Cost to Serve Optimisation

The fastest way to improve margins without playing whack-a-mole in operations

If you’ve ever sat in a meeting where someone says, “Our logistics cost is only X% of sales,” and everyone nods like that’s the end of the conversation — you already know why cost to serve matters.

Averages are comforting. They’re also dangerous.

Because the truth is rarely “our supply chain is expensive” or “our supply chain is efficient”. The truth is usually messier:

• Some customers are highly profitable and simple to serve.
• Some customers look great on revenue but quietly drain margin through small orders, tight windows, special handling, urgent freight, and returns.
• Some products behave beautifully in a DC and travel well.
• Others create endless touches, damages, temperature constraints, or compliance effort.

Cost to serve optimisation is the discipline of making that mess visible — and then fixing it in a way that improves margin while keeping service reliable.

Not by cutting corners. Not by demanding miracles from warehouse teams. But by aligning service promise, operating model, and commercial settings so the business stops paying premium cost for standard revenue.

This article covers:

• What cost to serve is (and what it isn’t)
• How to calculate cost to serve without drowning in data
• How to segment customers, channels and SKUs for fair comparisons
• The most common “profit leaks” hiding in fulfilment
• Practical levers to reduce cost while protecting service
• How Trace Consultants can help you build a cost-to-serve model and turn it into real operational and commercial change

What is cost to serve?

Cost to serve is the true end-to-end cost of fulfilling an order (or serving a customer/channel), including the activities that most organisations underestimate or ignore.

In plain English: it’s what it really costs to deliver the service you’re promising.

A strong cost-to-serve model typically captures costs across:

• Planning and customer service effort (order processing, exceptions, expediting)
• Inbound logistics (freight in, receiving effort, supplier non-conformance handling)
• Warehousing (putaway, storage, replenishment, picking, packing, value-add, rework)
• Outbound transport (linehaul, last mile, couriers, accessorials, detention, failed deliveries)
• Inventory (working capital, holding cost, obsolescence, shrinkage)
• Returns and claims (reverse logistics, assessment, restock, write-offs, credits)
• Enablers (systems, facilities, labour overheads where appropriate)

The goal isn’t to build an accounting masterpiece. The goal is to answer practical questions like:

• Which customers and channels make money after fulfilment cost?
• Which products are operationally expensive, and why?
• What service settings drive the most avoidable cost?
• Where should we change service policy, pricing, minimum order quantities, freight rules, or network design?

Why cost to serve is suddenly on everyone’s agenda

Many Australian organisations are feeling the same squeeze from different angles:

• Input costs have risen (labour, transport, energy, compliance)
• Customers expect faster delivery, more tracking, and fewer errors
• Omnichannel adds complexity (small orders, returns, split shipments)
• Network footprints have grown, and “temporary” fixes have become permanent
• CFOs want margin improvement, but the obvious cost-cutting has already been done

In this environment, cost-to-serve optimisation becomes a smarter move than blunt budget cuts because it:

• targets the real drivers of cost (not just the visible ones)
• protects service by redesigning the system rather than starving it
• creates commercial fairness (you can price and serve in a way that matches cost)
• reduces operational chaos by removing the causes of exceptions

The big trap: confusing “cost reduction” with “cost to serve optimisation”

Traditional cost reduction often looks like:

• cut headcount
• cut carriers
• push warehouse productivity harder
• reduce inventory (without changing the policy that created it)
• delay investment

Sometimes those actions help. Often they backfire, because they don’t change the underlying demand on the supply chain.

Cost to serve optimisation is different. It focuses on:

• removing unnecessary touches and exceptions
• aligning service promise to what customers value (and what they pay for)
• improving flow and predictability
• redesigning commercial rules that create expensive behaviour

The result is usually a calmer operation — because the business stops asking the supply chain to perform contradictory tasks at the same time.

How to calculate cost to serve without overcomplicating it

A common misconception is that cost-to-serve modelling requires perfect data and months of effort. In reality, the most useful models are often built using “good enough” data, clear assumptions, and a disciplined approach.

Step 1: Choose the unit of analysis (keep it practical)

Most organisations start with one of these:

• Cost per order
• Cost per line
• Cost per unit
• Cost per customer (monthly or quarterly view)
• Cost per channel (store replenishment vs e-commerce vs wholesale)
• Cost per lane/region (metro vs regional vs remote)

Pick the unit that matches the decisions you need to make.

If you’re trying to redesign freight rules and service settings, start with customer/channel cost per order and cost per delivery.
If you’re trying to fix warehouse efficiency, cost per line and touches per unit are powerful.
If you’re trying to reset inventory policy, focus on carrying cost and service level trade-offs.

Step 2: Define the activity drivers (this is where value hides)

Cost to serve works because it links cost to the activities that cause it.

Typical drivers include:

• number of orders
• number of order lines
• units picked (each, carton, pallet)
• picks by method (each-pick vs case-pick vs pallet)
• deliveries and drops
• kilometres by region
• returns volume and return reasons
• exceptions (urgent orders, short shipments, re-deliveries)
• value-add tasks (kitting, labelling, quality checks)

You don’t need hundreds of drivers. You need the handful that explains most of the workload.

Step 3: Allocate cost logically (not perfectly)

A practical cost-to-serve model often uses a hybrid approach:

• Direct attribution where possible (e.g., transport costs by lane, courier by consignment)
• Activity-based allocation for warehouse labour and handling
• Reasonable allocation for overheads that truly scale with activity (and avoid allocating what doesn’t)

The aim is a model the business trusts and can repeat — not a once-off forensic exercise.

Step 4: Segment properly (or you’ll draw the wrong conclusion)

Segmentation is the difference between “interesting” and “useful”.

Segment by what actually drives cost:

• Channel (store replenishment, e-commerce, wholesale, projects)
• Geography (metro, regional, remote)
• Order profile (small/large, high/low line counts, urgent/non-urgent)
• Customer type (strategic accounts, independents, direct consumers, government, hospitality)
• Product profile (fragile, temperature-controlled, bulky, hazardous, slow movers)

If you don’t segment, the average will hide both the best and worst parts of your business.

Step 5: Validate with the people doing the work

This is non-negotiable if you want buy-in.

A good validation process asks:

• Does the model reflect how orders actually flow?
• Are there hidden touches and rework not captured in systems?
• Are we counting the right exceptions?
• Do the results “feel” directionally true when we walk the floor?

