Ron Hounsell is director of logistics services for Cadre Technologies, a Denver-based developer of fulfillment systems. He provides the company with analytical, consulting and project management services.
Kelley and Hounsell are authors of the book Warehouse Productivity, a detailed description of Simplified Gainsharing (for information visit www.distributiongroup.com and www.gainshares.com).
Even by the standards of one of the nation's biggest and best-performing DCs, Pete, a slender fellow sporting a gray ponytail, has become something of a legend. Pete is an order picker, picking pipe— 20-foot lengths of PVC, copper, and other pipe—eight hours a day, five days a week for shipment to hardware stores in the True Value, Servistar and Coast to Coast Hardware co-operatives (all of which operate under the umbrella of True Value Hardware). What makes him stand out, even in a DC noted for its high productivity, is that Pete regularly clocks in at more than 200 percent of the performance standard for his position and department. He has literally doubled the picking productivity of the pipe department, picking volumes of product that used to require two or three employees.
What does Pete gain from this? For one thing, a huge boost in his hourly pay. Pete is an all-star participant in the company's Simplified Gainsharing program, an incentive system that rewards DC workers for exceeding productivity standards by upping their hourly wages. The harder an employee works, the more he or she can earn, with no upward limit. And it's not just the worker who benefits. For the employer, the payoff is a big leap in productivity and reduced employee headcount.
True Value's program, now more than five years old, has been implemented in 16 DCs in three distribution networks, both union and non-union facilities, around the country. Though participation is voluntary, the majority of the 1,200 employees who work in the True Value DCs take part in this program today. The advantage to the employees is obvious: the opportunity to earn higher wages. But the company has also come out way ahead. In the program's first five years alone, the DCs have seen a triple-digit reduction in full-time equivalent employees (FTEs) and a savings of several millions of dollars annually. Turnover has dropped by a whopping 87 percent, while quality has improved by 40 percent.
Simplify, simplify
True Value's Simplified Gainsharing program was born out of the company's frustration with traditional gainsharing, which it found to be complicated, difficult to implement and time consuming. Simplified Gainsharing, by contrast, is a snap to administer and has virtually no drawbacks. It's decidedly low tech, it takes as little as five weeks to implement, and it's compatible with whatever is already in place on site—labor management software, engineered standards, historical averages, pegged rates or all of the above. And unlike automation or engineered standards, Simplified Gainsharing requires very little startup capital, which means payback is typically achieved in well under a year.
But more to the point, Simplified Gainsharing is simple to understand and administer. The basic idea is to reward workers with a higher hourly wage for exceeding standards. That extra pay is calculated as a percentage of what the productivity gain is worth to the company. For example, a company might offer workers who are already earning $10 an hour a 25-cent increase in their hourly wage the following month if they exceed performance standards by 10 percent. If they perform at 10 percent above standard, they're worth $11 per hour to the company. If the company's benefits average 30 percent of labor costs, a 10-percent per-hour productivity gain is really worth $11.30 to the company. So for the $1.30 increase on the first 10-percent gain, the company pays the worker 25 cents and the company profits $1.05.
But the benefits to the company don't end with its percentage of the gainshare; there are indirect benefits as well. Because workers become more productive over time, eventually fewer workers will be needed. As the workforce headcount drops, the least skilled and least productive portion of the group disappears, either through attrition or because those folks become better workers. In either case, it's not long before the facility's workforce is performing at levels that are well above what you'd find in the typical workforce in the area.
Similarly, because those employees are more satisfied with their jobs (not to mention more highly compensated), retention levels are higher. That adds up to big savings too. Although estimates vary, turnover costs are often put at around $4,000 per person, which means a 10-percent turnover rate would cost a company that employs 1,000 workers $400,000 annually. With Simplified Gainsharing, turnover plummets, and those costs disappear.
Looking beyond the arithmetic, what makes Simplified Gainsharing work is its simplicity and its implicit acknowledgment that workers and managers see the world differently. For the typical manager, there are never enough hours in a day to accomplish what he or she wants. For most warehouse workers, however, time tends to drag—the tasks are repetitive, which means that for most, the goal is just to get through the day. Simplified Gainsharing takes that into account and aligns the interests and goals of workers with those of management. As Pete would say, "Have a goal, and waste no time."
Leveraging "buyouts"
While the incentive program in theory has no upper limits, the reality is that sometimes adjustments are necessary. For example, the addition of new technology, changes in the external market or improved skill levels can render initial metrics obsolete. That's where "buyouts" come in.
Buyouts are the Simplified Gainsharing program's mechanism for adjusting metrics as the program matures. They are a safe, fair way to gain the broad consensus needed to raise the bar while overcoming employees' fears that the program is a backdoor way to raise the productivity standards against which they'll be measured.
