Plenty of companies have launched inventory projects that saved them some money. But how many have saved an amount equivalent to the GDP of a small country?
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.
For some of us, an impulse buy at the hardware store means a light-up keychain. For others, apparently, it's a riding mower or utility tractor outfitted with a 6.5-bushel rear bagger, 48-inch front blade or 12-volt oscillating fan.
You read that right. According to someone who should know—Loren Troyer, director of order fulfillment for Deere & Co.'s Commercial and Consumer Equipment Division—most of the company's riding mowers, garden tractors and ATVs are bought on impulse by customers who drop by a hardware store for a hammer or set of hinges. Once that shiny green riding mower or tractor catches their eye, however, hammers and hinges are quickly forgotten.
Those impulse purchases also tend to be highly seasonal (two-thirds of Deere's annual retail sales occur between April and July). Taken together, those two factors pretty much explain why Deere's dealers are eager to stock as many tractors and mowers as they can store. And in the past, that's exactly what they did—with the company's blessing. To encourage dealers to stock (and by extension, sell) as many vehicles as possible, Deere offered them free financing.
As much as the dealers may have liked that arrangement, not everybody was happy. The finance people in particular had begun to question the wisdom of tying up so much money in inventory. "[W]e basically encouraged our 2,500 dealers in North America to stock as much as they could," says Troyer. "[A]s a result, two-thirds of our entire assets as a division consisted of finished goods either at the warehouse or at the dealers."
Translated into dollars, those inventories represented a whopping $1.4 billion in 2001. And all indications were that inventories would continue to swell. Deere's own growth projections showed that if it continued on its current course, the division would be carrying as much as $2 billion in inventory in four years' time.
Crunch time
Faced with those projections, the company realized it was time to move forward with an inventory optimization project. In 2001, it began a search for software powerful enough to optimize inventories at various stages of the supply chain and on through to the showrooms of its 2,500 dealers. Specifically, what Deere needed was software that would help it determine optimal stocking levels for its plants, warehouses and dealers, balancing the desire to keep inventories to a minimum with the need to maintain sufficient stocks to avoid hurting sales.
It didn't take long for word to reach Deere of an emerging company, SmartOps. And what it heard captured its attention: The new company reportedly specialized in sophisticated supply chain optimization, and its program appeared to be particularly well suited to a multistage supply chain like Deere's.
If the company was new, its basic premise was not. The launch of the Pittsburgh-based SmartOps actually represented the culmination of a decade's worth of research by its founder, Dr. Sridhar Tayur, a professor of operations management and research at Carnegie Mellon University (CMU), and his colleagues at CMU.
What they were bringing to market was no less than a revolutionary approach to inventory optimization. Unlike the typical inventory software of the day, which essentially assumed that nothing would change once the plan was created, the SmartOps model was designed to take uncertainty into account—reflecting the real-life potential for floods, port congestion, labor disruptions, hurricanes, and so forth.
To do that, Tayur and his colleagues created algorithms that took traditional supply chain information (lead times, historical demand, growth projections) and combined it with data on unexpected occurrences, including how likely they were and how they would affect supply and demand. As difficult as that may sound, the researchers felt they could do nothing less. "The modeling has to represent the complexity of the real supply chain and the software must be robust enough to reflect real world conditions," says Martin Barkman, SmartOps' senior vice president for commercial operations.
Getting dealer buy-in
In 2001, Deere embarked on a pilot program with SmartOps to model different ways to reduce its inventory by 50 percent. Some of the information fed into the model was standard stuff: historical data on dealers' prior sales, dealers' projections for future sales, desired customer service levels, the company's growth projections, lead times, and shipping frequency, for example. Other information—like data on variability— was decidedly out of the ordinary.
The result was a detailed inventory model that forecast how much inventory Deere would need—no more and no less—and where that inventory should be stored. "The overall goal," says Barkman, "is to drop inventories, not service." But executing on the model would not simply be a matter of cutting inventories. Early in the project, Deere's managers had realized that the initiative would also require them to overhaul their distribution and logistics processes. The company could hardly ask dealers to slash their stocks without assurances that it would be able to whisk replenishments to them if the need arose. "It's actually not [simply] an issue of what we stocked," says Troyer, "but whether we could get product to our dealers when they needed it. We needed to improve our order filling and delivery."
