Technology that keeps the lines of communication open is helping consumer goods companies satisfy even their fussiest customers: the big box retailers.
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.
Supply chain information technology advocates used to boast that the information was almost more important than the shipment itself. You don't hear that claim much any more, but underlying it was an essential truth about supply chain management: Clear, accurate and timely communication between shippers and receivers is fundamental.
Nowhere is that more true than in the often prickly relationship between consumer packaged goods (CPG) companies and their retailer customers. Requirements placed on CPG companies by the Wal-Marts, Targets and other big box companies are becoming ever more onerous. Make a mistake on a shipment—deliver it late (or at the wrong time) or incomplete or with the wrong goods or with inaccurate documentation—and you risk not only losing the sale but also being slapped with a penalty.
For all the talk of collaboration, it's all too clear that the retailers are still calling the shots. But the CPG companies aren't wasting energy complaining about it. "Beating up on the big retailers is passé," says Thomas Bornemann, managing partner for Clarkston Consulting, which has a large consumer goods practice. "Whatever the initiative is, it has to be used internally to improve. Companies that embrace that idea are going to win."
Their victory will be achieved largely through a number of emerging technologies. Mike Dempsey, industry strategy leader for RedPrairie, a supply chain software systems provider, says, "The big point is changing distribution patterns."He says the pressure to reduce cycle times among retailers is throwing new demands on suppliers, primarily in the area of software.
"It ties back to globalization," he says. "Products are being manufactured on a worldwide basis. They are going to lower-cost labor markets. You have to create solutions that support those movements." Systems have to be developed to overcome the inherent contradiction between offshore sourcing and demands for shorter cycle times. "The primary way to mitigate it is through software technology and optimization tools," he says.
Bornemann is not persuaded that the offshore sourcing of consumer products is as widespread as is generally assumed—for the very reason that it's difficult to reconcile with demands for responsiveness."Outsourcing is not nearly as pervasive as people think because of that problem," he says. He reports that Procter & Gamble, for instance, will not outsource its core manufacturing because it's almost impossible to control.
Past perfect
The answer for CPGs is more actively collaborating with their customers, better understanding what they expect and making the exchange of information between the parties speedier and more accurate.
"We're seeing a new emphasis on customer intimacy," Bornemann says. What that means is that both CPG companies and the retailers see credibility as a two-way street, he explains.
For example, though retailers still demand the "perfect order"—one that's on time and complete and is accompanied by correct information —they're also willing to share performance information with their suppliers. That scorecard gives the CPG companies the information they need to dissect and solve problems.
Coty Inc. is one company that gleaned valuable performance and operating data from its customers' scorecards. A couple of years back, Coty and Clarkston developed a customer scorecard that measures Coty's performance from its customers' perspective. The goal of the scorecard was to improve those customers' satisfaction with Coty's performance, which would in turn reduce compliance fees charged by the retailers.
Coty implemented the scorecard with five customers last year and currently uses it with 15 customers. The metrics derived from the scorecard have allowed Coty to improve its order fill rates, reduce out-of-stock occurrences and eliminate order cancellations resulting from data errors, according to Clarkston. Coty has also increased the frequency of its advance shipping notifications (ASNs) to improve shipment visibility—a decision derived from what it learned from the scorecard reports.
The goals of greater accuracy and fewer penalties are closely connected with one of the more important trends by the CPGs. "One of the biggest drivers I am seeing is managing the customer as a profitable entity," Bornemann notes. Many suppliers to Wal-Mart, for instance, have established offices in the retail giant's home town of Bentonville, Ark. They offer something like one-stop shopping to Wal-Mart, taking consolidated orders for all Wal-Mart locations at that one point. Not only does that make life easier for Wal-Mart, Bornemann says, but it also allows the CPGs to handle the volume better.
Then there's the issue of getting goods to the retailers, often on short notice. That need to respond quickly has led many CPGs to regionalize their distribution centers in an attempt to get physically closer to the customer's final distribution point. "That makes it more difficult to manage," Bornemann acknowledges, "but they're getting control. We're continuing to see that trend. You have got to get closer; you have to be quicker."
Even then, short lead times are problematic, and they continue to force CPGs to keep finished-goods inventory levels high. Finished-goods inventory levels are as much or more about customer service than supply chain management effectiveness. "Finished-goods inventory won't go away until we get to a responsive supply chain and make to order," Bornemann says. "The next 10 years of supply chain will be focused on that.
