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."
Congestion on U.S. highways is costing the trucking industry big, according to research from the American Transportation Research Institute (ATRI), released today.
The group found that traffic congestion on U.S. highways added $108.8 billion in costs to the trucking industry in 2022, a record high. The information comes from ATRI’s Cost of Congestion study, which is part of the organization’s ongoing highway performance measurement research.
Total hours of congestion fell slightly compared to 2021 due to softening freight market conditions, but the cost of operating a truck increased at a much higher rate, according to the research. As a result, the overall cost of congestion increased by 15% year-over-year—a level equivalent to more than 430,000 commercial truck drivers sitting idle for one work year and an average cost of $7,588 for every registered combination truck.
The analysis also identified metropolitan delays and related impacts, showing that the top 10 most-congested states each experienced added costs of more than $8 billion. That list was led by Texas, at $9.17 billion in added costs; California, at $8.77 billion; and Florida, $8.44 billion. Rounding out the top 10 list were New York, Georgia, New Jersey, Illinois, Pennsylvania, Louisiana, and Tennessee. Combined, the top 10 states account for more than half of the trucking industry’s congestion costs nationwide—52%, according to the research.
The metro areas with the highest congestion costs include New York City, $6.68 billion; Miami, $3.2 billion; and Chicago, $3.14 billion.
ATRI’s analysis also found that the trucking industry wasted more than 6.4 billion gallons of diesel fuel in 2022 due to congestion, resulting in additional fuel costs of $32.1 billion.
ATRI used a combination of data sources, including its truck GPS database and Operational Costs study benchmarks, to calculate the impacts of trucking delays on major U.S. roadways.
There’s a photo from 1971 that John Kent, professor of supply chain management at the University of Arkansas, likes to show. It’s of a shaggy-haired 18-year-old named Glenn Cowan grinning at three-time world table tennis champion Zhuang Zedong, while holding a silk tapestry Zhuang had just given him. Cowan was a member of the U.S. table tennis team who participated in the 1971 World Table Tennis Championships in Nagoya, Japan. Story has it that one morning, he overslept and missed his bus to the tournament and had to hitch a ride with the Chinese national team and met and connected with Zhuang.
Cowan and Zhuang’s interaction led to an invitation for the U.S. team to visit China. At the time, the two countries were just beginning to emerge from a 20-year period of decidedly frosty relations, strict travel bans, and trade restrictions. The highly publicized trip signaled a willingness on both sides to renew relations and launched the term “pingpong diplomacy.”
Kent, who is a senior fellow at the George H. W. Bush Foundation for U.S.-China Relations, believes the photograph is a good reminder that some 50-odd years ago, the economies of the United States and China were not as tightly interwoven as they are today. At the time, the Nixon administration was looking to form closer political and economic ties between the two countries in hopes of reducing chances of future conflict (and to weaken alliances among Communist countries).
The signals coming out of Washington and Beijing are now, of course, much different than they were in the early 1970s. Instead of advocating for better relations, political rhetoric focuses on the need for the U.S. to “decouple” from China. Both Republicans and Democrats have warned that the U.S. economy is too dependent on goods manufactured in China. They see this dependency as a threat to economic strength, American jobs, supply chain resiliency, and national security.
Supply chain professionals, however, know that extricating ourselves from our reliance on Chinese manufacturing is easier said than done. Many pundits push for a “China + 1” strategy, where companies diversify their manufacturing and sourcing options beyond China. But in reality, that “plus one” is often a Chinese company operating in a different country or a non-Chinese manufacturer that is still heavily dependent on material or subcomponents made in China.
This is the problem when supply chain decisions are made on a global scale without input from supply chain professionals. In an article in the Arkansas Democrat-Gazette, Kent argues that, “The discussions on supply chains mainly take place between government officials who typically bring many other competing issues and agendas to the table. Corporate entities—the individuals and companies directly impacted by supply chains—tend to be under-represented in the conversation.”
Kent is a proponent of what he calls “supply chain diplomacy,” where experts from academia and industry from the U.S. and China work collaboratively to create better, more efficient global supply chains. Take, for example, the “Peace Beans” project that Kent is involved with. This project, jointly formed by Zhejiang University and the Bush China Foundation, proposes balancing supply chains by exporting soybeans from Arkansas to tofu producers in China’s Yunnan province, and, in return, importing coffee beans grown in Yunnan to coffee roasters in Arkansas. Kent believes the operation could even use the same transportation equipment.
The benefits of working collaboratively—instead of continuing to build friction in the supply chain through tariffs and adversarial relationships—are numerous, according to Kent and his colleagues. They believe it would be much better if the two major world economies worked together on issues like global inflation, climate change, and artificial intelligence.
And such relations could play a significant role in strengthening world peace, particularly in light of ongoing tensions over Taiwan. Because, as Kent writes, “The 19th-century idea that ‘When goods don’t cross borders, soldiers will’ is as true today as ever. Perhaps more so.”
