Visibility called key to managing complex supply chains
As supply chains become increasingly complicated, trading partners seek end-to-end visibility to provide the confidence they need to make collaboration work.
Peter Bradley is an award-winning career journalist with more than three decades of experience in both newspapers and national business magazines. His credentials include seven years as the transportation and supply chain editor at Purchasing Magazine and six years as the chief editor of Logistics Management.
When the global recession hit last year, companies around the world found themselves stuck with inventory that suddenly stopped moving. Within days, the repercussions for cash flow started to become apparent. All that inventory meant lots of working capital was tied up in product —and was not available to pay the bills, says Rick Becks, senior vice president of E2open, a company that offers Web-hosted supply chain visibility tools.
Few could have predicted the extent and depth of the recession, but it's a good bet that companies that had good visibility across their supply chains —that could see actual orders, production, goods in transit, and so on —fared better than those that did not. As for the source of their advantage, it's a simple matter of exposure. The companies with the best visibility were less likely to have amassed vast stores of inventory as a hedge against uncertainty —demand fluctuations, forecasting errors, supplier failures, and the like. Visibility into their own and their suppliers' stocks gave them the confidence to keep global inventories as spare as possible.
The argument for the importance of supply chain visibility is hardly new, and technology that can provide it has been around for more than a decade. But the financial exposure created by the recession sheds new light on just how crucial visibility can be in managing risk.
The imperative to create a clear, near real-time view of the supply chain has only become more pressing over time. Professors Hau Lee of Stanford and Martin Christopher of the U.K.'s Cranfield School of Management argued in a 2004 paper in the International Journal of Physical Distribution & Logistics Management, that a number of forces were combining to make supply chains more vulnerable and turbulent. Demand in nearly every industrial sector was becoming more volatile, product life-cycles shorter, and competition more intense, they wrote in the article, "Mitigating Supply Chain Risk Through Improved Confidence." Supply chains had become more subject to disruption from external factors such as wars or strikes and internal factors like shifts in strategy. Lean practices that minimize inventory, the outsourcing of key components of the supply chain, and reliance on fewer suppliers across far-flung networks added to the risk.
That risk has only become greater. "I think it is clear that supply chain vulnerability has increased significantly in recent years," Christopher wrote in an e-mail reply to a DC VELOCITY query. "The reasons are partly to do with economic and geopolitical uncertainty, but mainly due to increased volatility and turbulence on both the demand side and the supply side. Everybody I meet tells me that it is much harder to run the business on the basis of a forecast and that long-range planning is a thing of the past. Instead, we have to build in the capability to react to the unexpected —this is what I believe resilience in a supply chain context is all about."
Nari Viswanathan, vice president and principal analyst for the Aberdeen Group's Supply Chain Management Practice and co-author of a supply chain visibility study published earlier this year, said in a recent interview that while supply chain managers may strive to shave inventories, improve data flows, and compress lead times, several factors are working against them. Fewer suppliers can mean greater risk of supply disruption. Geographic expansion across China, India, other parts of Asia, and Eastern Europe can extend lead times, which leads to greater amounts of inventory in the overall system, once again creating greater complexity and greater risk.
The risk spiral
Now, another development threatens to further complicate supply chains, and thus increase the need for visibility: Supply chains that once were one-way channels are fast becoming multi-directional as countries like China —perhaps China especially —rapidly develop a large consumer market.
Lee and Christopher argued back in 2004 that one of the keys to mitigating the risk caused by complex supply chains lay in developing end-to-end visibility. Visibility helps eliminate one of the major causes of supply chain volatility, what they called the risk spiral —i.e., if a participant in a supply chain lacks confidence in, say, when goods will arrive, the response may be to add safety stock, which in turn creates added pressure on production and extends lead times, resulting in a further erosion of confidence. The lack of confidence is exacerbated as increases in physical distance and the number of outsourced participants add time to material flow and reduce visibility of any participant in the supply chain to the activities of others.
"The key to improved supply chain visibility is shared information among supply chain members," they wrote. "If information between supply chain members is shared, its power increases significantly. This is because shared information reduces uncertainty and thus reduces the need for safety stock."
Christopher believes the need for stronger collaboration is greater than ever. "One of the paradoxes of the trend to outsourcing and offshoring is that whilst it may have reduced costs (although not always), it has tended to increase uncertainty through a loss of control and visibility," he contends. "Ultimately, I would argue that the two key elements in reducing uncertainty and increasing resilience are improved visibility and improved responsiveness —in other words, the ability to see things sooner and then to respond more quickly once that information is received. These things can only be achieved if we are able to have much higher levels of cooperative working across the supply chain."
Looking beyond the walls
In the Aberdeen study, "Integrated Demand-Supply Networks: Five Steps to Gaining Visibility and Control," Viswanathan and coauthor Viktoriya Sadlovska set out to identify processes and technologies businesses are using to gain better visibility —and thus control —across their supply chains. As any supply chain adds complexity by adding more tiers and extending across greater geography, the ability to manage it erodes, they argued. "This complexity has resulted in companies' gradually losing visibility and control over their networkwide supply chain operations and performance metrics," they wrote.
Viswanathan and Sadlovska, a research analyst in the practice, examined several factors —perfect order deliveries to customers and from suppliers, the cash conversion cycle, and accuracy of total landed cost forecasting —that they believe differentiate supply chain performance among companies. They concluded that best-in-class companies share several characteristics, most notably their process and technological capabilities, that enable them to look beyond the company's walls.
The enabling technology has developed rapidly. Today, a number of software-as-a-service (SaaS) offerings exist that can collect data in a wide variety of formats (everything from EDI to spreadsheets) and translate it into whatever form may be required. That's in response to demands from companies big and small. In the case of big companies, the need for electronic communication with partners was the driving force, says Becks of E2open "When we started the company up [in 2000], we worked with large global companies that had their supply chains strung across great distances," he says. "What they expressed to us then was that they were having a hard time controlling their supply chains because they were losing visibility that used to be within their firewall. They owned the inventory and the factories. When they started working with partners, they went back to the 20th century reliance on e-mail and faxes. They asked us to solve that problem. ... The breakthrough was ubiquitous access to the Internet."
At the other end of the spectrum are smaller companies that often are parts of large supply chains. For these companies, technical issues related to data formatting and transmission can be a source of frustration. "A problem they face is playing in the overall supply network with their neighbors," says Jim Burleigh, CEO of SmartTurn, a provider of Web-hosted warehouse management software targeted to small- and mid-sized companies. "Whatever data you have, someone is trying to aggregate." The problem is that different players —say, a Wal-Mart and a Target —set different rules for supplying the data. That increases the difficulty of providing visibility to all trading partners. "There are dozens of standards," says Burleigh. "That becomes problematic and costly."
Like Becks, he urges adoption of IT platforms (like his own) that can accept and translate data in a variety of forms. But he sees companies as slow to adopt such tools. "The average junior high student uses so much more communication technology than the average warehouse entity that it's laughable," he says.
Getting connected to offer global visibility among trading partners is just the beginning, of course. Although the technology to capture and monitor supply chain partners' data is a crucial first step, leading companies realize that they must use that information to make swift decisions, often altering production and distribution operations in response. As Viswanathan emphasized in a discussion of his report, it's not simply having visibility, but making the best use of it. "There is a difference between visibility and responsiveness," he says. "The leading-edge companies focus on responsiveness. They have tackled visibility. Not only do they have visibility, but they are able to take action."
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."