When a client needs a data analyst in Denver or a logistician in Luxembourg, IBM's revolutionary labor management system can dispatch the right person for the job at a moment's notice.
John Johnson joined the DC Velocity team in March 2004. A veteran business journalist, John has over a dozen years of experience covering the supply chain field, including time as chief editor of Warehousing Management. In addition, he has covered the venture capital community and previously was a sports reporter covering professional and collegiate sports in the Boston area. John served as senior editor and chief editor of DC Velocity until April 2008.
Just days before Hurricane Katrina slammed into the Gulf Coast, the phone rang at IBM's Global Services consulting division. On the line was a frantic caller who wanted 14 IBM consultants dispatched immediately to Baton Rouge, La.; Washington, D.C.; and several sites in South Carolina to help with disaster recovery plans. And the caller (a large publicly traded company and major IBM customer) didn't want just any consultants: It wanted specialists with expertise in data analysis, process improvement, logistics management and information management.
As recently as 18 months ago, IBM might not have been able to meet that request on such short notice. But this time, it was no problem. In less than 24 hours, the specialists requested were in place and ready to roll.
What allowed IBM to do that was a program launched last year known as the Workplace Management Initiative. WMI, as it's known, basically allows Big Blue to manage personnel the same way it manages its inventories of semiconductors and hard drives, albeit with one important difference: "We always remember that we're dealing with people, not parts," says Daniel Forno, vice president of labor optimization, IBM Integrated Supply Chain.
The project is still in the middle stages, but when the data entry is completed (most likely by the end of next year), IBM's computer system will contain a complete catalog of each of the nearly 200,000 consultants in its professional service division. Not only will it be able to instantly retrieve data on each employee's specialties and skills, but it will also be able to track workers' whereabouts so that it can automatically send the most suitable—and closest—consultant to meet its clients' requests. No longer will a logistics management specialist in Poughkeepsie be sent off to Sweden because no one was aware that an equally suitable candidate was just finishing up a job in Denmark.
Instant results
Buoyed by its success in recent years overhauling the various IBM divisions' supply chains (the corporation has reportedly shaved more than $20 billion in costs), IBM now hopes to achieve similar results in its growing service sector. (Just under half of IBM's $96 billion in 2004 sales came from its consulting organization.) "Much of what you see in a manufacturing supply chain, [such as] the value of aggregating inventory of parts so you don't have that extra cost ..., [also applies] in the people environment, and [the potential for savings is] very dramatic," says Forno. "This is a natural progression for us. We've been transforming our own physical supply chain for a number of years now. At this point, it's [a matter of taking what] we did with [the] regular supply chain and applying it to our labor force."
For this task, IBM has taken its cues from its inventory management experts. First, it created a uniform taxonomy for classifying consultants' expertise systemwide (in the past, each division had its own system for tracking employees' skills). Just as IBM's stock management system knows exactly which components are in stock in a specific location, its WMI system will have comparable types of information on employees once the WMI data entry work is completed. Employee profiles will contain such information as the person's primary area of expertise, secondary area of expertise and whether that employee's primary skills lie in technical expertise or leadership.
Automation has done wonders for the operation's efficiency, says Forno. "Prior to starting down this path, we could spend a month looking for a single resource and not find it until that requirement escalated all the way up to management. Now it's happening in minutes."
What's more, the company reports a noticeable improvement in its forecasting. "We're using statistical forecasting with complicated algorithms [to determine] the most efficient way to meet demand," Forno says. The complexities of managing a workforce that's in constant motion (and whose skills profiles are constantly in flux) might defeat a human being, he points out, but they're nothing to a computer. "[A]ll of this is being built into the algorithms that drive the demand forecasting for human resources," Forno says. "This helps us to keep our human resource inventory where we want it to be by using sophisticated science instead of guesstimating."
Of course, right now it's still a work in progress. The program began as a pilot concept in 2004. In the months since, IBM has entered the profiles of about 40,000 of its associates into its Professional Marketplace, the name given to the system that tracks employees and their skill sets. By the end of 2006, Forno expects that IBM will have accumulated close to 250,000 profiles, meaning that it will be able to identify service professionals for project assignments instantaneously.
