Analysts may be divided on how to classify the newest supply chain applications. But no one denies that sales of event and performance management software are about to explode.
James Cooke is a principal analyst with Nucleus Research in Boston, covering supply chain planning software. He was previously the editor of CSCMP?s Supply Chain Quarterly and a staff writer for DC Velocity.
With a hurricane bearing down on a busy Asian port, a ship operator is forced to scuttle its regular sailing schedule, delaying the departure of a U.S.-bound vessel loaded with electronic components. But the consignee doesn't have to wait long to find out about the delay. At the first sign of trouble, its event management software application sends out an alert to the company's logistics managers. It then sends out a recommendation that they reallocate stock in the U.S. warehouse in order to meet a delivery commitment to an important customer.
Afterward, during a routine review of shipping performance, the importer's performance management application notes that the hurricane-delayed shipment was only the latest in a long series of shipping problems. In fact, it notes that the overseas factory has routinely made expedited air shipments to the United States, rather than using standard ocean service. An analysis of the factory's inventory and production schedules reveals that the root cause of the repeated use of expedited service was a shortage of a critical part. The software recommends that the factory increase its safety stocks of that key part to keep the production line running and hold down shipping costs.
That might sound like a futuristic scenario, but it's already taking place in shipping operations across the country. Just as they installed warehouse and transportation management software a few years back to streamline their order fulfillment and freight operations, companies are now installing event management and performance management software that will allow them to respond instantly when things go awry. "Companies have come to the realization that to thrive today, it's not just about having a good plan," says Randy Littleson, vice president of marketing at Kinaxis, a software maker based in Ottawa, Ontario. "It's about responding when the plan does not go as predicted."
Early detection
That's exactly what these two software applications are designed to do—detect, diagnose, and resolve performance exceptions. The first type, event management software, collects data in real time from multiple sources so that it can monitor a shipment's progress against predetermined milestones, such as the ship date, and notify supply chain managers if an event fails to take place on schedule. The more sophisticated versions of the software enable companies to respond to exceptions as well.
After a shipment has been completed, the second application, supply chain performance management software, takes over. This type of software measures events after the fact and compares them against pre-set benchmarks to assess adherence to standards. These benchmarks can cover any function or activity in the supply chain. For example, if standard performance for a warehouse is to pick and ship 1,000 items an hour, the software will notify managers if performance slips to 800.
"It's used to manage performance of both internal and external supply chains," says Dushyant Mehra, a senior analyst with the research firm Frost & Sullivan. "It helps companies detect and diagnose exceptions before they become a problem."
Taking the lead
The dominant players in this segment of the software market are SAP and Infor, according to a market research report released by Frost & Sullivan in March. SAP, one of the bestknown makers of business software, has been selling event management software as part of its solution set since 2001. Today, about 200 SAP customers around the world employ the application to keep tabs on supply chain movements. If an event—say, a shipment—does not take place as scheduled, the program will alert a manager by such means as an e-mail or a fax.
"You can track and monitor processes with the software," says Tobias Goetz, a business developer for SCM solution management who's located at SAP's headquarters in Walldorf, Germany. "We are also extracting data from event management software and doing aggregate reporting. So you can determine, for example, the average time [for a shipment] to go from A to B."
Infor Global Solutions, a major software maker based in Alpharetta, Ga., also markets an event management software application. Developed a couple of years ago, the event management system lets the user set up event triggers in a database with instructions to alert a designated person if an exception occurs, says Andrew Kinder, Infor's director of product marketing for supply chain management. The event management application is designed to work with software from a variety of vendors.
Along with its event management system, Infor also offers a performance management application that allows manufacturers, retailers, and distributors to assess execution in planning, budgeting, forecasting, and logistics. This Webbased application draws data from enterprise resource planning and other supply chain applications, whether they're Infor's own systems or those supplied by other vendors. The program compares the data against key performance indicators (KPIs) selected by the user. Christina McKeon, Infor's director of product marketing for performance management, reports that inventory turnover and warehouse labor forecast accuracy are popular KPIs.
Jumping in the game
SAP and Infor may be the dominant players in this market, but they've got plenty of competition. For example, Dallas-based newcomer Blue Sky Logistics Inc. also offers event and performance management applications. Those applications sit on top of other software, such as enterprise resource planning (ERP) systems, warehouse management systems (WMS), and transportation management systems (TMS). Along with sending out alerts when an exception occurs, the software can analyze the reasons for recurring problems. "Not only does it tell me that the order was only 97.6 percent perfect, it tells me why," says Steve Hensley, president of Blue Sky Logistics. "The cause could be the labor force is not effective in getting picks done. Or you don't have enough equipment. It gives the root cause as to why you're falling short."