Managers typically initiate the buyout process by approaching the top-performing workers (the program's "banshees") to explain that management would like to raise the bar and is prepared to offer a one-time lump sum payment to do so. Any employees who have not done so are granted a specific grace period in which to raise their performance to the new minimum level. Word soon spreads among the group that a buyout is available. But a change is made only when details have been communicated to all affected workers and everybody has agreed that the plan is acceptable. This illustrates one of the cardinal rules of Simplified Gainsharing: No one gets hurt by Gainsharing.
Although this approach may take longer than might seem strictly necessary, to charge ahead without gaining a consensus would be to court disaster. In instances where minimum rates have been changed by management without this consensus, trust was eroded and the program soon collapsed entirely.
One word of caution: Don't be too anxious to implement buyouts. The perception of trust and fairness among the workers is an essential ingredient for success. Being too aggressive in seeking to raise the bar will compromise that perception. The short-term gains realized by rushing a buyout simply aren't worth the risks of undermining workers' confidence. And considering that two-thirds of every dollar saved already accrues to the company, there's no point to rushing the buyout process.
Sharing the wealth
Though the savings are potentially limitless, there obviously will come a time when the facility has pretty much maxed out on productivity improvements. What happens then? Can a typical DC network really expect to keep saving money over time?
Indeed it can. Exhibit A shows representative savings by type for a typical distribution network with 1,000 employees over the first four years. You'll note that the source of the biggest savings varies from year to year. For example, savings from attrition will surge in years two and three and then level off. Likewise, the savings from productivity improvements tend to peak in the second year and then decline as the program matures. Savings sparked by the buyout process, however, will continue to accrue. In this case, buyout-related savings grew three-fold between years two and four. These savings recur for the indefinite future.
Whatever their source, the savings clearly add up to big money. All told, the accumulated total savings from this prototype model organization have exceeded $24 million in just four years.
That may sound highly improbable, yet several DCs we know of are achieving results in line with those projections on a regular basis. One typical moderate-sized facility that adopted Simplified Gainsharing paid out more than $300,000 in gainshares in the program's second year alone. The productivity improvements that generated those employee incentives saved 66,800 hours. For the company, net savings exceeded $1,000,000.
Another particularly high-performing facility in that same company's network was able to reduce its headcount by 144 FTEs in five years' time, with a savings of $5.3 million. These gains were achieved in a context where inbound and outbound volumes remained essentially the same. Truly, more is being done with less.
Finally, it's important to point out that in the model cited above, savings per FTE are conservatively estimated at $2,500 annually. However, today, many companies are finding that the savings actually run to nearly three times that rate. What portion of that savings could be yours? All indications are that it's a large figure—and the sky's the limit.
before you start ...
You won't need a five-inch thick procedural manual to implement a Simplified Gainsharing program. But there are some things you can do to ensure a smooth rollout. Here are some tips:
Make the program plug and play. It's crucial that the program be simple to understand and easy to implement. Complexity is the most common reason why gainsharing schemes fail. All you really need to do is set the measures for performance (or validate existing metrics) and establish an effective reporting process. Then communicate the program essentials to all employees and begin.
Focus on the individual. Design the incentives for the individual worker wherever possible, not for teams or the entire workforce.
Build in a sliding scale for compensation based on performance, but don't place any caps or limits on what workers can earn. For example, you might offer workers an extra 25 cents per hour if they exceed the standard by 10 percent, 50 cents an hour if they exceed it by 15 percent, 75 cents an hour if they exceed it by 20 percent, and so on.
Pay out incentives as an hourly wage rate for the following month, not as a lump sum.
To get finance and accounting people on board, show them the math. They'll initially be reluctant to endorse "unlimited" compensation. But once you demonstrate that the company will retain two-thirds of the savings, they'll begin to see the size of the opportunity.
Talk to both human resources and the legal department before you start to make sure that all elements of the program comply with company policies and the terms of any legal or contractual obligations.
Get the local facility management team involved. For Simplified Gainsharing to succeed, both managers and line supervisors must also participate in the benefits that hourly employees qualify for. While the payout may be different for salaried staff, recognition should be monthly and linked to accomplishments, just as it is for hourly workers.
Implementation is most effective when it's done one facility at a time. Within the facility, it's sometimes prudent to begin with a single department, but that will vary by site. Keep the lines of communication open. Once the program is under way, supervisors should communicate with hourly workers daily—answering questions, reminding workers where they stand, offering suggestions and feedback to help people qualify, and extending congratulations as individuals attain higher performance levels.
Make the program available to as many associates as possible. The perception of fairness and value is directly linked to workers' opportunity to participate.
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."