Logistics and supply chain professionals have joined the college crowd on social networking sites. But they're not there to share photos or swap movie recommendations; they're looking to get advice, snag a job, or seal a deal.
Mark Solomon joined DC VELOCITY as senior editor in August 2008, and was promoted to his current position on January 1, 2015. He has spent more than 30 years in the transportation, logistics and supply chain management fields as a journalist and public relations professional. From 1989 to 1994, he worked in Washington as a reporter for the Journal of Commerce, covering the aviation and trucking industries, the Department of Transportation, Congress and the U.S. Supreme Court. Prior to that, he worked for Traffic World for seven years in a similar role. From 1994 to 2008, Mr. Solomon ran Media-Based Solutions, a public relations firm based in Atlanta. He graduated in 1978 with a B.A. in journalism from The American University in Washington, D.C.
For many middle-aged professionals, the term "social networking" conjures up images of bored adolescents congregating on Web sites like Facebook and MySpace to make new "friends," post photos, share stories, and generally just pass the time.
But away from the so-called online hangouts lies a different world of social networking— one where serious commercial relationships are forged; where business contacts are cemented; where professionals "gather" to discuss trends, developments, and common challenges; and where logistics companies and recruiters may tap into a pipeline of talent to replenish a pool expected to be drained by baby boomer retirements.
Jerry Hempstead has discovered that world. Hempstead spent more than 32 years in the transportation business before retiring in 2006 as head of U.S. national accounts for DHL Express. Soon after establishing his own consultancy, he joined LinkedIn, a popular social networking site. Hempstead built a network of more than 300 direct or "first degree" connections, as well as more than one million "second degree" and "third degree" connections, which are contacts linked to Hempstead's own direct connections. Rather than investing hours on the phone or at trade shows, Hempstead created a global universe of contacts from his computer and did it for free (see sidebar).
Through LinkedIn, Hempstead obtained two lucrative consulting contracts—one of which came from a company outside the transportation field—and connected two former DHL Express colleagues to opportunities that he learned of through his own contact universe.
"The word-of-mouth capability of LinkedIn makes for a very impressive business networking tool," he says. LinkedIn executives were not available to comment for this story.
A new frontier
Advocates of social networking hail it as the next frontier of electronic business-to-business communication. But they don't cite as the reason the significant technological advancements that enable the networks to function. Rather, they see companies like LinkedIn, HireAbility.com, and Plaxo.com—which have all developed Web sites that cater to the business-to-business community—succeeding because they are able to apply one of the business world's oldest practices, networking, to a convenient, mobile, and Web-enabled environment.
"Many of your readers may be mystified by this phenomenon. But the process, in and of itself, is nothing new," says John McCrea, vice president of Plaxo, a Mountain View, Calif.-based company that in 2007 rolled out a social networking application called "Pulse" (see sidebar). "What's really going on here is that the Web is becoming more like the real world."
McCrea believes professionals will use networks to develop a "rich interaction with the people they know." The depth of personal and professional knowledge stemming from these dialogues will serve as a valuable lever for users looking to build brand awareness for themselves and their companies, he adds.
"In the future, I cannot imagine company Web sites not having social networking capabilities," says Craig Silverman, executive vice president, sales and marketing for HireAbility, a Londonderry, N.H.-based company that connects recruiters and companies seeking qualified employees to job seekers.
In 2006, HireAbility launched TalentTrader, which enables professionals across virtually any industry—including logistics—to come together and chat about trends, challenges, and solutions. Applications such as TalentTrader represent "the next level of where the business Web site model is headed," says Silverman. "People don't want to visit Web sites just to read content. They want to be active participants in what is going on around them."
Tracking down talent
One of the big unanswered questions about social networking sites is what—if any—impact they'll have on employment practices. No one expects social networks to assume a dominant role in the $250 billion a year domestic staffing and recruitment business—even the most sophisticated online applications can't match human intelligence. Nevertheless, the social network concept has caught the eye of some logistics recruiters, among them Jim Chadbourne, managing partner of MRI Executive Solutions, a staffing and recruitment firm in the Akron suburb of Fairlawn, Ohio.
Chadbourne believes online social networks offer great potential as a recruiting tool in a tight logistics job market, where demand for workers threatens to outstrip supply. "We are at full employment, and the talent shortage is only expected to get worse," he says. The use of social networks "will not alleviate the worker shortage but it will provide us with another channel through which we can identify qualified applicants."
He adds that social networks effectively connect recruiters and companies to the 21st century supply chain professional, candidates who often have a different attitude about work than the generation before them.
"There is a new type of individual coming into corporate America and the supply chain field," he says. "The individual ... is not wedded for life to a single company, and has an intuitive understanding of how online tools work and the value they deliver."
