Friday, January 30, 2015

Alibaba's revenue soars as profit takes a nosedive

The company's revenue was up 40 percent and its mobile revenue was up a whopping 448 percent. Alibaba's profit, however, dipped 28 percent to $964 million.

Alibaba made lots of money, but investors still aren't pleased with its fourth quarter earnings.Alibaba

China-based e-commerce giant Alibaba had a strong fourth quarter on sales, but the company's profit took a massive hit at the end of 2014. The company blames the decline on higher income taxes and an increase in financing-related fees.
Alibaba's revenue hit $4.2 billion during the fourth quarter, up 40 percent compared to the same period in 2013, the company announced on Thursday. Alibaba's mobile revenue was up a staggering 448 percent year-over-year to $1 billion. Despite these big jumps in revenue, Alibaba watched its profit fall by 28 percent to $964 million.
Alibaba is a major e-commerce force both in China and around the world. The company operates a wide range of e-commerce sites, including Taobao and Tmall. Alibaba also has a digital-payment arm, called Alipay, that allows users to place transactions online.
Alibaba, which finds itself in an increasingly competitive e-marketplace, is making strides to expand its presence in the US. Earlier this month, the company announced that it's working with US retailers to provide them access to Chinese customers. Rather than set up an e-commerce site in the US similar to that of Amazon, Alibaba, in partnership with its subsidiary Alipay, is providing an apparatus through retailer sites that facilitates transactions with Chinese consumers.
The program, called Alipay ePass, is integrated into existing US online marketplaces. Chinese customers pick the products they want to buy and purchase through their Alipay accounts. The currency is exchanged for dollars and deposited into the US company's account. All logistics are handled by Alibaba, removing costly issues like customs clearance and international shipping costs previously incurred by US companies.
A handful of vendors, including luxury retailers Neiman Marcus and Saks Fifth Avenue, are testing Alipay ePass. 
While Alibaba expressed happiness with its fourth quarter results, the company missed analyst expectations. According to Reuters, analyst consensus on revenue was $4.45 billion -- $200 million-plus more than Alibaba posted during the fourth quarter. Investors also seemed concerned that shares were down nearly 10 percent to $89 on Thursday in early trading.
Despite that, the company touted other data points. The company noted that $127 billion worth of merchandise was sold on its China-based retail marketplaces, increasing 49 percent year-over-year. In addition, Alibaba now has 334 million annual active buyers and 265 million monthly active users on mobile. Alibaba added 48 million mobile users to its e-commerce platform in the last quarter.


IBM wants to protect our food by sequencing its supply chains



For example, he explained, although many places along the food supply chain know to test for salmonella, they might not know to test for, or have any reason to expect, contamination by other substances. Those could be anything from other, foreign bacteria to chemicals such as the melamine found in Chinese milk and infant formula in 2008. Understanding the metagenomics of the product being sold and the factories producing it means companies and regulatory agencies might be able to spot a problem in the microbial ecosystem and then get to work determining what’s causing it.
According to the Centers for Disease Control, foodborne illnesses sicken one in six Americans each year and kill about 3,000 people in the United States. A 2012 study published in the Journal of Food Prediction estimates the annual economic impact of of foodborne illness at nearly $78 billion.
Analytics Process_blue backgroundIBM

Right now, Wesler predicts it will be about three to five years before the results of this research might be deployed commercially. The companies will spend the first couple years getting to know the baselines microbiomes of various areas and things, understanding what they’re composed of and how they react to changes in environments or to other stuff. Initial research will focus on Mars facilities, which span a range of products including candy, pet food, packaged food and coffee.
Hopefully, they’ll be able to build up a database of connections between bacteria, chemicals, heavy metals and other substances, and their reactions in the presence of each other. After that, Wesler thinks they’ll be able to begin working on a set of tests that makes sense for particular industries and that can be implemented in a reasonably easy manner.
Wesler calls this the “quintessential big data problem” because it involves analyzing so much data and is only really possible to solve now because of advances in the required technology. In this case, that’s not just cheap data storage and new data-analysis tools, but also better genetic-sequencing technologies. “One of the reasons we even think this is feasible is because of the rise of next-generation sequencing,” he said.
A major uptick in the capabilities of any piece of the chain could speed up the research, he said, but the current state of the art should be capable to work within the predicted time frame.

Thursday, January 29, 2015

Supply Chain Predictions for 2015: The Gurus are Back
Ok, at last an open week here where as usual we publish the highlights of a number of supply chain predictions from our 2015 guru panel about what will be key themes and trends for the year.
In general, these are not detailed sort of predictions, rather more commentary about where different aspects of the supply chain are headed and/or expected trends - still fun to read.
In this column, due to space constraints, I'll just pluck off some of the more intriguing comments from our panel of supply chain prognosticators. Next week in our OnTarget newsletter, we'll publish the complete full text comments. And next week in this column, we'll cover highlights of the predictions of a few leading supply chain analyst firms (Gartner, IDC, etc.).