Cost-to-serve numbers become powerful only when operators say, “Yes, that’s exactly what makes this customer/channel painful.”

What cost-to-serve analysis usually reveals (the common profit leaks)

Once you model cost to serve properly, patterns tend to emerge quickly. These are the most common ones we see.

1) Small orders are rarely “small”

Small orders often carry a premium cost because they create:

• more picks per unit shipped
• more packaging effort
• higher freight cost per unit
• higher customer service and exception handling
• more split shipments (especially in omnichannel)

If your service policy encourages customers to place frequent, low-value orders, you’re effectively subsidising a behaviour that inflates cost.

2) Tight delivery windows are expensive — even when you “make them work”

Tight windows increase:

• transport complexity
• failed delivery risk
• warehouse cut-off pressure and expediting
• congestion at docks
• detention and waiting time

You might still hit DIFOT — but you’ll pay for it in overtime, expedited freight, and operational stress.

3) Returns quietly double your handling cost

Returns are easy to underestimate because the costs are spread out:

• transport back
• receiving and triage
• restocking or disposal
• credits and customer service time
• write-offs and damage

If returns are high in a channel, cost-to-serve analysis helps separate:

• unavoidable returns (category behaviour)
• preventable returns (quality, picking accuracy, product information, packaging)
• avoidable returns created by policy (too-lenient rules, no controls, no feedback loop)

4) Exceptions are a tax on your entire operation

The most expensive supply chains are not the ones with high volume. They’re the ones with high exceptions:

• urgent orders
• partial shipments
• inventory inaccuracies
• supplier non-conformance
• last-minute changes and cancellations
• “special” customer requests that become the norm

A cost-to-serve model makes exception costs visible and quantifies the value of reducing them.

5) Some customers are “high service, low value” — and nobody wants to say it out loud

This is where cost-to-serve becomes politically sensitive, but commercially essential.

You’ll often find customers who:

• order frequently in small quantities
• request special handling
• have high return rates
• demand tight windows
• generate high customer service workload
• negotiate hard on price but still cost a fortune to serve

Cost-to-serve analysis doesn’t exist to punish these customers. It exists to create options:

• redesign service terms
• price appropriately
• set minimum order quantities or order frequency rules
• consolidate deliveries
• move them to a more suitable fulfilment model

The levers that actually reduce cost to serve (without wrecking service)

The best cost-to-serve programs blend commercial, operational, and supply chain design levers. If you only pull one category, the gains won’t stick.

Lever 1: Service segmentation (stop treating everyone the same)

One of the most effective moves is simply defining:

• what “standard service” is
• what “premium service” is
• who qualifies for premium service and why

Examples of segmentation decisions:

• Delivery frequency (daily vs twice weekly vs weekly)
• Delivery window tightness (standard window vs timed delivery)
• Cut-off times (same-day vs next-day)
• Minimum order value or minimum dropsize
• Returns policy by channel or product
• Packaging standards and handling rules

This is not about reducing service across the board. It’s about matching service to value.

Lever 2: Order policy design (the rules that shape behaviour)

Order rules are powerful because they influence demand on your supply chain.

Common policy levers:

• minimum order quantities (MOQ) and minimum order values
• free freight thresholds and freight charge structures
• order cut-offs aligned to actual warehouse capability
• incentives for consolidated ordering (rather than frequent small orders)
• limits on last-minute changes and cancellations

Well-designed rules reduce operational chaos and improve planning stability.

Lever 3: Warehouse flow and touches reduction

Warehousing cost-to-serve often improves fastest by reducing touches:

• slotting and pick-path optimisation
• pick-face design aligned to velocity and order profile
• replenishment discipline to reduce “empty locations” and urgent top-ups
• packing standardisation to reduce rework and damage
• receiving flow improvements to reduce dock-to-stock time
• reduction of congestion and travel time

A cost-to-serve lens helps target the exact processes driving cost for high-cost segments.

Lever 4: Transport segmentation and last-mile redesign

Transport is where cost-to-serve differences become stark, especially across Australian geography.

Common levers include:

• lane segmentation (metro, regional, remote) with different service models
• route optimisation and better load building
• delivery frequency redesign (fewer drops, higher utilisation)
• carrier mix optimisation (right carrier for the right job)
• better control of accessorials (waiting time, re-delivery, tail-lift, special handling)
• delivery window rationalisation

Often, “improving transport” is less about rates and more about reducing complexity that carriers price into the job.

Lever 5: Inventory placement and working capital decisions

Inventory isn’t just a finance number. It’s a service enabler and a cost driver.

Cost-to-serve insights help answer:

• Where should stock sit to reduce transport and improve service?
• Which SKUs should be held centrally vs closer to customers?
• What service level targets are economically sensible by segment?
• Which long-tail SKUs should move to alternate fulfilment models?

The goal is to protect service where it matters and stop over-investing where it doesn’t.

Lever 6: Returns and quality loops

Returns cost-to-serve reduces when you close the feedback loop:

• improve picking accuracy and packaging
• fix product quality issues and supplier non-conformance
• improve product information (especially for online channels)
• redesign returns rules where appropriate
• triage returns faster to reduce handling and write-offs

Returns are often a symptom of upstream issues that can be fixed.

Lever 7: Commercial alignment (stop rewarding expensive behaviour)

This is where cost-to-serve becomes a margin engine.

Once you can quantify cost differences, you can:

• redesign pricing and rebates
• introduce service-based pricing tiers
• adjust contract terms and service agreements
• set fair surcharges for premium service elements
• renegotiate customer terms with evidence, not emotion

Customers don’t expect you to subsidise inefficiency forever. They do expect transparency and consistency.

How to run a cost-to-serve optimisation program that doesn’t stall

Cost-to-serve initiatives often fail for one of two reasons:

1. The model is too complex and nobody trusts it
2. The organisation sees the insights but can’t agree on what to change

Here’s a practical approach that avoids both.

Phase 1: Establish the baseline and identify the hotspots

• Agree the decisions the business wants to make
• Build a “good enough” cost-to-serve model with clear assumptions
• Segment by channel, customer type and geography
• Identify the top 10 cost hotspots (customers, lanes, products, order profiles)
• Validate the story with operational walk-throughs

Phase 2: Design the levers (commercial and operational)

• Define service tiers and policy options
• Model the impact of policy changes on cost and service
• Identify operational improvement initiatives (warehouse, transport, inventory)
• Design governance: who owns the decisions, who communicates changes, how exceptions are managed

Phase 3: Implement, measure, and keep it from slipping back

• Run pilots in selected segments where possible
• Measure changes in cost, service, and workload
• Build routines to review the right KPIs weekly and monthly
• Embed policy changes into systems and processes (not just emails)
• Train customer-facing teams to hold the line consistently

This is the difference between a clever analysis and a lasting improvement.