Providing those assurances wouldn't be easy. The division's on-time delivery record was not likely to inspire confidence. In 2002, for example, it had only managed to get merchandise to dealers when they wanted it 50 percent of the time. Its record for delivering merchandise on its promised date wasn't much better—63 percent.
Supply chain overhaul
Still, Deere attacked the project with gusto, setting aggressive goals for improving order fulfillment and delivery performance. One of those goals, for example, was to cut the time it took to respond to dealer demands to two days. To do that, it has begun hiring third-party logistics service providers to stock some products closer to dealers to cut down on replenishment times (and transit costs).
Another goal was to boost efficiency. Here again, the SmartOps optimization tools proved helpful. Deere used the software to optimize its factory-to-dealer transportation. "You can't change the physics of moving product from Point A to Point B, but you can move it smarter," says Troyer. By loading its trucks more efficiently,Deere has improved truck utilization by 20 percent. Troyer projects that those savings alone will pay for the third-party services.
Through these and other initiatives, Deere has cut its order-to-delivery cycle from several weeks to five to seven days. Its on-time delivery performance has skyrocketed as well. The division that once struggled to deliver just half its shipments when the dealers wanted them now boasts a success rate of 88 percent. Likewise, the division now makes good on its delivery promises not 63, but 93, percent of the time.
With such consistent improvements, Deere had little trouble convincing dealers to cooperate with the new inventory program. Over the next few years, it gradually reduced inventory to the levels considered optimal for each dealer. In the meantime, it has adopted a new financing program designed to discourage dealers from carrying excess inventory. Today, the division finances only the recommended amount of stock for each dealer (as determined by the software). Dealers can purchase more vehicles and accessories if they wish, but they must finance those purchases themselves.
Less is more
It's fair to say Deere & Co. looks at inventory—and indeed, its supply chain—in a whole new light these days. "Historically, we had to increase our inventory to support higher sales," says Troyer. "But now we realize we have to turn our inventory faster and be more flexible. Today, we are much closer to having the right amount of stock at the dealers and ... in our warehouse for what we will need to replenish for the next couple of weeks."
That's not to imply that Deere rigidly adheres to the original SmartOps model's stocking recommendations. Rather, the SmartOps software continuously evaluates and adjusts inventories based on current sales and other factors. "Inventory reduction is a journey," says Troyer, "not a destination."
How far has Deere come on that inventory-reduction journey? Quite a ways, it seems. Incredibly, the program has produced inventory savings that approach the GDP of a small country—say, an Andorra or Guinea-Bissau. In 2001, the Commercial and Consumer Equipment Division carried $1.4 billion in inventory and projected it would be carrying $2 billion by 2005. Today, it maintains a total inventory of just $900 million—$1.1 billion less than its original estimate for 2005.
And Deere is saving more than just inventory expenses. If the division had continued on its original course, it would have been forced to expand its infrastructure to accommodate the mountains of inventory. At the very least, says Troyer, Deere would have had to enlarge some of its distribution facilities. But so far, that hasn't been necessary.
The inventory savings have also helped offset rising materials costs, like the steel and plastics used to make tractors. That alone has gone a long way toward helping the division and its dealers remain competitive in a tough market. "Our dealers now understand that," says Troyer, who acknowledges that the project's success depended heavily on the dealers' cooperation and support. "It's such a mindset change from the days when our philosophy was to bury them in inventory."
Sometimes, all you need is the right partner to solve your logistics problems.
In 2021, global paint supplier Sherwin Williams faced driver and hazardous material (hazmat) capacity constraints: There simply weren’t enough hazmat drivers available in its fleet to maintain the company’s 90% fleet utilization rate expectations for key partner store deliveries while also meeting growing demand for service. Those challenges threatened to become even more acute in the future, as a competing paint supply company began to scale back its operations in the Pacific Northwest, leaving Sherwin Williams with an opportunity to fill the gap.
The paint supplier needed a logistics partner that could help it overcome the shortage of hazmat drivers while also helping to manage its West Coast trailer pools, out-of-region runs, and ad-hoc freight. It also needed a solution that would meet quarterly and annual fleet budgets.
