Cutthroat competition in the grocery industry has left DC managers searching for faster and cheaper ways to get orders out. But their own performance standards may be holding them back.
Georges Bishop, Professional Engineer, is senior vice president of LXLI International Ltd. of Toronto, a firm specializing in scientific time management. He has taught courses in work measurement and methods at l'?cole Polytechnique de Montr?al and l'Universit? de Sherbrooke. He can be reached at (416) 621-9292, ext. 226.
Yves B?langer, Professional Engineer and Master of Professional Engineering, is vice president of LXLI. He can be reached at (416) 621- 9292, ext. 224.
A trip to get groceries isn't what it used to be. When you go to the supermarket these days, chances are you pick up a few non-food items along with the frozen peas and chicken parts: hair gel, a pack of batteries or maybe a pair of athletic socks. And chances are even better that you buy a lot of your groceries somewhere other than a supermarket. More and more Americans are picking up food items at drug stores, discount stores, wholesale clubs, convenience stores, and—most commonly of all— mega retail centers. Today, the nation's number one food retailer is not Safeway, Kroger or Albertson's; it's Wal-Mart.
The same winds of change that are sweeping through the grocery business are shaking things up one stop back in the grocery supply line, the distribution center. DCs are suddenly handling not just cases of canned goods, but also home electronics or cosmetics—and they're using new types of equipment and software to do it. At the same time, cutthroat competition has meant DC managers are getting slammed with demands to rev up efficiency (often with scant investment dollars).
But all too often they're still managing things the same old way with the same old labor standards—metrics that don't reflect changes in product mix or equipment. Operating with obsolete standards can actually inhibit productivity: Set the standards too low and performance will reflect that (and leave you overpaying for performance incentives). Raise the bar too high, and you're setting your staff up for failure. And if your standards apply only to direct labor (like order picking), you could be missing out on a huge opportunity to boost productivity among the growing proportion of employees who work in areas like clerical support, maintenance and cleaning.
For these and other reasons, a lot of DCs in the grocery industry are abandoning their rough "guesstimates" and historical labor standards in favor of engineered labor standards (ELS)—metrics developed by using engineering techniques to determine how much time it takes a qualified worker, working at a normal pace, to execute a specific task under certain conditions. Simply put, creating engineered standards means designing efficient work processes developed not through history (which could codify inefficient practices) but through time and motion studies. These metrics may be time consuming to develop, but the payoffs can be impressive.
Trimming the fat
Although not everyone's convinced there's a need for formal labor standards, we've yet to see a grocery DC that wouldn't be the better for crea ting ELS. Not too long ago, we were hired by a grocery chain to boost productivity at its DCs. As we worked our way down the chain, we encountered one holdout : A DC whose management team had negotiated with its workers to raise the previous average of 100 to 110 cases per hour up to 135, with an incentive for more. Now, some workers were pushing 160 to 170. Things couldn't get any better, the general manager argued.
Under pressure from the head office, the manager eventually opened the door to our team of industrial engineers, who had a pretty good idea of how to improve operations based on our experience with other DCs in this group. We first arranged for the staff to be trained in more efficient ways to pick cases, so that an average of 10 steps per case dropped to three. We also provided management training that emphasized the importance of making sure the DC was in top shape—with all equipment working—when the floor workers arrived each morning, as well as the importance of making sure each employee knew what he or she was expected to do, so they'd be productive from the moment their boots hit the DC floor.
Managers rose to the challenge and began to expect more from their direct reports, who in turn demonstrated their ability to do more. With no changes in equipment or layout, floor workers in this DC were soon processing 210 to 215 cases per hour—all for about seven days' worth of consulting time and some work from management. The overall project took 10 weeks to implement, with payback in less than two weeks.
This is not an isolated case. Introducing engineered labor standards to a grocery DC typically boosts productivity by 50 to 75 percent. Other potential benefits include less overtime and a reduced need for capital investments in equipment and facilities. With more efficient employees, we sometimes find we can eliminate the need to add another shift, and this saves on salaries for both hourly staff and management.
Food for thought
Given the complexity of developing engineered standards, it's no surprise that many times DC managers call in outside help. But all too often, the "experts" they bring in are less than qualified. How do you avoid that trap? Here are some things to watch out for:
Solutions that set the bar too low. In developing an ELS system, it's important to get things right from the start. If you set the standards too low, it's very difficult to change them later on. In many cases, we have found that unqualified advisors will do just that, in part because they want to avoid a challenge from the union.Make sure the consultant you hire has a good track record working with unions.If the candidate lacks credibility with unions, you could face a tough time when it comes to getting acceptance for the new standards from the floor.
Solutions that are light on the details. When you evaluate bids from consultants, look for a detailed proposal. A single-page proposal that is vague on the details could be a sign that the bidder has no real value to offer. Insist on a detailed plan.
You should also be wary if the advisor is unable to explain his or her plan in terms you can understand. That could be a signal that the bidder is unable to work through the process in a logical manner. Good advisors can provide a clear explanation of what they propose to do.
Solutions that call for hiring more people or buying more equipment. Some managers believe that if orders aren't being filled quickly enough, they need to hire more workers. By the same token, they think if the DC isn't clean enough, the best solution is to hire more staff.
That's not necessarily true. We recently worked with a DC that was close to being shut down because of sanitation and cleanliness issues even though it employed a cleaning staff of 25. Problem was, there was very little oversight. Once we developed an effective ELS system,this DC's cleanliness ratings soared even though the cleaning staff was reduced to 14. Sometimes, we've learned, hiring more janitorial employees doesn't guarantee a cleaner facility … just larger poker games!
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."
Businesses are cautiously optimistic as peak holiday shipping season draws near, with many anticipating year-over-year sales increases as they continue to battle challenging supply chain conditions.
That’s according to the DHL 2024 Peak Season Shipping Survey, released today by express shipping service provider DHL Express U.S. The company surveyed small and medium-sized enterprises (SMEs) to gauge their holiday business outlook compared to last year and found that a mix of optimism and “strategic caution” prevail ahead of this year’s peak.
Nearly half (48%) of the SMEs surveyed said they expect higher holiday sales compared to 2023, while 44% said they expect sales to remain on par with last year, and just 8% said they foresee a decline. Respondents said the main challenges to hitting those goals are supply chain problems (35%), inflation and fluctuating consumer demand (34%), staffing (16%), and inventory challenges (14%).
But respondents said they have strategies in place to tackle those issues. Many said they began preparing for holiday season earlier this year—with 45% saying they started planning in Q2 or earlier, up from 39% last year. Other strategies include expanding into international markets (35%) and leveraging holiday discounts (32%).
Sixty percent of respondents said they will prioritize personalized customer service as a way to enhance customer interactions and loyalty this year. Still others said they will invest in enhanced web and mobile experiences (23%) and eco-friendly practices (13%) to draw customers this holiday season.