Other vendors have included event and performance management features in existing software. For example, global trade management software vendor QuestaWeb of Westfield, N.J., offers both event monitoring and a diagnostic capability to suggest a corrective action, such as contacting customs or a customs broker, when an event does not happen as planned.
A few companies have even begun to close the loop between these types of systems. For example, the Canadian software supplier Kinaxis has developed an application, RapidResponse, that connects the event management system to a performance management engine. The application sends out an alert and then diagnoses the problem, generally offering a number of possible fixes. "It sees the problem, then tries to solve it," says Dwight Klappich, an analyst in the Atlanta office of Gartner Research. "It has taken event management from just identifying problems to solving them."
The RapidResponse application uses "live" scorecards set up by the user to measure activities in real time, says Littleson. For example, the application might send out an alert that a scheduled order drop for a part can't be met. The program would then suggest alternatives. The company could expedite shipping of the same part from another warehouse or could locate the part being built by a contract manufacturer to have it fill the current order with product originally intended for another customer.
A number of contract manufacturers have already deployed the Kinaxis application to help control their worldwide supply chains, says Littleson. The application can be accessed through the Web on a software-as-a-service basis or installed on a company's own server.
Class differences
Analysts say the future looks bright for event and performance management software. Mehra, for example, projects that sales will swell from $600 million at the end of 2006 to $1.8 billion by 2013. "Overall, [this] segment is expected to grow at a faster rate than the supply chain planning (SCP) and supply chain execution (SCE) segments," he says.
In fact, Mehra believes these applications have reached the point where they should no longer be considered a subset of other supply chain applications. In the March Frost & Sullivan market report, World Supply Chain Management Software and Services Markets, he argued that, based on their rate of growth, event management and performance management supply chain applications deserve their own class—a category he calls "Supply Chain Coordination."
Not everyone agrees. Analyst John Fontanella of Boston-based AMR Research, for example, doesn't see a big future for these "coordination" programs as stand-alone applications. He says it's far more likely that both event and performance management will be absorbed into other supply chain applications as features. The market is already moving in that direction, he says. "A lot of supply chain applications have some level of analytics built in that can be used to determine the performance of the function that application is involved in."
Klappich of Gartner Research also thinks event management capabilities will likely be incorporated into other supply chain applications, like transportation management systems. "Companies today expect visibility to be part of any transportation solution," he says. "We'll see less event management as a stand-alone category because it will just become a software function."
But it could be a different story with performance management software, he says. Although Klappich expects to see performance management features incorporated into more warehouse management systems, he also sees a future for stand-alone performance management software packages if they focus on cross-functional performance across the supply chain. In fact, he predicts that major vendors outside the supply chain space—companies like Cognos, which makes financial performance software—will enter the supply chain market with performance applications.
Mehra concedes that performance and event management applications may someday be absorbed into other supply chain solutions, but he says that it won't happen right away. "It will take some time for this trend to develop," he contends.
But no matter how they're sold—as stand-alone applications or as features in other business software solutions—it seems clear that event and performance management will continue to gain traction. When used in conjunction with planning and execution software, these "coordination" applications hold great promise for helping optimize the supply chain.
"There is an increasing preference for supply chain solutions that integrate collaboration between planning, execution, and coordination of the entire supply chain network," Mehra wrote in the Frost & Sullivan report. "By using technology to decide on the appropriate courses of action and then acting rapidly on these decisions, businesses can satisfy their customers' requirements better and deliver the product at the appropriate place and time."
it's on the list
The applications may be relatively new to the market, but DC VELOCITY readers have already put event and performance management software on their shopping lists. More than two-thirds (69 percent) of the respondents to a recent survey said their companies were planning to buy supply chain performance management software in the next 12 months. Four out of 10 respondents (43 percent) said they planned to buy supply chain event management software in the same period.
Plans to invest in performance management software appear to be driven by a desire to boost efficiency. When asked to indicate their primary reason for buying the software, 36 percent of the respondents said they hoped to streamline their supply chain operations. Another 26 percent cited the desire to manage costs better.
When it comes to event management software, it appears that the need for better visibility is sparking the demand. When asked to identify their primary reason for buying event management software, 45 percent of the respondents said it was to obtain a better view of products as they move through the supply chain. Another 24 percent said they hoped to reduce costs.
The survey also asked about respondents' current usage of these two applications. Only 16 percent of the survey respondents said their companies were using event management applications, while 14 percent were using performance management software. By way of comparison, some 66 percent of the respondents have a warehouse management system (WMS) in place, 45 percent a transportation management system (TMS), and 41 percent an enterprise resource planning (ERP) package. Thirty-six percent are using demand planning software and 32 percent inventory planning.
A third of the survey respondents (32 percent) worked in manufacturing. Service providers, such as third-party logistics service companies, motor carriers, and warehouse operators, made up the next largest group of survey respondents (28 percent).
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."