And that's a good thing at least when you're talking about inventory. Today's CPFR programs can help trading partners throughout the supply chain reduce stocks while cutting logistics costs. So why haven't they caught on?
Peter Bradley is an award-winning career journalist with more than three decades of experience in both newspapers and national business magazines. His credentials include seven years as the transportation and supply chain editor at Purchasing Magazine and six years as the chief editor of Logistics Management.
The underlying idea behind collaborative planning, forecasting and replenishment (CPFR) is that when trading partners put their knowledge and forecasts together, the result is a more efficient supply chain. Everyone enjoys the benefits of lower inventory, faster order cycle times, better sales and order information, and so forth.
But turning those ideas into reality can be a long, hard slog. About half the companies interviewed in a recent study by the ARC Advisory Group, a logistics and supply chain research and consulting organization, reported that their CPFR programs were progressing more slowly than expected. And among those who reported they were on track, most acknowledged that their programs were relatively new or that they had expected the process to be slow at the outset.
Adoption has been spotty at best, says Joseph Andraski, now the managing director of the Voluntary Interindustry Commerce Council and a longtime member of the Voluntary Interindustry Commerce Standards Association's CPFR committee.
"We've seen implementation in various verticals or industry sectors," he says. "But certain sectors have not embraced the whole idea of collaboration." The grocery industry, for one, he says, has been very slow to get on board. In fact, he says, a recent survey by a supermarket industry magazine showed that only 2 percent of supermarket executives considered CPFR important.
And even when the interest is there, implementation isn't setting any speed records. Among the major difficulties, according to the ARC Advisory Group's research, has been scalability—that is, extending successful tests beyond just a few trading partners or implementing more than a few of the nine steps in the process oulined by the six-year old VICS CPFR Committee. Manufacturers, in particular, have resisted the idea of investing in CPFR initiatives that vary from one customer to another with no guarantees of seeing a return on their investment.
Still, plenty of companies—particularly retailers—have reported some impressive gains using CPFR with multiple trading partners. One widely cited example is West Marine. Though West Marine managers were not available to comment for this story, the company's CPFR successes have been extensively reported. For example, authors of the ARC report call West Marine "a retail industry benchmark for scaling CPFR." The $660 million retailer of boating-related products buys 95 percent of its products from CPFR trading partners, which equates to about 200 suppliers and 20,000 SKUs. And it has saved a lot of money by doing so. According to JDA Software, which supplied West Marine's warehousing and collaboration software, the initiative has reduced DC costs by $3 million, reduced DC staffing costs by 50 percent, and decreased outbound costs since it was launched in 2000.
ARC attributes West Marine's success to a commitment to supply chain excellence that's aligned with the CPFR initiative. It also praised the company for making order forecasting an integral part of its merchandising and planning operations. Other key factors in that success, according to the consultant, were the company's efforts to get its suppliers to participate in EDI (electronic data interchange) before implementing CPFR and the improvements it made to its own forecasting and planning systems before embarking on CPFR.
Out of step?
CPFR, of course, is but one form of collaboration. Others include vendor-managed inventory, co-managed inventory, collaborative sales and operational planning, and collaborative management. But whatever the name, none of these initiatives has caught on fire yet.
That puzzles Andraski, who argues that the concept has already proved its worth. He says that businesses that have established collaborative business practices, such as Wal-Mart or Dollar Stores, are businesses that continue to gain market share. "That makes the point, doesn't it?" he asks.
Part of the problem is that despite some well-publicized successes, CPFR has yet to generate the kind of buzz enjoyed by, say, RFID. What's holding it back? Andraski contends that some of the criticism of CPFR comes from analysts who "don't get it." In particular, he says, many who look into CPFR misunderstand the nine-step process developed by VICS. (For a look at the nine-step model, which is designed to help retailers and suppliers come up with a single shared forecast for demand, visit www.cpfr.org.)
"One of the myths is that it's a very rigid nine-step process," he says. "We've been telling the business community that it is not nine steps, and that it is not inflexible. We find companies using nine steps and others using as few as two steps."
