Several years of double-digit growth left Frozen Gourmet, a small California frozen food distributor, scrambling to keep tabs on inventory. Then it learned about a promising—but untried—new solution.
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.
Three years ago, California-based distributor Frozen Gourmet Inc. found itself facing the classic small business growth challenge, at least where its warehouse operations were concerned. In the past decade, the distributor's sales had grown 80 percent—a welcome development, to be sure, but one that left the company struggling to keep track of its fast-moving inventory. As volume grew, the inadequacies of its manual tracking system became increasingly apparent, often in the form of stock-outs and other inventory errors. Yet the operation was still too small to justify an expensive warehouse management system (WMS).
But luck was on the distributor's side. At about that time, a supplier tipped it off to a possible solution— one that had just recently been introduced to the market. The solution promised to give Frozen Gourmet the inventory-tracking capabilities it needed—and at a relatively modest cost.
The solution in question was an "on-demand" WMS recently brought to market by San Francisco-based SmartTurn Inc. Like the warehouse management systems big companies have been using for years, this new solution was designed to automate warehouse processes and provide real-time inventory visibility. But there was one important difference: the method of delivery. Instead of buying a costly software license and installing the program on its own servers, Frozen Gourmet would be able to "rent" the Web-based WMS for a modest monthly fee. The vendor would host and maintain the application on its own servers, and deliver it over the Internet. There would be no hardware to buy, no software to install, and no IT staff to maintain.
In the end, the prospective advantages proved too much to resist. Frozen Gourmet signed on to become one of SmartTurn's first customers.
Fast turnaround
Although they're marketed to companies of all sizes, on-demand WMS applications are best suited to simple to moderately complex operations that do not rely heavily on automation—a profile that Frozen Gourmet fits to a T. The Redding, Calif.-based distributor employs just 25 people and is strictly a regional operation, distributing frozen goods to major grocery stores, convenience stores, and mom-and-pop stores in a territory that stretches from California's northern border with Oregon to Yuba City, Calif., 200 miles to the south. The distributor mostly handles Dreyer's Grand Ice Cream Holdings products, which include the Nestlé and Häagen-Dazs brands. In addition to ice cream, Frozen Gourmet distributes frozen pizza, carrying Kraft Pizza Co.'s Tombstone and DiGiorno lines.
Distribution at Frozen Gourmet follows a pretty straightforward process. Suppliers ship merchandise in truckload quantities to the distributor's 10,000-square-foot warehouse in Redding, which holds about 175 mixed-load pallets in two-level rack storage at a temperature of minus 20 degrees. There, a crew of eight warehouse employees receive, pick, and ship products in two shifts.
Workers fill orders by selecting boxes from the pallets and then loading the boxes on transport racks (each rack is designated for a specific store). They then load the transport racks onto the route trucks. The company makes deliveries at night using its 10-vehicle private fleet.
Although Frozen Gourmet's operation is relatively uncomplicated, it's a fast-paced process. Inventory turns are high, with 80 percent of the warehouse stock turning each week, according to David McDaniel, the company's warehouse manager. In the past, keeping track of all of that fast-moving inventory was something of a nightmare—for example, if the distributor wanted to check on product availability, it often had to resort to walk-around checks. So when a manager at Dreyer's mentioned the SmartTurn solution, Frozen Gourmet was ready to listen.
The ins and outs
Today, there's no longer any confusion about what's on hand in the warehouse. The WMS automatically keeps tabs on what goods have arrived and what's been shipped. "I now have daily visibility into inventory status," says McDaniel.
The WMS also keeps an updated record of what inventory items have been allocated to specific orders, so the distributor always has current information on actual product availability. The WMS tracks orders by interfacing with the company's existing Direct Store Delivery (DSD) application, which functions like an order management system. As they make their rounds, salesmen or "pre-writers" record orders from their grocery and convenience store customers on handheld computers, downloading those orders into the DSD at the end of the day. At the same time, the route drivers who service mom-and-pop stores are out replenishing their customers' stocks with product from the back of their trucks, recording the transactions on their handheld devices for later DSD download. The DSD outputs the customer orders into an Excel spreadsheet that's imported into the on-demand WMS.
On the inbound side, the on-demand WMS maintains an automatic record of warehouse stock based on the information workers enter as goods arrive. It has also allowed the company to automate its purchasing process. In the past, McDaniel faxed orders to Dreyer's in Bakersfield, Calif., or Kraft Pizza Co. in Little Chute, Wis. But that sometimes led to errors, particularly with the Dreyer's orders. Frozen Gourmet and Dreyer's use different item numbers for products (Frozen Gourmet uses a six-digit code, while Dreyer's uses a four-digit one). That meant that whenever he placed an order with Dreyer's, McDaniel had to look up the corresponding numbers in a Dreyer's catalog. "If I made a mistake, I [ended up] getting something I didn't want," he says.
Nowadays, the WMS issues the purchase orders, automatically translating Frozen Gourmet's item numbers into the corresponding Dreyer's numbers. After it generates a purchase order, the WMS e-mails it to a supplier. "It's much easier than writing everything down and faxing it," McDaniel says.
When the merchandise arrives at the Redding facility, workers use a copy of that purchase order to verify receipt of the merchandise. They then enter the receipt information into the WMS, and the cycle begins again.
High visibility
Since it began using the on-demand WMS, Frozen Gourmet has seen stock-outs decline, even during the peak summer season. The distributor also is able to respond to queries about product availability more quickly and with greater confidence. And there's no longer any need to send someone into the minus 20-degree freezer to do a walk-around inventory check.
Now, all McDaniel has to do is type a product code into the WMS. "If there's going to be a big sale and someone asks, 'Do you have enough?'" he says, "I can look in [the WMS] and see I have this much on hand and this much on order, so I'm going to be OK."
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."