Mauricio Ferreira of Kraft Foods Brazil says companies need to have a strong supply chain strategy if they want to take advantage of Latin America's fast-growing markets.
As someone who has spent much of his career managing supply chains in Latin America, Mauricio Ferreira, Latin America Supply Chain Director for Kraft Foods Brazil, is well-acquainted with the challenges and opportunities involved with manufacturing, sourcing, and distribution in that part of the world. In his current role, he heads up the food manufacturer's customer service, logistics, and planning functions.
Like many supply chain professionals in Latin America, Ferreira came to the profession with a background in engineering. He later earned a master's degree in business administration. Prior to joining Kraft, he worked at the consumer goods giant Unilever, beginning his career in plant maintenance and later overseeing manufacturing at a factory in São Paulo, Brazil. He continued to work in various positions for Unilever, including an assignment in Europe, and eventually became the supply chain planning director for Unilever Brazil. In 2009 he joined Kraft Foods Brazil as customer service and logistics director. At Kraft, he has led efforts to boost productivity and reduce inventory levels throughout the country.
Recently Ferreira has seen Latin America's fastgrowing consumer markets attracting companies from around the world. Indeed his own company, Kraft, is taking a careful look at how it can take advantage of economic and market growth there. But, as the CSCMP member explains in this interview with Editor James Cooke, growth creates both opportunities and challenges. Companies that want to succeed in Latin American markets must be fully aware of the unique conditions that affect supply chains in the region, he says.
What are the biggest challenges in running a supply chain operation serving Latin America?
In Latin America, the biggest challenge has to do with the fact that the economies are experiencing healthy growth. As a result of that growth and a lack of investment by Latin American countries, there are three roadblocks: an ill-prepared workforce, poor infrastructure, and a complicated business system with a lot of bureaucracy and dead-end processes that reduce supply chain efficiency. Although governments here have speeded up their efforts to make improvements, unfortunately, these are complex problems that will require time to fix.
The normal, day-to-day supply chain professional's agenda in Latin America is all about finding the right balance between urgent, pressing issues and long-term strategies. On the one hand, there are urgent matters that prevent the company from growing faster in the market. Examples include the import restrictions in Venezuela and the long lead times for adding production capacity in Brazil due to excessive demands for licenses and documentation. On the other hand, you need to build and put in place a strategy to support the sustainable development of your supply chain processes.
Name: Mauricio Giordano Ferreira Title: Latin America Supply Chain Director Organization: Kraft Foods Brazil
Education: Bachelor of Science in Mechanical Engineering, Faculdade de Engenharia Industrial (FEI); Master in Business Administration from Fundaçao Dom Cabral
Work history: Kraft Foods Brazil (customer service and logistics director); Unilever (supply chain planning director, Latin American supply chain director, Northeast operations director—Brazil, supply chain manager—England, manufacturing manager—Brazil)
CSCMP member since 2010
Brazilian Engineering Council since 1990
Is it possible to run a central distribution operation to serve all regions in Latin America? Or does a company have to maintain a distribution presence in each country?
It depends. Normally, in capital-intensive businesses, longer order lifecycles and lower transportation costs relative to the product cost permit you to set up a network that is centralized in one country. So, if you run a global sourcing unit for power generators, a luxury car plant, or an electronics supply chain, you can centralize distribution.
But if you run a consumer-goods supply chain, you need to have a well-balanced network of warehouses to reach your customers and consumers. You also must keep products close to the point of consumption for a number of reasons. For one thing, you need to keep products fresh to maintain quality, and that requires a short-reach, highly responsive supply chain. You also need an extensive supply chain to deal with the poor logistics infrastructure that can cause long lead times for fulfilling orders. The last reason to have a well-balanced network is to be able to serve both the modern and the traditional trade channels in this market. The latter channel reaches the street-vending activity (via direct selling or distributors) that has a strong presence here.
Would you advise using a third-party logistics company (3PL) to handle warehousing and shipping in Latin America, or would you contract directly with warehouse and transportation operators?