Andraski cites successful implementations by Rite Aid, Gillette and Ace Hardware as indications of the variety of businesses that have taken advantage of CPFR. "They're all going about it differently," he says. In one case, the retailer may handle the bulk of the forecasting work. In another case, it may be the manufacturer, and in another, the two may work closely together.
John Fontanella, vice president in the supply chain management practice of AMR Research, agrees. "I think CPFR has become less of a structured methodology and more of a framework—more like guidelines on how companies can work together," he says. "You can do anywhere from one to nine steps."
No IT purchase required
Another misconception that has gained currency, says Andraski, is that CPFR requires sophisticated IT systems. That simply isn't so, he says. "This is not about technology. Technology is just an enabler. We've had companies tell us that they started with one of their largest customers with paper and faxes and have seen an improvement in the relationship. Not only did they sell more stuff, but the customer's cost of business dropped and exceptions were reduced."
Fontanella agrees that there's no need for expensive technological upgrades. "The process is way ahead of any specialized technology," he says. Many software providers today are building collaboration into their warehouse management and other systems, he reports. "All you need to participate is a PC." In a recent e-mail advisory bulletin, "Lessons in Collaboration for any Industry," Fontanella contends that most companies support CPFR relationships with applications they already have in house.
One example of how an existing technology platform can achieve at least some measure of successful collaboration is FFF Enterprises, a distributor of biopharmaceuticals and blood products to hospitals, group purchasing organizations and other medical facilities. The company makes use of several applications, including an online ordering system, from software provider Intentia.
Danny Poteet, the company's information systems manager, says the Intentia Movex system implemented three years ago has not only streamlined order management but also helped the company keep better track of its physical inventory. FFF Enterprises implemented the system in 2001 for business processes like financial management, customer order management, production management, purchasing and warehouse management. "It easily takes half the time it used to for cycle counts and physical counts," he says. "We were able to streamline picking, packing and shipping."
As for what prompted the initiative, Poteet explains that better integration between sales and inventory was a competitive necessity. At the time of the installation, many of the company's customers—particularly group purchasing organizations —were looking for more efficiency from suppliers.
There was some pain in the implementation. "In some ways, we added more work for customer service," Poteet acknowledges."But once we remove some self-inflicted barriers, it relieves customer service of a lot of the things they do." He adds that prior to implementation, the company went through the process of cleaning its own data, but made an effort to make changes transparent to customers.
The biggest benefit is that the new sales program is so closely integrated with back-end systems. "That's where most of our costs come from," Poteet says.
The cost myth
Another perception—Andraski calls it a misconception— that has hindered adoption of CPFR is the notion that it will be too expensive. Andraski reports that many businesses that have looked at CPFR worry that expanding the program beyond one or two customers will jack up their labor and other costs. (The ARC study, for example, reported that manufacturers said they had difficulty expanding beyond a pilot program without adding significant overhead.) But failure to collaborate already carries significant costs, he argues.
Andraski contends that current business practices in many industries force companies to devote enormous resources to battling exceptions that collaboration would reduce or eliminate—problems created in part by the existence of multiple forecasts. On average, he says, businesses are operating with six to nine different forecasts—one for Wall Street, another for the internal top line, a third by brand, another for logistics costs and so on.
He cites one company with a dozen DCs, each of which generates a forecast based on previous years' sales, from which manufacturing makes product and ships it out— forecasts unconnected to marketing. "All this stuff is brought into Dallas on a forward buy with a deep discount and then it's diverted to Chicago.What goes on is not connected to manufacturing or the customer."
There's a better way to do it, Andraski argues. "But if you want to scale it, you have to go through the building blocks. If there is a major stumbling block, it is all around culture and leadership. I can't tell you how many countries I've been to, or how many different businesses I've visited, where I've heard the same pushback—that 'Our business is different.' It may be different, but only by marginal points. … You forecast fashion the same way you forecast demand for peanuts. You don't have the same emphasis on out of stocks—in fashion, you want to be out of stock at some point. The difference is on the demand side. The execution side is very much the same."