I made some pseudo predictions myself for 2014, and I admit I was dead wrong on one of them - that natural gas powered trucks would really take off in the US, and we would see many more announcements like the one we received from Lowes in 2013. (See Lowes to Expand Natural Gas Truck Program with Complete Conversion at Texas Distribution Center.)
The reality was that while nat gas trucks sales rose decently, they were far short of initial expectations, and we didn't see many Lowes type announcements in the logistics area at all. I still believe in natural gas trucks, but the path to get there economically is just tougher than I thought.

Gene Tyndall of Tompkins International is back with predictions for 2015, and he first takes a victory lap of sorts by noting that his 2014 predictions for key supply chain trends were mostly on the money, many around the theme that 2014 would be the "year of the customer."

For 2015, Tyndall believes on the supply chain technology front that "Cloud-computing will go mainstream. The speed to execution, lower costs, higher service levels, and preservation of capital related to Cloud-based applications is so compelling that more and more companies will migrate to this path."

Extending a prediction he made in 2014, Tyndall believes there will be a lot of focus again this year on "operations strategy," which in part involves tightly linking supply chain capabilities to company strategies and objectives.  That said, Tyndall believes not enough supply chain leaders "are focused on building the precise capabilities that an operations strategy calls for. Consequently, investments are not tied directly with business value statements, are not necessarily what is needed to compete, or do not satisfy customers as well as their own cost controls."

A new guru this year is George Stalk of Boston Consulting Group, who has authored a number of books, including one of my personal favorites, "Competing Against Time." Stalk sent us some excellent thoughts on what will be the key issues that supply chain professionals will face in the coming year.

That includes dealing with a "two-speed world." Stalk says that "The explosive growth of the middle class and the rise of new, large cities in developing economies place new demands on supply chains. For example, China has 90 cities with middle class populations of more than 250,000. By 2020 this number will grow to more than 280 cities - each needing to be supplied. New supply chains must be built to serve slower growing, developed economies and fast growing ones."

He also says supply chain leaders are moving towards "deep collaboration." What does that mean? I might call it multi-tier collaboration. Stalk says that "For a few leading edge companies, deep collaboration can be seen to mean establishing close interactions at multiple levels of your relevant supply chains – at minimum including your suppliers' suppliers and your customers' customers."

Interesting - can we really get there?

Our good friend Mike Regan of TranzAct Technologies is also back with as usual some excellent thoughts on the logistics sector. He predicts that trucking capacity will remain tight again in 2015, and that this "will result in higher rates in the TL and LTL sectors and force shippers to reevaluate their negotiating strategies within their core carrier network."

He adds that "Savvy shippers will be focused on working with their core carriers to lock in capacity at predictable prices versus selecting the carriers with the lowest possible rates. Overall, expect carriers to be more aggressive in using their pricing power to cull, or get rid of the least profitable freight and replace it with higher yielding shipments with better margins."

He also says to expect more "dimensional weighing" programs from LTL carriers this year, following in the wake of UPS and FedEx - and that means higher cost for shippers.

He says that "As more LTL carriers utilize technology and "dimensionalizers" to determine how much space every shipment is taking, the National Motor freight Classification System will become less important. LTL carriers want to be compensated for the size and weight of your shipments and will therefore scrutinize FAK based rate structures to make sure that they accurately reflect the material being shipped."

Our friend David Schneider, a former logistics executive now running his own consulting firm, is also back and as usual with some provocative thinking.

He first notes something I wish I would have thought of, which is that "Lower fuel costs will impact the adaptation of computer-based route planning. Fuel cost reductions are the main driver most operators look at to justify routing software."

He also expects that in 2015 "C-suite executives will be paying more attention to what is happening with their transportation and freight costs," saying that many found unexpected surprises there in 2014. He adds that "transportation and logistics professionals can expect more moments in the corporate spotlight as these C-suite executives look for alternatives and strategies to manage and reduce costs."

Marc Wulfratt is president of consulting firm MWPVL International and knows a lot about a lot of things, starting with DC automation and over the last few years becoming one of the most knowledgeable observers of ecommerce generally and Amazon.com specifically.

Wulfratt this year mostly focused on key trends that will impact the supply chain, and he is among those who see big troubles from current demographics changes. He says trucking, manufacturing and warehouse sectors are all battling issues relative to their workforces becoming older.

He also notes that "In 2015, the U.S. age dependency ratio (ADR) will be 52.5% which means that the percentage of people that are younger than 15 and older than 64 represent 52.5% of the population. In 15 years-time, the ADR ratio in the United States is expected to increase to 62.8%. This means that 37 people out of 100 will be working and paying taxes to support the 63 who are not working."

