  2. Assess the volume of commercial motor vehicle traffic in each State.
  3. Develop a system of metrics to measure the adequacy of commercial motor vehicle parking facilities in each State.

Evaluating Capability and Assessing Volume 

During a meeting revealing the latest survey results, Jeff Purdy, a transportation planner with the FHWA’s Office of Freight Management & Operations, said, “Major freight corridors and large metro areas have the most acute shortages.” The problem spans the nation, with shortages peaking overnight and on weekdays. There is still no time of day where parking is consistently available.” 

Despite increases in public parking spaces (6%) and private parking (11%) in the five year period preceding the 2019 survey, there were new shortages found along the entire Interstate 95 corridor, Pacific-region corridors and the entire Chicago area.  These reports included a 15% hike in miles traveled between 2012 and 2017 in addition to locations that were identified as problematic in a separate survey from 2014. 

Identifying Metrics and Contributing Factors to Parking Adequacy 

The 2019 survey by Jason’s Law was considered more statistically valid by the measure of compliance. More drivers responded to the survey increasing the data pool by 43% (11,696 participants). Even more impressive was the response from trucking managers (increasing 205% to 760). Truckstop operators responded at a 34% increase, including 524 additional data points.

The 2019 survey grew comprehensively to include truck drayage at ports, a growing issue and gathered data from 18 port authorities. 

This has an especially negative impact on scheduling pick up and delivery times.

During this briefing, U.S. Maritime Administrator Mark Buzby voiced, “ports have their own challenges on congestion due to the scope and scale of vessels discharging 10,000 to 15,000 containers at a time. The last month or two with the great flood of inbound containers has exacerbated the problem”. He said this has an especially negative impact on scheduling pick up and delivery times. State transportation departments responded that the development of new public facilities and parking are few and far between, citing ongoing challenges with funding, planning and accommodations for trucks. Despite these obstacles to improvement, truck stop operations reported:

  • 79% do not plan to add more truck parking. 
  • 73% do not monitor parking. 
  • 78% do not offer reservations. 
  • 75% do not charge for parking. 

Further identifying systematic barriers to safe parking, president of REAL Women in Trucking, Desiree Wood shared her observations during the meeting in an email to FHWA.  She revealed that Rivenburg “would not have been able to pay $12, $15, $20 a night to park his truck safely. What are we doing to address the issue that most company truck drivers are not reimbursed for paid reservation truck parking? Who is paying for it? 

Legislation and Projected Industry Effects 

Efforts made by the Owner-Operator Independent Drivers Association (OOIDA) came up short.  Although they got bipartisan truck parking legislation introduced in March incorporated into a huge infrastructure package, passed by the House of Representatives in July, neither bill will see any movement by the end of the year. Congress has awarded “$231 million in project requests were submitted to FHWA, and approximately $34 million in funds were made available to support awards made to 20 projects.”

At the end of the meeting, a voice of reason comes from Darrin Roth.  As the Vice President of Highway Policy for the American Trucking Associations, he offers insight that “Billions of dollars have been added to the national freight bill due to lost productivity.” Data on congestion and highways safety provides context, “Congested conditions reduce travel speeds and increase travel times throughout the highway network, yet the physical limitations of drivers (i.e., their need for rest facilities and supporting amenities) and HOS regulations that govern their work environment are time-based, not distance-based. “

Safe parking will be necessary to keep pace with supply demands.

Safe parking will be necessary to keep pace with supply demands. As Roth suggests, these changes will benefit the industry from the bottom up resulting in more desirable work conditions for existing and prospective drivers, shorter transit times for deliveries and increased profits for trucking companies.

Shifts in Consumer Trends and the Future of Retailers

Consumer behavior during the global pandemic of 2020 is proving difficult to absorb for many businesses. Fraught with the risk of infection, restricted business hours, and massive unemployment, the average shopper has reallocated their purchasing power online. The virus has impacted traditional brick-and-mortar retailers in the United States particularly hard and bankruptcies are on the rise as a result. 

How Will 2020 Impact Trends in 2021?

A popular theory has been that the retail world was already experiencing an overhaul based on demographics.  More people reside alone.  This leaves less time for shopping in person. With increasing connectivity and on-the-go attitudes, it is natural for shopping to gravitate towards handheld apps and home deliveries.

Consumers have become savvier about how they go about shopping.

Additionally, consumers have become savvier about how they go about shopping. Prices and online reviews are easily compared in a matter of minutes. This creates an opportunity for disruptors to undercut competitors in a range of categories, such as price, customer service, and speedy delivery.

According to a recent interview done by Harvard Business Review with Marc-Andre Kamel, a partner who heads the global retail practice at Bain & Co, these retail trends existed before the momentous events of 2020.  Rather than creating new trends, it is reasonable to conclude that recent events merely accelerated existing trajectories. 

Which Retailers Were Set Up for Success in 2020? 

Naturally, online retail giants like Alibaba or Amazon entered the tumultuous year with enough resources to weather the storm. But what about smaller retailers? Many haven’t fared so well, but what about the ones that have?  There are four prototypes necessary to maintain a sustainable position.

Regional Gems: These companies find their strength where their larger competitors are not prevalent.  Protected by their ties to the regional consumer base and culture, their business model is thriving.  Due to the relative novelty of online shopping in these areas, it is difficult to project how these companies may fare against emergent business models.  

Hitchhikers: With a flair for creativity, these companies rely heavily on branding status to appeal to consumers. While these retailers could not hold their own against a company like Amazon, they can profit by riding those coattails.  

Value Players: It seems simple, but keeping prices low ensures stability during a widespread financial crisis. Aldi, TJ Maxx, and Burlington are a few examples.

Scale Fighters: The final possible precursor to success in 2020 is size. Retailers like Walmart have the heft and established consumer base to fight other ecosystems. 

Which Retailers Lacked Positioning?

With cash flow reduced for most shoppers and a focus on buying online, many retailers found themselves at a disadvantage while simultaneously needing to change their business model to survive. Shifting shrinking resources is a challenge for any business. Trying to do that while restructuring a business during a global crisis borders on the impossible.

Legacy Laggers: Aptly named because they are often some of the more visible household names (and they’re falling behind). Facing immense pressure from both the market and shareholders when profits plummet, many of these companies choose to consolidate. Many doomed department stores could survive as something reinvented by re-imagining ambitions and joining forces. 

Unsustainable Innovators: These exciting new entities face a dead-end when it comes to profitability. They either perish during growth or gain the attention of a previously mentioned Scale Fighter who wishes to absorb their knowledge.

Is It Reasonable to Expect a Retail Rebound Post-Vaccine?

The trend from older to younger generations is a reduced emphasis on showy consumption and a shift towards sustainability and personal meaning. Data shows that COVID accelerated this trend and a percentage of older generations have adopted their children’s shopping habits. This is a sign that a retail rebound is not likely.  

These profits have exceeded any business lost during the quarantine.

Meanwhile, consumer data from the East suggests that shoppers are eager to buy. China, which had a more comprehensive response to the pandemic than the United States, has emerged from lockdowns and enjoyed a surge in retail activity. While this was seen mostly online, those who browsed were more likely to take their carts to checkout. These profits have exceeded any business lost during the quarantine. China did previously outpace the US in luxury purchasing, however, so this trend may not translate to an accurate projection for the Western market.  

Can the Ecosystems Fail?

According to Harvard Business Review, Amazon will invest $100 billion more than any other top 10 retailers globally. Add to that their history of successful innovation, and they’re more likely to drive consolidation than a stall in growth.

While Amazon has a robust consumer base relying on them for online purchasing, part of what made them so successful in the 2020 pandemic is the nearly doubling number of Hitchhikers that sell their products on its platform. In fact, one of the only major obstacles Amazon faces right now is keeping deliveries timely amidst such prolific demand.  

For smaller retailers, keeping pace with e-commerce giants will be a difficult task, but it is possible through innovation, creativity, and a weather eye on consumer trends. 

Retailers are not the only ones struggling with the new economy. If you are a shipper trying to overcome the impending obstacles of COVID-19, our team of experts are available and ready to help. Contact us today!

It’s Cold Outside. What Are My Options to Keep My Freight From Freezing?

Winter is rough on freight for many reasons. Snowstorms and ice can create dangerous travel conditions that delay trucks in the best case scenarios and can bring the supply chain to a screeching halt in the worst.

However, while most people are worried about the tractor-trailer jackknifing in the middle of the highway, most people aren’t considering the condition of the freight itself. Winter weather conditions can damage even the hardiest of freight. However, as most shippers are moving raw materials around, it raises the question: What are my options to keep my freight from freezing? 

Know Your Product

Did you know that freeze-dried goods like coffee and flour are vulnerable to spoilage due to low temperatures? Before you do anything else, it is vitally important to understand what temperature ranges are okay for your freight. Different goods require different temperatures, so what is perfect for one item might be too cold for another.

After all, it doesn’t make sense to spend the extra on specialized equipment for your freight if only certain items will survive the trip.

If you haven’t done so before, now is the time to take stock of your products and get a better understanding of what temperature is safe for your items to travel at. Not every product is rated for the same temperature, and some goods might need to be kept warmer than others. It’s important to make sure that you’re not mixing these types of items on your pallets. After all, it doesn’t make sense to spend the extra on specialized equipment for your freight if only certain items will survive the trip.

Plan Your Route And Keep An Eye On The Weather 

As the cold season runs from December to March, it’s important to plan accordingly. Understanding where your freight is going and what route it will take to get there is important. While California might be fairly warm when the rest of the country is freezing, the Midwest and Upper Northwest states can see temperatures fall to double digits, below zero.

Keep an eye out for any impending weather events that not only can that affect the temperature, but it can also delay your shipment.

Keep an eye out for any impending weather events that not only can that affect the temperature, but it can also delay your shipment. Both of which we are looking to avoid. 

Finding the Right Equipment

The best method to protect your freight from freezing is to utilize the right equipment for the job. Load it onto a temperature-controlled unit, such as a reefer truck or in a heated dry van trailer. A reefer unit is a trailer equipped with a refrigeration unit that controls the trailers’ internal temperature. While these units are typically used to keep goods cold during the summer months, they can also work in reverse, keeping freight at the right temperature even when it’s freezing outside.

Some drivers have the option of parking their trailers in a heated warehouse. This is a great option to take advantage of, especially if the shipment will arrive over the weekend when the loading dock might not be manned until the following business day.

Another option is for the driver to idle their truck. The engine’s small vibrations can actually prevent freight from freezing and can be useful in shorter hauls. This option can also be augmented by using thermal blankets and pallet covers, which can help keep most of the chill off freight during transit. The level of protection necessary will depend on what type of freight is being transported.  

Detail the Bill of Lading 

If you’re shipping temperature-sensitive goods, it’s important to document that on your bill of lading. Many carriers offer a protect from freeze (PFF) option, which can be agreed upon once a carrier accepts a load. If the shipper decides how they want their goods to be protected from the cold, this should be detailed in the BOL. A good rule to follow is the more detail provided, the fewer chances there are of damage to the product.