The human side: why cost-to-serve is often a change management challenge

Cost-to-serve optimisation touches multiple teams:

• Sales wants growth and responsiveness
• Operations wants stability and flow
• Finance wants margin and control
• Customer teams want happy customers
• Procurement wants competitive rates

If you treat cost-to-serve as an operations project, it will stall.
If you treat it as a finance project, it will create resentment.
If you treat it as a commercial project, it might ignore operational reality.

It needs to be a cross-functional program with:

• shared definitions
• clear decision rights
• a consistent story to customers
• leadership backing to sustain policy changes

How Trace Consultants can help

Cost-to-serve optimisation is one of the most practical ways to lift margins because it connects commercial reality to operational reality. Trace Consultants supports Australian organisations to build cost-to-serve models that the business trusts — and then convert them into action.

1) Cost-to-serve modelling and segmentation

We help you develop a clear, repeatable model that answers the questions leadership actually cares about:

• cost per order, per customer, per channel, per lane
• cost drivers by activity (picking, packing, transport, returns, exceptions)
• segment profitability insights that cut through averages
• practical assumptions and transparent methodology that teams can understand

2) Service policy and commercial design

We work with commercial and operational teams to redesign service in a way that protects key customers and removes unnecessary cost:

• service tier design (standard vs premium)
• delivery frequency and window redesign
• MOQ and freight policy design
• returns policy review and control loops
• pricing and surcharge structures aligned to service cost

3) Warehouse and transport improvement levers

Cost-to-serve outcomes depend on execution. We support:

• warehouse productivity uplift through touch reduction and flow improvements
• slotting, pick-face, replenishment discipline and rework reduction
• transport lane segmentation, route redesign, and utilisation improvements
• accessorial control and carrier performance governance
• operating rhythm design so improvements stick

4) Inventory and network implications

Where relevant, we connect cost-to-serve insights to bigger structural moves:

• inventory placement and service level optimisation
• network design considerations
• channel fulfilment model optimisation (especially for omnichannel and returns-heavy channels)

5) Implementation support and change management

The best model in the world is useless if the business can’t implement the changes. We help with:

• stakeholder alignment and decision-making cadence
• pilot design and rollout planning
• KPI frameworks and performance routines
• training and practical playbooks for customer-facing teams

The goal is straightforward: improve margin, protect service where it matters, and make the supply chain calmer and more predictable.

A practical 30–60–90 day plan

If you want to move quickly without creating a never-ending analytics exercise, this approach works well.

First 30 days: baseline and hotspots

• define the decisions and scope
• build the initial cost-to-serve model with clear assumptions
• segment by channel, geography and customer type
• identify the top cost drivers and hotspots
• validate findings on the floor and with customer teams

Next 60 days: design the levers

• design service tiers and policy options
• model impact and choose priority changes
• define operational improvement initiatives (warehouse and transport)
• align commercial settings (pricing, surcharges, terms)

By 90 days: implement and lock governance

• pilot policy changes in selected segments
• implement quick-win operational improvements
• embed new rules into processes and systems
• establish KPI cadence and accountability to sustain gains

Frequently asked questions

Is cost-to-serve just activity-based costing?

Activity-based costing is a common method used in cost-to-serve modelling, but cost-to-serve is broader. It’s about connecting fulfilment cost to commercial and operational decisions, then optimising service and execution together.

Do we need perfect data to start?

No. You need consistent definitions, good-enough drivers, and validation with the people who run the operation. The model improves over time, but you can make meaningful decisions early if the approach is disciplined.

Will customers accept changes to service terms?

Most customers accept changes when you:

• keep the offer clear and consistent
• protect essential service for the right segments
• provide options (standard vs premium)
• communicate early and follow through reliably

The biggest risk is inconsistency — saying one thing and doing another.

Where do most organisations find the quickest wins?

Common quick wins include:

• reducing accessorials and failed deliveries through clearer delivery policies
• improving warehouse flow to reduce touches and rework
• adjusting order rules to reduce small, frequent orders
• segmenting service promises to match value

How do we avoid cost-to-serve becoming a theoretical exercise?

Anchor it to decisions. If the organisation agrees upfront what decisions it wants to make, the model becomes a tool to act — not a spreadsheet to admire.

Closing thought

Cost-to-serve optimisation isn’t about doing less for customers. It’s about doing the right amount, in the right way, for the right segments — and building a supply chain that can deliver that promise without constant firefighting.

If your supply chain feels busy but margins aren’t improving, the question worth asking is simple:

Which parts of your customer base are you unintentionally subsidising — and what would change if you could see it clearly?

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Network Optimisation and Warehouse Automation: When Is the Right Time to Review the Business Case?

There’s a moment most supply chain leaders recognise.

You’re in a steering meeting. Someone has dusted off the “automation business case” from 18 months ago. Another person has a new quote from a vendor. Finance is asking why the payback moved. Operations is asking whether the proposed system will actually work with your product mix. Meanwhile, service expectations have crept up, labour has tightened, transport pricing has shifted again, and your network footprint is no longer quite right for where demand is growing.

That’s the reality in Australia right now. Most organisations aren’t debating whether network optimisation and warehouse automation matter. They’re debating when to pull the trigger—and how to avoid spending a lot of money on something that looks brilliant in a slide deck but under-delivers on the floor.

This article is about timing: when it’s the right time to review (or rebuild) the business case for network optimisation and warehouse automation, what triggers you should watch for, what “good” looks like in a refreshed business case, and how to pressure-test decisions so the investment holds up when conditions change.

It’s written for Australian supply chain, operations, and finance leaders—because the local context matters: labour availability, industrial relations, property constraints, long line-haul distances, coastal population density, and the mix of metro and regional service expectations.

Why network optimisation and warehouse automation should be assessed together

A common trap is treating network design and warehouse automation as separate projects.