Yikes! With the supply of workers down, wages will go up, though we can all agree the impact of this shift will be much greater than just wage pressures.

Finally, we heard this year from Chris Gopal, long-time supply chain consultant also now working at the the Drucker School at Claremont in California.

Gopal provide us with what he sees as key trends that will drive supply chain initiatives in 2015. One is around "ease of doing business," which he says will drive "initiatives along the entire Customer Experience Life Cycle, from deciding on a product or supplier through ordering, configuration, pricing, payments, service and returns. An important part of this is the omni-channel fulfillment and "last mile" fulfillment necessary for ease of doing business, customer convenience and costs."

Another key trend is around "customer groupings (segmentation) and differentiated service offerings." He says that "The realization that customers today are connected and demand increasing services and personalization is driving the groupings of customers by requirements and geography so that differentiated and separate service offerings can be provided. Key considerations here are costs-to-serve and profit by customer grouping."

I am out of space, and we barely scratched the surface. Again, analyst predictions for 2015 here next week. Full text predictions from our gurus next week in our OnTarget newsletter. Would love to hear any prognostications you have for the coming year.



The Myth of America’s Manufacturing Renaissance: The Real State of U.S. Manufacturing

JANUARY 12, 2015
| REPORTS
To listen to most pundits and commentators, U.S. manufacturing has turned a corner and is roaring back after the precipitous decline during the 2000s. Long gone are the dismal days when manufacturing jobs and output were lost due to foreign competition. Higher foreign labor costs, cheap oil and gas here at home and automation are combining to make America the new global manufacturing hub: at least according the now dominant narrative. Indeed, the term “manufacturing renaissance” is used to describe this new state of affairs.
However, as a new ITIF report shows, the data do not support such a rosy scenario.  In fact, at the end of 2013 (the most recent year available) real manufacturing value added (the best measure of the health of U.S. manufacturing) was still 3.2 percent below 2007 levels, despite GDP growth of 5.6 percent. Moreover, there are still two million fewer jobs and 15,000 fewer manufacturing establishments than there were in 2007. Much of the growth since 2010 appears to be caused by a cyclical recovery as demand, particularly for motor vehicles and other durable goods, returns. In fact, 72 percent of jobs gained and 187 percent of the heralded real value added growth in manufacturing between 2010 and 2013 came from transportation sector or primary and fabricated metals.
It is true that some jobs are being brought back to the United States. However, reshoring numbers are modest and the manufacturing sector is also still sending jobs overseas, roughly at the same rate. While this new equilibrium between companies coming and going is certainly an improvement over rapid off-shoring, it is hardly indicative of a renaissance.
At the end of the day, much of the renaissance story is based around several misconceptions about U.S. cost advantages, including incorrect assumptions surrounding Chinese wage growth and productivity, global shipping costs, the role of the U.S. dollar, the importance of the shale gas-driven energy boom, and American productivity growth. The pervasive belief that these factors will drive production back to the United States with little real assistance constrains the possibility of real legislative action to support American manufacturing. The report addresses and refutes the following misconceptions: 
Myth: China’s rising labor costs will soon match U.S. wage
Fact: Chinese wages, while rising rapidly, are still estimated to be just 12 percent of average U.S. wages in 2015. Chinese labor productivity growth and its infrastructure push to open the interior for production reduce the impact of Chinese wage growth.
Myth: Global shipping costs are unusually high, making it easier for the United States to produce more for U.S. and European markets.
Fact: Undersupply led to skyrocketing global shipping costs in 2008. However, today shipping costs are back to normal after falling by 93 percent in a six month period in 2009.
Myth: The Shale Gas boom gives U.S. manufacturing a substantial advantage
Fact: Reduced costs for shale energy has had an impact only on energy intensive industries, and then only a minor one. For 90 percent of the manufacturing sector, energy costs are lower than 5 percent of shipment value. The benefits are largely restricted to the petrochemical sector and drilling operations.
Myth: Currency fluctuations will fix the trade deficit
Fact: In the long-term, macroeconomic theory states that currency valuation should fix trade deficits. However, the United States has been running a trade deficit since 1975, and the trade imbalance is wider than ever. The dollar is currently at a comparable level to where it was during the 2000s, when job losses accelerated, and has proven unable to fix the United States’ persistent trade deficit.
Myth: Superior U.S. productivity growth will restore jobs
Fact: U.S. productivity is not increasing faster than that of other industrialized countries, and is growing much slower than China and South Korea.
In summary, to realistically assess U.S. manufacturing, it is important to have a clear idea of where we are. The debate on U.S. manufacturing should not be informed by anecdotal evidence, promotional consulting reports, or reports from think tanks with an agenda of keeping bad news from dampening support for further global integration. From an in depth analysis of available data on U.S. manufacturing workforce, value added, and productivity, U.S. manufacturing is shown to be in state of moderate, cyclical growth and not experiencing a renaissance
.