A move by federal regulators to reinforce requirements for broker transparency in freight transactions is stirring debate among transportation groups, after the Federal Motor Carrier Safety Administration (FMCSA) published a “notice of proposed rulemaking” this week.
According to FMCSA, its draft rule would strive to make broker transparency more common, requiring greater sharing of the material information necessary for transportation industry parties to make informed business decisions and to support the efficient resolution of disputes.
The proposed rule titled “Transparency in Property Broker Transactions” would address what FMCSA calls the lack of access to information among shippers and motor carriers that can impact the fairness and efficiency of the transportation system, and would reframe broker transparency as a regulatory duty imposed on brokers, with the goal of deterring non-compliance. Specifically, the move would require brokers to keep electronic records, and require brokers to provide transaction records to motor carriers and shippers upon request and within 48 hours of that request.
Under federal regulatory processes, public comments on the move are due by January 21, 2025. However, transportation groups are not waiting on the sidelines to voice their opinions.
According to the Transportation Intermediaries Association (TIA), an industry group representing the third-party logistics (3PL) industry, the potential rule is “misguided overreach” that fails to address the more pressing issue of freight fraud. In TIA’s view, broker transparency regulation is “obsolete and un-American,” and has no place in today’s “highly transparent” marketplace. “This proposal represents a misguided focus on outdated and unnecessary regulations rather than tackling issues that genuinely threaten the safety and efficiency of our nation’s supply chains,” TIA said.
But trucker trade group the Owner-Operator Independent Drivers Association (OOIDA) welcomed the proposed rule, which it said would ensure that brokers finally play by the rules. “We appreciate that FMCSA incorporated input from our petition, including a requirement to make records available electronically and emphasizing that brokers have a duty to comply with regulations. As FMCSA noted, broker transparency is necessary for a fair, efficient transportation system, and is especially important to help carriers defend themselves against alleged claims on a shipment,” OOIDA President Todd Spencer said in a statement.
Additional pushback came from the Small Business in Transportation Coalition (SBTC), a network of transportation professionals in small business, which said the potential rule didn’t go far enough. “This is too little too late and is disappointing. It preserves the status quo, which caters to Big Broker & TIA. There is no question now that FMCSA has been captured by Big Broker. Truckers and carriers must now come out in droves and file comments in full force against this starting tomorrow,” SBTC executive director James Lamb said in a LinkedIn post.
The “series B” funding round was financed by an unnamed “strategic customer” as well as Teradyne Robotics Ventures, Toyota Ventures, Ranpak, Third Kind Venture Capital, One Madison Group, Hyperplane, Catapult Ventures, and others.
The fresh backing comes as Massachusetts-based Pickle reported a spate of third quarter orders, saying that six customers placed orders for over 30 production robots to deploy in the first half of 2025. The new orders include pilot conversions, existing customer expansions, and new customer adoption.
“Pickle is hitting its strides delivering innovation, development, commercial traction, and customer satisfaction. The company is building groundbreaking technology while executing on essential recurring parts of a successful business like field service and manufacturing management,” Omar Asali, Pickle board member and CEO of investor Ranpak, said in a release.
According to Pickle, its truck-unloading robot applies “Physical AI” technology to one of the most labor-intensive, physically demanding, and highest turnover work areas in logistics operations. The platform combines a powerful vision system with generative AI foundation models trained on millions of data points from real logistics and warehouse operations that enable Pickle’s robotic hardware platform to perform physical work at human-scale or better, the company says.
Bloomington, Indiana-based FTR said its Trucking Conditions Index declined in September to -2.47 from -1.39 in August as weakness in the principal freight dynamics – freight rates, utilization, and volume – offset lower fuel costs and slightly less unfavorable financing costs.
Those negative numbers are nothing new—the TCI has been positive only twice – in May and June of this year – since April 2022, but the group’s current forecast still envisions consistently positive readings through at least a two-year forecast horizon.