Additionally, issuing a PFF means that a claim can be filed when the freight arrives at its destination frozen. Otherwise, the shipper is liable to pay the damages to the freight.

Don’t let your freight give you the cold shoulder this winter. Take time to consider how you’re shipping it, where it’s going, and what kind of protection you’ll need to keep it in proper condition.

New Year Resolution: Start Collecting More Data in 2021

Most of us are happy to have put 2020 behind us. A new year means a new start and for most people, that means setting goals of making it out to the gym, cutting back on the indulgences and maybe paying a little more attention to the checkbook. With everything the past year has thrown at us, a fresh start sounds like just the thing the doctor ordered.  

If 2020 has taught businesses anything, it’s that our supply chains are not nearly as secure as we might have once thought.

However, resolutions need not only apply to individuals. A new calendar year is a perfect time to set some goals for your organization and start planning new business strategies. If 2020 has taught businesses anything, it’s that our supply chains are not nearly as secure as we might have once thought. COVID-19 has exposed quite a few vulnerabilities in both the procurement and distribution process of goods and materials and the overall transportation process. As many organizations have scrambled to find alternative suppliers and quick solutions to the myriad of problems that cropped up from the pandemic, now is the time to reflect on what we’ve learned and begin to implement a more robust system to be better prepared for when such disruptions happen again in the future.  

So what should the number one resolution be for every organization that is responsible for managing a supply chain? As you might have guessed from the title, it’s time to start collecting more data. 

The Big Benefits of Big Data 

Over the past two decades, information technology has grown by leaps and bounds, which, considering how outdated most practices are in the freight industry, it’s a welcome change.

For starters, the process of digitalization means that companies are moving away from paper logs and forms, countless emails and phone calls, and are automating their processes. Not only does this result in fewer human errors (a missing form here and a mis-click there), but it expedites the entire process of booking and shipping freight, allowing organizations to operate more smoothly and efficiently.

However, the benefits of this process don’t stop there. Digitalization also creates the opportunity to collect data that would otherwise fall into the unknown. That data is what creates the necessary visibility into your supply chain and day-to-day operations to truly understand what’s happening behind the scenes.  

In the past, companies have simply operated blindly. A carrier was booked, the cargo was moved, it arrived where it needed to go, maybe late, maybe on-time. Job done. However, in today’s marketplace, that’s not enough as the “Amazon Effect” has pushed customer expectations to new heights. Consumers aren’t content to order their package and wait. They want real-time updates as to where their goods are; they want ultra-fast delivery times; they want it for free (or as close to free as possible), and they want it now.  

Simply put, good data drives better service. 

In the B2B world, shipments must be on time, in full, or shippers run the risk of getting hit with fines, penalties, and chargebacks. Not to mention the risk of losing preferred supplier status, which is a major hit when dealing with big retailers like Wal-Mart. With competition tighter than ever for just about any industry, providing that insight isn’t just a nicety, it’s a necessity. Simply put, good data drives better service.  

How Do I Collect More Data? 

This is one of the most important questions every company needs to be asking themselves. The supply chain is capable of generating vast amounts of data, in some cases, too much. There are a few problems with this. First problem is that the data either gets overlooked, or siloed away where it doesn’t serve any other purpose than consuming bandwidth. Companies that ignore their data miss out on some significant opportunities to improve their operations and reduce their overall operating costs.

Without a focal point and clear goal, too much data is just as bad as not enough data. 

The second issue is that even if companies begin collecting the data, they end up getting lost. This is known as “analysis paralysis” a state in which so much data comes flooding in and there is no conceivable means of separating what’s good from what’s not. Without a focal point and clear goal, too much data is just as bad as not enough data. 

This brings us to the third point, oftentimes there is no clear goal or direction to go with the data. Data analytics is a powerful tool that can push shippers to new levels of operational efficiency if they know which direction to go with it.  

To that end, many shippers decide to bring in help from outside their organization either by working with a third party logistics provider or by incorporating a transportation management system (TMS).

A TMS is key in helping you mine valuable data from your supply chain, which increases your operational visibility and offers insights into areas where your company can improve. But it also goes beyond that. A TMS can also reduce your operational costs, which, given what we’ve seen from 2020, will be an essential survival strategy for every company going forward into the new year.  

The good news is, implementing a TMS into your organization doesn’t have to be a costly or disruptive endeavor, and the benefits that can be realized from both the supply chain optimization and the cost reduction are significant. Moreover, the data collected from utilizing a transportation management system can create an insight into your organization that you might not have had otherwise. That insight is both powerful and necessary should you decide to take your resolution a step further and perform an internal audit of your operations.  

The New Year is just around the corner, so it’s time to start making your resolutions and more importantly, planning to make them a reality. Request your FREE Supply Chain Analysis today!

The Impact Of The Amazon Effect On Traditional Freight Transport

Before the e-commerce segment rose to mainstream relevance, the retail industry’s logistics part had seen little disruption over decades preceding it, sandwiched between opaque workflows and stifling inefficiencies. That said, the consequential impact that e-commerce has on the workings of the supply chain today would not have been possible without the online retail behemoth Amazon and the ‘Amazon effect’ that lies in its wake.

In essence, Amazon obsessed over its customers.

Put simply, the Amazon effect is the evolution of supply chains from looking at end consumers as ‘yet another’ part of the value chain to putting them at the center of their operations. In essence, Amazon obsessed over its customers, aligning its product offerings and services to ensure the highest standards in parcel delivery experiences.

Subsequently, the consistent efforts of Amazon to provide impeccable delivery fulfillment to its customers snowballed to create an environment where expedited shipping became a parameter that set businesses apart from their market competitors. Eventually, this led businesses to start looking at delivering faster and keeping their customers in the loop on last-mile parcel movement.

While the need for visibility and expedited shipping have long been an expectation within the supply chain industry, they are not possible without digitalization.

While the need for visibility and expedited shipping have long been an expectation within the supply chain industry, they are not possible without digitalization. In many ways, digitalization within the freight industry can be inferred as the direct consequence of e-commerce. Data in supply chains remains frozen within siloed operations, as companies continue to cut off their data streams and not gain insights by feeding them to data-driven algorithms.

Meanwhile, consumer expectations within e-commerce have overflown from its business to consumer (B2C) segment to the business to business (B2B) segment of freight logistics, where shippers are increasingly expecting better experiences while moving freight. Shippers often rationalize their visibility requirements, contending that when Amazon could show them precision location status of individual parcels, fleets could afford to track entire containers.


Amazon effect’s impact on inventory levels

The e-commerce segment differs from the traditional retail industry in the way the former reduces the number of intermediary nodes within supply chains connecting the manufacturer with the end consumer.

Traditional retail moves products through several nodes in the supply chain, including manufacturers, distribution centers, and retail inventories, before selling to end consumers in retail outlets. E-commerce compresses this value chain, cutting out the retail inventories and storefronts, and replacing it with a multitude of last-mile delivery models.

As e-commerce bites into the physical retail market, there is a steady shift in the size of inventories and the way they are held. The depth in e-commerce offerings has translated into an increase in the variety of products stocked in inventories, inevitably showing up as an expansion in overall inventory volumes.

However, the inventory volume increase is not proportional to the expected increase. Shortening of lead times can be one of the reasons for the inventory volumes to not increase to expected levels. That apart, while logistics stakeholders look to stock products that are in demand, they also opt to stock limited quantities and not worry about overstocking due to short lead times. This way, companies also reduce the risk of stocking product lines that have become obsolete. Obsolete product lines are a real possibility as product demand is an extension of consumer interest in a said offering, which can abruptly change in a matter of days.

This is especially true of electronics, where older versions witness a rapid fall in demand as improved versions hit the market. The ease of e-commerce makes it easier for manufacturers to approach the market without intermediaries, increasing the chances of entire product lines being trashed due to a better alternative mushrooming in the market.


Last-mile delivery disrupted by the Amazon effect

Amazon’s customer obsession has ensured that the last-mile segment is one of the primary differentiators for delivery fulfillment within the e-commerce market. The last-mile is expected to be nimble, with the gravity of consumer expectations making it one of the crucial parts of freight movement.

Retailers are reevaluating their supply chains, attempting to consistently improve their customers’ delivery experiences. Technology has come to the rescue, with several additions being made to the way the last-mile is handled, including automated delivery bots and VTOL drones. Dynamic route optimization is part of a last-mile delivery company’s arsenal, with delivery vans given routing instructions based on parameters like location, parcel specification, and delivery time windows.

or logistics at large, there are two main operational costs – inventory and freight.

For logistics at large, there are two main operational costs – inventory and freight. While expenses on inventory and freight are comparable, the Amazon effect has successfully pushed scales towards freight costs – courtesy, an inordinate increase in air freight movement due to expedited shipping options. However, with the last-mile almost exclusively fulfilled over the road, the trucking industry would inevitably continue being impacted by the ubiquitous Amazon Effect.

Intra-Canada vs. Cross Border Freight: Understanding the Difference

As any shipper can tell you, it’s decidedly easier to ship domestic than it is to ship across the border. When crossing the border into Canada, you add several other variables that you have to consider when booking freight. This changes from situation to situation. For example, if you’re shipping freight cross-border from the U.S to Canada, there are different variables to consider when you’re shipping intra-Canada.

Intra-Canada freight, by definition, is the shipment of goods from one Canada address to another Canada address or, more simply put, the shipment both begins and ends in Canada. This is different from cross-border freight, which has Canada as either the origin or the destination, but not both.


Different Shipments Mean Different Taxes

The actual locomotion of freight aside, one of the most significant differences between the two is that intra-Canada shipments, ones that start and stop in Canadian provinces, are taxed differently. Each province has a different breakdown of what taxes will be applied to the shipment. Typically, a province will use one of (or a combination of) the following three tax codes:

  • GST – Goods and Services Tax
  • HST – Harmonized Sales Tax
  • PST – Provincial Sales Tax

Interestingly, Quebec has its own unique tax code, the QST, or Quebec Sales tax, which only applies to shipments with an origin and destination with Quebec. Aside from that, all provinces use some combination of the previously mentioned taxes for intra-Canada freight, with a slight variation in the percentages between the different provinces.


The Timing of Currency Conversion

Much the same as other countries, Canada has its own currency, and with it comes more complications for shippers. Currency conversion becomes an issue when a shipper decides to pay for their shipment in Canadian dollars. If your TMS doesn’t support currency conversion, it becomes a tedious and manual auditing process to ensure that everything is paid for and handled properly. Specifically, it’s a matter of determining when the currency needs to be converted during the shipment process because the foreign exchange rate can vary daily.

This needs to be reconciled both for the sake of customer service and to ensure that all of the appropriate taxes are being paid completely and in a timely fashion.

It also means that what a customer is quoted at the beginning of the shipping process doesn’t include the applicable sales taxes from the various processes. While that’s generally understood for Canadian customers, it can lead to discrepancies between a Customer’s invoice and a Carriers invoice. This needs to be reconciled both for the sake of customer service and to ensure that all of the appropriate taxes are being paid completely and in a timely fashion.