In practice, they’re tightly linked:

• Automation changes the economics of your network. If you improve throughput per square metre and reduce labour sensitivity, you may be able to consolidate sites—or delay a new building.
• Network decisions change the “right” automation solution. A centralised mega-DC tends to favour different automation than a multi-node network with smaller sites closer to customers.
• Inventory and service levels don’t sit still. Network changes can increase or decrease inventory duplication. Automation can reduce cycle time and improve service, which can change how much safety stock you need.

If you look at automation in isolation, you often end up with a “best in class” warehouse concept that doesn’t fit the network you actually need. If you look at network optimisation without operational realism, you can end up with a mathematically optimal design that fails the moment you account for cutover risk, peak labour, or the reality of how orders are picked and shipped.

A strong approach builds a view of the network, then tests operational options—including automation—so the outcomes are implementable, not theoretical.

What a real business case needs to cover (beyond shiny capex)

If your business case is basically “capex vs labour savings”, it’s incomplete.

A board-ready business case for network optimisation and warehouse automation should cover, at minimum:

1) Service proposition (what you’re promising customers)

• Delivery lead times by segment and geography
• Cut-off times and order responsiveness
• DIFOT / OTIF targets and how they’re measured
• Returns expectations and reverse logistics impacts

2) Network design options (not just one preferred answer)

• Number of nodes, locations, and roles of each site
• Inbound flow paths (ports, suppliers, cross-docks, bonded arrangements)
• Outbound transport strategy (line-haul + last mile)
• Inventory placement logic and replenishment design

3) Warehouse operating model assumptions (the part most cases get wrong)

• Order profile assumptions (lines per order, units per line, split shipments, cartonisation)
• Picking method and travel assumptions
• Receiving, putaway, replenishment, and cycle count workload
• Peak day/week/month volumes and the shape of seasonality
• Labour model (permanent vs labour hire, overtime, shift patterns, EBA constraints)

4) Automation solution fit (technology must match the job)

Warehouse automation is not one thing. You’re selecting from a toolkit:

• Goods-to-person (e.g., shuttle systems, cube-based storage, automated totes)
• AS/RS (pallet or case), conveyors, sortation, put walls
• AMRs and robotics for transport, picking support, or replenishment
• Picking enablement tech (voice, RF, light-directed, vision)
• WMS/WCS integration requirements and controls architecture

5) Whole-of-life cost and risk

• Maintenance, spares, vendor support, software licensing
• Obsolescence risk and upgrade pathway
• Downtime scenarios and the cost of failure
• Safety, compliance, and training requirements
• Cutover risk and dual-running costs

6) Benefits that aren’t labour (often bigger than you think)

• Throughput capacity without expanding footprint
• Reduced injury rates and safer manual handling
• Accuracy improvements (claims, credits, rework reduction)
• Stock loss reduction and traceability uplift
• Space release (and what you can do with it)
• Inventory reduction from shorter cycle times or better control

A modern business case also needs to handle “what if” questions—because conditions change. Which leads to the real point of this article.

When is the right time to review the business case?

Here are the most common triggers that mean your business case is probably stale (or at least needs a refresh). In our experience, if you have two or more of these happening at once, you should treat it as a formal review point.

1) Your demand pattern has shifted (and not just the total volume)

It’s not only “more volume”. It’s different volume:

• E-commerce growth changes order profiles and peak behaviour
• Higher SKU counts increase complexity and touches
• Smaller orders with faster promises reshape pick/pack workload
• Growth in regional demand can break a metro-optimised network

If the business case assumed stable order profiles and you’ve since moved into smaller baskets, more split orders, or more parcel freight, the labour model and automation fit may be wrong.

2) Your service expectations have tightened

Many Australian organisations are quietly tightening service promises without calling it a strategy shift:

• Later cut-offs
• Next-day expansion beyond capital cities
• Higher DIFOT targets by key accounts
• Tighter delivery windows

These changes can make a previously “fine” network suddenly inadequate—or push a warehouse beyond sustainable peak capacity.

3) Labour has become a constraint (availability, cost, or variability)

Warehouse automation is not always about removing people. Often it’s about reducing sensitivity to labour volatility:

• Labour availability is patchy in key logistics corridors
• Labour hire reliability can drop during peaks
• Wage pressure and overtime creep can flatten your ROI

If your “do nothing” scenario is now dependent on increasingly fragile labour assumptions, revisit the case.

4) Property constraints or site costs have moved materially

Australia’s industrial property story is not uniform—some corridors are tight, others volatile, and incentives vary. Triggers include:

• Lease renewal / break clause approaching
• Expansion constraints at existing sites
• Rent escalation that changes long-term economics
• Capex scope creep in new-builds (services, power, compliance)

A network optimisation review can sometimes identify alternatives that reduce total footprint or avoid a build entirely. Equally, automation can be the lever that makes an existing site viable longer.

5) Transport costs or carrier performance have shifted

Even modest changes in transport economics can swing network decisions:

• Line-haul rates move
• Parcel pricing changes
• Carrier capacity constraints appear seasonally
• Fuel and surcharge variability creates planning noise

If outbound is a large portion of your cost-to-serve, it’s worth re-running network scenarios with updated rate cards and service performance data.

6) Your inventory strategy has changed (or needs to)

Inventory is the silent multiplier in network decisions. If any of these are true, refresh the model:

• You’re chasing working capital reduction
• Service is suffering due to stock placement decisions
• Safety stock logic hasn’t kept pace with lead time variability
• You’re holding too much “just in case” stock because the network is slow

Automation can improve cycle time, accuracy, and control. Network redesign can reduce duplication. Both impact inventory outcomes—so the business case should connect the dots.

7) Your data maturity has improved (or been exposed)

Sometimes you couldn’t model properly two years ago. Now you can. Or the opposite: you tried to model and discovered the data isn’t strong enough for a high-confidence decision.

Triggers:

• Product master data has been cleaned up (dimensions, weights, handling constraints)
• WMS data quality has improved
• You now have better visibility of task times and productivity
• You have credible time-stamped order data by channel

Automation selection is extremely sensitive to product and order characteristics. If you now have better data, it’s a great time to revisit the case and reduce uncertainty.

8) Technology options and vendor propositions have changed

The automation market moves quickly. So does the software ecosystem supporting it.

• New solutions appear
• Vendors adjust pricing models
• Implementation timelines shift
• Integration approaches improve (or worsen)

If the original business case was built around a single vendor option, it may not be competitive anymore—either too expensive, under-scoped, or unnecessarily complex.

