Move aside, Alice. Restaurants that do business with a small regional supplier called Robert's Foods have almost unlimited menu choices thanks to a space-age ordering system called the Virtual Warehouse.
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.
Ordering food-service supplies from Robert's Foods is not a job for the indecisive. Want french fries? You'll need to specify 1/2-inch cut, 3/8-inch cut or 5/16; long or extra long; and standard or fancy. Ordering food handlers' gloves? You'll have to choose between vinyl or latex; medium, large or extra large. And that's not the half of it. The catalog Robert's sales reps hand out to customers in the upper Midwest—restaurants, hospitals, schools, even a sub-shop chain—lists no fewer than 5,500 items carried in stock at the regional distributor's Springfield, Ill., distribution center.
Not bad, you might think. But actually, 5,500 items is not good enough to compete in a world dominated by the giant food-service suppliers known as broadliners. And it's definitely not good enough to expand market share. "Our mix of 5,500 products was limiting our ability to grow," says Dean "Robbie" Robert Jr., the company's president and CEO. Time and again, he says, customers told him: 'We love your service but wish you had a better product offering.'"
Robert contemplated a couple of ways of fighting back. He thought about building a larger DC, which would allow the company to expand its selection of everything from powdered cheese sauce mix to hairnets. Or he could expand his menu via the digital route. Robert chose the latter. He signed on to participate in a high-tech program run by his principal supplier, Dot Foods, one of the nation's largest food-service redistributors with $1.5 billion in annual sales. Known as the Virtual Warehouse, the program has allowed Robert's to quadruple the number of items it offers by tapping into its principal supplier's extensive inventories.
Today, sales reps for Robert's take orders using laptops that let them link directly into Dot Foods' inventory. That's a substantial inventory—Dot Foods carries 25,000 items, which it distributes through six DCs located around the country.With that capability, Robert's, a $45 million regional player with about 790 regular customers in a 120-mile radius of Springfield, can offer one of the largest inventories in the food-service industry while cutting back on stocks of slow-moving items and limiting costly special orders. "In the food distribution business, there's lots of opportunity to take inventory out of the pipeline," says Robert. "That's … what this is all about."
Connecting with Dot
Robert says the idea began germinating about three years ago, when he was contemplating building a new distribution center in order to expand his inventory. As he and his managers kicked around alternatives, he recalls, "we asked ourselves 'What if we develop software that electronically loads our sales reps' computers with [Dot Foods] products and offers the total inventory for next-day service?'"
Dot Foods proved an enthusiastic participant. "What the Virtual Warehouse program accomplishes is that distributors can sell products they don't physically house," says Pat Tracy, CEO of Dot Foods. Tracy explains that Dot Foods has been experimenting with the concept for about 10 years now, letting restaurants order from the Virtual Warehouse via seven formats ranging from printed catalogs to Dot Expressway, an online ordering system. But none of those initiatives has been as comprehensive as the one used by Robert's Foods.
"The model Robbie is utilizing, which supports next-day delivery and real-time cross-dock fulfillment, is more sophisticated," says Tracy. "It requires sophisticated software." That software was developed for Robert's by Distribution Management Systems Inc. (DMS), a Milford, Conn.-based software company, which readied the system for a March 2003 launch.
The system developed by DMS allows every member of the Robert's sales force to upload orders to Robert's DMS Eagle Food Distribution System software, which extracts orders for Dot and transmits those at the 3 p.m. cut-off time. Dot then picks and packs those orders at its Mount Sterling, Ill., DC, labeled by route and stop. The orders are palletized and shrinkwrapped by delivery route. When the Virtual Warehouse orders arrive at Robert's 750,000-square-foot Springfield distribution center, they can be cross-docked to the outbound delivery vehicles. (Deliveries are made by Robert's Foods' 17-vehicle private fleet.)
The system is virtually invisible to Robert's Foods' customers, who receive a single invoice and a unified shipment. "We just say, 'Here's our offering,'" Robert says.
Out of touch?
At this time, the Virtual Warehouse system, which has a 99-percent fill rate, can handle dry goods, refrigerated and frozen products, and perishables (though not variable-weight items). That's an undeniable advantage for Robert's Foods. Because his company is able to offer a broader range of products, Robert expects a 20-percent increase in his street business this year.
He expects efficiency gains as well. "One of the ways to take costs out of the distribution system is to eliminate touches," Robert says. "We averaged five touches for everything we had in inventory.We average two touches with the Virtual Warehouse."
The system has already allowed Robert to reduce his in-stock SKUs (stock-keeping units) by about 250 items. As he cuts back on those items—his slowest movers—he'll be able to devote more space in his facility to the fast movers, which normally ship in full pallets. Right now, the volume of goods delivered to Robert's Foods' customers through the Virtual Warehouse system is still relatively small—about 4 percent of the total cases shipped. But Robert says he would eventually like to get about 20 percent of his cases delivered through the Virtual Warehouse system, with the remaining 80 percent delivered in full-pallet loads from his DC's stock.
Robert believes the next big opportunity for the Virtual Warehouse will come when manufacturers —Dot Foods' suppliers—begin to realize what the system's all about."Our big challenge is educating the manufacturing community of the opportunity," he says. "Traditionally, manufacturers' reps or brokers spend a fair amount of time coming in and saying, 'What do we need to do to get into your warehouse?'" In the past, he says, he'd encourage them to get rid of the slow movers and liquidate the dead inventory. Now, he says, he can refocus their attention on creating demand for their products. "With the Virtual Warehouse, that whole inefficient part of the food supply chain disappears."
Businesses engaged in international trade face three major supply chain hurdles as they head into 2025: the disruptions caused by Chinese New Year (CNY), the looming threat of potential tariffs on foreign-made products that could be imposed by the incoming Trump Administration, and the unresolved contract negotiations between the International Longshoremen’s Association (ILA) and the U.S. Maritime Alliance (USMX), according to an analysis from trucking and logistics provider Averitt.
Each of those factors could lead to significant shipping delays, production slowdowns, and increased costs, Averitt said.
First, Chinese New Year 2025 begins on January 29, prompting factories across China and other regions to shut down for weeks, typically causing production to halt and freight demand to skyrocket. The ripple effects can range from increased shipping costs to extended lead times, disrupting even the most well-planned operations. To prepare for that event, shippers should place orders early, build inventory buffers, secure freight space in advance, diversify shipping modes, and communicate with logistics providers, Averitt said.
Second, new or increased tariffs on foreign-made goods could drive up the cost of imports, disrupt established supply chains, and create uncertainty in the marketplace. In turn, shippers may face freight rate volatility and capacity constraints as businesses rush to stockpile inventory ahead of tariff deadlines. To navigate these challenges, shippers should prepare advance shipments and inventory stockpiling, diversity sourcing, negotiate supplier agreements, explore domestic production, and leverage financial strategies.
Third, unresolved contract negotiations between the ILA and the USMX will come to a head by January 15, when the current contract expires. Labor action or strikes could cause severe disruptions at East and Gulf Coast ports, triggering widespread delays and bottlenecks across the supply chain. To prepare for the worst, shippers should adopt a similar strategy to the other potential January threats: collaborate early, secure freight, diversify supply chains, and monitor policy changes.
According to Averitt, companies can cushion the impact of all three challenges by deploying a seamless, end-to-end solution covering the entire path from customs clearance to final-mile delivery. That strategy can help businesses to store inventory closer to their customers, mitigate delays, and reduce costs associated with supply chain disruptions. And combined with proactive communication and real-time visibility tools, the approach allows companies to maintain control and keep their supply chains resilient in the face of global uncertainties, Averitt said.
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.
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."