Bringing You a Better Option for Canadian Freight

No system is complete when it first roles out and, if it is, then it quickly becomes obsolete as time progresses. At BlueGrace, we are dedicated to making sure that we have a robust system in place to help facilitate your shipment needs. In this case, it means updating our user interface and our processes to help make your Canadian books quick, accurate, and easy.

If you’d like to learn more about the processes we’ve updated, implemented, or changed, check out our Intra-Canada Freight webinar below.

Digitalization Is Ushering Visibility Into Supply Chains

The North American trucking industry is extremely fragmented, as over 90 percent of all fleets own six trucks or fewer. This fragmentation, aside from inhibiting technology incursion, has impeded visibility and transparency in freight movement.

The opacity in operations impacts stakeholders across the trucking value chain. Oftentimes, this lack of visibility or transparency within the supply chain is due to outmoded and dated systems of communication.

The opacity in operations impacts stakeholders across the trucking value chain. Oftentimes, this lack of visibility or transparency within the supply chain is due to outmoded and dated systems of communication. Not only do these systems impede efficiency, but they also result in a number of missed opportunities for shippers, brokers, and carriers alike.

The adoption of digitalization within the trucking industry has spiked in recent years. A lot of it has to do with the rise of e-commerce and its associated ‘Amazon effect,’ which has created the need for expedited supply chains, especially the last-mile. This necessitated that trucking operations shed off inefficiencies especially with respect to visibility, which in turn led to a rise in innovations and the digitalization of the industry.

The Data Differentiator to Visibility

Stakeholders within the freight industry, be it fleets or traditional brokerages, suffer from siloed operations that do not interact with other functions within the same organization. This leads to data streams being trapped within workflows, thereby reducing operational efficiency and visibility.

Companies should phase out paper documentation and adopt digitalization in order to usher in visibility, and reduce complexities in gathering and processing documents. Aside from increasing efficiencies, this will also reduce material consumption, helping companies reach their sustainability goals.

With data streams being streamlined, stakeholders can leverage them via data analytics to gain insights into operations.

With data streams being streamlined, stakeholders can leverage them via data analytics to gain insights into operations. For instance, data analytics helps brokerages prime their operations to be more proactive to market volatility as opposed to only remaining reactive to change. This is particularly crucial in the age of e-commerce, where logistics businesses are expected to be malleable to continually evolving consumer expectations. To help meet expectations, leading companies are (or should be) taking advantage of linking their existing ERP systems to a TMS system.

For fleets, digitalization enables them to have visibility over driver behavior and freight movement. Aside from letting fleets provide an accurate estimated time of arrival (ETA), better visibility allows them to come up with flexible delivery models and faster shipping options.

On-demand fulfillment is a significant differentiator in the last-mile delivery segment. For this, businesses must understand customer behavior and buying characteristics – possible only by analyzing previous orders and having cognizance of market demand.

The Efficiency Perspective of the Freight Hauling Equation

Digitalization enables businesses to create greater visibility and increase cumulative efficiency across supply chains. Automation of repetitive manual tasks at the back office helps channelize worker hours in more productive and value-added endeavors. End customers gain access to shipping information, including real-time freight location, which improves overall customer service levels. Data streams are now stored in the cloud, making it easier to recall and share information between stakeholders in the value chain.

With technology like 5G coming up within the industry, high latency issues via the LTE network transmission will also be solved. Latency is the time it takes for data to travel from the place of origin (like a truck cab) to the destination – which is the cloud. High latency is a problem for data analytics, as it results in insights that are not, in essence, real-time. Bad cellular signals, which are commonplace when trucks haul through the country, result in high latency.

With 5G potentially becoming mainstream in a few years, the latency value can be expected to reduce. Stakeholders would then be able to access more ‘real-time’ insights, helping to further improve efficiencies.

Digitalization has helped businesses to eliminate cumbersome manual processes that have been an industry’s staple.

Digitalization has helped businesses to eliminate cumbersome manual processes that have been an industry’s staple. Data levels the playing field for shippers and carriers, whatever be their size of operations. With visibility being ubiquitous across the industry, the overall market can learn to handle volatility better, especially in the context of economic recession or a black swan event like the COVID-19 pandemic.

Of course, adopting new technologies is a costly and time-consuming endeavor, which discourages many companies from adopting newer innovations. This is where digital freight management, specifically third-party logistics providers (3PLs), shine. Partnering with a 3PL allows companies to reap the benefits of these digitized systems without the heavy investment cost of overhauling legacy systems.

The Top Three Undergraduate Supply Chain Management Programs

Technology continues to advance at an astounding rate, a statement that shouldn’t come as a surprise to anyone who has been paying attention during the past decade. In much the same way that we embrace new technology, we must also embrace the future generations that will inevitably carry the torch, taking your current business into the future.

While most people don’t aspire to be a supply chain leader when they’re children, there are a good number of young adults that are graduating from SCM programs at both the graduate and undergrad levels. A new study from Gartner has many of the key statistics for 2020.

Gartner’s study, which shows the top 25 Universities with Supply Chain Management degrees in the United States, revealed the following. The rankings were based on three categories of criteria: program scope, industry value, and industry size.

  • The top three undergraduate programs: University of Arkansas, Rutgers University and Penn State.
  • The top three graduate programs: Penn State, the University of Tennessee and Georgia Tech.

Interestingly enough, the format for ranking has changed for 2020, with the new scoring process to include global content, diversity, and inclusion measures. All of which ultimately means that there is a broader and deeper pool of supply chain talent to draw from.

An Ever-Growing Need for Talent

While there often seems to be a social disparity between the generations, there are strengths associated with each that can create a better, more well-rounded team regardless of the industry. Given that the supply chain is constantly in a state of flux, growth, and change, the best supply chain leaders are looking at the best ways to tap into the newest pools and recruit the top talent.

At BlueGrace, we believe in providing you the education necessary for You to be the best you can be!

With that being said, finding talent isn’t always as easy as one might expect. Yes, there are people that have these degrees and skillsets out there, but connecting with them and, more importantly, recruiting them, is often easier said than done.

Fortunately, there are resources out there that can help to point you in the right direction, such as the SCMTalentGroup, which specializes in connecting supply chain employers with prospective talent. Here are some tips from their recent series that you might want to employ in your day to day hiring strategy.

Partnering with the Right Supply Chain Universities

“Partner with universities that have the type of supply chain degree programs that align best with your entry-level job requirements, company values, and culture,” SCMTalentGroup suggests.

Working directly with the Universities can give you direct access to some of the best and brightest up-and-comers in the field. SCMTG recommends taking it a step further by building relationships with the professors in the supply chain management curriculum, as they’ll know who the top students in every class are.

“Be sure to post your jobs with each university and outline the benefits of working for your organization. Once you start hiring entry-level candidates from your targeted universities, have these employees go back to their alma mater to help recruit supply chain students,” SCMTG adds. Which is fantastic when you think about it as it creates a self-perpetuating talent generation source.

It’s also recommended that you begin to nurture relationships with prospective students early, rather than waiting for them to get close to graduation. This way, when a student begins to consider what companies they would want to work for after graduation, your company is among their top choices.

Using the Right Job Board

Don’t get us wrong, sites like LinkedIn, Indeed, and various others have their uses and many potential job seekers have found placement in various industries. The problem with these sites, however, is that they are too broad and far too generalized. While you might be able to find employees through these sites, you’re not going to find the cream of the crop, as it were.

Instead of using generalized job posting sites, try using something more specific to your industry. Using a niche job board can help your company stand out to professionals looking for employment in supply chain specific fields, which means more relevant experience and interest in your specific needs.

SCMTG goes on to list other recruiting tips, of which some or all might be applicable to your company. Finding what strategies work for your company and hiring team is important, especially when you consider the changes and growing challenges that face the supply chain every day. 

BlueGrace believes, before all things, that people come first. That’s how we started and that’s how we will continue to grow!

Looking for a Career Change?

Whether you’re in school working towards a logistics degree, or you simply have a passion for helping people find the right solution for their own business, BlueGrace has opportunities for those looking for something more than just a job. Logistics is one of the fastest-growing job sectors in the United States, and we are growing right along with it.

Are you looking to be bold, and break the mold of the daily 9 to 5 grind? Can you embrace the chaos that comes with an ever-evolving industry? Are you looking for a company that cares as much about its people as it does its clients? Get in touch with us today to learn more about a potentially life-changing career with BlueGrace!

You Want To Be A Supplier For Whole Foods, Right?

While brick and mortar stores haven’t died out completely, the pandemic hasn’t done them any favors. Not being able to leave the house due to COVID-19, many consumers are realizing that it’s not only easier to shop online for their household consumables, but that it’s preferable to having to run out to the store when the pantry starts running low.

Whole Foods, for example, has done incredibly well, owing largely to its owner, Amazon. Much like Walmart, Target, and Apple, Whole Foods, and Amazon have seen some incredible growth in their grocery sector.

“During Amazon’s second quarter of 2020, the retail giant continued to see huge gains overall due to the impact of COVID-19, with online grocery sales alone reaching three times last year’s figures,” reads an article from SupermarketNews.

The second quarter, which ended on June 30, 2020, left Amazon with an overall net income at a staggering $5.2 billion, compared to the $2.6 billion during the same quarter last year. It should come as no surprise that net sales surged 40% from $63.4 billion in 2019 to $88.9 billion.

While the pandemic was at its full height and lockdowns were initiated, consumers took to their keyboards to go shopping.

Spending Money to Make Money

Of course, with higher than average sales comes higher than average operating costs. As Amazon conducted more business, it also had to increase its operating costs to keep pace with the influx of new orders.

Amazon created over 175,000 new jobs since March and are in the process of bringing 125,000 of these employees into regular, full-time positions

Jeff Bezos, founder and CEO, noted in a statement, “As expected, we spent over $4 billion on incremental COVID-19-related costs in the quarter to help keep employees safe and deliver products to customers in this time of high demand — purchasing personal protective equipment, increasing cleaning of our facilities, following new safety process paths, adding new backup family care benefit, and paying a special thank you bonus of over $500 million to front-line employees and delivery partners. We’ve created over 175,000 new jobs since March and are in the process of bringing 125,000 of these employees into regular, full-time positions.”

Amazon’s Grocery Sales Continue to Grow. Rapidly

It’s hard to believe that Amazon originally started as a bookstore. Now it’s become a full-service virtual grocery store, which has been paying dividends for the once bookseller.

“Amazon’s second quarter was another highly unusual quarter,”says Brian Olsavsky, chief financial officer & senior vice president. “As I mentioned on our last earnings call, we began to see a significant increase in customer demand beginning in early March, and demand remained elevated throughout Q2. Strong early demand in groceries and consumable products continued into Q2, while demand increased during the quarter in our other major product categories like hardlines and soft lines.