9) A major systems change is happening anyway

If you’re upgrading or replacing WMS, ERP, order management, or planning platforms, you have a window where:

• Process redesign is already on the table
• Data structures are being rebuilt
• Integration changes are already funded

This is often the right time to update the automation and network business case—because the marginal effort to do it properly is lower, and you can avoid “automating bad processes”.

10) Safety or compliance has become a board-level concern

In many operations, safety is the real burning platform:

• Manual handling risk
• High forklift/pedestrian interaction
• Congestion and near-misses in peak periods
• Compliance burden increasing with complexity

Automation can reduce high-risk touches, but only if designed correctly. If safety is escalating, the business case should include risk reduction and incident cost impacts—not as a footnote, but as a core driver.

11) Your network is being shaped by M&A, outsourcing, or channel strategy

A network designed for today’s portfolio may not suit tomorrow’s:

• New product categories with different handling needs
• Additional brands requiring shared capacity
• Outsourcing options (3PL vs in-house) changing
• New service channels (B2B, D2C, marketplaces) emerging

If the business is changing shape, the supply chain investment case needs to be updated to match the future, not the past.

12) Your current business case is older than 12–18 months

Even without obvious shocks, a business case ages quickly. A sensible cadence is:

• Light refresh every 6–9 months (assumptions, rates, volumes)
• Full refresh every 12–18 months (scenarios, design choices, risk)
• Immediate refresh after major commercial or operational changes

If you’re past that window, treat the case as a draft—not a decision document.

Signs your current business case is misleading (even if the spreadsheet looks fine)

Some red flags show up repeatedly:

• Peak wasn’t modelled properly. The design works on average days but fails in November or EOFY.
• Benefits rely on perfect adoption. No allowance for learning curve, change fatigue, or mixed-mode operation during stabilisation.
• Product mix assumptions are generic. “Average cube” and “average pick rate” hide the hard reality of slow movers, awkward items, and exceptions.
• Integration effort is understated. WMS/WCS, controls, data, and exception workflows are where projects succeed or fail.
• The “do nothing” case is unrealistic. It assumes productivity improves without investment, or labour appears when needed.
• The case has one scenario. Real decisions require at least three credible options, including a pragmatic “minimum viable” path.

If you see these, it’s time to rebuild confidence before you spend.

How to refresh the business case without turning it into a six-month science project

A good business case refresh doesn’t have to be slow. The key is being structured and honest about uncertainty.

Here’s a practical approach that works.

Step 1: Reconfirm the service and growth story

Start with clarity:

• What are we promising customers in 2–3 years?
• Where will demand grow (metro vs regional, channel mix)?
• What “non-negotiables” exist (key customer SLAs, product constraints, compliance)?

Step 2: Build (or recalibrate) a baseline that reflects reality

Your baseline is the anchor. It should reflect:

• Current volumes by channel and site
• Current labour costs and productivity (by process area)
• Current transport costs and service outcomes
• Current space, utilisation, and constraints

If the baseline is wrong, every scenario is wrong.

Step 3: Model a small set of high-quality network scenarios

Avoid 15 scenarios that no one believes. Aim for 3–5 credible options, such as:

• Current network + operational improvements
• Consolidation to fewer nodes
• Additional node(s) closer to customers
• Hybrid cross-dock / flow-through approach
• Outsourced vs in-house variants

The aim is to understand how cost, service, and inventory behave under each.

Step 4: Define automation “concepts” matched to your operation

Don’t jump straight to brand names. Define concepts first:

• What processes should be automated (storage, picking, sortation, transport, pallet handling)?
• What order profiles need support (unit picking, case picking, bulky items, special handling)?
• What exceptions exist and how are they handled?
• What is the target operating model (shifts, labour mix, peak strategy)?

Then test which technology families fit best.

Step 5: Stress-test with sensitivity analysis

This is where confidence comes from. You should test:

• Volume up/down scenarios
• Labour cost inflation
• Property cost changes
• Transport rate changes
• Automation productivity range (best case / expected / conservative)
• Downtime impacts and recovery strategies

If your preferred option only works in the best-case scenario, it’s not board-ready.

Step 6: Convert outcomes into a decision pathway

Not every investment needs to be “big bang”. Often the best answer is staged:

• Quick wins now (slotting, process redesign, picking tech enablement)
• Enabling investments (data, WMS uplift, layout changes)
• Scalable automation later (when volume thresholds are met)

A staged pathway protects ROI and reduces operational risk.

A real example of why review timing matters

In one ANZ logistics cost review we supported for a distributor with multiple warehouse sites, the initial finding was that unit rates for logistics activities were broadly in line with market—but meaningful value sat in network flows, process changes, and system enablement rather than simply re-tendering rates.

When detailed options modelling was completed, the organisation identified an opportunity in the order of high single digits to low teens percentage reduction in annual logistics costs, largely concentrated in inbound and warehousing levers. Importantly, the most material options were not “one magic change”—they were a set of decisions that needed to be assessed together: inventory settings, warehouse footprint and consolidation options, and targeted system enhancements to reduce manual effort and improve operational control.

The key takeaway: the value emerged once the business case moved beyond a static view and started testing scenarios with real operational constraints. That’s what a refresh does—it turns “we think” into “we know”, and it helps leaders choose the investment pathway that will still make sense when assumptions move.

Where specific tools and platforms fit (and where they don’t)

Network optimisation and automation business cases are increasingly supported by a combination of:

• Network design / optimisation tools (commercial and in-house)
• Planning platforms that provide demand, inventory, and supply signals
• Execution systems (WMS, TMS, OMS) that hold operational truth

Depending on the question, organisations may use toolsets such as Coupa Supply Chain Design (powered by Llamasoft), GAINS, o9 Solutions, and other optimisation engines to model scenarios—alongside fit-for-purpose in-house solvers and well-structured modelling in familiar tools.

What matters isn’t the logo. It’s whether the modelling approach:

• Uses the right level of detail for the decision
• Can be explained clearly to operational leaders
• Connects cost, service, capacity, and inventory outcomes
• Can be updated as assumptions change (so the business case doesn’t die the moment it’s approved)

A good refresh also checks data readiness—because automation decisions are only as good as the product and order data underpinning them.

How Trace Consultants can help

Trace Consultants supports organisations across the full journey—from early-stage strategy through to investment decision support and implementation readiness. Where we’re most valuable is helping you avoid the two extremes: analysis paralysis on one hand, and overconfident vendor-led business cases on the other.

Here’s what support typically looks like.