Kraft uses a 3PL in almost all of its operations in the region. However, there is a disproportionate number of companies that still run warehousing and transportation operations with no economies of scale. So this is a "greenfield" market for those [third-party logistics] operators that are willing to take the risk and come to do business in the region.
Are there trucking companies that can deliver products throughout Latin America? Or does one have to contract with a trucker to service a specific country or region?
Although it's possible [to use a single carrier], it is not the rule. The market for trucking companies is very fragmented, with only a couple dozen companies that have revenues exceeding US $1 billion dollars. The market fragmentation also drives a fiercely competitive battle that drives down rates. As a consequence, the trucking companies can make only modest investments in process improvements and advanced technologies that would enable them to develop and compete in international operations.
Moreover, the customs bureaucracy's time-consuming clearance process adds more complexity to this kind of operation. For example, there are regulations in place that prevent one truck from operating in multiple countries. So at certain times of the year, it's faster to drive a Brazilian truck to the Argentine border, switch the load to an Argentine truck, cross the border on that truck, and move the load to the final destination. The customs regulations are very volatile and change frequently based on the relationships between countries.
Are some locations or countries better than others for setting up a manufacturing plant because of lower labor, regulatory, or logistics costs?
There are some free trade areas that have been strategically developed to provide companies with competitive costs. For manufacturing, there are free trade areas in northern Mexico and some areas in the northeastern region of Brazil.
Competitive "shared service" capabilities can be found in Central America and parts of Brazil. These areas combine labor capacity and lower labor costs with tax incentives from governments, and they are situated in "easy to flow" locations for logistics. These places have been developed through agreements between the government and the investing company. As a result, it's possible for a company to receive better or worse [tax] incentives than its competitors. In Brazil, such incentives often depend on the period when you are negotiating. For example, this is a pre-election period, so you can get better incentives now. In a post-election period, you will be assessed the full rate because the new government needs more money.
There are specific zones, such as those for the automobile industry and the maquilas in Mexico, for electronics and motorcycles in the rain forest in northern Brazil, and for the consumer industry in northeastern Brazil. There are also shared-service centers in Costa Rica and for the global call-center industry in the Brazilian state of São Paulo.
One of your accomplishments at Kraft was generating impressive savings through improved delivery productivity. How did you achieve those results?
We have been very aggressive in pursuing an optimized supply chain operation. One of the most important activities we've focused on is choosing the right partners that will be able to join us in a "co-creative" journey to best-in-class operations. We need partners that are able to invest in the best talent, technology, and efficiency in the market—partners that can challenge our status quo and are not afraid to take risks together with us. The key factor in achieving success with our partners is to be very open in sharing business perspectives and our ultimate supply chain objectives.
Another important aspect [of our effort to achieve best-inclass operations] is to look outside our own walls. We are a huge consumer company, and there's a lot of knowledge spread around the world within the company and within our partners—academics, suppliers, customers, and even benchmarking peers in the industry. Our company's leaders have been able to create an "open mind" culture that generates continuous improvements and helps us to be a performancedriven organization. This has inspired us to do more sharing and learn faster.
What advice would you give a supply chain manager who has been asked to establish a supply chain in South America?
First of all, have a very strong strategy beforehand—that will be your compass. Second, the diversity of agendas and the challenges here have led to the development of many highcaliber supply chain professionals, and you should recruit the best talent you can afford.
There are a lot of roadblocks, such as infrastructure, government regulations, market practices, and "guerrilla" competitors that do not operate with a high standard of business ethics, so you need to know and learn the field fast. Also, you should be capable of raising the bar and running an operation with the highest standards, as that will result in a quick payback.
People here want to be successful. They are very creative and smart, and they are prepared to work hard. This is what makes us special: the emotional involvement and passion we add to everything we do. So, enjoy the ride!