Amazon, which owns more than 500 Whole Foods stores, said it increased grocery delivery capacity by more than 160% and tripled grocery pickup locations during the second quarter

It was only three years ago that Amazon bought out Whole Foods, which gave it the necessary oot in the door to begin selling groceries online. While this move garnered some criticism it turned out to be a smart move on Amazon’s part in the long run. “Amazon, which owns more than 500 Whole Foods stores, said it increased grocery delivery capacity by more than 160% and tripled grocery pickup locations during the second quarter,” says SupermarketNews.

“We’re reaching more customers with our grocery offerings,” said Olsavsky. “Online grocery sales tripled year-over-year.”

Getting in is the Easy Part

Obviously, being a supplier for a company like Whole Foods is ideal, especially when you can indirectly hitch your star to Amazon. However, becoming a supplier for Whole Foods is the relatively easy part. On the other hand, living up to their high standards and demands is where things get decidedly more difficult.

If you’re thinking of becoming a supplier for Whole Foods or want to understand better what it means to be a supplier and how have requirements and the business changed now that they are part of the Amazon juggernaut, read our Whole Foods white paper.

Experts Warn 2020 will be The Worst Hurricane Season In Years: Is Your Company Ready to Weather the Storm?

Every company has contingency plans for when things don’t go as expected. Whether it’s a backup supplier in the case of a material shortage; or a different carrier for when capacity gets tight. However, when the weather picks up, is your supply chain ready to weather the storm?

Major weather events pose a significant disruption for supply chains, and hurricanes are no exception.

Major weather events pose a significant disruption for supply chains, and hurricanes are no exception. High winds and torrential rains can make travel all but impossible. Flash flooding and road damage can make typical routes impassible. After the more severe storms, much of the carrier capacity is consumed by rebuilding and relief efforts. All in all, if you don’t have a solid plan, you could find your supply chain washed out.

To that end, we want to make sure that your supply chain is prepared. We believe that there is no such thing as being over-prepared, especially when it comes to hurricane season. We’ve created our 2020 Hurricane Preparedness Guide to help you make sure your supply chain is protected. But first, take a look at what’s expected this hurricane season.

2020 is set to be a Record-Breaking Year for Hurricanes

With the way the year has gone so far, is it really any surprise that 2020 is already breaking records for hurricanes? So far, the Atlantic Hurricane season is already in full swing, well ahead of the peak month which is typically September. Hurricane Isaias which caused significant damage on the east coast was the earliest ninth named storm on record. Now, the National Oceanic and Atmospheric Administration (NOAA) is predicting that even more records might be broken in the upcoming months with at least 10 more named storms.

The updated outlook released Thursday calls for a total of 19 to 25 named storms

“The updated outlook released Thursday calls for a total of 19 to 25 named storms (winds of 39 mph or greater), of which 7 to 11 are expected to become hurricanes (winds of 74 mph or greater), including three to six that could become major hurricanes (winds of 111 mph or greater). This update covers the entire hurricane season, which ends Nov. 30, and therefore includes the nine named storms to date,” reads a recent Washington Post article.

According to the National Weather Service Director, Louis Uccellini, 95 percent of hurricanes and major hurricanes, form between August and October. “In over two decades of issuing storm warnings and forecasts, NOAA has never predicted that as many as 25 named storms would form in a single season,” says the Post.

The Long List isn’t Quite Long Enough

Interestingly enough, the list of names that are assigned to storms is predetermined ahead of time by the World Meteorological Organization. As it stands, there are only 21 names left on the Atlantic list. Afterward, forecasters will have to resort to using characters from the Greek alphabet. This has happened only one other time, back in 2005, which was the most active hurricane season on record. 

NOAA’s Initial Predictions Might have been Too Optimistic

The initial prediction from NOAA, which was released in May, called for a 60 percent likelihood for an above-average level of hurricane activity. The prediction called for a 70 percent chance for 13 to 19 named storms, with six to 10 having the potential to become hurricanes. Of the predicted hurricanes, three to six could become major hurricanes with a Category 3 rating or higher.

The updated forecast now places the chance for an above-average season at 85 percent, 24 named storms, which include 12 total hurricanes, five of which will be major.

The season has the potential to be one of the busiest on record, NOAA said.

Battening Down the Hatches

A busy hurricane season in of itself has the potential to be devastating to businesses along the coast. Supply chains can very easily become disrupted as carriers are pulled away to haul for humanitarian aid for the places most heavily affected. Couple in the fact that storms will continue to hit in quick succession, leaving little time for roadways and other necessary infrastructure to be repaired and you have the perfect recipe for disaster.

For companies that manage extensive supply chains along the Atlantic coast, now is the time to begin preparing for the rough season ahead. Fortunately, we here at BlueGrace have a lot of first-hand experiences with Hurricanes, being based out of Tampa Florida. Working with shippers and carriers alike, we have our 2020 Hurricane Preparedness Guide down to a science. Don’t get caught unprepared, download our white paper today!

Is Your Supply Chain Ready For Weather Disruptions?

To a large extent, Supply Chain and uncertainty go hand in hand. Driver delays, transportation failure, strikes, hike in fuel prices, carrier capacity shortage, vendor hold-ups, thefts, and fires at warehouses are all common issues in the supply chain ecosystem. Most supply chain leaders are not only aware of them but also have alternate plans or solutions ready to tackle these issues as and when they arise.

However as supply chains become increasingly global in nature, businesses not only have to contend with minor uncertainties but also have to manage larger global disruptions that may threaten their very existence. These disruptions are like black swan events which no one can forecast or plan for in advance. They arrive on the horizon suddenly and upset the status quo, often requiring a rearrangement of how the business functions and manages its supply chain in the future.

What Global Disruptions does the Supply Chain need to be aware of?

Globalization has added a layer of complexity to business operations. Now businesses have to keep an eye on what’s happening around the world and be able to identify possible threats to their business in all the countries that they operate in or source raw materials from.

Natural Disasters:

Natural disasters are the most common global disruptors. Wildfires, earthquakes, hurricanes, storms, and floods can interrupt regular operations for a long time in the country that they happen in. It can take years to rebuild factories and get them operating at optimum capacity. For example, according to reports, the 2011 earthquake and Tsunami in Japan had caused grave damage to infrastructure and manufacturing facilities in the country. Given the wide scope of Japanese companies’ operations, the impact of the earthquake and Tsunami was felt by their business partners around the world.

Political and Trade Relations:

Cordial political and trade relations amongst the governments of the originating country and the nations that the organization wants to do business are a must for smooth operations. If there’s any change in the relationship either political or trade, it can become difficult for the business to carry out its business activities without disruptions. A recent case in point is the ongoing trade war between China and the US. This has not only soured relations between the two nations but has also created a tumultuous situation for other nations involved in international trade with the two countries.

Similarly, an unfavorable change in foreign trade policies – without the threat of a trade war – due to political fallout or change in the growth strategy can make it hard for foreign businesses to sustain long term in the country.

Economic Factors:

Another factor that can derail supply chains across the globe is an economic recession. If any of the major economies of the world like the US, China, Germany, India, France, and the UK experience an economic downturn it is bound to impact the nations that it does business with. A major economic failure can also lead to a global recession like the 2008 global recession which led to many businesses closing shop or limiting their reach to certain geographies only.

Cyber Threats:

Since digitalization and technology have become an integral part of the supply chain, another threat that can cause great damage to not only the business but also customers are cyber attacks. These attacks on technology and systems can impact a business’s reliability, trustworthiness, and endanger the trade and even personal data.

Unlike the regular supply chain disturbances, these threats are unforeseeable and due to their unpredictable nature, not easily manageable. Each event – even if it is of the same kind – requires a specialized and unique response.

The better prepared a supply chain is to respond to a sudden event, the more likelihood of it overcoming the challenge and sustaining its operations. Hence, now more than ever it has become critical for supply chains across the globe to assess themselves against invisible threats and prepare to deal with black swan events as and when they occur.

What can you do to make your supply chain ready to weather disruptions?

While there is no fixed roadmap on how to deal with these kinds of threats, there are a few steps that businesses can take to safeguard their interests and bounce back with minimum possible damage.

  1. Imagine the unimaginable: Organizations now need to think ahead and plan for events that may or may not happen. It is critical to simulate scenarios that can disrupt your business and find solutions to overcome them before these scenarios play out in the real world. Create a contingency plan for what-ifs: for example – what would you do if an earthquake struck your manufacturing facility or if one of your vendors had to temporarily close down business because his unit was in the eye of the storm? Do you have an alternative option? If not, then that’s where you start your planning.
  1. Find substitute suppliers: We have often highlighted the importance of having multiple trusted vendors on board. There’s no better time than now to reiterate this point. Find vendors in different regions when the business and the world is functioning in normal conditions. Try out a few transactions with them and work on building a relationship with them. Access to vendors in different regions can help keep the business running  even if there’s some disturbance in one region or country. This will enable you to keep your supply chain functioning.
  1. Build alternative service providers and business partners: It’s not just the suppliers that you need to keep your supply chain up and running. Along with a roaster of trusted suppliers you also need to build a repository of other service providers and business partners such as transporters, shipping lines, warehousing facilities in all the regions where your business operates. This is critical because if you have to shift your business from one sector to another due to some contingency, you will know who to hire and partner with.
  1. Identify the pain points of your supply chain: No business or supply chain is perfect. Some have a strong inventory management system but a poor relation with transporters. Others have a rigorous forecasting procedure in place but struggle with people management or may have customer issues. Any of these weak points have the capability to be further aggravated during an emergency. Hence, it is critical to know the pain points of your supply chain and work on finding viable solutions.
  1. Make data security a priority: In the current scenario where technology is a part of every function and system within an organization, data security has become critical. It’s not just your business data that is at risk, but also the information that your customers and vendors share while doing business with you that is in danger. Even a small breach of data can put your and your customers or business partners at risk. So make technology and systems audit an integral part of your organization.
  1. Learn from past disruptions: Maybe the earthquake in Japan did not impact your business or the hurricane Katrina did not affect your region, but it did cause damage to other businesses and regions. Observe what they did to get their business and supply chain up and running. Find out what were the difficulties they faced, learn from them, and find solutions for such situations that are viable for your business.
  1. Analyze, Analyse, and Analyse: We can’t emphasize the importance of carrying on an ongoing analysis of your supply chain. This is the only way where you can not only find out the risk to your business, but also identify threats and challenges, and work on solutions to mitigate them before they become unmanageable.

Will the analysis help in mitigating risks from black swan events? If you keep these threats in mind while conducting analysis, then it will help build awareness among your team and urge them to work on finding viable solutions.

If you need any assistance in starting your supply chain analysis journey, then get in touch with our team of experts today!

A Step-by-Step Guide to Doing an Internal Audit of Your Supply Chain 

While all facets of the modern business are important, arguably the most important to any retail, manufacturing, or goods based service is their supply chain. The supply chain serves as the backbone of these companies and has a significant impact on the company’s business strategy which directly affects its operation and operational costs. Additionally, the performance of the supply chain has a direct impact on a company’s ability to provide services to their customers and create additional value via services offered or simply through reliability. With the multitude of changes that have been occurring within the logistics, trade, and freight industries now, more than ever, is an opportune time to conduct or review the process of internal audit of your supply chain. 