1) Diagnostic and opportunity framing

• Confirm service strategy and growth assumptions
• Identify constraints (labour, property, safety, peak capacity)
• Define the decision horizon and investment options

2) Network optimisation and scenario modelling

• Build or recalibrate baseline network models
• Test consolidation, expansion, and hybrid scenarios
• Quantify cost-to-serve and service impacts
• Include inventory and working capital implications

3) Warehouse automation concept design

• Translate order and product profiles into automation requirements
• Define operating model options and process designs
• Assess automation concepts (goods-to-person, AS/RS, AMRs, sortation, picking enablement)
• Identify prerequisites (data, layout, systems integration, change readiness)

4) Business case development and stress testing

• Whole-of-life cost modelling, not just capex
• Benefits modelling with conservative and realistic ranges
• Sensitivity testing to show where the case breaks (and how to protect it)
• Implementation pathway planning (staged vs big bang)

5) Go-to-market and delivery support

• Vendor and integrator selection support (requirements, evaluation, governance)
• Implementation planning and risk management
• Change management, training approach, and operational readiness
• Benefits tracking design so the business case becomes measurable outcomes

Trace is deliberately solution-agnostic. Our role is to help you make the decision that’s right for your operation—supported by evidence, operational reality, and a business case your CFO and COO can both stand behind.

Practical FAQ (the questions people actually ask)

How often should we revisit the automation business case?

At least every 12–18 months, and immediately after major changes in volume, service promise, labour, property, or systems strategy.

What’s the most common reason automation business cases fail?

The benefits assume stable operations and perfect adoption, while the real world includes peaks, exceptions, training curves, downtime, and integration friction.

Is warehouse automation only worth it at massive scale?

No. Some automation and picking enablement options suit mid-scale operations—especially where labour availability is the limiting factor. The key is matching the concept to the order profile, product characteristics, and required flexibility.

Can network optimisation alone deliver value without automation?

Yes—particularly where inbound/outbound flows and site roles are misaligned. But if labour constraints or throughput limits are the bottleneck, automation may be the lever that unlocks the network benefits.

What’s the quickest “tell” that we need a network review?

If you’re regularly expediting freight, struggling in peaks, adding labour without stabilising service, or running out of space—your network and operating model likely need a refresh.

Closing thought: the best time to review is before you’re forced to act

A rushed automation decision is expensive. A rushed network decision is disruptive. A refreshed business case gives you choices: staged investment, credible options, and clarity on what will work in your conditions—not someone else’s.

If you’re seeing a few of the triggers above, it’s likely time to refresh the business case—not because you want another report, but because you want to make a confident decision that holds up in the real world.

Warehouse automation isn’t one “big bet” technology—it’s a spectrum of solutions that can be combined depending on your order profile, product characteristics, space constraints, and service promise. At one end are “enablement” technologies that lift productivity and accuracy with relatively low disruption, such as RF optimisation, voice picking, pick-to-light/put-to-light, vision-enabled verification, dimensioning, weigh-and-scan, and smarter slotting supported by labour management. In the middle are mechanisation and high-throughput systems such as conveyors, sortation, merge/divert, carton handling, put walls, and automated labelling, often paired with packing automation and dynamic routing to smooth peak waves. At the more automated end are goods-to-person systems (shuttles, tote/cube storage and retrieval), AS/RS for pallets, cases or totes, automated pallet handling and depalletising, and robotics/AMRs for transport, replenishment support, or selected picking tasks—typically integrated through WCS/WES layers into the WMS and broader controls environment.

The provider landscape is equally broad: specialist automation integrators and OEMs supply the hardware and controls, while WMS vendors and systems integrators support the software backbone and integration. The “right” provider mix depends on whether you need a turnkey integrator-led solution, a best-of-breed stack managed by your own delivery team, or a staged pathway that de-risks implementation by starting with simpler productivity and flow improvements before scaling into higher automation.

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Warehouse & transport network optimisation: DC strategy, 3PL reviews and transport tendering that deliver real results

A lot of network projects start the same way.

Someone walks you through a warehouse that feels like it’s bursting at the seams. Pallets are parked wherever there’s daylight. Pick paths have turned into obstacle courses. Dock congestion is “just how it is now”. Meanwhile, freight invoices keep climbing, and the customer team is fielding more “where’s my order?” calls than anyone wants to admit.

Then the question lands: Do we need another DC… or do we need a better network?

For Australian and New Zealand organisations—where distances are vast, labour markets are tight, and service expectations are rising—warehouse and transport network optimisation is one of the most reliable ways to unlock cost savings and improve service. Done well, it creates a network that fits today’s volumes and tomorrow’s growth. Done poorly, it becomes a spreadsheet exercise that never survives contact with operations.

This article is a practical playbook for leaders who are searching for:

• DC strategy (where should we hold stock and why?)
• warehouse network optimisation (how many sites, where, and what should each do?)
• 3PL reviews and 3PL tendering (is our provider right, and are we paying the right price?)
• transport tendering and freight optimisation (how do we reset rates and performance without blowing up service?)

And most importantly: how to run the program in a way that protects service levels, avoids disruption, and delivers savings that stick.

Why network optimisation is a high-impact lever right now

Network costs usually creep, then spike.

Warehousing gets more expensive through labour, space, congestion and inefficiency. Transport gets more expensive through fuel, carrier constraints, accessorials, and last-minute expedites. Inventory gets more expensive through buffer stock, split shipments, and “just in case” buying.

When you step back, most symptoms trace back to one underlying issue:

The network no longer matches the business.

That mismatch typically shows up as:

• too many nodes (complexity) or too few nodes (service pain)
• inventory in the wrong places
• transport lanes that don’t reflect where demand actually is
• contracts that were built for yesterday’s profile (store-based, not e-commerce; metro-heavy, not regional; stable volumes, not volatile)
• 3PL arrangements that reward activity rather than outcomes

Network optimisation is where you can align service, cost, and working capital—not by squeezing one lever, but by redesigning how the system works.