SCALING UP
Enter ITS Logistics, a third-party logistics service provider (3PL) that offers supply chain solutions for drayage, network transportation, distribution, and fulfillment across North America. ITS proposed a combined owned-asset and asset-light approach that would provide Sherwin Williams with the equivalent of 21 additional drivers. The 3PL would leverage its carrier network to overcome the shortage of hazmat capacity while also certifying its own drivers via a three-month process. Further, ITS would help manage Sherwin Williams’ trailer pools and coordinate carriers, providing the paint company with a single point of contact for transportation.
The project would address cost concerns as well: “ITS Logistics aligned its solution with Sherwin Williams’ budgetary cadence and offered a quarterly business review to align on price structure, adding a level of transparency and trust to the relationship,” according to a case study the partners released earlier this year.
The companies soon sealed the deal and launched the program.
Not long after that, Sherwin Williams began to feel the effects of the anticipated challenges in the Pacific Northwest—but the company was prepared. When the competing paint supply company shuttered its operations, causing demand for Sherwin Williams’ products to spike, ITS injected a blend of owned trailers and carrier power to alleviate equipment challenges, cover all locations and regions, and help the paint supplier scale to meet volume.
CLOSING THE GAPS
The project has helped Sherwin Williams rapidly scale its capacity, meet fleet utilization requirements, manage trailer pools, coordinate carriers, and flex to meet spikes in regional demand.
And the results speak for themselves.
“ITS integrating themselves into our fleet was instrumental in helping increase our outbound volume by 18.4 million pounds [year over year] in the last seven months of 2023,” said Ted Taxon, regional transportation manager at Sherwin Williams, in the case study. “This equated to approximately 460 truckloads of extra freight, a large portion of which ITS [handled] on an ad-hoc basis with no operational constraints or quality issues.”
The partnership also helped Sherwin Williams maintain a 90% fleet utilization rate with big box retailers—an increase from less than 70% prior to the partnership’s launch.
Robots are revolutionizing factories, warehouses, and distribution centers (DCs) around the world, thanks largely to heavy investments in the technology between 2019 and 2021. And although investment has slowed since then, the long-term outlook calls for steady growth over the next four years. According to data from research and consulting firm Interact Analysis, revenues from shipments of industrial robots are forecast to grow nearly 4% per year, on average, between 2024 and 2028 (see Exhibit 1).
EXHIBIT 1: Market forecast for industrial robots - revenuesInteract Analysis
Material handling is among the top applications for all those robots, accounting for one-third of overall robot market revenues in 2023, according to the research. That puts warehouses and DCs on the cutting edge of robotic innovation, with projects that are helping companies reduce costs, optimize labor, and improve productivity throughout their facilities. Here’s a look at two recent projects that demonstrate the kinds of gains companies have achieved by investing in robotic equipment.
FASTER, MORE ACCURATE CYCLE COUNTS
When leaders at MSI Surfaces wanted to get a better handle on their vast inventory of flooring, countertops, tile, and hardscape materials, they turned to warehouse inventory drone provider Corvus Robotics. The seven-year-old company offers a warehouse drone system, called Corvus One, that can be installed and deployed quickly—in what MSI leaders describe as a “plug and play” process. Corvus Robotics’ drones are fully autonomous—they require no external infrastructure, such as beacons or stickers for positioning and navigation, and no human operators. Essentially, all you need is the drone and a landing pad, and you’re in business.
The drones use computer vision and generative AI (artificial intelligence) to “understand” their environment, flying autonomously in both very narrow aisles—passageways as narrow as 50 inches—and in very wide aisles. The Corvus One system relies on obstacle detection to operate safely in warehouses and uses barcode scanning technology to count inventory; the advanced system can read any barcode symbol in any orientation placed anywhere on the front of a carton or pallet.
The system was the perfect answer to the inventory challenges MSI was facing. Its annual physical inventory counts required two to four dedicated warehouse associates, who would manually scan inventory to determine the amount of stock on hand. The process was both time-consuming and error-prone, and often led to inaccuracies. And it created a chain reaction of issues and problems. Fulfillment speed is one example: Lost or misplaced inventory would delay customer deliveries, resulting in dissatisfaction, returns, and unmet expectations. Productivity was also an issue: Workers were often pulled from fulfillment tasks to locate material, slowing overall operations.