An internal supply chain audit is one of the most powerful methods of evaluating and possibly improving your supply chain, reduce operations costs, and increase competitive advantages.

An internal supply chain audit is one of the most powerful methods of evaluating and possibly improving your supply chain, reduce operations costs, and increase competitive advantages. The goal of the internal audit is to help you find weaknesses within your supply chain and correct pain points, bottlenecks to increase supply chain flexibility, agility, and overall efficiency.

To make the most out of your audit and its results, it’s important to understand that the supply chain isn’t a stand-alone, isolated feature of your business. In all actuality, the supply chain is suffused in every aspect of your business. As such the supply chain needs to be viewed between all participating companies and suppliers throughout the supply chain, with solutions applied from a holistic approach.

Why an Internal Audit is Necessary for Your Supply Chain

For most companies, audits are typically part of the normal routine, either for financial records or for physical inventory. The entire purpose behind an audit is to make sure things are where they should be and that everyone is playing by the same rules.

“Internal auditing is defined as an independent, objective assurance and consulting activity designed to add value and improve an organization’s operations. It helps an organization to accomplish its objectives by bringing a systematic, disciplined approach to evaluate and improve the effectiveness of risk management, control, and governance processes,” as defined by The Institute of Internal Auditors (IIA).

This is especially important when trying to maintain retail compliance, for example, with increasing customer demands like On Time; In Full (OTIF) or Must Arrive By Date (MABD).

Simply put, an internal audit is a multi-step process that is a means of determining whether your current systems and operations are in compliance with your company’s predetermined operating procedures and regulations. This is especially important when trying to maintain retail compliance, for example, with increasing customer demands like On Time; In Full (OTIF) or Must Arrive By Date (MABD). Conducting an internal audit does more than just evaluates the supply chain, it also takes a necessary look at the interaction between other aspects of the organization such as the accounting and financial systems, practices, and procedures. For example, are your planners and purchasers communicating properly, not only with each other but with the production floor and shipping department? Are parts coming in with enough lead time that items can be manufactured and shipped according to customer requirements? 

An internal audit is important because it allows the company executives and logistics decision makers to examine the effectiveness of their business operations and controls and applications of new policies. Over time, establishing those best practices means a more competitive and more profitable company in the future.

Things to Consider Before you Start the Audit

Performing an audit is one thing, but knowing what areas you need to be focusing on is something else entirely. While every audit should be more or less tailored to the specific needs of an individual organization, here is the basic framework for initiating an audit that needs to be included:

  • Audit Planning: Internal auditors should have a plan in place well before the actual auditing begins. 
  • Examining and Evaluating Information: Internal auditors should have a standardized criterion to compare findings against. 
  • Communicating Results: Audit should have a clear and concise method of reporting their findings. 
  • Follow Up: Internal auditors should follow up in a timely manner to ensure that appropriate actions have been taken to correct audit findings.

This framework also serves as a support system for corporate managers and allows managers of larger production systems to delegate the oversight of the audit to the internal audit department. This is important for a few reasons:

  • Operating Complexity: Automated data processing has increased the levels of complexity when analyzing data, a task better suited for those who know what to look for. 
  • Decentralization: Given that supply chains are prone to be decentralized in terms of a physical location due to globalization. 
  • Lack of Expertise: As the adage goes, stick to what you know. Leave those auditors in charge of the audit for the best quality audit.

With the right framework in place for the audit to commence, let’s take a look at the tasks involved for the actual audit.

Supply Chain Structure and Internal Audit Tasks

Like we mentioned above, every company is different and, as a result, the needs for every individual supply chain will vary. So while there is no hard and fast or “Use audit ‘A’ for Supply chain system ‘1’ ” convenient method of doing things, there are some common focal points that are applicable for just about every organization and style of the supply chain. 

The supply chain management processes identified by The Global Supply Chain Forum are:

  • Customer Relationship Management 
  • Supplier Relationship Management 
  • Customer Service Management 
  • Demand Management
  • Order Fulfillment 
  • Manufacturing Flow Management 
  • Product Development and Commercialization 
  • Returns Management

All of these processes are hallmarks of a healthy supply chain and also indicative of the successful supply chain management. Here again, we can see all of the links that connect the supply chain to every other facet of the business. Another benefit to performing an internal audit is that offers to perfect opportunity to increase the synergy between these various departments. For CFO’s and supply chain leaders, this means that supply chain management deals with total business excellence and represents a new way of managing the business and relationships with vendors, suppliers, and partners.

An internal audit can help a company in finding answers to crucial questions about managing success factors of supply chain excellence, of which these can be divided into five main sections: 

  • Strategy – To determine if the enterprise has a clear strategy tuned to business expectations and focused on profitably servicing customer requirements 
  • Organization – To determine if an effective organization structure exists enabling the enterprise to work with its partners to achieve its supply chain goals
  • Process – To determine if the enterprise has excellent processes for implementing its strategy, embracing all plan-source-make-deliver operations
  • Information – To determine if the enterprise has reliable information and enabling technology to support effective supply chain planning, execution, and decision-making 
  • Performance – To determine if the enterprise is managing supply chain performance in ways that will increase the bottom line, cash flows and shareholder returns

Supply Chain Risk Management

As much as we wish we could, the ability to see and accurately predict the future still eludes us to this day. In the end, it all comes down we can optimistically refer to as an “educated guess”.  With that being said, even the most educated guesses can’t predict the weather or a broken down truck. This means that within every supply chain, there will always be an element of risk. That risk represents any number of things that can go wrong within your supply chain and halt or delay your shipments. For this very reason, risk management is incredibly important when evaluating your supply chain. 

An internal audit can provide business leaders with the necessary framework to develop an appropriate supply chain risk management program.

Risk management is a huge proponent of supply chain health, especially given the instabilities in the global marketplace created by political uncertainty, trade tariffs, etc. An internal audit can provide business leaders with the necessary framework to develop an appropriate supply chain risk management program. This is how your supply chain audit can also help with risk reduction and increased security: 

  • Reviewing and understanding supply chains, including their strengths and weaknesses, in developing markets, to validate monitoring programs
  • Working with the company’s supply chain specialists to help develop a monitoring process that can be repeated
  • Helping to identify which suppliers are critical 
  • Assessing which suppliers may be vulnerable to threats and helping draw up a residual mitigation profile
  • Identifying strong risk control procedures
  • Helping to develop key analytic tools and techniques
  • Aiding with compliance monitoring

Ideally, the risk mitigation will also allow companies to increase supply chain efficiency to the point where on hand stock can be reduced. While having excessive stock might create a buffer in time where shipments are running late or capacity is tight, that excess can also eat into company profit margins. Additionally, having a well-running supply chain vastly lowers the chance for disruptions, operating costs, and other unexpected costs such as chargebacks, detention fees.

Despite the cause, however, the results are often the same, a drastic slow down of operations and a huge impact on customer satisfaction and profitability.

Supply chain management is a very complex structure of activities with cross-functional processes, and it presents one of the most important functions in the company since it is directly linked to all functions of the company. Supply chain problems can result from any number of things including natural disasters, labor disputes, supplier bankruptcy, an act of war or terrorism, systems breakdowns, procurement failures, and other causes. Despite the cause, however, the results are often the same, a drastic slow down of operations and a huge impact on customer satisfaction and profitability.

The supply chain internal audit aims to support managers in process optimization and above all in cost reduction which result from an uncertain environment by evaluating and directing management towards approaches which will prevent or reduce negative effects. 

After analyzing definitions and some of the standards of internal audit, it can be concluded that this process can improve effectiveness and efficiency, and by that, the performances of many functions within the organization. High-impact supply chains are more competitive and are capable of winning market share and customer loyalty, creating shareholder value, extending the strategic capability and reach of the business. Independent research shows that excellent supply chain management can yield: 

  • 25-50% reduction in total supply chain costs 
  • 25-60% reduction in inventory holding 
  • 25-80% increase in forecast accuracy
  • 30-50% improvement in order-fulfillment cycle time 
  • 20% increase in after-tax free cash flows

To increase supply chain strength, agility, and overall integrity, companies should develop a framework for a structured approach to ongoing risk identification and management. This will enable businesses to proactively address organizational supply chain risks on a periodic basis – a practice that affords stronger company and brand protection against supply chain risk gaps.

The more we know the more we can simplify.

The more we know the more we can simplify. When we know what your current transportation situation involves and what your pain points are, we can really help you simplify. The journey with our customers begins with the Needs Assessment process and the goal to determine transportation management solutions that increase productivity and decrease overall costs. To speak to one of our freight experts, call us at 800.MY.SHIPPING or fill out the form below to receive a FREE Supply Chain Analysis.

Why Are Heavy Duty Truck Orders So Low In North America?

The ongoing slump that had begun in October 2018 had started to affect the Class 8 truck market in early 2019. While there were a few months during the year where orders for heavy-duty trucks peaked – although not as high as the previous two years, it was all in all a slow year for the industry.  

How bad is the situation? 

An article in Wolf Street shared numbers released by the FTR Transportation Intelligence for 2019. According to the report: during the year there were 179,000 orders for Class 8 trucks. This was a drastic reduction of 64% when compared to the 497,000 orders during 2018. The difference in the orders in just the span of a year is telling of the difficulties that the trucking manufacturing industry is set to face until the freight market stabilizes. 

More recently, on February 19, 2020, in a write up on the issue Freight Waves shared: “The ratio of retails sales of Class 8 trucks to inventory in January 2020 ranked second-highest in the industry history, trailing only the worst month of the Great Recession a decade ago”, signaling that the heavy-duty vehicle market may continue to experience a downward trend for some more time. 

What’s the cause?

The cause of the current turmoil faced by the Class 8 truck manufacturing industry can be broadly bifurcated into two parts. 

The first reason stems from the slowdown in the manufacturing sector. It has a direct impact on the orders fleets place for new trucks.

The first reason stems from the slowdown in the manufacturing sector. It has a direct impact on the orders fleets place for new trucks. If the sector is doing well, there is a demand to increase the fleet size, hence more orders for new trucks. On the other hand, when it is experiencing a slowdown, trucking companies hold back on increasing their fleet size – exactly what is happening now. 

The current economic and political scenario in the country has put a strain on the manufacturing industry. The US and China trade war which began in 2018 and the tariffs imposed by the two countries on each other has been detrimental for business and allied service providers, including truck manufacturers. If we are to consider the disruption that the Coronavirus is causing in global trade, we can presume that it will be a while before the freight business picks up again. 

The other reason industry experts are giving for the drop in Class 8 orders is a market correction.

The other reason industry experts are giving for the drop in Class 8 orders is a market correction. Monitor Daily quotes Act Research’s President and senior analyst, Kenny Vieth explaining the downturn: “After peak sales and build in 2019, significant declines are ahead in 2020, as heavy-duty sales and build follow the net orders trend down. But if our forecast of ongoing (but slower) economic expansion holds in 2020, the drop will be a correction (along the lines of 2015 and 2016), not a devastating recession (as in 2008 and 2009).”  

