Built on the site of an abandoned military airport, a DC run by PC Connection fulfills dreams of geeks everywhere by shipping everything from GPS-equipped PDAs to memory cards overnight.
Peter Bradley is an award-winning career journalist with more than three decades of experience in both newspapers and national business magazines. His credentials include seven years as the transportation and supply chain editor at Purchasing Magazine and six years as the chief editor of Logistics Management.
Time was when the aircraft taking off from Wilmington, Ohio, carried gunship crews bound for deployment in Viet Nam. Today, nearly 40 years later, the aircraft that lift off from the dusty tarmac in southwestern Ohio carry not military personnel but the stuff of dreams. Techno junkies' dreams, that is. Packed into the holds of aircraft leaving the Airborne Airpark are flash drives, notebook computers, digital cameras and surge protectors ordered only hours earlier by customers of PC Connection.
PC Connection's customers are the kind who want their stuff now—no excuses. Some of them are businesses anxiously awaiting the arrival of a replacement part or a desperately needed upgrade. Others are techno junkies looking for a fix in the form of high-tech gadgetry discovered in a weehours surfing session.Whoever they may be, customers can go online and place their orders—as late as 2: 00 in the morning—with the assurance that the package will be in the office (or on their doorstep) in the morning.
It goes without saying, those high expectations create a tall order for the distribution people who must fill the thousands of orders each day. And do it right. And do it quickly. But that's their mission. "We have a saying around here," says Tom Kennedy, vice president of distribution for PC Connection. "Sales creates dreams. Distribution creates reality. Sales is making the contacts, saying what we can do.We're the ones who make the dreams come true.We can screw up a sale for the next time around. But if we outperform our competitors, we give customers a reason to come back."
It's all about the process
One way to outperform those competitors is to promise overnight fulfillment. "Any order we get today, we'll ship today," Kennedy pledges. And though you might assume that he uses the latest whiz-bang technology to carry out that promise, that's not the case. "We're old school," says Tom Dumais, the company's director of shipping and receiving. "We do it with a low-budget, low-tech operation," adds Kennedy. "We're not real high on glitz and glamour."
What makes the distribution system work, Kennedy says, is an intense concentration on process. "Process is what we preach all the time," he emphasizes. "While we're serving the customer, we're doing it with a high rate of accuracy while containing costs." (Labor costs, he reports, total less than 1 percent of sales.) It also means minimizing the need to hold inventory. "All our processes promote flow through," Dumais adds.
The story begins on the inbound side. Most inbound shipments arrive via less-than-truckload carrier or UPS and FedEx, although a few suppliers send daily truckloads. Each day, employees process about 1,500 lines. Dumais says processing these shipments—a mix of pallets and cartons— consumes most of an eight-hour work shift.
All inbound shipments are scanned as they arrive, allowing the system to match the inbound scan with a PC Connection purchase order. "We use UPC codes on everything," Kennedy says. Even items like connectors that are too small for codes are accompanied by labels with UPC codes affixed to them. Shipments that show up without bar codes are given a label with a UPC look-alike code that includes the PC Connection SKU number. Strict adherence to the coding policy has brought the inbound data's accuracy rate up to 99.5 percent, Kennedy says.
As for the scanners themselves, the company began using radio frequency-enabled scanners about five years ago. "It's been a plus since day one," Dumais says. He adds that the receiving staff just recently began using wearable scanners.
Receivers do much more than scan arriving shipments, however. As items come in, workers with vacuum equipment converge on the area to remove "packing peanuts" and other dunnage from the delicate electronics. (PC Connection, which doesn't use the peanuts, ships its outbound products using recycled newsprint for protection.) "When goods go onto the shelf or to a secondary area, they are clean," Kennedy says.
Once scanned and cleaned, inbound goods receive a label indicating where they should be sent next. That could be one of several places, Kennedy explains: If the system determines that the primary pick location for that product has space, it will direct inbound products to that particular aisle and zone until the bin is filled. If the slot is already at maximum capacity, the goods are sent to a secondary holding area. And if the system shows that an item is completely out of stock, the label prints the destination in a reverse typeface so that the item can be "hot shotted" to the shelf. The system also allows goods to be redirected if they do not fit in the suggested location.
Workers can replenish at the pick faces hourly if needed, with a full letdown once a day. Generally, the hourly replenishments take place only if the shelf stock falls below levels needed to fill current orders. "We're not replenishing a massive amount of stock in the heat of battle," Kennedy says.
