Art van Bodegraven was, among other roles, chief design officer for the DES Leadership Academy. He passed away on June 18, 2017. He will be greatly missed.
Although "third party" has become industry shorthand for contract logistics service provider, LSPs are not the only third parties lurking in the underbrush of supply chain management. The weeds are also full of management consultants.
They're everywhere. They're at every conference, seminar, and convention. They're on the Internet with Web sites, e-newsletters, webinars, and spam. They're in all the trade publications—and that includes the authors of this piece.
Who are they? What do they do? Do they help—or hinder? Is there really a value proposition involved? In answer to that last question, we contend that management consulting at its best is a high calling and a noble endeavor, requiring enormous amounts of both talent and integrity, as well as strong senses of mission and urgency. At its worst, it is an embarrassment on a good day, and a scandal when all the results are in.
Big fish in the global pond
As for who they are, consultants come in all shapes, sizes, and flavors. But in general, a consultancy will take one of the following forms: mega-firms, other big (but not enormous) players, small/midsized houses, sole practitioners, and academics.
Let's start with the mega-operators. This category is made up of huge organizations with thousands of people. They may be partnerships; they may be corporations. They are increasingly multinational.
Many have their roots in the giant public accounting firms.Severalyearsago,eachof theso-called "Big Eight" U.S. CPA firms had enormous consulting divisions. They generally attempted to be all things to all clients and would undertake consulting in any channel that held the promise of growth and/or profit, including public sector operations. As they created multinational accounting conglomerates, their consultancies likewise added at least the appearance of international capability, which tended to be more promise than practice.
Today, as a result of mergers, acquisitions, and divestitures, those origins are not always obvious. Accenture spun off from Arthur Andersen, which itself disappeared, thanks to Enron. KPMG became BearingPoint. Ernst & Young, itself a merged operation, was folded into Cap Gemini to form CGE&Y, which later changed its name to Capgemini. PwC, another merger product, was acquired by IBM after an attempted purchase by HP, and disappeared as an entity. Deloitte Consulting, yet another merger/acquisition, retains its corporate identity but is legally a separate LLC entity.
The overall business model for the mega-firms is a hierarchical organization dependent on sales genera- tion by a relatively small number of rainmakers to provide billable hours for large numbers of analysts and managers. Thorough methodology and process development is supposed to allow relatively inexperi- enced consultants to tackle complex problems in consistent ways.
The model has been likened to bringing in busloads of bright kids who have been indoctrinated into the corporate culture and provided with workbooks full of process descriptions and solutions. They must then hope to come across a client who is asking the right questions. Sometimes they become confused and come to believe that the answers are more important than the questions.
(Full disclosure: Both authors are alumni of one of the mega-firms.)
The next tier
In the next tier down from the mega-firms are a handful of companies that might be described as big and important but perhaps not overwhelming in size. This category is populated by consultants that have all con- centrated on strategy but have taken differing direc- tions. Some (e.g., McKinsey) tried their hand at tactics and implementation to grow the business, but strug- gled to bridge the gap. They remain successful in oper- ational issues with strategic implications. Others, like Bain, have opted to take equity positions and manage cor- porate operations. Still others, like Boston Consulting Group, have stayed focused on strategy and related topics.
Several entities opted to concentrate on performance standards, productivity, and cost reduction. Alexander Proudfoot was a pioneer and the model for much of the productivity consulting segment. The practice survives today as a unit of Management Consulting Group PLC.
The business model for these companies is often based on the engagement of contractors, who are off the payroll as soon as their assignment is complete.
Small and midsized houses
The small and midsized consultancies tend to be built upon limited, but deep, functional experience. They come and go, and wax and wane while they are here, but some have demonstrated remarkable staying power. These players, which are too numerous to name here, can be local, nation- al, or global in coverage. They may be franchises, or they may be real companies. They may affiliate with "stringers" in several locations, handing out business cards to anyone with a suit and a laptop, or they may grow more organically. Some achieve greater functional breadth through working partnerships with other consultancies or broaden their geographic coverage with multinational alliances. They may follow the hierarchical organization model or they may be flatter partnerships, with more hands-on consult- ing involvement from senior partners.
The supply chain field has spawned quite a few of these operations, and many of them deliver cost-effective and sustainable results. Some are highly specialized, while others offer a broad range of supply chain strategy, planning, and execution services.
(More disclosure: One of the authors is a partner in a small/midsized supply chain consultancy.)
Hanging out a shingle
Next come the sole practitioners. The solos run the gamut from internationally renowned specialists to prematurely retired managers to those who set up shop after being shown the door by their previous employer. The subcategories are not mutually exclusive.
