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?
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.
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."
Businesses are cautiously optimistic as peak holiday shipping season draws near, with many anticipating year-over-year sales increases as they continue to battle challenging supply chain conditions.
That’s according to the DHL 2024 Peak Season Shipping Survey, released today by express shipping service provider DHL Express U.S. The company surveyed small and medium-sized enterprises (SMEs) to gauge their holiday business outlook compared to last year and found that a mix of optimism and “strategic caution” prevail ahead of this year’s peak.
Nearly half (48%) of the SMEs surveyed said they expect higher holiday sales compared to 2023, while 44% said they expect sales to remain on par with last year, and just 8% said they foresee a decline. Respondents said the main challenges to hitting those goals are supply chain problems (35%), inflation and fluctuating consumer demand (34%), staffing (16%), and inventory challenges (14%).
But respondents said they have strategies in place to tackle those issues. Many said they began preparing for holiday season earlier this year—with 45% saying they started planning in Q2 or earlier, up from 39% last year. Other strategies include expanding into international markets (35%) and leveraging holiday discounts (32%).
Sixty percent of respondents said they will prioritize personalized customer service as a way to enhance customer interactions and loyalty this year. Still others said they will invest in enhanced web and mobile experiences (23%) and eco-friendly practices (13%) to draw customers this holiday season.