When it's time for a career change, lots of logistics and IT executives go over to the consulting side. Bob Silverman is one of a select few who did it the other way around.
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.
Logistics professionals have proved remarkably adept at parlaying their work experience into consulting careers. But it's not often that you see someone do it the other way around, going from consultant to practitioner. Bob Silverman has done just that. After spending 23 years as a logistics consultant, he migrated over to the practitioner side, becoming vice president of IT business systems for designer apparel company Tommy Hilfiger.
Silverman started his logistics career in 1983 at the consulting firm Gross & Associates and eventually worked his way up to president. While there, he had wide-ranging general management responsibilities, including oversight of strategic direction, marketing, sales, training/continuing education, and personnel. Silverman also managed over a hundred productivity improvement, operations design, and logistics optimization projects around the world for the firm's customers, which included BMW, Turtle Wax, Becton Dickinson, Borden Foods, Sterling Electronics, and Verizon.
But in 2006, he received an intriguing offer from one of his clients, Tommy Hilfiger. The apparel company was looking for someone to oversee the U.S. implementation of its SAP enterprise resource planning application and wondered if Silverman would be interested. Silverman decided the project was too interesting to pass up and accepted the offer. Today, he manages a staff of 15 IT professionals, supporting the company's warehouse management, transportation management, product design, merchandising, and allocation systems. He also oversees new application development.
Silverman holds a B.A. in mathematics and physics from the Thomas Edison State College in Trenton, N.J. He has served as president of the Warehousing Education and Research Council (WERC) and recently became chair-elect of the board of directors for the Council of Supply Chain Management Professionals (CSCMP).
Q: You have an extensive background as a consultant helping folks with their logistics network strategies and so forth. Yet now you are in, by title, an IT role. What's up with that?
A: Well, you're right. I spent 20 years in consulting, designing and implementing distribution centers and generally managing logistics-related projects for our clients at Gross & Associates. Two years ago, I joined Tommy Hilfiger in the role of vice president of IT systems, overseeing our systems development and support staff, and co-projectmanaging the company's SAP implementation. I'm now in a cross-functional role, managing IT projects, helping start up a distribution center for a new product line, and working with the retail team to assist in bringing online the company's new flagship store on Fifth Avenue in New York City.
Q: What prompted the move from a job that focused primarily on traditional logistics activities to an IT role that supports logistics as well as a lot of other functions?
A: There were actually several dynamics that all came together to make that happen. Number one is I had been in consulting for over 20 years and I was interested in trying something else. Tommy Hilfiger was a client of ours. They were already using SAP in their European operations, but they wanted to roll it out worldwide. They were looking for somebody to project-manage the U.S. side of this initiative. I had some experience with implementing WMS systems in DCs, so the concept of implementing technology wasn't foreign to me, although I had never been in charge of the programming team. But still, what Tommy was looking for was someone to head up that group who had more understanding from the business side as to what the requirements were, as opposed to someone with strong technical skills. I was not the person with the strong IT technical skills.
We agreed that I would come on board and take on that role. I report to our CIO and until very recently was heading up the Applications Development and Support Group here, working on the SAP project until we went live with Phase 1 of the project. Since then, the more technical people have picked it up and are running with the subsequent rollouts.
Q: Were there other factors that drew you to the job?
A: The opportunity was also intriguing to me in that it involved working with Tommy Hilfiger, which is something of an iconic brand in the United States. They were doing some very exciting things at the time, really trying to make some major changes to the company. I saw it as a potential to have a good upside. It was a bit of a risk, but I felt I could go back to consulting if I needed to.
Q: You were able to migrate directly from a logistics job to a broader IT job, albeit one related to logistics. Do you think that speaks to the kind of general business education logistics professionals are bound to get simply by working in the field for a number of years?
A: The ability to have your feet in multiple areas simultaneously certainly helps, whether it's looking at things strategically and tactically at the same time or seeing things from both the end user's and the supplier's perspective. I think that is one of the things that I am able to do, and I think that was certainly helpful in this transition as well.
Q: Which of the skills in your personal skill set have served you best throughout your career?