There are many excellent one-man (and one-woman) shops. For the right kind of problem, they can often offer an on-target solution at the right price. The best of them recognize their limitations and are brilliant at enlisting other specialists to work on solving the fundamental problems. The worst of them believe their own press clippings and hesitate to bring in people smarter than themselves to help deliver the right answers.
(Still more disclosure: One of the authors is a sole practitioner, and the other not only has been but will be again.)
Tales out of school
There is one other important category of consultants to consider. Many respected academics practice consulting, on either an institutional or a private basis.
Often, their consulting contains a research component directed at a technical solution to a specific, knotty problem. Sometimes, they are able to assemble teams of students to observe and assess operational problems and practices. Other times, they might conduct and analyze industry surveys.
There are times when the right approach to a problem is to build a team with academic and consulting components, to develop an effective blend of esoteric and practical solutions.
One other category deserves mention—and caution. Many service providers—3PLs, motor carriers, parcel com- panies, real estate firms, and the like—offer consulting services. It is possible for a service provider to dispense honest, independent advice. The test—often difficult to evaluate in advance—is whether the "consultant" describes, and offers up, competitive alternatives to his own service.
Editor's note: Next month, we'll look at why companies use consultants, what services they can provide, and how to find and select a consultant.
A move by federal regulators to reinforce requirements for broker transparency in freight transactions is stirring debate among transportation groups, after the Federal Motor Carrier Safety Administration (FMCSA) published a “notice of proposed rulemaking” this week.
According to FMCSA, its draft rule would strive to make broker transparency more common, requiring greater sharing of the material information necessary for transportation industry parties to make informed business decisions and to support the efficient resolution of disputes.
The proposed rule titled “Transparency in Property Broker Transactions” would address what FMCSA calls the lack of access to information among shippers and motor carriers that can impact the fairness and efficiency of the transportation system, and would reframe broker transparency as a regulatory duty imposed on brokers, with the goal of deterring non-compliance. Specifically, the move would require brokers to keep electronic records, and require brokers to provide transaction records to motor carriers and shippers upon request and within 48 hours of that request.
Under federal regulatory processes, public comments on the move are due by January 21, 2025. However, transportation groups are not waiting on the sidelines to voice their opinions.
According to the Transportation Intermediaries Association (TIA), an industry group representing the third-party logistics (3PL) industry, the potential rule is “misguided overreach” that fails to address the more pressing issue of freight fraud. In TIA’s view, broker transparency regulation is “obsolete and un-American,” and has no place in today’s “highly transparent” marketplace. “This proposal represents a misguided focus on outdated and unnecessary regulations rather than tackling issues that genuinely threaten the safety and efficiency of our nation’s supply chains,” TIA said.
But trucker trade group the Owner-Operator Independent Drivers Association (OOIDA) welcomed the proposed rule, which it said would ensure that brokers finally play by the rules. “We appreciate that FMCSA incorporated input from our petition, including a requirement to make records available electronically and emphasizing that brokers have a duty to comply with regulations. As FMCSA noted, broker transparency is necessary for a fair, efficient transportation system, and is especially important to help carriers defend themselves against alleged claims on a shipment,” OOIDA President Todd Spencer said in a statement.
Additional pushback came from the Small Business in Transportation Coalition (SBTC), a network of transportation professionals in small business, which said the potential rule didn’t go far enough. “This is too little too late and is disappointing. It preserves the status quo, which caters to Big Broker & TIA. There is no question now that FMCSA has been captured by Big Broker. Truckers and carriers must now come out in droves and file comments in full force against this starting tomorrow,” SBTC executive director James Lamb said in a LinkedIn post.
Bloomington, Indiana-based FTR said its Trucking Conditions Index declined in September to -2.47 from -1.39 in August as weakness in the principal freight dynamics – freight rates, utilization, and volume – offset lower fuel costs and slightly less unfavorable financing costs.
Those negative numbers are nothing new—the TCI has been positive only twice – in May and June of this year – since April 2022, but the group’s current forecast still envisions consistently positive readings through at least a two-year forecast horizon.
“Aside from a near-term boost mostly related to falling diesel prices, we have not changed our Trucking Conditions Index forecast significantly in the wake of the election,” Avery Vise, FTR’s vice president of trucking, said in a release. “The outlook continues to be more favorable for carriers than what they have experienced for well over two years. Our analysis indicates gradual but steadily rising capacity utilization leading to stronger freight rates in 2025.”
But FTR said its forecast remains unchanged. “Just like everyone else, we’ll be watching closely to see exactly what trade and other economic policies are implemented and over what time frame. Some freight disruptions are likely due to tariffs and other factors, but it is not yet clear that those actions will do more than shift the timing of activity,” Vise said.