Ron Marotta of Yusen Logistics listens to Rick DiMaio of Ace Hardware talk about the steps Ace is taking to keep its store stocked after Hurricane Helene and during the East and Gulf Coast Port Strike.
The East and Gulf Coast port strike was the top discussion point during a panel discussion of shippers and logistics providers at the Council of Supply Chain Management Professionals (CSCMP) annual EDGE Conference this morning. The session, which was supposed to be focused on providing an update to CSCMP’s “2024 State of Logistics Report,” quickly shifted to addressing the effect that the strike by nearly 50,000 dockworker at 36 ports in the Eastern half of the U.S. could have on supply chains.
“The seriousness of this action cannot to be taken lightly,” said Ron Marotta, vice president of the freight forwarder and supply chain service provider Yusen Logistics (America). “It has not happened since 1977. Our lives depend on sustaining a smooth global supply chain.”
Marotta warned that for every day that the ports were not open, it would take four to five days to recover from the impact. One added concern is how the port closures would affect recovery efforts for Hurricane Helene. “There’s a huge amount of item that would normally be replenished by importers and retailers,” Marotta said.
Rick DiMaio, executive vice president and chief supply chain officer, for Ace Hardware Corp., commented that the hardware retail cooperative was doing okay for now keeping stores in stock, although he did expect the company would be “chasing generators for awhile.” “But in this recovery phase [from the hurricane], we certainly don’t need a strike right now,” he said.
The port closure will also have a knock-on effect on other transportation modes. For example, Andy Moses, senior vice president of sales and solutions for logistics services provider Penske Logistics, expects to see some companies turn to air freight as a result of the strike. This will, in turn, cause air freight capacity to tighten up and rates to rise. Furthermore, the longer the ports are closed, the more likely inflation is to rise again, according to Moses.
Nor will the effects of the strike stop at the U.S. border, according to Marotta. Many Caribbean Island nations depend on food import from the U.S. that move through East Coast ports. Additionally, some medical supplies typically are exported through the ports to Europe.
On a positive note, however, many companies took actions earlier in the year to prepare themselves for a potential strike. Ammie McAsey, senior vice president of customer distribution experience for the pharmaceutical distributor McKesson, said the pharmaceutical industry has brought in enough extra inventory that there will not be a short-term impact on the U.S. health care system due to the strike.
Government intervention?
Marotta hopes that the U.S. government takes the step of invoking the Taft-Hartley Act to stop the strike and send the International Longshoremen’s Association (ILA) and the port management group, United States Maritime Alliance (USMX) back to the negotiation table. In 2002, for example, President George W. Bush used the Taft-Hartley Act to end an 11-day lockout of union workers at West Coast ports. President Joe Biden, however, told reporters on Sunday that he would not do this.
“I hope that cooler heads prevail and that the executive branch realizes that it’s not just a labor issue, it’s also a humanitarian issue,” Marotta said.
Confronted with the closed ports, most companies can either route their imports to standard East Coast destinations and wait for the strike to clear, or else re-route those containers to West Coast sites, incurring a three week delay for extra sailing time plus another week required to truck those goods back east, Ron said in an interview at the Council of Supply Chain Management Professionals (CSCMP)’s EDGE Conference in Nashville.
However, Uber Freight says its latest platform updates offer a series of mitigation options, including alternative routings, pre-booked allocation and volume during peak season, and providing daily visibility reports on shipments impacted by routings via U.S. east and gulf coast ports. And Ron said the company can also leverage its pool of some 2.3 million truck drivers who have downloaded its smartphone app, targeting them with freight hauling opportunities in the affected regions by pricing those loads “appropriately” through its surge-pricing model.
“If this [strike] continues a month, we will see severe disruptions,” Ron said. “So we can offer them alternatives. We say, if one door is closed, we can open another door? But even with that, there are no magic solutions.”
Turning around a failing warehouse operation demands a similar methodology to how emergency room doctors triage troubled patients at the hospital, a speaker said today in a session at the Council of Supply Chain Management Professionals (CSCMP)’s EDGE Conference in Nashville.