FAST company
No sooner do products arrive than the company starts gearing up to send them out again. As with the receiving process, no time is wasted: The moment pick lists have been generated from orders in the PC Connection enterprise system, the picking process begins.
The process used today is light years ahead of the one in place just six years ago, says Dumais. Plagued by problems such as mislaid paper pick lists, a burgeoning volume of single item picks and a long narrow building that put serious constraints on the work flow, PC Connections has implemented what it calls the FAST system—an acronym for Fast Accurate Shipping Technology. The FAST system makes use of batch picking, automated picking instructions, and scanners to verify picks at the end of the line. It also provides a single place near the end of the process for capturing serial numbers (a request from the sales group). "With FAST, we put all that on the back end," Kennedy says. "We also put in an audit system. Both of those are overlays to the existing system."
Under the current system, items are batch picked into totes that move by conveyor to the FAST area set up in the DC. There, each item is scanned. Every time an object is scanned, the system searches its database for orders containing that item and notes how many of that item each order calls for. At the same time, the system checks to see if the item is flagged for a serial number capture and records that serial number if necessary.
The system also estimates the cube of each item for packing into a carton. Should a carton cube out before it's projected to, the worker at the station can simply push a button to split the order into two cartons.
Should an incorrect item show up in a bin, the scan will signal a wrong pick. Any missing items are noted when the associate tells the system an order is completed. The system also alerts associates if catalogs or other printed material should be included with an order. Once the order is complete, the associate requests a label that is a combination shipping label and packing slip. Completed orders are packed and sent through an in-line scale, at which point the orders are confirmed as being shipped for billing purposes.
By all accounts, the FAST system has transformed the operation. "We were at the point where we looked like Lucy in the chocolate factory," Kennedy says. "We needed to increase the volume. FAST allowed us to double output."
Still, not all orders are processed via FAST at this time. Picking for multi-line orders follows more traditional procedures. "We use a pick and pass method," says Dumais. Orders move from zone to zone along a gravity conveyor.
Orders are audited at the end of the line, where all items are rescanned. Any missing items are handled through an exception process. The result is that order accuracy that was at 99.8 percent five years ago is now 99.92 percent.
Yet that's not quite good enough for PC Connection. "There's still room to grow," says Dumais. He and Kennedy would also like to eliminate the end-of-the-line verification process. "We want to work toward verification at pick," Kennedy says.
Special orders don't upset us
It's one thing to move components and accessories through the DC at warp speed. It's another to promise overnight delivery on custom systems configured from scratch. Nonetheless, it's normal procedure for PC Connection employees to process these orders for overnight delivery too. (The company notifies customers if the work will take longer.)
When an order for a configured system comes through, labels are generated in batches for the necessary components. Associates take the labels from sheets and place them on components as they are picked and sent to a staging area, from which they move on to a configuration room. The systems are configured by technicians, all of whom are certified by vendors. "People who work in that area continually upgrade their skills," Kennedy says. "We can configure the most complex systems imaginable."
On average, 300 to 400 systems require configuration on a normal day, with peaks of about 700. "We can sustain over 600 a day," Kennedy says. To speed things along, the company keeps specific configurations on file to allow relatively simple repetition of the orders.
For many workers, the configuration department has provided an opportunity for advancement. "A lot of the people in the room came off the floor as material handlers," Kennedy says. It's in the company's interest to promote from within where possible, he notes. "Our associates are what make this place run," he says. "We work hard to make people happy."
Part of that is in the pay system: Hourly workers receive incentive pay for performing above standards. The company uses a formalized system of performance metrics, measuring everything from order completeness, accuracy and rates to safety and attendance. Hourly employees receive incentive pay weekly, while managers and supervisors, who have additional measures to meet based on labor turnover and cost per package, receive quarterly bonuses.
"Everybody has metrics," Kennedy says. "We'll put ours up against anybody's for the dollars spent and the output. We're one of the top dogs."
PC Connection's operating system
PC Connection Inc., based in Merrimack, N.H., reported $1.31 billion in sales last year, making it one of the nation's largest direct marketers of computers and related hardware and software. Organized into subsidiaries that cater to different customer types, the company sells its electronic wares through PC Connection (which serves consumers and small to mediumsized businesses), GovConnection (which serves local, state and federal governments and educational institutions) and MoreDirect (which serves large corporations). Another division, MacConnection, sells Apple software, systems and peripherals. Products for all divisions—about 13,000 of the 100,000 listed in PC Connection's catalog—are shipped from a single DC in Wilmington, Ohio. (The remainder are shipped directly from PC Connection's suppliers.) Here's a look at that DC operation:
Inventory is held in two buildings, each with about 100,000 square feet of space. From those buildings, PC Connection ships about 6,000 packages a day, although it has shipped as many as 12,000. Tom Kennedy, the company's vice president of distribution, reports that the facility is designed to handle up to 16,000 packages daily.