But other recruiters have tested the social networking waters and found the technology to be of no value. "I don't have any use for [these sites] because they are burdensome to me," says William Conroy, president of Tyler Search Consultants, a Ramsey, N.J.-based firm with a renowned supply chain management practice. "I don't want to be contacted regularly by candidates, many of whom we cannot help. We know a lot of the players already, and I prefer to reach out on my own for qualified candidates."
Making a connection
In the logistics field, the concept of social networking is still in its infancy. But there are signs that the idea is taking hold. One of the field's leading professional organizations, the Council of Supply Chain Management Professionals, recently announced it has signed on to LinkedIn, thus connecting the service to 8,500 supply chain professionals worldwide. (Disclosure: CSCMP has various commercial relationships with DC VELOCITY's parent company, Agile Media LLC.)
This past November, Jeff Ashcroft, who has spent more than 20 years as a logistics practitioner and consultant, launched the "Supply Chain Network Group" on Facebook. He followed that up recently by establishing a similar group on LinkedIn.
As of mid-April, the SCN Group on Facebook had 45 members. Among the postings was a solicitation from an executive of GE Infrastructure, a unit of General Electric Co., who was looking to fill several openings within the division, and a summary of Aberdeen Group's annual procurement summit on global supply management strategies. It was unclear from the postings when they were originally made.
Ashcroft was unavailable to comment for this story. But in his November 2007 online newsletter, he wrote that as the reach and complexity of the global supply chain demands richer levels of interaction among trading partners, "more effective and immediate tools than e-mail will be ... required to support these communications." Ashcroft said he was "amazed at how many distribution center and warehouse locations already have set up a group on Facebook to voice their collective beefs and also to interact outside of the typical work environment."
Facebook representatives declined repeated requests to comment. The company has developed a suite of business solutions to leverage its brand to companies and professionals. In an effort to monetize its huge and growing user base, Facebook has hired Sheryl Sandberg, a former top executive at Google, to become the company's number-two executive behind founder Mark Zuckerberg.
Those in the business-to-business social network space acknowledge it would be easy for Facebook to add businessrelated capabilities to its product menu. However, they contend that because Facebook has focused on building a brand around personal networking, it is coming late to a game that plays by somewhat different rules.
"We believe you can develop interesting business models based on who you know rather than simply who is your friend," says McCrea of Plaxo.
social networking defined
Among social networks, Facebook and MySpace get most of the ink. But their models were designed around interaction at the personal—rather than the business—level.
In the past five years, however, sites catering to business professionals have emerged to fill the gap. They're proving to be a powerful draw; some have already attracted millions of members. Three of the leading business-oriented social utilities are the following:
• LinkedIn. Based in Mountain View, Calif., LinkedIn is considered the most prominent business-to-business social networking site. Its model is built around a concentric circle of business contacts. At the time they sign up, LinkedIn members create a profile that summarizes their professional accomplishments. The profile is designed to help the member find—and be found by—colleagues, clients, and partners. A LinkedIn member can add connections at any time.
The LinkedIn network has different layers: A member's first degree, or direct connections; the connections' connections (second degree connections); and the contacts of those second degree connections (third degree connections). The net effect is to give each LinkedIn member access to potentially thousands of business contacts around the world.
The basic LinkedIn service is free. However, the service charges a fee for members wanting to access an indirect connection without first getting permission from that connection's own direct contact.
• Plaxo.com. Also based in Mountain View, Plaxo features a social networking model that's built around a powerful Web-based address book that hosts 40 million users daily. To enhance the model, Plaxo last year introduced a tool called "Pulse," which optimizes the interaction between Plaxo users and their business and personal connections. With Pulse, Plaxo users have real-time visibility into the personal and professional goings-on of people in their network, what projects they're working on, and their favorite travel locations, among other things.
For example, a Plaxo user may be aware that one of his business contacts on the site is putting a project up for bid. Through Pulse, he could find out more about that person— favorite restaurants, children's ages, and so forth—and leverage that information to develop a stronger relationship and, perhaps, bolster his chances of landing the contract.
On May 14, Plaxo announced it was being acquired by Comcast, the communications giant, for an undisclosed sum. The two companies have teamed up on various projects for more than a year. Plaxo said the transaction will not change the strategic direction of its business.
• HireAbility. Based in Londonderry, N.H., HireAbility focuses on staffing and recruitment. Among its tools is software, called ALEX, that processes millions of résumés from around the world and converts them into specialized human resource computer code that can be integrated into an individual's profile and application information. Another tool, TalentTrader, enables human resource professionals and third-party staffing and recruitment firms to exchange information and communicate with job-seekers.
HireAbility also hosts a job board at www.hireability.com. The board, which offers job posting and résumé viewing packages, automatically cross-posts jobs to hundreds of paid and free sites.
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."