Industry insider lays bare big tech impacts on logistics

Dec. 3, 2019
Stephen Spivey, a market researcher for Frost & Sullivan, said in an interview with Aftermarket Business World that there is a renewed sense of urgency in reaching the customer faster,

Supply chain management best practices have once again kicked into high gear. Predictive analytics, aided by artificial intelligence, is now a powerful decision-making tool to reveal unforeseen obstacles while highlighting profit opportunities.

Management consultancy Frost & Sullivan also predicts that for 2020 real-time data collection and analysis minimizes operational risks stating that “the focus is shifting toward process improvement and predictive analytics.” These algorithms allow organizations to optimize route planning and asset overhaul scheduling.

Stephen Spivey, a market researcher for Frost & Sullivan, said in an interview with Aftermarket Business World that there is a renewed sense of urgency in reaching the customer faster, which accords with many business forecasters, including The Economist.

Frost & Sullivan’s 2019 report on “Logistics Technologies and Segments” notes that big tech like blockchain, 3D printing and robotics systems among others, “will eliminate time delays and costs associated with generation and movement of documentation and cargo.” These technologies, among others, will speed ordered goods across the ecommerce logistics value chain to the destination or the last-mile delivery.

Vehicle telematics adoption rates are increasing, says Spivey. Remote performance analysis on connected autos promises maximum control over each movement. When a semi departs the shipping docks, the Internet of Things (IoT) software gauges driver behavior, manages fuel usage and monitors the actual condition of the container. The IoT prevents downtime by detecting which part inside the truck is likely to fail. Moreover, along any point during the journey, those using augmented reality can visually inspect any container and alert stakeholders to the overall condition of its contents.

In Arizona, where autonomous trucks are increasingly undertaking long-haul trips with minimal human intervention, there is more time to redirect energies to fleet management. “Electronic commerce has forced the logistics industry to change their networks,” said Spivey. As for actionable data where somebody can make real-time changes to ensure timely arrivals, “backlogs are clearing up.”

Two notable innovations are gaining traction across freight transportation and warehousing segments:

● Robotics will offset the shortage of skilled people to meet the demand for same-day orders. In theory, by integrating stationary picking robots with their mobile counterparts via two-way communications, the heavy lifting becomes easier. However, Frost & Sullivan research warns that too much of an unstructured environment creates challenges for machine learning. While automated robotics have mastered rote tasks for years, intuitive machine learning to troubleshoot the sorting of irregular-sized packaged goods could prove counterproductive, unless collaborative robots work alongside humans.

● Decentralized production as a result of 3D printing and on-site on-demand printing eliminates long lead times to retool conventional machines. Localized 3D devices streamline complexity and encourage mass production. Parts manufacturers, Spivey says, could service the aftermarket for hard-to-find parts through product personalization. Professional installers or serious mechanics can ensure their own repairs without being forced to buy kits with more components than what they need. “It surprises me that no one is talking about this innovation,” lamented Spivey.

He is cautious about drones transporting hazardous chemicals and batteries. He adds that perhaps last-mile delivery to customer-chosen spots to car trunks or approved lockers might fare well with non-automotive goods but without supporting evidence, “I don’t know how successful [drone deliveries] will be.”

How can an independently owned auto parts store defend themselves against sophisticated foes? “Amazon,” he observed, “has an interest in the aftermarket and where they could do well in the last mile is to acquire a mass merchant to finish off with hotshot deliveries.” Spivey said that logistics managers must reckon with the reality that auto parts retailers can no longer expect their customers to wait too long. Online shoppers are conditioned to same-day turnarounds, such as Amazon Prime services. Due to the nature of urgent repairs, commercial installers demand a higher standard.

Yet, the scarcity of drivers to haul product long distances won’t go away. Forced layovers at secondary depots until the next available trailer arrives have strained supplier fill rates for retail customers. Oftentimes at the distribution center, pickers can slow the sorting process, added to that are empty miles — wasted fuel, time and money.

Frost & Sullivan notes that several online digital platforms have improved outcomes. Spivey says that “available technologies allow road carriers to efficiently deliver small packages because of just-in-time inventory modeling.” Online digital platforms and connected devices have transformed the less-than-truckload shipment calculus.

Starting off at the first mile, planners can trim costs with “smart” contracts management called Blockchain. What makes this expandable records database unique in the sharing process is that the documentation cannot be forged. Blockchain positions fleet managers to securely draft contracts, maintain records and automate payments.

Spivey says small-scale regional distribution hubs are yielding to mega-warehouses to handle the surge in ecommerce activity that should ensure a decline in handling and housing costs. He notes that carriers are less reliant on full trailer loads for line hauls. Online freight brokerage software enables supply chain managers to avoid capacity crunches. Mega hubs allow more efficient movement from point-to-point and establish reconfigured networks for expanding fleets that can handle partial trailer loads.

The United States’ trade wars have also impacted suppliers who are now entering their third year of unrelenting tariff hikes. “The ones who have the money will survive,” said Spivey. He added that organizations with limited resources and distribution must choose between absorbing duties or investing in digitization. Those firms unable to afford both, said Spivey, “may need to turn to a larger company to buy them to keep their products in the aftermarket.”

The risk of a protracted conflict with USA’s trading partners could slow industry growth, conceded Spivey. However, he added, “I‘m taking this with a grain of salt because the trend in ecommerce spending remains strong.”

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