Promises of quick payback never fail to grab management's attention. But when it comes to selling your great idea, don't underestimate the power of the "soft" returns.
David Maloney has been a journalist for more than 35 years and is currently the group editorial director for DC Velocity and Supply Chain Quarterly magazines. In this role, he is responsible for the editorial content of both brands of Agile Business Media. Dave joined DC Velocity in April of 2004. Prior to that, he was a senior editor for Modern Materials Handling magazine. Dave also has extensive experience as a broadcast journalist. Before writing for supply chain publications, he was a journalist, television producer and director in Pittsburgh. Dave combines a background of reporting on logistics with his video production experience to bring new opportunities to DC Velocity readers, including web videos highlighting top distribution and logistics facilities, webcasts and other cross-media projects. He continues to live and work in the Pittsburgh area.
Ten years ago, Sandford Grossman says, a project manager's job was much easier when it came to getting a new venture under way. In those days, he'd basically decide what equipment he'd need, run his request through a brief approval process and set the acquisition in motion. Today, however, it's a far different story. Before they get even preliminary approval, managers can expect to field a lot of questions about the project's expected payback period. And that's not just true of private corporations. Nowadays, even the federal government demands to know what sort of return on investment (ROI) each project will bring.
Take the assignment Grossman was recently handed: choosing a new warehouse management system (WMS) to replace legacy software at the Herndon, Va., distribution center run by SOC Enterprises. (SOC Enterprises, where Grossman works as a project manager, is the literature distribution arm of the government's Agency for Healthcare Research and Quality.) Besides figuring out which WMS fits best with the agency's enterprise system and material handling design, Grossman and his consultant, Ernie Schell of Marketing Systems Analysis, found they had another non-negotiable requirement to meet: the software they chose would have to pay for itself in three years (a requirement that was later trimmed to two years).
It's not that Grossman doesn't appreciate the need to make the ROI case. "When you can put the dollars and the time for a project to pay for itself in front of management, [that] takes the bite out of it," he says. Still, documenting the projected financial benefits of a new WMS hasn't been easy. What has helped, Grossman says, is that he's been able to identify all kinds of compelling "extras" additional benefits that don't necessarily factor into the ROI equation but nonetheless bolster his case. For starters, he's been able to convince management that a new WMS will allow the facility to use its labor better and increase its through put. "It also gives us a great deal of upward mobility, such as RF, inventory control and greater operating efficiencies," says Grossman. These kinds of benefits are tough to quantify, which means they rarely make it onto the official spreadsheet. But they still can have a significant impact on a project's return.
ROI's still king
In 2005, it seems, obtaining approval to buy technology or equipment has become a numbers game. "Companies are tightening the belts on what they spend on new equipment. They're investigating their options more [thoroughly]," says David Kumle of DLK Consulting in Kirkland, Wash. "Return on investment remains the driving force of any project."
For a lucky few, it's a slam-dunk. Take, for example, a regional LTL trucking company in Wisconsin that loads 90 to 95 percent of its freight using forklifts. Several years ago, a manager noticed that the trucker's customer billing failed to reflect actual weights and recommended that the carrier invest in 20 forklift scales that would allow it to bill more accurately. Given that the projected return could be measured in days, not months (the scales paid for themselves in only 45 days), his recommendation sailed through the approval process, reports Marc Mitchell of Enterprise Information Solutions, a company that served as a consultant on the project.
But most managers don't have it so easy. Often, the more compelling case is not to be found in the "hard" (quantitative) returns, but in the "soft" (qualitative) benefits. "You have the hard economics, which are shown in a quantitative analysis, but then you have a qualitative analysis. How is this going to [improve] our customer service? Is this option going to be easier to implement?" says Dale Harmelink, a partner in Tompkins Associates, a supply chain consulting firm based in Raleigh, N.C.
Typical qualitative improvements include better labor utilization, ease of training and improved accuracy. For example, a new storage project might result in better cube utilization, a smaller footprint or easier access to product. Installation of a new transportation management system might lead to improved freight billing, better route management and denser loads all very real improvements, albeit tough to quantify. For that reason, the soft ROI is usually a "trust me" sell to management, says Mitchell. And though he doesn't discount the soft benefits, he recommends that project managers concentrate first on those things that can be more easily quantified. "You should make your decisions on hard ROI," he says. "Then if the soft comes, that's just gravy."
Running the numbers
Questions of hard or soft returns aside, how do you go about calculating ROI? A good place to start is with the software or equipment's vendor. An experienced vendor is likely to have a good idea of what kinds of returns its customers can expect. Once you have that estimate in hand, schedule a meeting with your corporation's CFO to determine how the company analyzes costs. You'll need to find out how it calculates projected tax rates, inflation, inventory carrying costs, labor costs going forward, salvage value, borrowing costs and depreciation. Depreciation alone can have a big impact on a project's ROI. For example, a rack-supported building that is considered to be equipment can be fully depreciated in as little as seven years a fraction of the depreciation period for a traditional structure.