Who will clean up global commerce?

With natural resources diminishing, corporate profits are in the firing line. Should companies be doing more to introduce sustainable business practices and, if so, how should they go about it?
 
CEOs need to get hands-on: many business leaders are unaware how quickly issues like global warming will affect profits. Photograph: Jodie Griggs/Getty Images/Flickr RM
Few play the system better than big business. Whether it’s getting the lowest prices from suppliers, convincing us to buy their stuff or keeping the taxman at bay, corporations reign supreme.
But what happens when the system starts playing them? Corporate capitalism is getting closer and closer to finding out. By putting profits first and the planet second (at best), businesses are helping accelerate many of the most concerning “megatrends” of our age.
Corporations might not be overly concerned about climate change, resource scarcity, food insecurity and so on today, but you can bet they will be tomorrow when these planetary problems set their profits plummeting.
Finding ways to right this system before it’s too late formed the basis of a recent roundtable discussion, hosted by the Guardian in association with global financial services firm PwC. At the heart of the debate was one basic question: what role can and should companies play in changing the existing system of global commerce to make it more sustainable?
At the table
  • Jo Confino (Chair) Executive editor, Guardian News and Media
  • Mike Barry Head of sustainable business/Plan A, M&S
  • Jon Williams Partner, PwC
  • Chris Brett Global head corporate responsibility and sustainability, Olam
  • Geoff Lane Partner, PwC
  • Chris Cook Global sustainability director, AkzoNobel
  • Louise Ellison Head of sustainability, Hammerson
  • Wiebke Flach Head of membership, ETI
  • Tim Haywood Group finance director and head of sustainability, Interserve
  • David Meller Director of product integrity, The Fairtrade Foundation
  • Katherine Teague Head of advocacy, AB Sugar
  • Darren Thomson EMEA vice-president of marketing and chief technology officer, Symantec
  • Estelle Brachlianoff Senior executive vice-president, UK & Ireland, Veolia
  • Mark Wong Director of strategic communications and corporate affairs, Sime Darby
  • Michael Beutler Director of sustainability operations, Kering
Delegates discussed how corporates can collaborate to address global problems. Photograph: Sam Friedrich
Three points became immediately clear. First, action is needed now. Everyone around the table, which comprised sustainability experts from the corporate and charity sectors, agreed about the urgency of the question at hand.
Second, a similar consensus emerged, regrettably, concerning the lack of business leadership. John Williams, a partner at PwC, put it most clearly when he argued that most chief executives have “no idea” how quickly issues like global warming and water scarcity will affect their businesses.
Finally, the idea that business can’t divest itself of responsibility won wide agreement. The private sector needed to step up and take a role in “rewiring” the existing system, Williams stated. And not just one business at a time: the need for collective action across industry was a core message from the debate.
Indeed, if one word characterised the discussion, it was “collaboration”. Chris Brett, head of corporate responsibility and sustainability at Olam, echoed the views of many when he said companies needed to sit down with their peers and determine a “joint roadmap for accelerating sustainability”.

The gap between what is competitive and “pre-competitive” has shifted, argued Brett. He added:
“To be able to sit with people and transparently talk about what your common issues are – and what the common solutions are – is really coming to the forefront now.”
If that sounds easy, it’s not. For companies operating in a competitive environment, it’s “not second nature just to connect and talk about this stuff”, admitted Darren Thomson, chief technology officer at US software firm Symantec. For this reason, he believes independent organisations have a vital role to perform, bringing key industry players together.

One such organisation is the Ethical Trading Initiative (ETI), a cross-sector coalition that seeks to promote workers’ rights. According to ETI’s head of membership, Wiebke Flach, effective collaboration takes leadership, clear responsibilities, transparency and, in the case of global supply chains, a reduction in the power of “certain middlemen”. Mike Barry, head of sustainable business at Marks and Spencer, pointed to the Consumer Goods Forum as a tangible example of how collaborative approaches can influence systems change. This cross-sector alliance brings together many of the world’s largest food manufacturers and retailers, he explained, and aims to make a “material difference” in two areas: curbing deforestation and eliminating HFC-based refrigeration.
Although the forum may not convince all the sceptics – big retailers are still flogging product as they always have done – it has, at least, enabled the food sector’s big hitters to trust one another enough to make have a meaningful, productive conversation, said Barry. “Think of it as version 1.0 of system change,” he added.
Opinions differed on the precise way progress should be achieved. In one camp sat those who held to a “linear” view of progress: if a business does A, B and C in sequence, then, the argument runs, D will ultimately come about (D being systemic sustainability).
Among those subscribing to this approach was Chris Cook, global sustainability director at Dutch paints and chemicals firm AkzoNobel. Businesses, he said, need to: set a corporate sustainability vision (“Planet Possible” in his company’s case); provide employees with the tools and incentives to embed it; measure progress; and celebrate success when it happens. “It’s good, sensible change-management stuff, but it takes a lot of grind,” he said.