Hyster-Yale Materials Handling today announced its plans to fulfill the domestic manufacturing requirements of the Build America, Buy America (BABA) Act for certain portions of its lineup of forklift trucks and container handling equipment.
That means the Greenville, North Carolina-based company now plans to expand its existing American manufacturing with a targeted set of high-capacity models, including electric options, that align with the needs of infrastructure projects subject to BABA requirements. The company’s plans include determining the optimal production location in the United States, strategically expanding sourcing agreements to meet local material requirements, and further developing electric power options for high-capacity equipment.
As a part of the 2021 Infrastructure Investment and Jobs Act, the BABA Act aims to increase the use of American-made materials in federally funded infrastructure projects across the U.S., Hyster-Yale says. It was enacted as part of a broader effort to boost domestic manufacturing and economic growth, and mandates that federal dollars allocated to infrastructure – such as roads, bridges, ports and public transit systems – must prioritize materials produced in the USA, including critical items like steel, iron and various construction materials.
Hyster-Yale’s footprint in the U.S. is spread across 10 locations, including three manufacturing facilities.
“Our leadership is fully invested in meeting the needs of businesses that require BABA-compliant material handling solutions,” Tony Salgado, Hyster-Yale’s chief operating officer, said in a release. “We are working to partner with our key domestic suppliers, as well as identifying how best to leverage our own American manufacturing footprint to deliver a competitive solution for our customers and stakeholders. But beyond mere compliance, and in line with the many areas of our business where we are evolving to better support our customers, our commitment remains steadfast. We are dedicated to delivering industry-leading standards in design, durability and performance — qualities that have become synonymous with our brands worldwide and that our customers have come to rely on and expect.”
In a separate move, the U.S. Environmental Protection Agency (EPA) also gave its approval for the state to advance its Heavy-Duty Omnibus Rule, which is crafted to significantly reduce smog-forming nitrogen oxide (NOx) emissions from new heavy-duty, diesel-powered trucks.
Both rules are intended to deliver health benefits to California citizens affected by vehicle pollution, according to the environmental group Earthjustice. If the state gets federal approval for the final steps to become law, the rules mean that cars on the road in California will largely be zero-emissions a generation from now in the 2050s, accounting for the average vehicle lifespan of vehicles with internal combustion engine (ICE) power sold before that 2035 date.
“This might read like checking a bureaucratic box, but EPA’s approval is a critical step forward in protecting our lungs from pollution and our wallets from the expenses of combustion fuels,” Paul Cort, director of Earthjustice’s Right To Zero campaign, said in a release. “The gradual shift in car sales to zero-emissions models will cut smog and household costs while growing California’s clean energy workforce. Cutting truck pollution will help clear our skies of smog. EPA should now approve the remaining authorization requests from California to allow the state to clean its air and protect its residents.”
However, the truck drivers' industry group Owner-Operator Independent Drivers Association (OOIDA) pushed back against the federal decision allowing the Omnibus Low-NOx rule to advance. "The Omnibus Low-NOx waiver for California calls into question the policymaking process under the Biden administration's EPA. Purposefully injecting uncertainty into a $588 billion American industry is bad for our economy and makes no meaningful progress towards purported environmental goals," (OOIDA) President Todd Spencer said in a release. "EPA's credibility outside of radical environmental circles would have been better served by working with regulated industries rather than ramming through last-minute special interest favors. We look forward to working with the Trump administration's EPA in good faith towards achievable environmental outcomes.”
Editor's note:This article was revised on December 18 to add reaction from OOIDA.
A Canadian startup that provides AI-powered logistics solutions has gained $5.5 million in seed funding to support its concept of creating a digital platform for global trade, according to Toronto-based Starboard.
The round was led by Eclipse, with participation from previous backers Garuda Ventures and Everywhere Ventures. The firm says it will use its new backing to expand its engineering team in Toronto and accelerate its AI-driven product development to simplify supply chain complexities.
According to Starboard, the logistics industry is under immense pressure to adapt to the growing complexity of global trade, which has hit recent hurdles such as the strike at U.S. east and gulf coast ports. That situation calls for innovative solutions to streamline operations and reduce costs for operators.
As a potential solution, Starboard offers its flagship product, which it defines as an AI-based transportation management system (TMS) and rate management system that helps mid-sized freight forwarders operate more efficiently and win more business. More broadly, Starboard says it is building the virtual infrastructure for global trade, allowing freight companies to leverage AI and machine learning to optimize operations such as processing shipments in real time, reconciling invoices, and following up on payments.
"This investment is a pivotal step in our mission to unlock the power of AI for our customers," said Sumeet Trehan, Co-Founder and CEO of Starboard. "Global trade has long been plagued by inefficiencies that drive up costs and reduce competitiveness. Our platform is designed to empower SMB freight forwarders—the backbone of more than $20 trillion in global trade and $1 trillion in logistics spend—with the tools they need to thrive in this complex ecosystem."