The common triggers that tell you it’s time to review your DC and transport network

If you’re seeing any of these, you’re not alone:

1) Warehouses are “full”, but you’re not sure why

• storage is maxed out, but pick faces are inefficient
• slow movers are consuming prime space
• inbound is lumpy, outbound is peaky, and the site can’t cope

2) Freight costs are escalating faster than revenue

• rate increases plus higher accessorials (wait time, redeliveries, tailgate, rural fees)
• lane mismatch (inventory location doesn’t match demand)
• increased expedites due to stockouts or late cut-offs

3) Service levels are slipping

• DIFOT/OTIF issues
• more partial shipments and split orders
• greater customer complaints and retailer chargebacks

4) Growth, channel shift, or range complexity has changed the game

• e-commerce and direct-to-consumer growth
• range expansion and SKU proliferation
• different order profiles (smaller, more frequent, more urgent)

5) A contract decision is looming

• 3PL contract expiry, extension, or underperformance
• warehouse lease expiry or rent escalation
• transport contracts being rolled without a true market test

6) You’re considering automation

Automation can be a great enabler—but it must be designed into the right network. Automating the wrong site, in the wrong place, for the wrong flows is an expensive lesson.

What “good” looks like: outcomes of an effective network optimisation program

A successful network optimisation doesn’t just produce a map. It produces a network that’s operationally viable and commercially defensible:

• Clear DC roles (e.g., national DC, regional forward stock, returns, bulky, temperature-controlled, spare parts)
• Defined service promise and order cut-offs aligned to customer expectations
• Reduced cost-to-serve (warehousing + transport) without degrading delivery performance
• Reduced inventory duplication and better stock availability
• Better carrier performance and visibility through realistic lanes and governance
• 3PL and transport contracts with clear KPIs, pricing mechanics, and escalation paths
• A staged transition plan that keeps the business running

The three truths that make or break DC and transport strategy in ANZ

Truth #1: The cheapest network on paper is rarely the cheapest network in real life

Models love simplification. Operations live in constraints: labour availability, site access, peak demand, industrial relations, safety, and IT limitations. Your “optimal” network must survive those realities.

Truth #2: Transport and warehousing decisions are inseparable

A DC in the “wrong” location can wipe out any labour savings through transport. Similarly, a cheap transport contract can fail if your warehouse dispatch discipline and cut-offs are unrealistic.

Truth #3: Implementation is where savings become real (or disappear)

Tendering is not the finish line. Transition planning, governance, and benefits tracking are where value sticks.

The network optimisation playbook: a step-by-step approach that works

Phase 1: Baseline the current network (2–4 weeks)

Start with a clean view of “what is”:

• sites, roles, capacities, constraints
• volumes by lane (inbound, inter-DC, outbound)
• order profile (lines/order, units/line, cube, peak factors)
• service levels and failure points
• warehousing cost structure (labour, occupancy, MHE, systems, overhead)
• transport cost structure (linehaul, last-mile, accessorials, fuel, minimums)
• inventory positioning and working capital impacts

Key outputs:

• a network map with flows and volumes
• a baseline cost-to-serve view
• service performance baseline (what “good” looks like today, and where it breaks)

Phase 2: Clarify the service promise and constraints (1–2 weeks)

This sounds obvious, but it’s where many projects drift.

You need alignment on:

• delivery lead times (metro vs regional, AU vs NZ, island vs island)
• cut-off times and dispatch discipline
• service tiers by customer segment (not every customer needs the same speed)
• compliance and safety constraints (Chain of Responsibility, site access, fatigue, temperature, dangerous goods, biosecurity where relevant)
• growth scenarios and strategic priorities (cost vs speed vs resilience)

Key output: a set of non-negotiables for modelling and tendering.

Phase 3: Design scenarios (2–3 weeks)

Network optimisation is scenario thinking, not a single answer.

Common scenarios include:

• centralised (fewer DCs, strong linehaul, high efficiency, potentially longer last-mile)
• hybrid (national DC + regional forward stock for speed/peaks)
• decentralised (more nodes for service, higher complexity and duplication risk)
• 3PL vs in-house (and hybrids)
• channel-specific fulfilment (stores/DC/DTC split)
• cross-dock vs stock-holding approaches

Each scenario should quantify:

• warehousing costs (including capacity and peak handling)
• transport costs by lane and service tier
• inventory impacts (duplication, safety stock, working capital)
• service implications (lead times, DIFOT risk)
• operational feasibility (labour, property, systems readiness)
• transition complexity and risk

Key output: 2–4 viable scenarios to take to decision.

Phase 4: Validate with operational reality (1–2 weeks)

This is where you pressure-test assumptions with the people who run the network.

Practical checks include:

• capacity modelling vs actual congestion points (docks, despatch, pick faces)
• labour availability and shift design
• inbound scheduling capability
• returns processing and reverse logistics implications
• cartonisation, pallet standards, and dispatch discipline
• what your WMS/TMS can actually support (and what needs uplift)

Key output: a preferred scenario that operations can stand behind.

Phase 5: Convert strategy into a procurement and transition plan (2–4 weeks)

Here’s the pivot many teams miss: once you choose a network direction, you need an executable plan.

This includes:

• which services to tender first (3PL, linehaul, last-mile, warehousing labour, packaging, etc.)
• lotting strategy (state-based vs national; metro vs regional; temperature vs ambient; bulky vs parcel)
• KPI and reporting design
• transition plan (site cutovers, inventory moves, IT changes, customer comms)
• governance and benefits tracking approach

Key output: a tender-ready procurement roadmap, not just a network diagram.

3PL reviews: how to assess performance before you retender

If you’re searching for “3PL review” or “warehouse outsourcing review”, it usually means one of two things:

1. You suspect you’re overpaying, under-served, or both
2. You need confidence before committing to an extension, rebid, or transition

A practical 3PL review should cover:

1) Commercial health

• rate card structure and where costs actually accrue
• accessorials and “variation” behaviours
• indexation mechanics and wage pass-through rules
• volume bands and what happens when volumes change
• how claims, damages, and rework are handled commercially

2) Operational performance

• DIFOT/OTIF and order cycle time
• pick accuracy, inbound compliance, stock integrity
• labour productivity and peak management
• dock utilisation and dispatch discipline
• incident and safety performance

3) Capability and fit

• technology (WMS maturity, reporting, integrations)
• process maturity (CI, standard work, escalation cadence)
• culture and leadership stability
• ability to support channel changes (e-com growth, store replenishment changes, new product types)

4) Governance and “ways of working”

Often the contract isn’t the problem; the governance is.

• weekly performance cadence
• who owns root cause fixes
• data and reporting definitions
• issue escalation paths that actually work

The point of a 3PL review isn’t to build a case against the provider.
It’s to establish a fact base so you can decide whether to fix, renegotiate, retender, or redesign.