The approach adopted by AB Sugar follows a similar path. Everything has to start with a clear idea of the end point, emphasised Katherine Teague, head of advocacy at the UK sugar producer. She said:
“We’re getting our people to think about what the future will look like and how we can deal with the tricky issues that will come along.”
In addition to the usual management tools, however, companies need to pick their priorities, she stated. “We can’t do everything. So we need to think at a local level about what we can do, but also at a global level about what we all need to do.”
In the other camp, some argued that systems aren’t linear, but complex and interdependent – so the solution couldn’t just be linear either. Estelle Brachlianoff, senior executive vice-president for Veolia in the UK & Ireland, argued that a circular (or “round”) mindset was required.
Companies are only one cog in a much larger wheel, her argument ran. Improvements to a company’s internal systems may be welcome, but they need to be linked to the efforts of others if we’re to see large-scale change. That may be “very difficult and very complex”, she conceded, but it is also “very exciting”.
Others objected to pursuing a linear “incremental” approach on the grounds of scale and urgency. Chipping away at a company’s carbon emissions here or cutting waste there simply won’t change the system fast enough, said David Meller, director of product integrity at the Fairtrade Foundation. His solution: a radical redesign. “The nature of the change,” he said, “needs to be so different that the system might have to look fundamentally different. So when we talk about systems thinking, we shouldn’t necessarily talk about the system as we know it. We should step outside it and almost redesign it.”
Nor is it necessary to map everything out at the start. Instead, we should “learn by doing”. Innovation and experimentation – not data sheets and strategy statements – are the engines of change, he argued. “We need to recognise that systems change is not a precise science,” he argued. “You need to take risks and be able to give things a go.”

Meller’s advocacy of a “systems doing” approach (as opposed to just “systems thinking”) chimed with Tim Haywood, head of sustainability at support service and construction company Interserve, who confessed to taking inspiration from his daughter, a climate change campaigner. He said:
“The idealism of youth is something we all need to connect back to, rather than being weighed down with all the reasons not to [try something].”
Many would assume that therein lies financial ruin. Not Haywood (who is also Interserve’s finance director). Despite being “new to the game”, his company recently tabled a bid for a £600m government contract to provide probation and rehabilitation services. Having gone back to fundamentals to consider the “root cause” of prisoner reoffending, they drew on the expertise of three major charities with expertise in combating drug addiction, homelessness and social exclusion – and produced a successful combined bid.
In an ideal world, businesses would realise for themselves the need to build a more sustainable system. After all, it’s in their interest – healthy profits ultimately require a healthy planet. Yet too few business leaders twig this. Even when they do, the commercial benefits are often not clear enough or immediate enough, said Mark Wong, director of strategic communications and corporate affairs at Sime Darby. “People on the ground say: ‘That sounds fine, but what’s in it for me?’”
Hence, the hesitancy among many to leave the private sector to fix the system on its own. As PwC’s Williams said by way of conclusion: “Most CEOs go through a risk assessment and they all conclude that it [systems change] is just too risky.”
An inevitable conclusion is that legislators need to step in. It fell to Louise Ellison, head of sustainability at property management firm Hammerson, to spell it out. “The problem is so big that at some point somebody is going to have to say: ‘Clearly there are solutions that can work in that industry, so you’re just going to have to deliver them.’ It will have to be mandated.”


