Baldwin Richardson Foods had both the computer capabilities and the processes needed to attain near-perfect inventory visibility. But one essential ingredient was missing.
James Cooke is a principal analyst with Nucleus Research in Boston, covering supply chain planning software. He was previously the editor of CSCMP?s Supply Chain Quarterly and a staff writer for DC Velocity.
With a sophisticated, multifunctional business management system to oversee its operations, Baldwin Richardson Foods appeared to have everything it needed to achieve world-class inventory control. Yet up until last year, the food manufacturer struggled mightily with inventory visibility issues. Though its system had the capacity to track the movement of raw materials and finished goods through the plant and DC and beyond, managers had learned not to put much store in the information it generated, which was often sadly out of date.
The problem lay not in the system itself—an enterprise resource planning (ERP) system that includes warehouse management capabilities among its many functions—but in the company's data entry process. Because the food producer's plant and DC lacked even the most basic automated data-collection technology, supervisors had to enter inventory data into the system manually. Although that worked well enough on good days, there were plenty of times—if someone was out sick, for instance—when the information wasn't updated immediately. As a result, the ERP system was often behind in its inventory records.
That might sound like a minor problem, but it was proving costly to the company, which makes ice cream as well as liquid food products like syrups, dessert toppings, dipping sauces, condiments, and specialty fillings for the baking industry. For one thing, the lack of up-to-date inventory information often resulted in unnecessary purchases of expensive ingredients like flavorings. Tracking flavorings has long been a sticky issue for Baldwin Richardson. Although flavorings come in 500-pound drums, only 10 pounds' worth of a given flavoring might be used in a particular batch of syrup or sauce. "When the flavoring was delivered to the plant, the entire drum was taken out of inventory," explains Craig Czajka, the company's IT manager, "and the system wouldn't show it as available until after the job closed out [which could be as many as six days later]. If it was needed for something else, we'd know we probably had it in stock, but we didn't really know or know how much."
The company was also paying a price in efficiency. In an effort to avoid running out of ingredients, which would lead to production stoppages, the food producer had begun taking full inventory counts every three to four months."We had to because we needed to verify what was happening on the floor,"says Czajka.With sales growing year over year, it was becoming clear that something had to change.
A piece of cake
Based in Frankfort, Ill., Baldwin Richardson was created when the Baldwin Ice Cream Co. purchased the Richardson Foods division of Quaker Oats in 1997. Although the company still makes ice cream (under the Baldwin brand), it now concentrates mainly on its liquid food product lines. Its customers include chain restaurants as well as some of the largest food manufacturers. One of its biggest clients is Kellogg Foods, for which Baldwin Richardson makes the fillings used in Nutri-Grain bars.
Though the actual food processing takes place at a factory in Macedon, N.Y., products are distributed from a DC in nearby Williamson, N.Y. The 100,000-square-foot Williamson facility holds most raw materials as well as finished products for outbound shipment to customers (the company is in the process of converting some of that space to manufacturing). A shuttle truck runs between the plant and distribution center, making a run almost every hour to deliver ingredients to the factory or finished products on pallets to the DC for storage and shipment. About 20 employees in three shifts work five days a week in the distribution center. On a light work day, Baldwin Richardson ships about 20 trucks' worth of product; on a heavy day, it ships out about 40.
Operations at the Williamson DC are overseen by the company's ERP system, which is the Ross Enterprise product suite from CDC Software. Along with managing warehouse and shipping activities, the ERP handles the company's financials as well as the supplier management, quality assurance, material requirements planning, and manufacturing functions. As Czajka puts it, "Our ERP system is everything to us—it runs the whole business."
Although Baldwin Richardson had looked into different bar-coding systems in the past, concerns about their compatibility with its ERP system had kept the company from moving ahead. But just over two years ago, Baldwin finally found a supplier that had the expertise it was looking for. In December 2005, it contracted with LXE Inc., a Norcross, Ga. based specialist in wireless systems, to devise a mobile computing solution.
After evaluating Baldwin Richardson's requirements, LXE came up with a design for a wireless network and mobile data collection system. For the data-collection units, LXE chose VX7 vehicle-mounted computers for forklifts and MX7 handheld computers for use by supervisors and others in the factory and warehouse. Both types of mobile computers are able to interact with the Ross ERP system, sending data back and forth on an 802.11 standard radio-frequency network.
