It doesn't take magic to create an award-winning work environment, says Doug Eckrote of CDW. You just have to keep the lines of communication open and empower your people to make decisions.
Mitch Mac Donald has more than 30 years of experience in both the newspaper and magazine businesses. He has covered the logistics and supply chain fields since 1988. Twice named one of the Top 10 Business Journalists in the U.S., he has served in a multitude of editorial and publishing roles. The leading force behind the launch of Supply Chain Management Review, he was that brand's founding publisher and editorial director from 1997 to 2000. Additionally, he has served as news editor, chief editor, publisher and editorial director of Logistics Management, as well as publisher of Modern Materials Handling. Mitch is also the president and CEO of Agile Business Media, LLC, the parent company of DC VELOCITY and CSCMP's Supply Chain Quarterly.
It's one thing to say you have a "people-first" culture. It's another to actually create a workplace that attracts and retains talented, motivated employees. CDW is one of the rare corporations that has accomplished this feat. A specialist in IT products and services that recorded $8.1 billion in sales last year, CDW has consistently appeared on lists of the best places to work in the country.
Doug Eckrote, senior vice president of operations and a member of CDW's executive committee, has worked hard to make sure that this culture extends to all corners of the company's logistics and operations organization. As he'll tell you, creating a desirable workplace doesn't require installing flashy game rooms or espresso bars. All a company has to do is focus on the basics: open and honest communications, recognition for a job well done, and a chance to learn on the job and explore new challenges.
Eckrote's own career reflects this. He didn't start out in logistics or operations. Instead, Eckrote, who has a bachelor of science degree in agricultural sales and marketing from Purdue University, began his career at CDW as a sales account manager. After joining the company in 1989, he rose quickly through the ranks, serving in a variety of management roles of increasing responsibility. He was appointed vice president of operations in 1999, senior vice president of purchasing in 2001, and senior vice president of purchasing and operations later that year. He was promoted to his current role in 2006.
Eckrote met recently with Group Editorial Director Mitch Mac Donald to discuss his career, what makes CDW a great place to work, and his thoughts on providing tech support to the surfer dude in the company's TV commercials.
Q: You began your career at CDW in sales and then migrated to logistics and operations. Has that sales background been a help or a hindrance to you in your current role?
A: Oh, it's been a huge help. No question about it. There was a big learning curve when I went into my current role with no operational background, but that's the way CDW does things.We like to promote from within and give people on-the-job experiences in a learn-as-you-go-type setup.
Q: So your background in sales has been a plus?
A: It has. I think it might be in most any company, but it is especially helpful here. CDW is such a sales-driven and sales-focused company. Our sales organization is nearly half of our total workforce. My background is a definite plus because I can relate whenever they have questions. If you haven't been in a sales organization and your account managers are calling up screaming that something didn't ship on time, you might not understand why they're making such a fuss about it. You don't know what it's like to talk to a customer who's upset that the product didn't get there, so you might just shrug it off. I have been on the other side of that phone call. I know that repeat sales are the account managers' livelihood. So I know it's a big deal.
Q: Can you describe your role with the company today?
A: In the broadest sense, I oversee operations. My areas of responsibility include the activities at our two DCs, one here in Vernon Hills, Ill., and one in North Las Vegas, Nev. Also under the CDW operations umbrella is our customer relations group, which basically takes care of customer inquiries after the sale. That group also has charge of our process improvement initiative, which is the department we call Operational Excellence. Then we have a retail sales operation that falls under that umbrella. Safety and security is also under our umbrella in operations and facilities.
Q: Who is responsible for handling the support and service for that "surfer dude" out in the South Pacific who appears in CDW's TV ads?
A: Well, the marketing group came up with that one, but I would be more than happy to make that service call.
Q: CDW has a reputation as a good employer based in part on the way you engage employees with incentive programs and empower them to focus on serving the customer. How do you approach that? How do you go about keeping everyone throughout the organization informed of the company's overall objectives as well as its customer service objectives?
A: It comes down to communication. You hear lots of talk about the importance of communication, but I think people in general fall short in that area. I think everybody realizes it's important to keep people informed but actually following through is a different story. There never seems to be enough time in the day, but I think that you've got to engage your co-workers at all levels through that communication.