MSI Surfaces began using the Corvus One system in 2021, deploying a small number of drones for daily inventory counts at its 300,000-square-foot distribution center (DC) in Orange, California. It quickly scaled up, adding more drones in Orange and expanding the system to three other DCs: in Houston; Savannah, Georgia; and Edison, New Jersey. The company plans to add more drones to the existing sites and expand the system to some of its smaller DCs as well, according to Corvus Robotics spokesperson Andrew Burer.
Those expansion plans are based on solid results: MSI’s inventory accuracy was about 80% prior to the drone implementation, but it quickly jumped to the high 90s—ultimately reaching 99%—after the company initiated the daily drone counts, according to Burer.
“We actually had an incident early on where one of the forklift drivers ran into the landing pad, rendering it inoperable for about a week while the Corvus team fixed it,” Burer recalls. “When we restarted the system, we noticed MSI’s inventory accuracy had dropped down to the 80s. But after flights resumed, accuracy quickly improved back to near perfect.” He adds that such collisions are rare as Corvus mounts landing pads high off the floor to avoid impacts but that accidents can still happen.
Overall, the system has helped speed warehouse operations in two key ways: First, the accuracy improvement means that associates no longer waste time searching for missing material in the warehouse. And second, the associates who used to conduct the physical inventory counts have been reallocated to picking and replenishment—creating a more efficient, and optimized, workforce.
A SAFER, MORE EFFICIENT WAREHOUSE
Robot maker Boston Dynamics is well-known for its Stretch and Spot industrial robots, both of which are at work in warehouses and DCs around the world. Earlier this year, Stretch made its debut in Europe, teaming up with Spot at a fulfillment center run by German retail company Otto Group. The deployment marks the first time Stretch and Spot are being used together—in a partnership designed to improve Otto Group’s warehousing operations by increasing efficiency and making warehouse work safer and more attractive to workers.
The partnership is part of a two-year project in which Boston Dynamics will deploy dozens of its warehouse robots in Otto Group’s European DCs. The first location is a fulfillment site operated by Hermes, the company’s parcel delivery subsidiary, in Haldensleben, Germany—a facility that handles as many as 40,000 cartons of goods on peak days.
At the site, Stretch—which is a mobile case-handling robot—autonomously unloads ocean containers and trailers, using its advanced perception system to pick and place boxes onto a telescoping conveyor inside the container or trailer. Spot—a quadruped robot—helps with predictive maintenance by collecting thermal data and performing acoustic and visual detection tasks throughout the facility to reduce unplanned downtime and energy costs. One of Spot’s jobs is to detect air leaks in the facility’s warehouse automation systems; future duties may include conveyor vibration detection, according to leaders at Otto Group.
Both Stretch and Spot will help the Haldensleben facility run more efficiently, especially during fall peak season when volume increases and work intensifies. The addition of Stretch addresses safety and comfort issues as well: Trailer unloading—a process that entails repeatedly lifting and moving heavy boxes inside a trailer, which can be dark, dirty, cold, and/or hot, depending on the weather—tends to be unappealing to workers. Along with reducing the amount of labor required, automating these tasks will have the added benefit for European facilities of helping them comply with EU (European Union) regulations limiting the amount of time workers can spend in those conditions.
Essentially, the robots are making life easier on the warehouse floor and for the company at large.
“Stretch is going to have a ton of benefits for customers here in the EU,” Andrew Brueckner, of Boston Dynamics, said in a recent case study on the project.
The trucking industry faces a range of challenges these days, particularly when it comes to load planning—a resource-intensive task that often results in suboptimal decisions, unnecessary empty miles, late deliveries, and inefficient asset utilization. What’s more, delays in decision-making due to a lack of real-time insights can hinder operational efficiency, making cost management a constant struggle.
Truckload carrier Paper Transport Inc. (PTI) experienced this firsthand when the company sought to expand its over the-road (OTR), intermodal, and brokerage offerings to include dedicated fleet services for high-volume shippers—adding a layer of complexity to the business. The additional personnel required for such a move would be extremely costly, leading PTI to investigate technology solutions that could help close the gap.
Enter Freight Science and its intelligent decision-recommendation and automation platform.
PTI implemented Freight Science’s artificial intelligence (AI)-driven load planning optimization solution earlier this year, giving the carrier a high-tech advantage as it launched the new service.