As part of the installation, LXE conducted a site survey to determine the optimal locations for the wireless points in order to provide complete facility coverage. The mobile computers are always within a 40foot range of the antennas. LXE installed eight antennas in the plant—enough to cover the production floor and provide backup coverage in the event of a unit failure—and 12 in the distribution center. (When Baldwin Richardson recently converted some of the distribution space to manufacturing, it reduced the number of antennas to seven.) The wireless network began operating in June 2006 at both the factory and DC. "The wireless implementation was a piece of cake," says Czajka.
In conjunction with the wireless network installation, Baldwin Richardson bought a special bar-coding module for the ERP system. Reconfiguring the system to take advantage of the real-time data took almost a year to complete. Czajka notes that the software piece proved to be much more complicated than the wireless network installation.
Point and pick
In April 2007, the center began using the wireless data collection system to track finished goods in real time. One of the most visible results has been the elimination of the paper pick tickets used in the past. Today, the ERP system sends instructions to forklift truck drivers via their vehiclemounted computers. The list of items to be retrieved is displayed on the computer. To get started, the driver simply clicks on an item, and the computer tells him or her where the needed pallet is located.
The computer system now relies on the bar-coded data to track the status of inventory. When workers scan items as part of their putaway and picking routine, for example, the data are sent wirelessly to the computer, which allows the ERP system to update inventory and location. Workers also scan outgoing orders at the loading dock to make sure that orders are complete and accurate.
The bar-code scanning procedures also ensure that product codes and lot numbers are entered accurately into the computer system. The ERP system then uses this information to develop picking instructions in accordance with the company's first-in, first-out inventory management strategy.By issuing pick instructions based on expiration dates, the system helps minimize problems with out-of-date ingredients.
Wireless data collection has brought other benefits as well. "The system really reduces our paperwork," says Czajka. "Now everything is automatically time stamped and date stamped, with lot numbers and quantities recorded."
To help the workers adapt to the new approach, the company held special training sessions, often on Saturdays, that involved mock movements of product. The company trained some 60 people, including supervisors, in wireless data collection for both the warehouse and manufacturing operations. Czajka reports that training included instruction not just on how to use the system but also on how to fix mistakes.
Czajka says that the training was crucial to a successful implementation. "A lot of people had been here for 20 years and this was a culture change for them," he says. "If you didn't train them properly, we would have seen errors on the back side."
No more blind spots
How has the new wireless solution worked out? Baldwin Richardson Foods reports that the system has eliminated production blind spots, improved inventory control, and boosted productivity.
Take the order fulfillment process, for example. Today, warehouse workers work more efficiently than they did before the system was installed because they no longer have to fetch paper pick tickets every time they go to fill an order. In fact, the forklift drivers have picked up the task of printing out the shipping documents tendered to the truck driver—a task formerly handled by a warehouse documentation specialist.When the forklift driver goes to load a truck, he or she scans the pallet at the loading door, letting the computer system know that the product has been transferred. The driver then enters the shipment status into his or her computer and generates the documents. That frees up the shipping department workers who formerly checked loads and chased down paperwork to spend their time on other tasks.
Wireless data collection has also meant fewer shipping errors. Because the forklift driver checks the bar code on the pallets while loading the truck, the system can alert the operator if he or she is placing an incorrect item on the vehicle. "Because things are in real time, we can pick up on errors right away," says Czajka.
Up-to-the-minute status information on stock on hand in the DC has eliminated blind spots in inventory. Today, when a pallet with, say, 50 bags of salt is moved to the production area so that one of the bags can be used, it no longer drops out of sight in the inventory system. Even though the entire pallet has been taken out of inventory temporarily, managers can still check on its status."Because planning and purchasing can see that we have 49 bags left, we [know we] don't need to re-order," says Czajka.
In fact, now that it has a better handle on inventory, Baldwin Richardson Foods is considering the elimination of the annual two-day shutdowns to take physical inventory. "This might be our last year for doing physical inventories," says Czajka. "If the spot accounts meet the auditors' requirements, we will only do cycle counts."
Wireless data collection, moreover, has enabled the food producer to respond swiftly to potential problems."The wireless computers give us the ability to fix our problems faster," says Czajka. "Now we know within a few hours if something is wrong. Before, errors might not show up for days or even weeks after production, and by that time it's hard to track down what happened. Today our orders are more accurate, and our people are working more quickly."
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.