Unlike traditional operations, the DC's staff arrives in staggered shifts. The receiving crew begins at 8 a.m., the first picking crew comes at 1: 30 p.m., and a second picking crew arrives at 6 p.m., which means there is only a four-hour window when both picking crews are at work. The replenishment crew works from 11 p.m. to 7 a.m.
The bulk of orders are shipped out via ABX Air for delivery by DHL or by UPS. (ABX Air is the all-cargo airline previously owned by Airborne Express that operates out of the Airpark. The airline was spun off last year when DHL acquired Airborne.) The company also works with FedEx and the U.S. Postal Service.
Some 500 to 1,000 cartons a night are shipped by less-than-truckload carriers. For LTL shipments, the company's principal carriers are Roadway Express, Yellow Transportation and FedEx Freight
Most of the apparel sold in North America is manufactured in Asia, meaning the finished goods travel long distances to reach end markets, with all the associated greenhouse gas emissions. On top of that, apparel manufacturing itself requires a significant amount of energy, water, and raw materials like cotton. Overall, the production of apparel is responsible for about 2% of the world’s total greenhouse gas emissions, according to a report titled
Taking Stock of Progress Against the Roadmap to Net Zeroby the Apparel Impact Institute. Founded in 2017, the Apparel Impact Institute is an organization dedicated to identifying, funding, and then scaling solutions aimed at reducing the carbon emissions and other environmental impacts of the apparel and textile industries.
The author of this annual study is researcher and consultant Michael Sadowski. He wrote the first report in 2021 as well as the latest edition, which was released earlier this year. Sadowski, who is also executive director of the environmental nonprofit
The Circulate Initiative, recently joined DC Velocity Group Editorial Director David Maloney on an episode of the “Logistics Matters” podcast to discuss the key findings of the research, what companies are doing to reduce emissions, and the progress they’ve made since the first report was issued.
A: While companies in the apparel industry can set their own sustainability targets, we realized there was a need to give them a blueprint for actually reducing emissions. And so, we produced the first report back in 2021, where we laid out the emissions from the sector, based on the best estimates [we could make using] data from various sources. It gives companies and the sector a blueprint for what we collectively need to do to drive toward the ambitious reduction [target] of staying within a 1.5 degrees Celsius pathway. That was the first report, and then we committed to refresh the analysis on an annual basis. The second report was published last year, and the third report came out in May of this year.
Q: What were some of the key findings of your research?
A: We found that about half of the emissions in the sector come from Tier Two, which is essentially textile production. That includes the knitting, weaving, dyeing, and finishing of fabric, which together account for over half of the total emissions. That was a really important finding, and it allows us to focus our attention on the interventions that can drive those emissions down.
Raw material production accounts for another quarter of emissions. That includes cotton farming, extracting gas and oil from the ground to make synthetics, and things like that. So we now have a really keen understanding of the source of our industry’s emissions.
Q: Your report mentions that the apparel industry is responsible for about 2% of global emissions. Is that an accurate statistic?
A: That’s our best estimate of the total emissions [generated by] the apparel sector. Some other reports on the industry have apparel at up to 8% of global emissions. And there is a commonly misquoted number in the media that it’s 10%. From my perspective, I think the best estimate is somewhere under 2%.
We know that globally, humankind needs to reduce emissions by roughly half by 2030 and reach net zero by 2050 to hit international goals. [Reaching that target will require the involvement of] every facet of the global economy and every aspect of the apparel sector—transportation, material production, manufacturing, cotton farming. Through our work and that of others, I think the apparel sector understands what has to happen. We have highlighted examples of how companies are taking action to reduce emissions in the roadmap reports.
Q: What are some of those actions the industry can take to reduce emissions?
A: I think one of the positive developments since we wrote the first report is that we’re seeing companies really focus on the most impactful areas. We see companies diving deep on thermal energy, for example. With respect to Tier Two, we [focus] a lot of attention on things like ocean freight versus air. There’s a rule of thumb I’ve heard that indicates air freight is about 10 times the cost [of ocean] and also produces 10 times more greenhouse gas emissions.
There is money available to invest in sustainability efforts. It’s really exciting to see the funding that’s coming through for AI [artificial intelligence] and to see that individual companies, such as H&M and Lululemon, are investing in real solutions in their supply chains. I think a lot of concrete actions are being taken.