We do that in several different ways. I meet with every one of the people within my operations once a quarter and give them updates on our initiatives, both the company initiatives and the operations group's initiatives. We try to make sure that our staff members not only understand them but also understand what we need to do to make them a success.We give them updates on what is happening.We give them updates on the financials so they know exactly what we are selling and how we are doing profit-wise and sales-wise, and all that good stuff.
We include in those quarterly sessions a question and answer period. I open it up to questions that anybody might have, wide open, anything they want to know about operations, anything they want to know about CDW in general. We either answer their question right there, or, if I don't know the answer, we write it down and get the answer for them.
The other thing we do to improve communication in each department is to establish and maintain a communications group. This is a group that I meet with every six weeks. The members of the group are the communications delegates. They wear special shirts so that people know who they are. We post their names and pictures. Their co-workers use them to pass their questions to. When the group meets, we just sit around and the delegates, one at a time, bring up the questions that have come to them. We put all the questions down. We post the answers to them, and everybody gets to see what's happening. We have found that people like this setup. We have explained to them that just because you're asking for something doesn't mean that you're always going to get it, but at least if the answer is no, you'll be getting an explanation why. It has been a huge plus because people appreciate the fact that their questions are being addressed. It has been a great way to improve communication.
Q: That has got to help morale in a day and age when everyone seems to be worried about recruiting and retaining talented members. It sounds like it helps make CDW a good place to work.
A: Yes, I think it helps our culture. We have a very, very strong culture here. We have low turnover rates. We have high morale. CDW has been on "best places to work" lists for several years. It definitely helps in recruiting, helps in retaining. When you come here, you can just feel that the people working here are excited to be here. They feel like they're part of the team and that they're making a genuine contribution.
We also have boxes set up so that staff members can submit ideas for improvement. If their idea is implemented, they get a $100 bonus. That may not sound like a lot, but it is! To a lot of people, $100 is nothing to sneeze at.
Q: You know, I could almost fill my car's gas tank with that!
A: Almost!
Q: We spend a lot of time talking about the management, the processes, the enabling technologies, and so on that relate to successful logistics operations. But in large part, your approach and CDW's success in logistics are based on the team you have driving that operation, right?
A: Absolutely. It starts with a very strong management team, which in turn has a strong supervisor team, all the way down to a strong co-worker team. We all have got to be on the same page. You can come up with grand plans for change, but if you don't have your co-workers' buy-in, those plans are never going to succeed. You've got to get them involved at the very beginning of the process.
Q: Which of the skills in your personal skill set serve you best when you go to work each day?
A: I like to think I have a down-to-earth attitude about things. I have an open-door policy where people can come and talk to me. As for my management style, I like to empower people to make decisions. I look at myself as kind of a traffic cop. My job is to get things out of people's way as well as to be there to support them and make sure they have the resources that they need to be successful.
Q: What do you look for in a candidate when you go to hire someone for your operation?
A: First and foremost I ask myself, "Is this person somebody who can fit into the culture here? Is this somebody who would fit in with the team, and who is not going to be disruptive to the team? Will he or she help take us up to the next level?" So culture is the first thing I look at.
Q: What advice would you offer a young person interested in pursuing a career in logistics?
A: That's a good question. I never thought about it much, but based on what I have seen, I'm not sure that classes are going to have a big impact. I mean, I majored in agriculture. It is important to get your degree. I am not so sure it is important what that degree is in as long as you get the degree.
From a job experience standpoint, if they're aiming for an upper management or supply chain leadership position, I think it is good that they get some type of sales experience. I don't care what kind of sales it is, but when you have to sell and deal with the public at any level, getting that experience is a plus. I would suggest they get some solid experience at the entry level and work in a warehouse. I think it's important for them to have a feel for what all these people go through. I think if you can get those kinds of job experiences, it will help you relate better when you get into those leadership positions. You will know first hand what those people go through. It is going to make you a more wellrounded manager and leader.
Q: Any closing thoughts?
A: When you're looking at making changes, don't make changes just for change's sake. Look at the proposed change and ask, "Is this going to improve productivity? Is this going to improve the customer experience? And, at the end of the day, is it going to save money?" If the answer to all three questions is yes, then it's going to ultimately improve profitability, and it's going to lead to increased sales.
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."