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."
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.
Global trade will see a moderate rebound in 2025, likely growing by 3.6% in volume terms, helped by companies restocking and households renewing purchases of durable goods while reducing spending on services, according to a forecast from trade credit insurer Allianz Trade.
The end of the year for 2024 will also likely be supported by companies rushing to ship goods in anticipation of the higher tariffs likely to be imposed by the coming Trump administration, and other potential disruptions in the coming quarters, the report said.
However, that tailwind for global trade will likely shift to a headwind once the effects of a renewed but contained trade war are felt from the second half of 2025 and in full in 2026. As a result, Allianz Trade has throttled back its predictions, saying that global trade in volume will grow by 2.8% in 2025 (reduced by 0.2 percentage points vs. its previous forecast) and 2.3% in 2026 (reduced by 0.5 percentage points).
The same logic applies to Allianz Trade’s forecast for export prices in U.S. dollars, which the firm has now revised downward to predict growth reaching 2.3% in 2025 (reduced by 1.7 percentage points) and 4.1% in 2026 (reduced by 0.8 percentage points).
In the meantime, the rush to frontload imports into the U.S. is giving freight carriers an early Christmas present. According to Allianz Trade, data released last week showed Chinese exports rising by a robust 6.7% y/y in November. And imports of some consumer goods that have been threatened with a likely 25% tariff under the new Trump administration have outperformed even more, growing by nearly 20% y/y on average between July and September.