The ROI calculation should include both initial investment costs and annual operating expense. Figure on spending 10 to 12 percent of the initial cost for ongoing support and maintenance, depending on whether support will be provided by the internal staff or by an outside contractor. If the project involves hardware, the calculation should also include a repair parts inventory as well as costs for storing those parts. If the project requires a software upgrade, be sure to include the cost of integrating the package into the legacy systems.
Above all, take the long view when you run the numbers. Companies whose calculations focus strictly on payback will get a distorted picture of the ROI. Instead, your calculations should reflect any savings that will continue to accumulate even after the software or equipment has paid for itself."It's not just how long it takes to recoup the investment," says Mitchell, "but how much you'll save after the investment is recouped."
before you make the pitch …
Even the best idea will go nowhere if you can't provide the CFO with a clear idea of the project's payback period. But delivering a successful pitch is about more than just identifying the projected return; it's also about conducting a sound analysis and making a strong presentation. Here are some tips for getting it right from the start.
Consider all the options. It's a rare problem that has only one solution. Make sure you consider all the alternatives. If you're looking for a new way to move products, for example, restricting your focus to conveyors could cause you to miss out on an excellent opportunity to use automatic guided vehicles. And focusing solely on a pick-to-light system to boost productivity could cause you to overlook a chance to try voice technology or an RF (radio-frequency) system. After you've weighed the advantages and disadvantages of each option, it's time to narrow the field to three or four possible solutions for more detailed investigation. Remember that your cost comparisons should include the cost of operations if they were to remain unchanged and, if applicable, the cost of outsourcing the task under review.
Plan for the future, not for the present. "Don't box yourself into a corner. You need flexibility if your business or customer requirements change. Make sure you have the equipment and space to adjust," urges Dale Harmelink of Tompkins Associates.
Resist the temptation to take shortcuts. Be sure your presentation includes all the various options considered in your analysis, including the expected costs of each and the payback expected. Also point out how inaction or delayed action may affect future operations.
Have your figures at hand. Review the full installation costs and offer recommendations for when any installation work should be performed. The last thing you want to do is cripple your operations by transitioning to a new system during peak season.
Show how each proposal affects labor needs. Is the current staff sufficient to operate new equipment? Is additional training necessary? How much ramp-up time will be required for your operation to achieve peak efficiency?
The way that shippers and carriers classify loads of less than truckload (LTL) freight to determine delivery rates is set to change in 2025 for the first time in decades, introducing a new approach that is designed to support more standardized practices.
But the transition may take some time. Businesses throughout the logistics sector will be affected by the transition, since the NMFC is a critical tool for setting prices that is used daily by transportation providers, trucking fleets, third party logistics providers (3PLs), and freight brokers.
For example, the current system creates 18 classes of freight that are identified by numbers from 50 to 500, according to a blog post by Nolan Transportation Group (NTG). Lower classed freight costs less to ship, ranging from basic goods that fit on a standard shrink-wrapped 4X4 pallet (class 50) up to highly valuable or delicate items such as bags of gold dust or boxes of ping pong balls (class 500).
In the future, that system will be streamlined by four new features, NMFTA said:
standardized density scale for LTL freight with no handling, stowability, and liability issues,
unique identifiers for freight with special handling, stowability, or liability needs,
condensed and modernized commodity listings, and
improved usability of the ClassIT classification tool.
The new changes look to simplify the classification by grouping similar articles together and assigning most classes based solely on density – the most measurable of the four characteristics, he said. Exceptions will be handled separately, adding one or more of the three remaining characteristics in cases where density alone is not adequate to determine an accurate class.
When the updates roll out in 2025, many shippers will see shifts in the LTL prices they pay to move loads, because the way their freight is classified – and subsequently billed – might change. To cope with those changes, he said it’s important for shippers to review their pricing agreements and be prepared for these adjustments, while carriers should prepare to manage customer relationships through the transition.
“This shift is a big deal for the LTL industry, and it’s going to require a lot of work upfront,” Davis said. “But ultimately, simplifying the classification system should help reduce friction between shippers and carriers. We want to make the process as straightforward as possible, eliminate unnecessary disputes, and make the system more intuitive for everyone. It’s a change that’s long overdue, and while there might be challenges in the short term, I believe it will benefit the industry in the long run.
Business leaders in the manufacturing and transportation sectors will increasingly turn to technology in 2025 to adapt to developments in a tricky economic environment, according to a report from Forrester.
That approach is needed because companies in asset-intensive industries like manufacturing and transportation quickly feel the pain when energy prices rise, raw materials are harder to access, or borrowing money for capital projects becomes more expensive, according to researcher Paul Miller, vice president and principal analyst at Forrester.
And all of those conditions arose in 2024, forcing leaders to focus even more than usual on managing costs and improving efficiency. Forrester’s latest forecast doesn’t anticipate any dramatic improvement in the global macroeconomic situation in 2025, but it does anticipate several ways that companies will adapt.