What’s the impact? 

The declining order book for Class 8 trucks has already started to show its impact. According to reports, quite a few truck makers including larger manufacturers like Volvo, Mack Trucks, Daimler, and Navistar have already gone through a round off layoffs or are considering cutting their workforce and reducing their production plans. For example, Cummins, the engine maker is reported to have planned laying off around 2000 workers in early 2020 and Navistar has already gone through two rounds of layoffs last year. When the bigger companies are taking such drastic measures, it will be difficult for the smaller manufacturers to tide over this recessionary phase. 

The cost of maintaining and managing the excess inventory will be another issue that the truck manufacturers will have to deal with.

The cost of maintaining and managing the excess inventory will be another issue that the truck manufacturers will have to deal with. According to reports, the inventory to sales ratio was 3.9 months in January, which is much higher than the industry’s normal average of 2 to 2.5 months. Till this excess inventory is not sold off, the truck makers may have to further cut production plans and bear an additional burden of their operating funds. 

This problem doesn’t end at the manufacturers. Even the dealers who may have taken additional inventory of Class 8 trucks when the market was good, will now have to either hold the inventory till there are buyers in the market or sell their inventory at a discount. Either way, it will have a negative impact on their bottom line. 

Till the freight business does not pick up, it will be a rough ride for all the stakeholders in the ecosystem be it – shippers, carriers or truck manufacturers. 

However, companies that have built-in diversity in their supply chain – keeping in mind the cyclical and uncertain nature of trade and keep a rigorous check on it, have a better chance of surviving such downturns. If you want to know what are the weak points of your supply and how you can strengthen it, get in touch with our team for a supply chain analysis today! 

Walmart+ vs. Amazon Prime: How Different Are They?

Amazon delivered a swift blow to retailers with the introduction of Amazon Prime. Walmart is fighting back.

Amazon spent years building what was to be its competitive advantage in e-commerce, its formidable distribution network. By building distribution centers across the country, investing in algorithms to optimize pick-time, and hiring operational wizards from Walmart and other competitors, Amazon gets products to customers anywhere in the United States cheaper and faster than anyone else.

Walmart went in the opposite direction, taking a ‘build it, and they will come’ approach, building stores in rural areas and locating them close enough together to allow for shared warehousing and logistical resources. Walmart plays in the low margin discount retail arena, and they do it better than anyone else. Perishables such as bread and milk are extremely low margin products, but the wide range of offerings gets customers in the door more often and buying more while they’re there. This is their secret, money-making-sauce, the strategy that allows for a wide distribution of fixed costs and lowers their break-even point.

In 2005 Amazon launched a little thing called Amazon Prime, a membership program with perks which is now enjoyed by roughly 150 million global paying members.

In 2005 Amazon launched a little thing called Amazon Prime, a membership program with perks which is now enjoyed by roughly 150 million global paying members. At the time, Walmart was the giant, its profits being larger than Amazon’s revenue. A decade and a half later, however, and Amazon reigns supreme over online sales. In 2019, Amazon accounted for almost 40 percentof the US e-commerce market. Walmart lagged far behind with slightly more than 5 percent.

An ethos of sales is to make it easy for customers to do business with you. Prime aims to do just that. For $119 a year, Amazon Prime offers services such as music and video streaming, one-day shipping on more than 10 million products, and same-day delivery from Amazon Fresh or Whole Foods. It has its loyalty base hooked and has customers shopping more often and spending about twice as much as non-prime customers. 

Walmart, however, still reigns supreme in brick-and-mortar retail.

Walmart, however, still reigns supreme in brick-and-mortar retail. As reported by Recode, they’re now fighting back with an expansion to their grocery-delivery subscription service, which launched last year. Walmart will be using its 20% market share (of an $800 billion category) as a foothold to launch the introduction of Walmart+. To differentiate themselves, Walmart is looking to include perks that Amazon won’t be able to replicate and may offer discounts on fuel and prescription drugs. 

Walmart’s Delivery Unlimited service currently delivers groceries from more than 1600 US stores and costs $98 per year or $12.95 monthly and offers a free 15-day trial to lure new members. It also offers a per delivery fee for non-members and is testing a service that will take the extra few steps and deliver your groceries right to your fridge.

Widening the Customer Base

As we laid out in our Walmart and Whole Foods white papers, Millennials are outpacing baby boomers as the largest living adult generation, and their buying patterns are heavily focused on eCommerce. 

CEO Doug McMillon has given Chief Customer Officer Janey Whiteside the task of widening their customer base to include more upscale shoppers and create a seamless customer experience, whether shopping online or instore. Whiteside has also put together a product team, to be headed by Chief Product Officer Meng Chee and will focus on using advancements in tech to improve the customer experience.

Amazon is now also widening its target customer base to include lower-income shoppers and is hoping to lure them into Prime memberships with monthly membership rates.

Although both Walmart and Amazon deliver groceries to food stamp recipients, only Walmart currently offers a monthly membership fee option. Amazon is now also widening its target customer base to include lower-income shoppers and is hoping to lure them into Prime memberships with monthly membership rates. Customers may find more financially viable than a one lump sump yearly membership fee.

Walmart has had a bumpy road in its foray into e-commerce. In 2016 Walmart bought out Jet.com for $3.3 billion, but Jet failed to become a driver for online grocery sales and provide the boost into urban areas they were looking for. Walmart announced in June of last year that it would be folding Jet into its e-commerce operations and ended Jetblack, the AI-powered personal shopping service it rolled out in May of 2018.

Back in 2017, they tested a program called ShippingPass, a $49 per year two-day shipping membership, which was then discontinued, members were then refunded their $49 fee.

Both Amazon and Walmart are forerunners into e-commerce, struggles, and even failures are to be expected. Far from being out for the count, it seems Walmart is coming back swinging.

Do you ship to Amazon, Walmart, Target or other large retail or grocery store chain? The rules are changing and it is getting harder and harder to be able to adhere to them. This is where the logistics experts at BlueGrace Logistics can help your team! Feel free to contact us using the form below and set up a 15 minute chat to discuss how we can help you succeed!

Commercial Trucking: The Battle of the VMT Tax

Our highways and transit infrastructure are mainly funded through the Highway Trust Fund (HTF), which in turn is primarily funded by the federal motor fuel tax. Since 2001 the HTF has consistently spent more than it generates through highway and transit programs. The shortfall has been covered mainly by the $144 billion it’s received from the Treasury’s general fund. The Congressional Budget Office estimates that the HTF will hit bottom by 2022. 

Senate Environment and Public Works Chairman John Barrasso and Finance Committee member John Cornynhave proposed the S. 2302 bill which would impose a Vehicle Miles Traveled (VMT) tax on commercial truckers. The bill is part of a three-prong approach, Barrasso and Cornyn are also looking to tax electric vehicles as well as index the motor fuels tax.

As cars increasingly become more efficient, and the use of electric cars become more prolific, fuel tax revenues decline accordingly. The tax on electric vehicles looks to regain the lost revenue, and with automakers planning to launch up to 100 new electric vehicles by 2023, it’s a good idea. But it’s a small piece of a massive puzzle.

Commercial trucks do take a heavier toll on our highways than lighter vehicles. Therefore, the VMT imposes a tax on the miles traveled. The heavier the truck, the more damage it does to our roads, which is why a scaled tax structure based on a truck’s configuration and weight. It sounds like a fair deal, those who do the most damage pay the highest bill. 

However, the industry argues, that they already pay a steeper sum than other highway users through fees, an excise tax on tires, and a heavier gasoline bill, paying six cents-per-gallon more than other motorists. Then there’s the question if the industry can support the increase, given the number of trucking companies that closed its doors in 2019, it’s a fair question. And lastly, could the tax be implemented in a fair and trustworthy manner? 

The CBO Report

The Congressional Budget Office (CBO) recently released Issues and Options for a Tax on Vehicle Miles Traveled by Commercial Trucks. The report provides an analysis of the VMT tax, including the tax base, the rate structure, the revenue that would be generated, and the implementation methods.

Using data on 2017 truck traffic, the CBO estimated that a tax of 1 cent per mile on all roads would have raised approximately $2.6 billion if imposed on all commercial trucks. However, in order to cover $14.6 billion that truck owners paid in 2017, as well as their proportional share of the $13.5 billion deficit, the tax would need to be increased to 7.5 cents per mile, which would have generated a total of $19.4 billion. The CBO warns two behavioral responses would result: a reduction in overall freight shipments and a shift in some freight traffic from trucks to rail. 

Together, the gasoline and diesel taxes yielded close to 90 percent of the $40.9 billion in revenues credited to the trust fund in the fiscal year 2017. Of that amount, $25.9 billion (64 percent) came from gasoline taxes and $9.8 billion (24 percent) from diesel fuel taxes. The three taxes that apply to trucks and other large vehicles generated revenues totaling $5.2 billion.

Capital and Implementation Costs

Three methods of implementation are offered: 

  • Electronic logging devices (ELD) installed in cars (capital costs would depend on the set of trucks included in the tax base, intermediate enforcement costs)
  • Collection booths or RFID readers on road gantries (significant capital costs, low enforcement costs) 
  • Periodic odometer reporting (no capital costs, high enforcement costs)

Although costs are uncertain, capital and implementation costs would, of course, cannibalize a portion of the revenue.

The Battle

The American Trucking Associations wants to raise fuel taxes by 5 cents annually over four years, which would bring in $340 billion over ten years. Although it continues to lack Senate support, The American Road & Transportation Builders Association (ARTBA) advocates for both an increased motor fuel tax and the VMT tax.

The Owner-Operator Independent Drivers Association(OOIDA) members aren’t mincing their words. In a letter written on February 24th to Chairmen Grassley and Barrasso, the OOIDA says the ARTBAs support of the VMT tax is “shameless, and exposes the organization’s ignorance.” Chris Spear, President of the American Trucking Associations, and Sheila Foertsch of the Wyoming Trucking Association call the tax discriminatory

Trucking-aligned farm groupswant broad-based funding mechanisms and caution the VMT would place a disproportionate share of the burden on freight transportation and would leave U.S. agriculture at a competitive disadvantage against foreign competitors.

As the ARTBA pointed out in their letter, if a controversy-free solution existed, it would have been enacted years ago. But America’s infrastructure is failing, and transportation investment is coming up short by the tune of $1.1 trillion by 2025.  According to the American Society of Civil Engineers’failure to Act study, by 2025, the nation will have lost almost $800 billion in GDP and have 440,000 fewer jobs due to transportation system deficiencies. Time is of the essence.