And yet we know that reducing emissions by half on an absolute basis by 2030 is a monumental undertaking. So I don’t want to be overly optimistic, because I think we have a lot of work to do. But I do think we’ve got some amazing progress happening.
Q: You mentioned several companies that are starting to address their emissions. Is that a result of their being more aware of the emissions they generate? Have you seen progress made since the first report came out in 2021?
A: Yes. When we published the first roadmap back in 2021, our statistics showed that only about 12 companies had met the criteria [for setting] science-based targets. In 2024, the number of apparel, textile, and footwear companies that have set targets or have commitments to set targets is close to 500. It’s an enormous increase. I think they see the urgency more than other sectors do.
We have companies that have been working at sustainability for quite a long time. I think the apparel sector has developed a keen understanding of the impacts of climate change. You can see the impacts of flooding, drought, heat, and other things happening in places like Bangladesh and Pakistan and India. If you’re a brand or a manufacturer and you have operations and supply chains in these places, I think you understand what the future will look like if we don’t significantly reduce emissions.
Q: There are different categories of emission levels, depending on the role within the supply chain. Scope 1 are “direct” emissions under the reporting company’s control. For apparel, this might be the production of raw materials or the manufacturing of the finished product. Scope 2 covers “indirect” emissions from purchased energy, such as electricity used in these processes. Scope 3 emissions are harder to track, as they include emissions from supply chain partners both upstream and downstream.
Now companies are finding there are legislative efforts around the world that could soon require them to track and report on all these emissions, including emissions produced by their partners’ supply chains. Does this mean that companies now need to be more aware of not only what greenhouse gas emissions they produce, but also what their partners produce?
A: That’s right. Just to put this into context, if you’re a brand like an Adidas or a Gap, you still have to consider the Scope 3 emissions. In particular, there are the so-called “purchased goods and services,” which refers to all of the embedded emissions in your products, from farming cotton to knitting yarn to making fabric. Those “purchased goods and services” generally account for well above 80% of the total emissions associated with a product. It’s by far the most significant portion of your emissions.
Leading companies have begun measuring and taking action on Scope 3 emissions because of regulatory developments in Europe and, to some extent now, in California. I do think this is just a further tailwind for the work that the industry is doing.
I also think it will definitely ratchet up the quality requirements of Scope 3 data, which is not yet where we’d all like it to be. Companies are working to improve that data, but I think the regulatory push will make the quality side increasingly important.
Q: Overall, do you think the work being done by the Apparel Impact Institute will help reduce greenhouse gas emissions within the industry?
A: When we started this back in 2020, we were at a place where companies were setting targets and knew their intended destination, but what they needed was a blueprint for how to get there. And so, the roadmap [provided] this blueprint and identified six key things that the sector needed to do—from using more sustainable materials to deploying renewable electricity in the supply chain.
Decarbonizing any sector, whether it’s transportation, chemicals, or automotive, requires investment. The Apparel Impact Institute is bringing collective investment, which is so critical. I’m really optimistic about what they’re doing. They have taken a data-driven, evidence-based approach, so they know where the emissions are and they know what the needed interventions are. And they’ve got the industry behind them in doing that.
The global air cargo market’s hot summer of double-digit demand growth continued in August with average spot rates showing their largest year-on-year jump with a 24% increase, according to the latest weekly analysis by Xeneta.
Xeneta cited two reasons to explain the increase. First, Global average air cargo spot rates reached $2.68 per kg in August due to continuing supply and demand imbalance. That came as August's global cargo supply grew at its slowest ratio in 2024 to-date at 2% year-on-year, while global cargo demand continued its double-digit growth, rising +11%.
The second reason for higher rates was an ocean-to-air shift in freight volumes due to Red Sea disruptions and e-commerce demand.
Those factors could soon be amplified as e-commerce shows continued strong growth approaching the hotly anticipated winter peak season. E-commerce and low-value goods exports from China in the first seven months of 2024 increased 30% year-on-year, including shipments to Europe and the US rising 38% and 30% growth respectively, Xeneta said.
“Typically, air cargo market performance in August tends to follow the July trend. But another month of double-digit demand growth and the strongest rate growths of the year means there was definitely no summer slack season in 2024,” Niall van de Wouw, Xeneta’s chief airfreight officer, said in a release.
“Rates we saw bottoming out in late July started picking up again in mid-August. This is too short a period to call a season. This has been a busy summer, and now we’re at the threshold of Q4, it will be interesting to see what will happen and if all the anticipation of a red-hot peak season materializes,” van de Wouw said.