For 2025, Forrester predicts that:
over 25% of big last-mile service and delivery fleets in Europe will be electric. Across the continent, parcel delivery firms, utility companies, and local governments operating large fleets of small vans over relatively short distances see electrification as an opportunity to manage costs while lowering carbon emissions.
less than 5% of the robots entering factories and warehouses will walk. While industry coverage often focuses on two-legged robots, Forrester says the compelling use cases for those legs are less common — or obvious — than supporters suggest. The report says that those robots have a wow factor, but they may not have the best form factor for addressing industry’s dull, dirty, and dangerous tasks.
carmakers will make significant cuts to their digital divisions, admitting defeat after the industry invested billions of dollars in recent years to build the capability to design the connected and digital features installed in modern vehicles. Instead, the future of mobility will be underpinned by ecosystems of various technology providers, not necessarily reliant on the same large automaker that made the car itself.
Regular online readers of DC Velocity and Supply Chain Xchange have probably noticed something new during the past few weeks. Our team has been working for months to produce shiny new websites that allow you to find the supply chain news and stories you need more easily.
It is always good for a media brand to undergo a refresh every once in a while. We certainly are not alone in retooling our websites; most of you likely go through that rather complex process every few years. But this was more than just your average refresh. We did it to take advantage of the most recent developments in artificial intelligence (AI).
Most of the AI work will take place behind the scenes. We will not, for instance, use AI to generate our stories. Those will still be written by our award-winning editorial team (I realize I’m biased, but I believe them to be the best in the business). Instead, we will be applying AI to things like graphics, search functions, and prioritizing relevant stories to make it easier for you to find the information you need along with related content.
We have also redesigned the websites’ layouts to make it quick and easy to find articles on specific topics. For example, content on DC Velocity’s new site is divided into five categories: material handling, robotics, transportation, technology, and supply chain services. We also offer a robust video section, including case histories, webcasts, and executive interviews, plus our weekly podcasts.
Over on the Supply Chain Xchange site, we have organized articles into categories that align with the traditional five phases of supply chain management: plan, procure, produce, move, and store. Plus, we added a “tech” category just to round it off. You can also find links to our videos, newsletters, podcasts, webcasts, blogs, and much more on the site.
Our mobile-app users will also notice some enhancements. An increasing number of you are receiving your daily supply chain news on your phones and tablets, so we have revamped our sites for optimal performance on those devices. For instance, you’ll find that related stories will appear right after the article you’re reading in case you want to delve further into the topic.
However you view us, you will find snappier headlines, more graphics and illustrations, and sites that are easier to navigate.
I would personally like to thank our management, IT department, and editors for their work in making this transition a reality. In our more than 20 years as a media company, this is our largest expansion into digital yet.
We hope you enjoy the experience.
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In this chart, the red and green bars represent Trucking Conditions Index for 2024. The blue line represents the Trucking Conditions Index for 2023. The index shows that while business conditions for trucking companies improved in August of 2024 versus July of 2024, they are still overall negative.
FTR’s Trucking Conditions Index improved in August to -1.39 from the reading of -5.59 in July. The Bloomington, Indiana-based firm forecasts that its TCI readings will remain mostly negative-to-neutral through the beginning of 2025.
“Trucking is en route to more favorable conditions next year, but the road remains bumpy as both freight volume and capacity utilization are still soft, keeping rates weak. Our forecasts continue to show the truck freight market starting to favor carriers modestly before the second quarter of next year,” Avery Vise, FTR’s vice president of trucking, said in a release.
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, a positive score represents good, optimistic conditions, and a negative score shows the opposite.
A coalition of truckers is applauding the latest round of $30 million in federal funding to address what they call a “national truck parking crisis,” created when drivers face an imperative to pull over and stop when they cap out their hours of service, yet can seldom find a safe spot for their vehicle.
According to the White House, a total of 44 projects were selected in this round of funding, including projects that improve safety, mobility, and economic competitiveness, constructing major bridges, expanding port capacity, and redesigning interchanges. The money is the latest in a series of large infrastructure investments that have included nearly $12.8 billion in funding through the INFRA and Mega programs for 140 projects across 42 states, Washington D.C., and Puerto Rico. The money funds: 35 bridge projects, 18 port projects, 20 rail projects, and 85 highway improvement projects.
In a statement, the Owner-Operator Independent Drivers Association (OOIDA) said the federal funds would make a big difference in driver safety and transportation networks.
"Lack of safe truck parking has been a top concern of truckers for decades and as a truck driver, I can tell you firsthand that when truckers don’t have a safe place to park, we are put in a no-win situation. We must either continue to drive while fatigued or out of legal driving time, or park in an undesignated and unsafe location like the side of the road or abandoned lot,” OOIDA President Todd Spencer said in a release. “It forces truck drivers to make a choice between safety and following federal Hours-of-Service rules. OOIDA and the 150,000 small business truckers we represent thank Secretary Buttigieg and the Department for their increased focus on resolving an issue that has plagued our industry for decades.”