Transport tendering: how to reset freight cost without torching service

Transport tendering in ANZ can be deceptively tricky. The lane mix is diverse: metro, regional, remote; courier, parcel, pallet; linehaul, last-mile, inter-island; time-definite vs economy. If your data and scope aren’t tight, you’ll get bids you can’t compare—or rates that look good until accessorials show up.

Step 1: Build a clean lane and volume picture

At minimum:

• origin and destination postcodes
• shipment type (parcel, pallet, bulky, temperature-controlled, dangerous goods if relevant)
• weight and cubic volume distributions
• frequency and peak factors
• delivery service tier requirements

Step 2: Fix the service promise before you price it

You need clarity on:

• delivery timeframes by zone
• cut-offs and dispatch windows
• POD requirements
• returns and failed delivery rules
• customer experience expectations

Step 3: Design a pricing schedule that forces comparability

Good tenders separate:

• linehaul vs local delivery
• base rate vs fuel vs accessorials
• waiting time rules
• redelivery rules
• minimums and surcharges
• peak capacity pricing mechanics

Step 4: Evaluate on more than price

For freight, “cheapest” can become “most expensive” quickly if performance drops.

Consider:

• on-time performance history and capacity commitments
• claims process maturity
• visibility and tracking capability
• network coverage and subcontractor control
• safety and compliance posture

Step 5: Negotiate the terms that actually matter

In transport, value often sits in:

• fuel index mechanics
• accessorial definitions
• volume commitments and rate review triggers
• performance regimes (credits, incentives, escalation)
• dispute resolution and claim timelines

Step 6: Plan transition like a project, not a handover

Transport changes fail when:

• customer service isn’t briefed
• dispatch processes don’t change
• labels and manifests aren’t tested
• carriers don’t have onboarding time
• sites keep using old booking methods

A proper transition plan includes:

• cutover approach (phased vs big bang)
• system and label testing
• site training
• operational playbooks
• performance tracking from week one

The biggest mistakes in network optimisation (and how to avoid them)

Mistake 1: Modelling without understanding the warehouse operation

A model might say “one DC is optimal” while the real world says “that DC can’t physically process the peak”.

Fix: build capacity assumptions with operational validation—docks, labour, shift design, congestion, inbound scheduling.

Mistake 2: Treating inventory as an afterthought

Network changes alter safety stock, lead times, and availability. Ignoring inventory can turn savings into service failures.

Fix: include inventory impacts in every scenario—duplication, replenishment cadence, and working capital.

Mistake 3: Choosing sites based on rent alone

Property cost matters, but labour availability, transport lanes, and site access often matter more.

Fix: use a balanced decision framework: labour, accessibility, growth, compliance, and total cost-to-serve.

Mistake 4: Retendering without fixing scope and data

Bad data produces bad bids. Vague scope produces expensive risk pricing.

Fix: invest time in lane cleansing, scope clarity, and comparability schedules.

Mistake 5: Finishing the tender, then “hoping” implementation works

Hope is not a transition plan.

Fix: design mobilisation, cutover, and governance upfront—include transition capability in the evaluation.

Quick wins: what you can do in 30–60 days before a full strategy study

If you need momentum fast, these actions are typically worthwhile:

• Build a baseline cost-to-serve view (warehousing + transport)
• Identify top lanes and top accessorials driving freight cost
• Review carrier performance and claims process
• Assess DC capacity constraints and peak bottlenecks
• Tighten dispatch discipline: cut-offs, wave planning, dock scheduling
• Review packaging and cube utilisation (often a freight multiplier)
• Map contracts and expiry dates (3PL, transport, leases)
• Establish a weekly performance cadence with your 3PL/carriers if one doesn’t exist

Quick wins won’t replace strategy—but they reduce leakage and create immediate control.

How Trace Consultants can help with DC strategy, 3PL reviews and transport tendering

Network optimisation sits at the intersection of operations, finance, customer experience, technology, and procurement. It needs both modelling capability and operational realism.

Trace Consultants supports Australian and New Zealand organisations with practical, end-to-end programs across warehouse and transport network optimisation, including:

1) Warehouse & transport network strategy

• baseline and cost-to-serve analysis
• scenario design and evaluation (centralised/hybrid/decentralised)
• inventory and service trade-off modelling
• feasibility assessment and implementation roadmap

2) Distribution centre (DC) strategy and operating model design

• defining DC roles, service promise, and cut-offs
• capacity planning and peak management
• warehouse process design and productivity uplift
• technology considerations (WMS/TMS requirements and integration needs)

3) 3PL review and sourcing support

• performance and commercial health checks
• contract and rate card structure review
• governance and KPI design
• 3PL tender support: RFP documentation, evaluation, negotiation, mobilisation planning

4) Transport optimisation and tendering

• lane and shipment profile cleansing
• transport strategy (linehaul vs last-mile, metro vs regional segmentation)
• tender design, evaluation and negotiation support
• carrier onboarding and transition program management

5) Implementation and benefits realisation

• transition planning and cutovers
• operational playbooks and training
• KPI dashboards and governance cadence
• benefits tracking aligned with Finance

Most importantly: Trace’s approach is designed to reduce operational risk. Network change is disruptive if it’s done in isolation. Done properly, it becomes an orderly program with clear decision gates, measurable outcomes, and a transition plan that your sites can execute.

What to prepare if you’re considering a network review or tender

If you’re ready to move quickly, assemble:

Data

• shipment history (origin/destination, weight, cube, mode, service level)
• warehouse volumes (inbound/outbound, order profiles, peak factors)
• current warehousing and transport costs (including accessorials)
• inventory positioning and turns
• performance data (DIFOT/OTIF, claims, stock accuracy, lead times)
• contract details and expiry dates (3PL, transport, leases)

Stakeholders

• operations leaders (DC and transport)
• customer service/fulfilment owners
• procurement (tender governance)
• finance (benefits validation)
• IT (WMS/TMS/integrations)
• risk and safety (compliance, Chain of Responsibility)

The bottom line: optimise the network, then tender with purpose

If your warehouses are constrained, freight is blowing out, or service is slipping, a network optimisation program is often the fastest way to reset cost and performance at the same time. But the real value comes when strategy turns into procurement action—3PL reviews, transport tendering, and transition planning that actually deliver.

If you’re considering a DC strategy refresh, a 3PL review, or a transport tender, Trace Consultants can help you move from “we think we have a network problem” to a defensible plan and a controlled implementation—without gambling with service.

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