There are many reasons that a warehouse might start to miss its targets, such as a sudden volume increase or a new IT system implementation gone wrong, said Adri McCaskill, general manager for iPlan’s Warehouse Management business unit. But whatever the cause, the basic rescue strategy is the same: “Just like medicine, you do triage,” she said. “The most life-threatening problem we try to solve first. And only then, once we’ve stopped the bleeding, we can move on.”
In McCaskill’s comparison, just as a doctor might have to break some ribs through energetic CPR to get a patient’s heart beating again, a failing warehouse might need to recover by “breaking some ribs” in a business sense, such as making management changes or stock write-downs.
Once the business has made some stopgap solutions to “stop the bleeding,” it can proceed to a disciplined recovery, she said. And to reach their final goal, managers can use the classic tools of people, process, and technology to improve what she called the three most important key performance indicators (KPIs): on time in full (OTIF), inventory accuracy, and staff turnover.
CSCMP EDGE attendees gathered Tuesday afternoon for an update and outlook on the truckload (TL) market, which is on the upswing following the longest down cycle in recorded history. Kevin Adamik of RXO (formerly Coyote Logistics), offered an overview of truckload market cycles, highlighting major trends from the recent freight recession and providing an update on where the TL cycle is now.
EDGE 2024, sponsored by the Council of Supply Chain Management Professionals (CSCMP), is taking place this week in Nashville.
Citing data from the Coyote Curve index (which measures year-over-year changes in spot market rates) and other sources, Adamik outlined the dynamics of the TL market. He explained that the last cycle—which lasted from about 2019 to 2024—was longer than the typical three to four-year market cycle, marked by volatile conditions spurred by the Covid-19 pandemic. That cycle is behind us now, he said, adding that the market has reached equilibrium and is headed toward an inflationary environment.
Adamik also told attendees that he expects the new TL cycle to be marked by far less volatility, with a return to more typical conditions. And he offered a slate of supply and demand trends to note as the industry moves into the new cycle.
Supply trends include:
Carrier operating authorities are declining;
Employment in the trucking industry is declining;
Private fleets have expanded, but the expansion has stopped;
Truckload orders are falling.
Demand trends include:
Consumer spending is stable, but is still more service-centric and less goods-intensive;
After a steep decline, imports are on the rise;
Freight volumes have been sluggish but are showing signs of life.
CSCMP EDGE runs through Wednesday, October 2, at Nashville’s Gaylord Opryland Hotel & Resort.
The relationship between shippers and third-party logistics services providers (3PLs) is at the core of successful supply chain management—so getting that relationship right is vital. A panel of industry experts from both sides of the aisle weighed in on what it takes to create strong 3PL/shipper partnerships on day two of the CSCMP EDGE conference, being held this week in Nashville.
Trust, empathy, and transparency ranked high on the list of key elements required for success in all aspects of the partnership, but there are some specifics for each step of the journey. The panel recommended a handful of actions that should take place early on, including:
Establish relationships.
For 3PLs, understand and get to the heart of the shipper’s data.
Also for 3PLs: Understand the shipper’s reason for outsourcing to a 3PL, along with the shipper’s ultimate goals.
Understand company cultures and be sure they align.
Nurture long-term relationships with good communication.
For shippers, be transparent so that the 3PL fully understands your business.
And there are also some “non-negotiables” when it comes to managing the relationship:
3PLs must demonstrate their commitment to engaging with the shipper’s personnel.
3PLs must also demonstrate their commitment to process discipline, continuous improvement, and innovation.
Shippers should ensure that they understand the 3PL’s demonstrated implementation capabilities—ask to visit established clients.
Trust—which takes longer to establish than both sides may expect.
EDGE 2024 is sponsored by the Council of Supply Chain Management Professionals (CSCMP) and runs through Wednesday, October 2, at the Gaylord Opryland Resort & Convention Center in Nashville.