The TCI tracks the changes representing five major conditions in the U.S. truck market: freight volumes, freight rates, fleet capacity, fuel prices, and financing costs. Combined into a single index indicating the industry’s overall health, a positive score represents good, optimistic conditions while a negative score shows the inverse.
Specifically, the new global average robot density has reached a record 162 units per 10,000 employees in 2023, which is more than double the mark of 74 units measured seven years ago.
Broken into geographical regions, the European Union has a robot density of 219 units per 10,000 employees, an increase of 5.2%, with Germany, Sweden, Denmark and Slovenia in the global top ten. Next, North America’s robot density is 197 units per 10,000 employees – up 4.2%. And Asia has a robot density of 182 units per 10,000 persons employed in manufacturing - an increase of 7.6%. The economies of Korea, Singapore, mainland China and Japan are among the top ten most automated countries.
Broken into individual countries, the U.S. ranked in 10th place in 2023, with a robot density of 295 units. Higher up on the list, the top five are:
The Republic of Korea, with 1,012 robot units, showing a 5% increase on average each year since 2018 thanks to its strong electronics and automotive industries.
Singapore had 770 robot units, in part because it is a small country with a very low number of employees in the manufacturing industry, so it can reach a high robot density with a relatively small operational stock.
China took third place in 2023, surpassing Germany and Japan with a mark of 470 robot units as the nation has managed to double its robot density within four years.
Germany ranks fourth with 429 robot units for a 5% CAGR since 2018.
Japan is in fifth place with 419 robot units, showing growth of 7% on average each year from 2018 to 2023.
Progress in generative AI (GenAI) is poised to impact business procurement processes through advancements in three areas—agentic reasoning, multimodality, and AI agents—according to Gartner Inc.
Those functions will redefine how procurement operates and significantly impact the agendas of chief procurement officers (CPOs). And 72% of procurement leaders are already prioritizing the integration of GenAI into their strategies, thus highlighting the recognition of its potential to drive significant improvements in efficiency and effectiveness, Gartner found in a survey conducted in July, 2024, with 258 global respondents.
Gartner defined the new functions as follows:
Agentic reasoning in GenAI allows for advanced decision-making processes that mimic human-like cognition. This capability will enable procurement functions to leverage GenAI to analyze complex scenarios and make informed decisions with greater accuracy and speed.
Multimodality refers to the ability of GenAI to process and integrate multiple forms of data, such as text, images, and audio. This will make GenAI more intuitively consumable to users and enhance procurement's ability to gather and analyze diverse information sources, leading to more comprehensive insights and better-informed strategies.
AI agents are autonomous systems that can perform tasks and make decisions on behalf of human operators. In procurement, these agents will automate procurement tasks and activities, freeing up human resources to focus on strategic initiatives, complex problem-solving and edge cases.
As CPOs look to maximize the value of GenAI in procurement, the study recommended three starting points: double down on data governance, develop and incorporate privacy standards into contracts, and increase procurement thresholds.
“These advancements will usher procurement into an era where the distance between ideas, insights, and actions will shorten rapidly,” Ryan Polk, senior director analyst in Gartner’s Supply Chain practice, said in a release. "Procurement leaders who build their foundation now through a focus on data quality, privacy and risk management have the potential to reap new levels of productivity and strategic value from the technology."
Businesses are cautiously optimistic as peak holiday shipping season draws near, with many anticipating year-over-year sales increases as they continue to battle challenging supply chain conditions.
That’s according to the DHL 2024 Peak Season Shipping Survey, released today by express shipping service provider DHL Express U.S. The company surveyed small and medium-sized enterprises (SMEs) to gauge their holiday business outlook compared to last year and found that a mix of optimism and “strategic caution” prevail ahead of this year’s peak.
Nearly half (48%) of the SMEs surveyed said they expect higher holiday sales compared to 2023, while 44% said they expect sales to remain on par with last year, and just 8% said they foresee a decline. Respondents said the main challenges to hitting those goals are supply chain problems (35%), inflation and fluctuating consumer demand (34%), staffing (16%), and inventory challenges (14%).
But respondents said they have strategies in place to tackle those issues. Many said they began preparing for holiday season earlier this year—with 45% saying they started planning in Q2 or earlier, up from 39% last year. Other strategies include expanding into international markets (35%) and leveraging holiday discounts (32%).
Sixty percent of respondents said they will prioritize personalized customer service as a way to enhance customer interactions and loyalty this year. Still others said they will invest in enhanced web and mobile experiences (23%) and eco-friendly practices (13%) to draw customers this holiday season.