Truckload Freight Contracts: Understanding Contract & Spot Rates

Throughout 2020, truckload carriers felt the burn of the China-U.S. trade war, declining capacity, and low spot rates. In general, markets with lower spot rates are more beneficial to shippers, keeping carrier profitability in check. The opposite applies when contract rates are lower, allowing carriers to retake control and reap greater profits. In addition, the risk for a resurgence of higher spot rates and renewing interest in truckload freight contracts is an area, shippers should understand and keep their eye on in 2020. According to William B. Cassidy of JOC.com, he describes this chance:

“After six consecutive quarters of deflation, the market is rebounding, heading back towards an inflationary environment, the spot market will reach an inflationary environment by Q1 2020.”

To combat that prediction and also consider the influence of the coronavirus, shippers need to understand the driving forces of change in the truckload market, what is already happening with the coronavirus, and a few tips to better underscore and improve use of both truckload freight contracts and spot rate shipping. 

Driving Forces of Change in Contract and Spot Rate Markets

The biggest driving force of change in the market involves available capacity and its influence on capacity. As explained by Cassidy:

“DAT noted that freight demand, in terms of total spot and contract volumes, has been increasing, with spot volumes rising 7 percent in 2019 year over year and contract volumes 4 percent. The American Trucking Associations (ATA) predicts a 1 percent increase in contract truckload volumes for 2019, down from annualized growth of 3.2 percent in 2018 and 3 percent in 2017.”

How much capacity must exit the market before supply and demand move back to a closer alignment? Some experts believe truckload capacity and freight demand already are closer to equilibrium than they’ve been since 2017 and that a surge in demand could tip the balance. Others think trucking’s supply-demand gap will take more time to close.”

Unfortunately, that prediction and driving force now hangs in the balance with a likely swing away from the prediction. That’s right. Capacity is rapidly increasing overseas, and it will likely lead to changes in the U.S. truckload freight contracts’ market.

The State of Truckload Freight Contracts Will Retract Due to the Coronavirus

Capacity is dependent on the demand in the volume of imported raw materials, finished products, and other supplies from around the world. Many electronics, automotive, and medications and medical equipment arrive in the U.S. from China. In addition, the flow of exports from the U.S. to the APAC region, including the iPhone and agricultural products, are at risk. There is a near-stop to the flow of freight in the region due to the coronavirus. So, what happens in other areas abroad and in the U.S.?

The freight that would have filled trailers and help carriers push spot rates upward vanishes. Now, carriers have too much capacity, too many drivers, and too few lanes to travel that make a profit. As a result, the spot rate market is on the verge of bottoming out, and shippers will benefit to an extent. The real problems for shippers will not become evident until their favored carriers start to close lanes and begin to exhibit signs carriers are looking to gain profitability when more reweighs and reclasses occur or accessorial fees tick up. At this point, shippers will face the uncertainty of limited carrier availability, if any, and an inability to move freight to their customers as cost-effectively.

The only way to maintain operations lies in creating a balance between the use of contract and spot rates to get the best deal to benefit everyone.

The only way to maintain operations lies in creating a balance between the use of contract and spot rates to get the best deal to benefit everyone. As carrier operations begin to suffer the effects of continued drops in the spot rate market, it will be time for shippers to start looking for more carriers and fulfillment options to fill the void.  

How to Better Understand Contract and Spot Rates

Shippers that wish to create a successful balance between the use of spot rate and truckload freight contracts need to follow these steps:

  1. Connect your supply chain assets to a centralized supply chain control tower. 
  2. Leverage the full scale and scope of the BlueGrace TMS. 
  3. Take advantage of managed services, including invoice auditing and accounting services.
  4. Rate shipments across all modes and potential trade lanes to determine the best-case, not the cheapest, shipping option. 
  5. Always consider the “other” factors in tendering freight, including claims’ insurance and management needs.
  6. Diversify your carrier network to include the small and local carriers that have expertise in both truckload and last-mile delivery.
  7. Extend your TMS and order fulfillment systems across your whole supply chain, including brick-and-mortar stores.
  8. Remember to integrate new systems with existing platforms to enable omnichannel capabilities and take advantage of all available inventory. 

Gain Better OTR Rating With an Advanced, Customizable TMS at BlueGrace

The freight rate market is continuously changing to reflect the risks and opportunities in the market. As the year rolls on, shippers need to take the steps necessary to shore up their operations against the industry’s top risks, including market volatility and the coronavirus. Moreover, applying the functions and wide-ranging benefits of a dedicated TMS and 3PL’s lineup of managed services will provide a protective barrier against risk and help your organization succeed. Find out how more information and visibility can improve your use of spot rates and truckload freight contracts by calling BlueGrace at 1.800.MY.SHIPPING or filling out the contact form below. 

Outside-In: The Future of Supply Chain Planning

Supply chains are evolving fast. To keep up with the fast pace of supply chain evolution it is important for supply chain planners to upgrade their skills and step up their business planning and forecasting techniques. If the planners lag behind, it will have an adverse impact on not only the supply chain but also on the organization as a whole. 

The Gartner Supply Chain Planning Summit held in Denver, USA, in November 2019, emphasized this very aspect. According to Marko Pukkila, Vice President and Team Manager, Gartner, who shared his views during the summit:

“The job description of SCP leaders today looks totally different than 10 years ago. It’s no longer enough to provide copious amounts of data — planners must use the data to draw conclusions about future risks and opportunities. It’s all about supporting business objectives. Gartner calls this an outside-in mindset.”

What is the Outside-in Mindset? 

As Gartner defines it, the outside-in mindset is about being

aware of what is happening around you — be it a business objective or an upcoming recession — and use the capabilities of the planning function proactively to set up internal processes that are optimized for whatever will happen in the future.”

In simple terms, the outside-in mindset is about understanding external factors and the impact they will have on the business objectives. It is about creating a system that can not only take into consideration the impact of these outside forces but can also respond quickly to the ever-changing global economic-social-political environment. It is about creating a planning process that is agile and flexible enough to integrate future events. 

What are some situations where the outside-in approach would help? 

Let’s take the US-China trade war situation. This scenario has been in existence since 2018. It has impacted the trade relations between the two nations. Needless to say, it has had an impact on the supply chains of the organizations of the two countries. For example, Chinese organizations that were exporting to the US may have seen a decline in the orders due to tariffs or the US organizations would have had to reduce quantities of goods imported from their Chinese counterparts. In this situation, the US companies would have to find another source (country) to fulfill their requirements and the Chinese would have to find alternative buyers for their finished goods. 

While the trade war is an anomaly, as a concept is not unheard of. In this situation, organizations that may have researched and identified alternative buyers or sellers ready to do business with them in case of a change in the trade relationship between their countries would have suffered less of a set back as compared to those who may have neglected to take this factor into consideration.

A current situation that is creating havoc on supply chains is the Coronavirus virus outbreak. An article published on February 14, 2020, in The Wall Street Journal which quotes Lars Jensen, head of Denmark-based maritime research group Sea-Intelligence, saying:

“Substantially less cargo is being moved between China and the rest of the world.  Last week we had an additional 30 sailings canceled, with 23 across the Pacific and the rest to Europe.” The article further states that “Mr. Jensen said the canceled trips, which have topped 50 since late January, will delay or reduce shipments into the U.S., where retailers may see a slowdown in their traditional restocking of inventories for the spring.”

Another article titled The new coronavirus could have a lasting impact on global supply chains published in The Economist shares the example of Apple supply chain which manufactures a bulk of its iPhones in China, being impacted by the virus outbreak.

According to the article, “Analysts reckon that the virus could lead to Apple shipping 5-10% fewer iPhones this quarter and could scupper its plans to ramp up production of its popular AirPods.”

These are just two instances that are coincidently related to one of the major economies of Asia and will have an impact on US businesses. But there are many other situations that may not have a far-reaching, global effect but can disrupt the supply chain at a local level. For example, labor strikes can impact day-to-day operations and create a backlog in the supply chain. Supply chain planners need to factor in local incidents as well while making supply chain plans. 

The Gartner outside-in approach suggests that it is important for supply chain planners to be able to read the data and information available to them and identify possible outliers – roadblocks, challenges, and opportunities, in the future. They should then incorporate solutions or plans to be able to navigate their supply chain should those outliers become a reality in the future. 

How to incorporate the outside-in approach in supply chain planning? 

To incorporate the outside-in approach in supply chain planning, Gartner advises a 3-step process: 

1. Realize that the time to transform is now: Citing the 2008 – 2010 economic recession, Gartner says that organizations that were ready with planning processes in place that provided forward-looking insights fared better during and post the recession than those who tried to streamline their supply chain after the recession hit. To put it simply, there’s no time like the present to streamline the supply chain with the evolving global business, economic, political and social scenario. While the change may seem to be in the distant future, it is wiser to prepare the supply chain for it today. 

2. Refocus the planning team to business outcomes: Organizations need to understand that supply chain planning and business planning are not independent of each other. Explaining this point, Gartner says: “It’s no longer enough to just provide a forecast — planners must use the forecast to find pathways that guide the business to where it wants to go. Think of an advanced navigation system that doesn’t only plot the best route, but also foresees roadblocks and traffic jams and navigates around them.” Further adding, that the planners need to be able to convince the other stakeholders why this plan is good for the business and how it will help them succeed. 

3. Become the orchestrator of success: The supply chain planners need to take the lead on creating cohesion between the different departments of the organization and their business plans. Explaining the point, Marko Pukkila, Vice President and Team Manager, Gartner, says: “The whole is more than the sum of its parts when all parts of the business go into the same direction. This is what planning should accomplish”

Today supply chain planners have data available to them from every touchpoint of their business. This data, if used effectively can form a strong foundation for supply chain plans. But data is just the starting point. As the Gartner three-step process suggests, supply chain planners should use this data in a constructive manner to create actionable insights, solutions, and bring all the stakeholders on board to follow through the plan. 

We know implementing an outside-in approach in supply chain planning is easier said than done. That is why our team of experts not only helps you analyze your supply chain with the help of advanced technology but also guides you in finding effective and efficient solutions to address the issues in your supply chain. Get in touch with our team to know more! 

The Fifty Shapes of Amazon Logistics

Digital and physical are reaching a point of total convergence, something that would have been unheard of 20 years ago. Companies like WholeFoods and Amazon are changing up their logistics goals in a big way, something that is likely to ripple through other similar industries.  

Amazon Tips its Hand to Logistics  

It’s unarguable at this point that Amazon has a knack for developing an in-house system and turning it into a massive profit generator down the road. We’ve seen it before with Amazon cloud computing when the company needed to boost its data handling capabilities. Now Amazon’s cloud drive, known as Amazon Drive has become a for-profit service that is used around the world.  

So what happens when the e-commerce giant turns its eye towards logistics?  

Amazon Logistics  

We’ve seen over the past few years that Amazon isn’t content to wait for packages to be delivered at someone else’s pace. With Amazon Prime, subscribers have grown accustomed to two-day delivery, a feat which has made smaller companies buckle under the weight of consumer expectation. Not content to rest on their laurels, however, Amazon is pushing the envelope again towards next or even same-day delivery. Banking on the fact that as more people realize they can get their items delivered even faster the more people will sign up for a Prime Subscription. And so far the gamble has paid off.  