“Aside from a near-term boost mostly related to falling diesel prices, we have not changed our Trucking Conditions Index forecast significantly in the wake of the election,” Avery Vise, FTR’s vice president of trucking, said in a release. “The outlook continues to be more favorable for carriers than what they have experienced for well over two years. Our analysis indicates gradual but steadily rising capacity utilization leading to stronger freight rates in 2025.”
But FTR said its forecast remains unchanged. “Just like everyone else, we’ll be watching closely to see exactly what trade and other economic policies are implemented and over what time frame. Some freight disruptions are likely due to tariffs and other factors, but it is not yet clear that those actions will do more than shift the timing of activity,” Vise said.
The TCI tracks the changes representing five major conditions in the U.S. truck market: freight volumes, freight rates, fleet capacity, fuel prices, and financing costs. Combined into a single index indicating the industry’s overall health, a positive score represents good, optimistic conditions while a negative score shows the inverse.
Specifically, the new global average robot density has reached a record 162 units per 10,000 employees in 2023, which is more than double the mark of 74 units measured seven years ago.
Broken into geographical regions, the European Union has a robot density of 219 units per 10,000 employees, an increase of 5.2%, with Germany, Sweden, Denmark and Slovenia in the global top ten. Next, North America’s robot density is 197 units per 10,000 employees – up 4.2%. And Asia has a robot density of 182 units per 10,000 persons employed in manufacturing - an increase of 7.6%. The economies of Korea, Singapore, mainland China and Japan are among the top ten most automated countries.
Broken into individual countries, the U.S. ranked in 10th place in 2023, with a robot density of 295 units. Higher up on the list, the top five are:
The Republic of Korea, with 1,012 robot units, showing a 5% increase on average each year since 2018 thanks to its strong electronics and automotive industries.
Singapore had 770 robot units, in part because it is a small country with a very low number of employees in the manufacturing industry, so it can reach a high robot density with a relatively small operational stock.
China took third place in 2023, surpassing Germany and Japan with a mark of 470 robot units as the nation has managed to double its robot density within four years.
Germany ranks fourth with 429 robot units for a 5% CAGR since 2018.
Japan is in fifth place with 419 robot units, showing growth of 7% on average each year from 2018 to 2023.
Progress in generative AI (GenAI) is poised to impact business procurement processes through advancements in three areas—agentic reasoning, multimodality, and AI agents—according to Gartner Inc.
Those functions will redefine how procurement operates and significantly impact the agendas of chief procurement officers (CPOs). And 72% of procurement leaders are already prioritizing the integration of GenAI into their strategies, thus highlighting the recognition of its potential to drive significant improvements in efficiency and effectiveness, Gartner found in a survey conducted in July, 2024, with 258 global respondents.
Gartner defined the new functions as follows:
Agentic reasoning in GenAI allows for advanced decision-making processes that mimic human-like cognition. This capability will enable procurement functions to leverage GenAI to analyze complex scenarios and make informed decisions with greater accuracy and speed.
Multimodality refers to the ability of GenAI to process and integrate multiple forms of data, such as text, images, and audio. This will make GenAI more intuitively consumable to users and enhance procurement's ability to gather and analyze diverse information sources, leading to more comprehensive insights and better-informed strategies.
AI agents are autonomous systems that can perform tasks and make decisions on behalf of human operators. In procurement, these agents will automate procurement tasks and activities, freeing up human resources to focus on strategic initiatives, complex problem-solving and edge cases.
As CPOs look to maximize the value of GenAI in procurement, the study recommended three starting points: double down on data governance, develop and incorporate privacy standards into contracts, and increase procurement thresholds.
“These advancements will usher procurement into an era where the distance between ideas, insights, and actions will shorten rapidly,” Ryan Polk, senior director analyst in Gartner’s Supply Chain practice, said in a release. "Procurement leaders who build their foundation now through a focus on data quality, privacy and risk management have the potential to reap new levels of productivity and strategic value from the technology."