“As PTI tried to diversify … we found that we needed a technological solution that would allow us to process [information] faster,” explains Jared Stedl, chief commercial officer for PTI, emphasizing the high volume of outbound shipments and unique freight characteristics of its targeted dedicated-fleet customers.
The Freight Science platform allowed PTI to apply its signature high-quality service to those needs, all while handling the daily challenges of managing drivers and navigating route disruptions.
STREAMLINING PROCESSES
Dedicated fleets face challenges that evolve from day to day and minute to minute, including truck breakdowns, drivers calling in sick, and rescheduled appointment times. PTI needed a tool that allowed for a real-time view of the fleet, ultimately enabling its team to adjust truck and driver allocation to meet those challenges.
The Freight Science solution filled the bill. The platform uses advanced analytics and algorithms to give carriers better visibility into operations while automating the decision-making process. By combining streaming data, a carrier’s transportation management system (TMS), machine learning, and decision science, the solution allows carriers to deploy their fleets more efficiently while accurately forecasting future needs, according to Freight Science.
In PTI’s case, Freight Science’s software integrates with the carrier’s TMS, real-time electronic logging device (ELD) data, and other external data, feeding an AI model that generates an optimized load plan for the planner.
“We’re an integrated data analytics company for trucking companies,” explains Matt Foster, Freight Science’s president and CEO. “We’re talking about AI.”
The benefits of the real-time data are difficult to overstate.
“We’ve been able to execute in the toughest of situations because we’ve got real, live data on how long each event is actually going to take and a system to aid and even automate the decision-making process,” says Chad Borley, PTI’s operations manager. “From what traffic patterns we are battling in the morning and evening with rush hour and things like that, to the impact of additional miles to a route, or even location-specific dwell times, it’s been a huge differentiator for us.”
REALIZING RESULTS
A case in point: the collapse of Baltimore’s Francis Scott Key Bridge in March. PTI was scheduled to go live with a new dedicated account in the area just days after the collapse, which would mean rerouting and the potential for longer transit times. Instead of recalculating based on assumptions or latent data, PTI was able to reroute freight based on real-time information and analytics to give the customer timely updates.
“With the bridge going out, that changed our ability to make as many turns a day as the customer would expect,” Stedl explains. “But one of the things Freight Science could do [was to] quickly [assess] how much of an impact that traffic would have [and] what the turns [would] be based on what’s happening on the ground.
“So we were able to go back to the customer and readjust expectations in a real way that made sense, using data. Now expectations can be reset¾we’re not asking for forgiveness when there’s no reason for it.”
The system’s advanced algorithms make load planning more cost-effective and scalable as well. The platform allows PTI to monitor trucks, trailers, and driver hours in real time, recommending additional loads with remaining driver hours that would otherwise be wasted.
And they’re doing it all with much less. Stedl says tasks that used to require five people and hours of work can now be accomplished by one person in mere minutes, improving productivity and profitability while reducing labor and operational costs.
Terms of the deal were not disclosed, but Aptean said the move will add new capabilities to its warehouse management and supply chain management offerings for manufacturers, wholesalers, distributors, retailers, and 3PLs. Aptean currently provides enterprise resource planning (ERP), transportation management systems (TMS), and product lifecycle management (PLM) platforms.
Founded in 1980 and headquartered in Durham, U.K., Indigo Software provides software designed for mid-market organizations, giving users real-time visibility and management from the initial receipt of stock all the way through to final dispatch of the finished product. That enables organizations to optimize an array of warehouse operations including receiving, storage, picking, packing, and shipping, the firm says.
Specific sectors served by Indigo Software include the food and beverage, fashion and apparel, fast moving consumer goods, automotive, manufacturing, 3PL, chemicals, and wholesale / distribution verticals.
Schneider says its FreightPower platform now offers owner-operators significantly more access to Schneider’s range of freight options. That can help drivers to generate revenue and strengthen their business through: increased access to freight, high drop and hook rates of over 95% of loads, and a trip planning feature that calculates road miles.
“Collaborating with owner-operators is an important component in the success of our business and the reliable service we can provide customers, which is why the network has grown tremendously in the last 25 years,” Schneider Senior Vice President and General Manager of Truckload and Mexico John Bozec said in a release. "We want to invest in tools that support owner-operators in running and growing their businesses. With Schneider FreightPower, they gain access to better load management, increasing their productivity and revenue potential.”