“Driven by Prime Free One-Day Delivery and Free Same-Day Delivery, it was another year in which Amazon was able to set shipping records. That was rewarded with a 4% surge in its stock. It now sports a market capitalization of $927 billion,” says the MotleyFool. 

“For the holiday period, the tech giant set records for the number of people who tried Prime. In one week alone, Amazon said five million new customers either began a Prime membership or started a trial. The number of items delivered via Prime Free One-Day and Prime Free Same-Day Delivery nearly quadrupled compared to a year ago,” the Fool adds.  

This year, Amazon’s in-house logistics delivered more than 3.5 billion packages compared to FedEx’s 6 billion. Which isn’t terrible when you consider the fact that Amazon started as an internet book store. What’s more, is 60 percent of Amazon customers opted to ship to an Amazon drop point to pick up the packages themselves, further pushing back FedEx, UPS, and the United States Postal Service.  

It wants to control everything from shipping out of the warehouses to delivery to customers’ porches.

“It wants to control everything from shipping out of the warehouses to delivery to customers’ porches. That requires large upfront investments. In the second quarter of 2019 alone it spent $800 million to expand its one-day delivery for Prime Members. It’s also investing $1.5 billion to develop an air hub in Kentucky that’s slated to open in 2021 and will be home to fifty aircraft. Amazon announced its Delivery Service Partner program in May, enabling entrepreneurs to create delivery networks to handle last-mile deliveries for Amazon. The company is also investing tons of money into drone technology and, in June, debuted its Prime Air Drone design,” reads the Fool.  

Building their own in-house logistics network means less reliance on the now “competition” and giving their customers little reason to shop anywhere else. Amazon is also hedging a bet that by using its own logistics network, it can eventually cut down on the cost of packing and delivery.  

The Convergence of Digital and Physical and the Reimagining of the “Store”  

Amazon building its own logistics network is also changing the landscape for the traditional brick and mortar retailers. Within the past two years, we’ve seen the fall of some major retailers like Toys R’ Us and Bon-Ton. These companies are among those that lacked the ability to grasp the importance of a digital presence and the shape of consumer expectations. As we enter into a new decade, many traditional retailers are beginning to change the way they do business, which might be the only thing that keeps them out of Amazon’s massive shadow.  

“Shopping malls and physical outlets may have seen their best days for foot traffic. However, they have been given a new “lease” on life as fulfillment locations. Retail giant Target Corp. uses virtually all of its 1,900 stores as fulfillment locations, and about 80% of its online orders are fulfilled through a store. The new decade will see an increasing convergence of digital and physical operations as brick-and-mortar locations are positioned as hubs closer to the customer and e-commerce sites direct more package delivery to retail outlets, ABI Research said in a late December study,” reads an article from Yahoo! Finance. 

As e-commerce takes an ever-larger share of total retail sales, the strategy and execution of delivery networks will become the axis of success.

“As e-commerce takes an ever-larger share of total retail sales, the strategy and execution of delivery networks will become the axis of success. Regardless of the industry, logistics will increasingly be the difference between an enterprise’s success or failure,” the article continues.  

Even grocery stores are changing the way they serve their customers. 20 years ago, we never would have considered ordering our produce and perishables online, especially not for delivery, yet new startups like Misfits Market and Butcher’s Box are doing just that. Virtually every major grocery store chain now offers some form of digital grocery shopping where customers can order their items and have them delivered to their car in the parking lot.   

These are just some of the changes we’ve seen in the past few years, but some grocery stores are taking it to a whole new level.  

A True Change of Pace for Whole Foods 

Perhaps one of the biggest changes in the grocery scene is what we’re seeing from Whole Foods. The organic food market was purchased by Amazon in August of 2017 and under the titan of commerce’s influence has become a supplier for other retailers. How have they been doing so far and what does that mean for their logistics network? Download our White Paper about the subject and learn how you can establish processes and systems that are in line with supermarkets and retailers’ requirements, such as On-Time and In-Full (OTIF) or Must Arrive By Date (MABD). 

The Rise of the 3PL for Managed Transportation Services

Managed transportation services have widely become an integral function of modern supply-chain. As reported by Steve Baker of Forbes, the outsourcing of managed transportation services to other entities has different terminology depending on location. For example, managed transportation or transportation management might be the ideal terms to use in the US. Meanwhile, Europe will refer to the effective outsourcing of transportation management as “fourth-party logistics services (4PL).”

Outsourcing transportation management has the added benefit of taking advantage of external resources and physical assets.

In addition, outsourcing transportation management has the added benefit of taking advantage of external resources and physical assets. However, the aspects of managing transportation are much more profound when looking at the topic from a software standpoint. To understand the rise of the 3PL for managed transportation services, shippers need to understand how managed transportation services became a global power, why 3PLs in managed services work well together, and how 3PLs enable better management of transportation.

Why Managed Transportation Services Grew to Permeate the Global Supply Chain

Take a moment to define managed transportation. According to Chris Cunnane of Logistics Viewpoints, “in a managed transportation services arrangement, a shipper contracts with a third party to plan and execute their moves for them. In other words, instead of having internal planners plan and execute moves, those planners are employed by the MTS supplier, but work on the shipper’s behalf.”

As shippers face the need to ship more and keep costs under control, managed services through a 3PL is the easiest path forward. 

Unlike traditionally maintaining independent transportation management programs in-house, outsourcing the process allows companies to reap a stronger return on investment. In a 2014 survey of supply chain professionals, 9% of respondents saved more than 12% on freight costs through managed transportation services. That number rose to 32% by 2016, and preliminary reports indicate the continued growth of savings. That’s the distinction and primary driving force. As shippers face the need to ship more and keep costs under control, managed services through a 3PL is the easiest path forward. 

3PLs and Managed Services Go Well Together

Part of the rationale for the increased use of 3PLs for managed transportation services surrounds technology and capabilities. In a traditional logistics management approach, an individual shipper must contact carriers, request quotes, understand billing practices, validate invoice details, submit payments, share information from the carrier to this customer and so on.

Leveraging the technology of the 3PL to automate logistics management and effectively outsource the whole process of managing transportation is the gold mine.

While the process works great when the entire supply chain resided in a small town, it becomes grossly ineffective in the modern, e-commerce driven world. With more customers and volume than ever before, shippers need real-time visibility, advanced shipping notifications, increased responsiveness, and faster ways to handle logistics. Working with a 3PL for its basic premise of securing more capacity and lower rates is great. However, leveraging the technology of the 3PL to automate logistics management and effectively outsource the whole process of managing transportation is the gold mine.

Ways 3PLs Excel in Managed Service and Value

Using a 3PL for managed transportation services also allows third-party entities to effectively manage more freight, connect with more carriers, improve supply chain responsiveness, and work together without sacrificing the proprietary information of individual shippers. The various ways 3PLs excel in managed service and value is nothing short of remarkable. In fact, some of the largest managed service providers tend to rely on a unified transportation management system (TMS) that enables continuous growth and power. For those 3PLs that have lagged behind in offering a TMS, recent acquisitions around the industry indicate all larger 3PLs are now looking to deploy better, more reliable TMS capabilities to give all shippers an equal opportunity to leveraged managed services, such as the BlueGrace TMS combined with managed services.

Of course, the real value of managed services lies in the value-added services, such as auditing, accounting management, billing, compliance record keeping, load matching, big data analytics-driven insights, and more. It’s an endless pool of improvement, and 3PLs will continue to maximize service and value without adding to the costs of individual shippers. 

Tap the Value of Managed Freight Transportation Through BlueGrace

BlueGrace is a 3PL that understands the value of managed transportation services. With a strong history of working hand-in-hand with shippers to create customized solutions, and using our BlueShip™ TMS to transform logistics management into a turnkey, automated process. As the value of using a 3PL for managed services increases, BlueGrace will see an influx of more shippers and carriers that are willing to look beyond the company walls and realize stark benefits of using a TMS. Find out more about how to take advantage of BlueGrace’s managed transportation services by calling 800.MY.SHIPPING or completing the form below.

Evolving Consumer Demands Prompt Continued Changes in Logistics

Twenty years ago, no one would have imagined for a second that they could order a product online in the morning and have it on their porch before they got home from work. Today, it’s all but expected that delivery occur within very small timeframes, even the same day.

The battle amongst large players in the e-commerce segment like Amazon and WalMart for fastest delivery times appears to only be escalating, meaning consumers are becoming more and more used to getting their packages within a couple days. This means changes in logistics operations must continue to evolve in order to support these demands. Note: Download our whitepaper, Walmart: The Retail-Supplier Relationship for even more details.

In order to keep up with consumer demand, logistics must evolve.

Today’s consumer demand means that buyers expect more from suppliers. They need the right merchandise delivered at the right time in precisely the way they need it delivered. When these expectations aren’t meant, suppliers may be faced with penalties that can be crippling. The drive for on-time delivery can also lead to unexpected accessorial fees. In order to keep up with consumer demand, logistics must evolve.

Logistics Technology Evolves to Meet Demands

Many logistics divisions are turning to technology to help meet evolving demands. Without the technology, keeping up is a pipe dream for many operations. Here are some of the technologies logistics operations are falling back on in order to serve their customers better:

  • Demand Planning– It’s critical to stay ahead of the game when delivery timeframes are so short. Demand planning software is changing to make sure suppliers are ready to meet demands.
  • Smarter Analytics– Top notch analytics are being implemented across logistics operations, from warehouses to transportation, to give logistics providers a leg up. Analytics are used to support many arms of the logistics operation, as well as keeping stakeholders informed.
  • TMS– Comprehensive transportation management systems are critical to getting loads out the door and ensuring on-time delivery. Improved routing, load tracking, cost control, and reporting are critical to helping companies meet consumer demands while working within their operational budget.
  • IoT– The Internet of Things has major potential to help suppliers meet stringent demands. Load tracking (i.e., real-time GPS tracking) and monitoring (i.e., atmospheric conditions, handling sensors to detect impact to parcels) are two major IoT applications being implemented by cutting-edge suppliers to improve delivery.
  • Blockchain– Blockchain is a technology being implemented to improve traceability and accountability in supply chains by recording data in a way it can’t be tampered with or changed. 

Demands for Faster Delivery Mean Demand for Better Visibility

A transparent supply chain is one of the most important factors in meeting deadlines. Consumers and retailers alike insist on knowing where their merchandise is, when they’ll get it, and how they’ll get it. 

Supply chain visibility is a top priority at most companies, but only 6% of companies say they’ve achieved full visibility. While supply chain visibility ranks behind OTIF and delivery issues in a 2017 Geodis survey, it may hold the key to solving those problems.

Staying one step ahead is critical to supplier success, and stagnation simply won’t do in the current logistics

Consumer and retailer demand will inevitably continue to evolve and put more pressure on the logistics industry. Staying one step ahead is critical to supplier success, and stagnation simply won’t do in the current logistics market. Wondering how your logistics operations can keep up with ever-hastening delivery expectations? Contact one of our representatives at 800.MY.SHIPPING or fill out the form below to get a free supply chain analysis from one of our experts!