The report cites data showing that there are approximately 1.7 million workers missing from the post-pandemic workforce and that 38% of small firms are unable to fill open positions. At the same time, the “skills gap” in the workforce is accelerating as automation and AI create significant shifts in how work is performed.
That information comes from the “2024 Labor Day Report” released by Littler’s Workplace Policy Institute (WPI), the firm’s government relations and public policy arm.
“We continue to see a labor shortage and an urgent need to upskill the current workforce to adapt to the new world of work,” said Michael Lotito, Littler shareholder and co-chair of WPI. “As corporate executives and business leaders look to the future, they are focused on realizing the many benefits of AI to streamline operations and guide strategic decision-making, while cultivating a talent pipeline that can support this growth.”
But while the need is clear, solutions may be complicated by public policy changes such as the upcoming U.S. general election and the proliferation of employment-related legislation at the state and local levels amid Congressional gridlock.
“We are heading into a contentious election that has already proven to be unpredictable and is poised to create even more uncertainty for employers, no matter the outcome,” Shannon Meade, WPI’s executive director, said in a release. “At the same time, the growing patchwork of state and local requirements across the U.S. is exacerbating compliance challenges for companies. That, coupled with looming changes following several Supreme Court decisions that have the potential to upend rulemaking, gives C-suite executives much to contend with in planning their workforce-related strategies.”
Stax Engineering, the venture-backed startup that provides smokestack emissions reduction services for maritime ships, will service all vessels from Toyota Motor North America Inc. visiting the Toyota Berth at the Port of Long Beach, according to a new five-year deal announced today.
Beginning in 2025 to coincide with new California Air Resources Board (CARB) standards, STAX will become the first and only emissions control provider to service roll-on/roll-off (ro-ros) vessels in the state of California, the company said.
Stax has rapidly grown since its launch in the first quarter of this year, supported in part by a $40 million funding round from investors, announced in July. It now holds exclusive service agreements at California ports including Los Angeles, Long Beach, Hueneme, Benicia, Richmond, and Oakland. The firm has also partnered with individual companies like NYK Line, Hyundai GLOVIS, Equilon Enterprises LLC d/b/a Shell Oil Products US (Shell), and now Toyota.
Stax says it offers an alternative to shore power with land- and barge-based, mobile emissions capture and control technology for shipping terminal and fleet operators without the need for retrofits.
In the case of this latest deal, the Toyota Long Beach Vehicle Distribution Center imports about 200,000 vehicles each year on ro-ro vessels. Stax will keep those ships green with its flexible exhaust capture system, which attaches to all vessel classes without modification to remove 99% of emitted particulate matter (PM) and 95% of emitted oxides of nitrogen (NOx). Over the lifetime of this new agreement with Toyota, Stax estimated the service will account for approximately 3,700 hours and more than 47 tons of emissions controlled.
“We set out to provide an emissions capture and control solution that was reliable, easily accessible, and cost-effective. As we begin to service Toyota, we’re confident that we can meet the needs of the full breadth of the maritime industry, furthering our impact on the local air quality, public health, and environment,” Mike Walker, CEO of Stax, said in a release. “Continuing to establish strong partnerships will help build momentum for and trust in our technology as we expand beyond the state of California.”
That result showed that driver wages across the industry continue to increase post-pandemic, despite a challenging freight market for motor carriers. The data comes from ATA’s “Driver Compensation Study,” which asked 120 fleets, more than 150,000 employee drivers, and 14,000 independent contractors about their wage and benefit information.
Drilling into specific categories, linehaul less-than-truckload (LTL) drivers earned a median annual amount of $94,525 in 2023, while local LTL drivers earned a median of $80,680. The median annual compensation for drivers at private carriers has risen 12% since 2021, reaching $95,114 in 2023. And leased-on independent contractors for truckload carriers were paid an annual median amount of $186,016 in 2023.
The results also showed how the demographics of the industry are changing, as carriers offered smaller referral and fewer sign-on bonuses for new drivers in 2023 compared to 2021 but more frequently offered tenure bonuses to their current drivers and with a greater median value.
"While our last study, conducted in 2021, illustrated how drivers benefitted from the strongest freight environment in a generation, this latest report shows professional drivers' earnings are still rising—even in a weaker freight economy," ATA Chief Economist Bob Costello said in a release. "By offering greater tenure bonuses to their current driver force, many fleets appear to be shifting their workforce priorities from recruitment to retention."