The Key Trend for Manufacturing in 2015: An Interview with IDC’s Simon Ellis

Drones—near-shoring—3D printing—or something else. What will be the key trend that changes the manufacturing industry in 2015? Supply Chain Nation asked Simon Ellis, practice director for supply chain strategies at IDC Manufacturing Insights, for his thoughts on what 2015 might hold for the industry. His answer might surprise you.
SCN:      What is the biggest trend you feel will impact the manufacturing industry’s supply chains in 2015?
Ellis:      While there are a number of things we are following, the one that I think we’ll see begin to affect the way manufacturers run their supply chains this year, and ultimately will continue on, is this notion of the networked supply chain. I’ve looked at all of the new technologies and the new business processes and the one that strikes me as having the most transformative potential is this notion of networks.
I’ve articulated a vision of supply chain having three lobes—demand aware, supply visible and innovation networked. The idea in all three of those is that business networks, whether it is B2B commerce networks or ways to connect to consumers, really have the potential to transform how those processes work. On the demand side, it’s about networking with customers, consumers, and even suppliers to a degree. On the supply side, it is about having the connections and visibility into supply, not just into your Tier 1 or direct suppliers, but also into your Tier 2 and Tier 3 suppliers—that notion of deep supply visibility. On the innovation side, supply chain clearly has a role to play in the innovation process. For example, high tech suppliers play a pretty significant role in the innovation process; other industries perhaps a little bit less, but growing. So whether it’s consumers, customers, suppliers, academics, or open-source innovation, it all plays nicely in this context of the innovation network. That’s the thing I’m looking at this year. It’s not going to be one of those things where we complete by the end of the year and then say ‘we’re done, we’re fully networked;’ I think it is something we’re going to see increasingly discussed and increasingly affecting supply chains as we move through 2015.
SCN:      In addition to what you’ve just mentioned, how else will the networked supply chain impact manufacturers?
Ellis:      As with all things, some manufacturers are leading edge, others fast-followers, and still others are laggards. Certainly the notion of networked supply chains is not something we are just starting to explore this year. A number of leading manufacturers have looked at it and a number of vendors including JDA have talked about networks. The impact for manufacturers, in terms of their business, we’ll begin to see this year, but we certainly aren’t going to say we’ve done it all this year. It will be a journey, especially for those manufacturers who aren’t typically early adopters of these sorts of things. We’ll see the fast-followers and even the laggards start to get involved this year and the impact will be felt over a multi-year journey.
SCN:      What should manufacturers do to prepare for and leverage this trend?
Ellis:      My advice is not really different than I would have for any new approach or technology, whether you call it skunk-works or pilots or whatever; I think businesses have to do the due diligence on what networks might mean to their supply chain. Are they involved in networks today? Many of them are, but some are not. Those that are may be doing it only in limited areas. The due diligence will say, what does this mean for my business? But also, companies should be clear in their own minds where they are in terms of technology. As you know, I worked for a major consumer goods company for many years and while the rhetoric was early adopter, the reality was really fast-follower. RFID was a very good example of that.
I think it is also incumbent on manufacturers to be clear in their own minds where they are and not try to be what they aren’t. So if it makes sense to be a fast-follower in terms of leveraging networks, be clear on that and behave that way. At the end of the day, it’s about engaging with customers and with vendors, understanding what networks mean for the business, what potentially they can contribute to the business such that as the maturity curve increases over time, they will be in a position to adopt quickly where it makes sense to adopt. As a manufacturer, what you always want to feel you are able to do is, even if you choose strategically not to be on the leading/bleeding edge, at least do enough of the due diligence so when the time comes to adopt, you can do it quickly and effectively. I think at the end of the day, that is what informs the level of preparation for this notion of a networked supply chain

The hidden cost of poor deliveries: £5,300 per lost customer

Published: January 28, 2015 by Peter MacLeod

Online parcel delivery company ParcelHero has revealed that failed and poor-quality deliveries could cost internet retailers at least £5,300 for every customer that defects to another site.
Delivery issues captured the headlines over Christmas, as a number of budget delivery companies failed to deliver on time, or left items in bins and hedges.

ParcelHero's Head of Public Relations, David Jinks MILT, says: "IMRG research revealed failed and delayed deliveries cost the UK economy £771m and retailers £473m directly in 2014. But that’s just the tip of the iceberg. What is less appreciated is how much those failed deliveries will cost retailers in lost future earnings.
"It is six to seven times more expensive to acquire a new customer than it is to keep a current one, according to figures released by the White House office of consumer affairs. Yet in 2011 86% of all consumers quit doing business with a company because of a bad customer experience and 59% of online shoppers said they were unlikely to order from a retailer again if they have a bad delivery experience."
Online customers are increasingly savvy about delivery issues. Not only are they very likely to switch to another online retailer following a bad delivery experience, but they increasingly examine not only delivery options, but which delivery companies a retailer uses.
Over 1 million people view tweets about customer service every week. Roughly 80% of those tweets are negative or critical in nature. And that means consumers are becoming very aware of the reputations of some delivery companies.
Says David: "Let’s say customers do overlook the fact a retailer is using a budget carrier, which could have cost retailers the sale before the consumer even placed an item in the basket. The true cost for retailers of using very cheap delivery services is still potentially enormous. The average UK internet order is £59 per transaction. If an online store loses a customer because of an inept or late delivery, it hasn’t just lost that £59, or even their next £59.
"In the UK we make an average of 18 online purchases a year and spend around £749 online, while American shoppers are expected to spend £1,106 online, according to new figures from RetailMeNot.
"Let’s say that the lost customer might have made an average of six purchases from a particular online store this year, if he or she is one of the 59% who wouldn’t return to a site after a bad delivery experience, that’s actually £354 the retailer has lost from that one shopper in a single year.
"How many years might they have remained a loyal online customer? If we assume they remain loyal for at least five years (and some Amazon customers have stayed loyal for 20!) then that’s £1,770 lost. But the real kicker is that customers tell on average at the very least two other people about a bad delivery experience. In which case, you can times that £1,770 by two more lost customers. That’s £3,540 in sales a site might have lost without ever having had a chance.
"Add that initial lost customer and overall that one bad delivery could have cost the retailer £5,310."
And those figures are just for average-size internet retailers. Forrester Research Inc in the US says that customer experience quality could result in a swing of $184m for a large internet retailer.
Professor Richard Wilding OBE of Cranfield University, an expert in e-commerce logistics, told the BBC recently: "Your main point of contact is with the retailer, and they're handing over responsibility for the delivery to another organisation. You've got to make sure they do it well. If they do, it will build loyalty and generate more business. But if you do it badly and use poor couriers it will cost your business an awful lot and customers won't come back."
Professor Wilding has shared his views on how internet deliveries can be an active selling point for retailers with ParcelHero recently.