"Information technology plays a big part in that," Bornemann continues. "With good IT, you can do things in seconds versus days. You can cut a lot of cycle time out. Also, you can collaborate much further up the chain."
The demands for visibility emerging from the retail sector are also driving some IT investment. John Fontanella, vice president, supply chain management at AMR Research, says, "A lot of CPGretailer communication is still via EDI or ASNs. But the retailers want to look further upstream."
Outside assistance
Related to that are two technological innovations that have evolved rapidly over the last two or three years: the WorldWide Retail Exchange (WWRE) and UCCnet.
The WWRE, which was started by a group of major retailers in 2000, aims to link suppliers and retailers in order to automate supply chain processes and thus reduce inefficiencies. It currently has 64 retail members and claims to have saved members more than $1 billion.While started by retailers, it operates as an independent company and neutral intermediary. WWRE, which has become a major business- to-business exchange in the retail marketplace, adds that its products include planning, negotiation, purchasing and logistics modules.
UCCnet, an offshoot of the Uniform Code Council, provides standards-based electronic commerce services, with an eye toward allowing participants to synchronize item information in 23 industries using the Internet. Founded in 1998 and launched in 2000, it now has more than 750 members, including 416 added during the first half of this year.
An example of UCCnet at work is communication between Kraft Foods and Shaw's Supermarkets, a New England grocer. In the past, each time Kraft launched a new product or changed product specifications, someone at Shaw's had to go in and manually update the grocer's systems. Using UCCnet technology, Kraft is able to send Shaw's data in XML (extensible markup language) form that allows the grocer to quickly update data on Kraft products in its ERP and other systems.
UCCnet says that studies by the Grocery Manufacturers of America, the Food Marketing Institute and UCCnet indicate that the technology's benefits could be substantial, including reductions in invoice discrepancies, reductions in product delivery errors, improved purchase order quality and better retail scanning accuracy.
UCCnet and WWRE are two of a number of related technologies that are creating the tools for development of what has been called intelligent response. "When you look at supply chain process management," Dempsey says, "you'll find there are really three elements to it. There's the data integration layer. Suppliers and retailers are integrating data. Once you get that, you begin to get visibility. Coupled with that is the event management level. Event management software is there today that can identify specific occurrences or lack of occurrences and provide information. Beyond that, the real purpose of visibility and event management is it can do what [consulting firm] Gartner [Group] called intelligent response. If you need to make better decisions about the supply chain, these systems provide data and you can arrange for a predetermined automatic response to events."
Engulfed by the radio wave?
The next major technology that will affect the relationship between CPGs and their customers is one that may not be new but has nonetheless received extraordinary attention over the last year—RFID.
Despite mandates by Wal-Mart and the Department of Defense for quick implementation of RFID systems, the trend may not take hold as quickly as some of the publicity might imply. "Overall, this industry knows that it will be quite a while—five to 10 years—before RFID tags that are both readable and writable will permeate this industry," Bornemann says. Part of the reason is the expense involved in implementing the technology—an estimated $2 million per DC or factory just for the hardware, he reports. And standard protocols are just on the verge of widespread adoption. Even so, companies are beginning to think about how to derive internal benefits from RFID technology.
"Customers of CPG companies are putting stakes in the ground mandating inclusion of tags in cases and pallets for their benefit," says Christopher Verheuvel, vice president of the retail group for Manugistics Group Inc., a large provider of supply chain software systems. Indeed, only last month,Wal-Mart reaffirmed its commitment to phasing in RFID throughout its distribution network in 2005, with a goal of having it completed by the end of 2006.
"The real question becomes, 'OK, Mr. CPG manufacturer, if you're going to invest, wouldn't you like to get some benefit, too?'" says Verheuvel. "We've started talking to CPG executives and they've faced the business reality of what their customers are asking."
He says that the RFID systems' efficiency in collecting accurate data is the key. "RFID allows you to respond more effectively," he says. "It's well known that CPGs carry excess inventory because they have to support the Wal-Marts against their service levers. The closer you can get to the execution, the less inventory you have to carry."
But the real test of RFID will be whether the benefits are widespread.Verheuvel thinks they will be. "There will always be integration issues," he says."More important are the business process issues. What is the value to the organization? You have to look at the cost of integration, the physical tags and readers, the business process costs. Then you have to make a decision. Is the tradeoff of a more nimble supply chain worth it? Almost always, the answer will be yes."
Verheuvel also believes that adoption of RFID will proceed faster than most observers are predicting. "Whenever you think item tagging will occur," he says, "it will happen sooner."
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."