In our continuing series of discussions with top supply-chain company executives, Denis Reilly of Kenco discusses disruptions from Covid-19, digital transformation, and the quest for innovation.
David Maloney has been a journalist for more than 35 years and is currently the group editorial director for DC Velocity and Supply Chain Quarterly magazines. In this role, he is responsible for the editorial content of both brands of Agile Business Media. Dave joined DC Velocity in April of 2004. Prior to that, he was a senior editor for Modern Materials Handling magazine. Dave also has extensive experience as a broadcast journalist. Before writing for supply chain publications, he was a journalist, television producer and director in Pittsburgh. Dave combines a background of reporting on logistics with his video production experience to bring new opportunities to DC Velocity readers, including web videos highlighting top distribution and logistics facilities, webcasts and other cross-media projects. He continues to live and work in the Pittsburgh area.
Denis Reilly is president and CEO of Kenco, a third-party logistics provider (3PL) whose services include distribution, transportation management, material handling equipment and fleet services, e-commerce fulfillment, and supply chain intelligence solutions.
Reilly has more than 35 years of experience in the logistics industry. Prior to joining Kenco in 2017, he was the CEO of St. George Logistics and has held executive and senior leadership posts with USA Dry Van Logistics, Geodis, MIQ Logistics, and Menlo Logistics. He began his career in logistics with Frito-Lay in 1983.
Reilly is a member of the Kenco board of directors, the Council of Supply Chain Management Professionals (CSCMP), and the University of Tennessee Global Supply Chain Institute Advisory Board. A graduate of the University of Tennessee, he holds a bachelor’s degree in logistics and an MBA in logistics and marketing. He recently spoke with DC Velocity Editorial Director David Maloney.
Q: How have Kenco’s operations been affected by the Covid-19 crisis?
A: Many, if not all, businesses across the nation have felt the impact of this pandemic, including 3PLs. At Kenco, we manage numerous supply chains across various industries. Encompassing over 90 distribution centers across North America, these supply chains range from ones that put food on peoples’ tables to those that ensure medical supplies are delivered to hospitals.
Our day-to-day operations have changed in accordance with the CDC [Centers for Disease Control and Prevention] guidelines and our efforts to protect the health of our employees. We initiated a Covid-19 Task Force months ago to focus on ensuring the safety of our employees while ensuring business continuity. Like many, we quickly converted our headquarters staff to work at home and, in the field, adopted the recommended social distancing policies, temperature checks, quarantines when applicable, enhanced cleaning processes, and adoption of face coverings.
Many of our customers have experienced significant and sudden volume changes. Some customers, such as those in the food, consumer packed goods (CPG), and health-care industries, have seen increases in demand of 30% to 200%, while others have experienced significant decreases. The challenges associated with significant demand spikes were managed through collaborative planning and the “can-do” attitude of our associates.
We are working with all customers to help them optimize and reduce costs during this challenging time. And our engineers and other supply chain professionals are prepared to help customers regain and recover when the coronavirus situation improves for their businesses and industries.
As the Covid-19 pandemic crisis evolves, we continue to monitor the situation and take appropriate actions to address potential concerns and risks. As always, Kenco’s primary focus is on the health and safety of our associates and customers.
Q: How will Covid-19 change future supply chain design?
A: The effect that Covid-19 has had on the supply chain is unlike any other disruption I’ve ever witnessed. A disruption of this size will absolutely impact many facets of the supply chain, including strategic design and tactical execution.
For example, we will likely see a resurgence of nearshoring or movement of some manufacturing back into the U.S., especially around key ingredients and products in the health-care industry. This pandemic will accelerate the growth of e-commerce, as during this time, everyone is getting accustomed to buying online.
In addition, the adoption of automation in distribution operations will probably accelerate, providing enhanced scalability and productivity. Finally, I think there will be a renewed focus on resilient supply chains and contingency planning. Strategies such as adding manufacturing and distribution locations, port diversification, and increased safety stocks will be essential to prevent future disruptions to supply chains.
Q: Kenco offers a wide array of supply chain services, from traditional warehousing and transportation to real estate management. How does that provide an advantage for your customers?
A: Kenco’s comprehensive solutions allow us to meet all of our customers’ needs across the supply chain. Customers typically outsource design and execution activities that are not their core competencies. We have the people, best practices, and technology that enable us to proactively look across our customers’ whole supply chain to drive efficiencies. In addition, our integrated solutions provide customers with a “one stop shop” for outsourcing, resulting in a competitive advantage from both a cost and service perspective.
Q: Innovation has been an emphasis for Kenco for many years, including the establishment of the Kenco Innovation Labs. How has this helped to serve the industry?
A: The world around us is continuously changing and so are the needs of the supply chain. The solutions that worked well in the past may not be adequate in the current and future environment. Therein lies the need for innovation.
Innovation is a key priority for Kenco because it allows us to provide our customers with best practices to meet their needs. In our Innovation Lab, we work with a wide variety of vendors to test emerging technologies in a real-world dedicated warehouse space. Our Innovation Lab functions as a formal space to review, research, and promote new ideas to bring futuristic solutions to our customers and the industry.
Vendors bring new technologies to our lab, where we can vet them carefully before implementing them in our day-to-day operations. We had one vendor bring in a robot for testing. It worked for a few days and then shut down. What we found was that there was a lot of pollen buildup around the sensors that caused it to shut down. The vendor made some quick modifications, and then its product worked effectively.
Another example is our development of the LoadProof app [a mobile app that photo-documents shipments as they move through the supply chain]. This was created through the collaboration of our warehouse operations and technology teams. The end result is a publicly available application that has become an industry standard in retail chargeback avoidance and compliance.
Q: Kenco is the largest woman-owned 3PL in the U.S. Does this unique status provide an advantage?
A: I view Kenco’s diversity as a competitive advantage because we choose the most talented individuals for every role, regardless of gender. At Kenco, we actively promote the advancement of women in an industry that is historically male-dominant.
From our chairwoman and owner to the vice president of innovation and the many women who are Kenco general managers operating fulfillment warehouses on behalf of our clients, women play a major role in our success. They are in these roles because they are the best at what they do. In recognition of this, a large CPG customer recognized Kenco for promoting the advancement of women by selecting us as its Woman-Owned Supplier of the Year.
Q: You have said that your vision for Kenco is that it will lead the digitalization of the supply chain. Why is that important?
A: I strongly support the digital transformation of the supply chain. At Kenco, digitalization is a top priority that we are taking very seriously, as is evidenced by our investment in technology, people, and our recent Innovation Lab expansion.
Most companies realize they need a digital transformation of their supply chain but lack the required knowledge, expertise, and focus to successfully achieve it. Kenco, as a supply chain solutions and services provider, sensed this market need early on and is working to lead the way in helping our customers with their transformation efforts.
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."