ParcelHero's David Jinks concludes: "Can retailers really afford to be losing this kind of custom for the sake of a few extra percent on their delivery costs? American Express research has revealed 7 out of 10 consumers are happy to spend a little extra for a good customer experience and delivery, so cheap deliveries are an entirely false economy. Retailers should think long and hard about retaining delivery companies whose names shout trouble."

Rail Still Dominates the Logistics Landscape

From the incorporation of the Baltimore and Ohio railroad to the modern freight-moving workhorses of CSX and Norfolk Southern and dozens of regional “short-line” railroads, trains have played a central role in bringing goods to market. By Mary Carr Mayle



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Intermodal can be a key ingredient to any transportation strategy to move an organization toward a multimodal strategy for scalability, flexibility, mitigation of risk and business…

One of the first tenants of the logistics business is this:Time is money.
Nowhere is that more apparent than at our nation’s container ports, where speed and efficiency - in transit, in loading and unloading - factor into the price we pay for everything from groceries to electronics.
At Georgia Ports AuthorityCurtis Foltz and his board are keenly aware of the need for speed, which is why they are turning more of their attention to one of the nation’s oldest transportation providers.
From the incorporation of the Baltimore and Ohio railroad in 1827 to the modern freight-moving workhorses of CSX and Norfolk Southern and dozens ofregional “short-line” railroads, trains have played a central role in bringing goods to market all around the country.
It’s a role that, rather than diminish with time, has only been enhanced.
“Over time, over-the-road freight movement via truck will continue to become more expensive and less environmentally friendly,” Foltz said, adding that his team is constantly working with CSX and Norfolk Southern to find ways to move a higher percentage of freight by rail.
In the calendar year just completed, Georgia Ports moved 340,000 containers by rail, an increase of 5 percent over 2013, he said.
Georgia Ports Authority, Curtis Foltz
“Over time, over-the-road freight movement via truck will continue to become more expensive and less environmentally friendly”Curtis J. Foltz, Executive Director, Georgia Ports Authority
“Rail expansion has been a huge part of our capital improvement budget over the last decade or more, and we expect that to continue as we work with both CSX and Norfolk Southern to improve the efficiency of our rail connections and speed and further develop our inland connections,” he said.
“We’ve been very collaborative with both major railroads as we work to provide our customers with the tools they need to move their freight as effectively as possible.”
Craig Camuso, Regional Vice President - State Government Affairs at CSX Transportation, agreed.
“We have a great partnership with Georgia Ports,” said Camuso, regional vice president at CSX Transportation. “Their growth has helped spur our growth.”
CSX moves 150,000 20-foot containers - or TEUs - through the Savannah port every year.
“We’re fortunate in that the Georgia Ports Authority has long recognized the value and advantages of rail freight, and the entire rail industry has benefitted,” he said. “At a time when on-time and next-day service is so important, the partnership we have with the port and the state is critical.
“When the port succeeds, we do, too.”
Camuso, whose company recently announced it would raise freight rates in the wake of record-setting revenue in 2014, said rail remains the most fuel-efficient way to move cargo.
“According to our latest calculations, we can move a ton of freight nearly 500 miles on a single gallon of gas,” he said. “But fuel savings is only one of rail’s public benefits.
“Freight that moves by rail is freight that is off our roads, reducing the wear and tear and adding an element of safety,” he said.
Rail is also a cleaner way to move freight, reducing the carbon footprint, he said.
On-Dock Access
One of the attributes that makes Georgia Ports’ Garden City Terminal unique is its on-dock facilities for both of the Class I Railroads that serve the Southeast – CSX and Norfolk Southern.
Georgia Ports Authority, Garden City Terminal
The Mason Intermodal Container Transfer Facility, which serves Norfolk Southern, was opened in 2001, while the Chatham Yard ICTF, serving CSX, came online in late 2008.
When Georgia Ports dedicated the Mason ICTF in July 2001, the Port of Savannah ranked seventh in the country in terms of containers handled.
Today, it’s solidly established in the No. 4 position and creeping up on the Port of New York/New Jersey, which sits at No. 3.
Most port watchers agree the port’s on-terminal intermodal facilities – which allow for seamless container movement from vessels to dedicated unit trains for expedited delivery to markets throughout the Southeast, Gulf Coast and Midwest – have played a major role in that growth.