A: First, I think, is a willingness to be flexible and adaptable. I guess a part of that, as well, is the willingness to learn something new every day. There's always a lot to learn. You need to listen, not assume you know how to handle an issue because you dealt with a similar one some time back. That background can provide a good context and starting point, but you need to pay attention to the nuances of the current project. You always want to bring what you learned on previous projects to the table, but you also have to be willing and able to recognize what is different for each given project and adjust your approach accordingly. I think trying to avoid any stubbornness or arrogance about what you already know is immensely helpful.
Q: So you would advise others to try to avoid coming in with a "been there; done that" attitude?
A: There's no question about it. You have to be willing to listen and avoid that tone of being the expert. I think a lot of time as a consultant, there is a feeling that you need to come in and demonstrate that you are the expert in the area to justify the fact that you were hired. You can't come in acting ignorant about the situation, but at the same time, you also have to be willing to listen and not necessarily jump in and try to be the smart guy in the room. That will backfire on you.
Q: Your job now at Tommy goes well beyond a traditional logistics role. What does the core team responsible for logistics operations seek from you? What do you need to do for them?
A: My job is to bring them the technology and the information they need to address the company's logistics challenges, whether it is information about the goods being manufactured or availability of items or customer sales information. It is really a support role on that side.
Q: What other "internal customers" do you serve at Tommy?
A: It varies, but, as an example, take one of the projects I'm managing right now, which involves the opening of a new distribution center for our footwear business. In that role, I am certainly supporting the logistics team, but I'm also interfacing closely with the finance and production teams as well as, in particular instances, the marketing and visual creative teams.
Q: It's clear that there's a growing awareness among top management that the logistics function is more than just a cost center—it can actually be a source of competitive advantage. What's causing that shift in attitude?
A: I view logistics as the delivery mechanism for an organization's supply chain—the piece that brings it to life. Efficient supply chains have become a key differentiator in a number of industries, a competitive edge, and logistics excellence has been the tool to create that competitive edge—whether by reducing the cost or increasing the speed of bringing goods from the point of design through where they're ultimately acquired by the end user.
This challenge has been exacerbated in the last few years by the run-up in energy costs and the issue of logistics constraints— that the pipeline simply isn't wide enough in certain areas at particular times to handle the flow of goods through the supply chain. In the United States, we've seen this manifested in port congestion, the shortage of truck drivers, and a scarcity of rail capacity. Maybe we'll see it again during the pending Panama Canal expansion project.
Q: What do you see as the "next big thing" in the supply chain profession?
A: I think we could see a quantum leap in intercompany supply chain integration, which will allow companies to gain many of the advantages of being vertically integrated without having to venture far from their core competency area. Before this can happen, however, we need to come up with better methods of sharing data. I see two challenges here: the easier one to solve will be to develop a set of standards for the data and communication protocols; the more difficult one will be scrubbing the data. In many companies, this will require a Herculean effort— in some instances akin to Y2K. But the payoff could be tremendous, and if enough companies participate, it may develop into a situation where companies have no choice but to join in if they want to remain viable.
I know that to some degree, that sounds like it was a previous big thing and we have already moved on to other big things, but I really think we're going to come back to collaboration. A lot was done around the year 2000—between, let's say, 1998 and 2001 or so—but I think there is still a whole untapped area there that really could provide some quantum leaps in terms of bringing product to market faster and, perhaps, more cost effectively. What it would require is far better collaboration and information sharing between companies.
Q: I know you've been involved with WERC and the Material Handling Industry of America (MHIA). Last month, you became chair-elect of CSCMP's board of directors. Can you talk a little bit about the value of getting involved in industry and professional associations?
A: Number one is clearly the ability through networking to see what other people are doing, to get out and listen to conference speakers or go out touring other operations and getting ideas from them. You can learn a lot that way.
Second is if you get involved with the organization in a leadership role, you can benefit greatly just from being around people who are dynamic leaders— people like Elijah Ray, Rick Blasgen, or Tom Speh—and learning from them, just seeing how they run meetings and observing their leadership ability and skills. In a nutshell, I guess, it's the opportunity to be hanging out with the best of the best. If even just a little bit of that rubs off on you, it can be a tremendous asset.
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."