Preserving the human capital
Though the program is still in its infancy, the company is already reaping the benefits. IBM reports that it has saved nearly $2.5 billion from the WMI so far, and it expects to save billions more once the program is fully up and running.
To begin with, IBM estimates that it has already reduced its reliance on expensive outside contractors by up to 7 percent. Furthermore, the utilization rate—the amount of time that consultants spend on billable tasks—has soared.
The program has also increased customer satisfaction. These days, the consultants dispatched to lead projects are more likely to have the exact qualifications requested by the client than might have been the case in the past. They also arrive at their assignments more quickly. The payoff can be measured in more than goodwill. According to Navi Radjou, a vice president at Forrester Research, IBM has discovered that for each point of improvement in its customers' satisfaction, it can expect annual revenue to grow by up to $3 billion.
Though it's impossible to quantify, employee morale and quality of life have soared, the company reports. Because the system closely monitors consultants' whereabouts, it knows which employees have been on the road and need a rest. "The system is smart enough to know that if an employee has flown from San Francisco to Paris to Hong Kong, it should put [him or her] on the bench and not fly the person anywhere for a couple of weeks," says Forno. "Instead, we can assign another resource who is just as skilled and just as qualified, so we don't wear out our consultants."
Despite the tremendous internal benefits, the labor management program's biggest payoff may lie in the eventual commercialization of the system for use by IBM's clients. Customers who have gotten word of the program are already inquiring about when it may become available. Eventually, IBM hopes to employ the system for use in government agencies like the Department of Defense and private-sector companies with large workforces. "We've been working all along with the idea that there is commercial value to what we're doing," says Forno. "At the end of the discussions that I've had with customers, they are prepared to buy what we're selling immediately."
One particular benefit down the road could be addressing the looming labor shortage. By the year 2025, 25 percent of the nation's workforce—nearly 86 million people—will reach retirement age, resulting in a potentially crippling corporate brain drain. IBM expects that its WMI program will help both IBM itself and its clients plan for the mass exodus.
With the labor management system in place, says Forno, "we'll know when [the shortage is going to hit] and we can plan our supply against demand and be proactive instead of reactive. You need to ... know what kinds of skills and talents are going to be walking out the door because of retirement [so that] you can replenish them and work with universities to recruit [new people]. You'll need to have a good handle on what your skills are ... to do that. Companies that don't have a good handle on supply and demand will be facing some significant difficulties."
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.
A Canadian startup that provides AI-powered logistics solutions has gained $5.5 million in seed funding to support its concept of creating a digital platform for global trade, according to Toronto-based Starboard.
The round was led by Eclipse, with participation from previous backers Garuda Ventures and Everywhere Ventures. The firm says it will use its new backing to expand its engineering team in Toronto and accelerate its AI-driven product development to simplify supply chain complexities.
According to Starboard, the logistics industry is under immense pressure to adapt to the growing complexity of global trade, which has hit recent hurdles such as the strike at U.S. east and gulf coast ports. That situation calls for innovative solutions to streamline operations and reduce costs for operators.
As a potential solution, Starboard offers its flagship product, which it defines as an AI-based transportation management system (TMS) and rate management system that helps mid-sized freight forwarders operate more efficiently and win more business. More broadly, Starboard says it is building the virtual infrastructure for global trade, allowing freight companies to leverage AI and machine learning to optimize operations such as processing shipments in real time, reconciling invoices, and following up on payments.
"This investment is a pivotal step in our mission to unlock the power of AI for our customers," said Sumeet Trehan, Co-Founder and CEO of Starboard. "Global trade has long been plagued by inefficiencies that drive up costs and reduce competitiveness. Our platform is designed to empower SMB freight forwarders—the backbone of more than $20 trillion in global trade and $1 trillion in logistics spend—with the tools they need to thrive in this complex ecosystem."