With a dedicated transfer facility, time is saved in two ways. First, containers destined for rail service are brought to a specific area. Before the change, containers being unloaded from ships weren’t systematically grouped and had to be plucked out individually for transfer to railcars.
Second, when trains are formed on the transfer facility, containers are grouped on cars according to their final destinations. For example, one section might have cars going to Chicago, while another is headed to Charlotte. This allows for rapid transfer when the trains reach the massive switching yards outside Atlanta.
“Before we had the (transfer facility) at Georgia Ports, our operation was on dock, but not in the sense we have today,” said Jeff Heller, vice president for intermodal and automotive marketing at Norfolk Southern. “The tracks literally ran out onto the berth, so rail operations conflicted with vessel operations. It wasn’t very efficient.
“They also had a third-party railroad that did the switching, which also wasn’t efficient.
“We worked very closely with the GPA, from their engineers to their funding people, to develop a facility that would be efficient for both of us.
“The intermodal facility across from the terminal gave us the advantage of longer tracks, bigger trains and the ability to run mainline trains in and out of the facility, saving on transit times both in and out of the facility.”
In 2001, when the facility opened, Norfolk Southern was running three trains a week each way, Heller said.
“Today, we’re running two trains a day in each direction, and these are not your ordinary trains,” he said.
The trains rolling in and out of Georgia Ports can be from 8,000 feet to 10,000 feet long, he said, adding that each train carries the equivalent loads of 280 to 300 trucks.
“That’s a lot of trucks off the road, not to mention the pressure it takes off the truck gates at the port,” he said.
“As East Coast port activity continues to grow, it’s driving more freight through ports like Savannah that have a great facility and structure as well as a first-class on-dock rail operation.”
Growing the Competitive Advantage
Not content to rest on the efficiencies of its on-terminal rail facilities, Georgia Ports last year introduced an initiative aimed at saving customers money by helping them develop more efficient cargo handling beyond the port. The initiative, designed around the port’s rail capacity, is called Rapid Routes.
“Rail is an important facet of extending customers’ reach into the hinterlands,” Foltz said. “So we began our Rapid Routes program with an outreach effort informing customers of our competitive advantages in rail.”
Among those advantages is that, through the Norfolk Southern and CSX intermodal facilities, the port can offer overnight service to a five-state area - Alabama, Georgia, Florida, North Carolina and South Carolina - with two-day service to Birmingham and Huntsville, Ala.; Miami, Orlando and Tampa, Fla.; and Memphis and Nashville, Tenn.
Savannah also features the fastest rail connections of any East Coast port to Louisiana and Texas.
The port also expanded the Mason facility in 2012, cutting round-trip Norfolk Southern train movements to Atlanta by six hours.
Sandy Lake, associate director at the Georgia Center of Innovations for Logistics, said the efficiency of the state’s rail freight is critical to the further expansion of the state’s ports, intermodal expansion and reduced highway volumes, all of which are considered vital to maintain Georgia’s competitive position in the marketplace.
In a recent state logistics study, opportunities were seen to improve intermodal access and divert truck traffic from congested highways by way of rail.
The study also recognized the state’s short line railroad network as being essential to provide rail access to the numerous communities not served by the large railroads and to attract new industries or facilitate industry expansion in these communities.
Shippers served by Class I railroads noted the importance of rail service in terms of transportation cost savings, especially regarding the movement of bulk commodities and shipments over long distances, she said.
According to the center for logistics, Georgia’s nearly 5,000 miles of railroad track, together with its world-class intermodal facilities strategically located around the state, enable importers and exporters to quickly and efficiently move products from ocean carrier, to rail to truck.
“Georgia’s intermodal facilities have some of the fastest transition times in the United States,” she said, adding that Georgia has the seventh-most total rail miles in the country and ranks fifth in most rail tons terminating in a state.
Intermodal Service via Port Of Savannah
Through Class I Railroads Norfolk Southern and CSX Transportation, the Port of Savannah provides the following intermodal services:
Exports
  • Overnight service from Atlanta, Jacksonville and Charlotte
  • Two-day service from Winter Haven, Fla., and Birmingham
  • Three-day service from Chicago, Cincinnati, Nashville, Memphis Imports
  • Overnight service to Atlanta, Charlotte, Jacksonville, Winter Haven and Birmingham
  • Two-day service to Memphis and Nashville
  • Three-day service to Chicago, Cincinnati and Dallas