Vested Outsourcing offers the potential for jaw-dropping savings and efficiencies. But it requires rethinking the way you contract with your supplier for services.
Editor's note: The premise is intriguing: Instead of paying your service provider to perform specific tasks, you pay it to achieve specific outcomes or results—and then provide generous incentives for exceeding those goals. That, in a nutshell, is Vested Outsourcing, a revolutionary new approach to outsourcing.
Advocates say Vested Outsourcing can take outsourcing to the next level, sparking innovation, improving service, and reducing costs. But how do you structure such an arrangement? In this excerpt from their new book, Vested Outsourcing: Five Rules That Will Transform Outsourcing, authors Kate Vitasek, Mike Ledyard, and Karl Manrodt look at the two most common pricing models and explain how to decide which is best for you.
Vested Outsourcing is a new methodology that allows companies to work more effectively with their outsource service providers. Under this approach, they develop service agreements that are based on outcomes, not processes, with added incentives to improve results across a broad spectrum of business metrics. Because the two parties typically share both risks and rewards, they each have a stake in finding opportunities for improvement. Or to put it another way, they become vested in one another's success.
One of the difficulties in choosing the right pricing model for a Vested Outsourcing agreement—one that provides incentives for the best cost and service trade-offs—is that there is often confusion about the different models used to construct the agreement. This confusion is due to the lack of consistency in how terms are applied to specific contract elements.
In this excerpt from our book, we clear the fog around pricing models by providing a basic vocabulary and set of definitions that companies can use to determine which pricing model and incentive types are best for them. In addition, we provide a framework for helping organizations understand the key attributes of pricing models and determine which model to apply to which type of contract.
Basic principles of pricing models
It is important to keep in mind two principles when selecting a pricing model:
The pricing model must balance risk and reward for both organizations. The agreement should be structured to ensure that the provider of the outsourced services (which we generally refer to as the "outsource provider" or "service provider") assumes risk only for decisions that are truly under its control.
The agreement should put pressure on service providers to provide solutions, not just perform activities. A properly constructed Vested Outsourcing agreement encourages the service provider to solve the customer's problem. The better the service provider is at solving the company's problem, the more incentives, or profits, it can earn.
It is also important that Vested Outsourcing teams structure their agreements around reducing the total cost of the process that is being outsourced, not just the costs of the transactions performed by the outsource provider.
Companies often struggle to select the pricing model that will best support their business and still provide the appropriate incentives for the service provider. As we will explain, the pricing model should be based on the appropriate type of contract and the incentives used to reward the outsource provider. Other important considerations are the length of the contract and the prospects for stable demand and funding. The outsource provider will use all four of these factors to calculate the price for its services.
Selecting the right type of contract <
Most companies rely on one of two contract types when building a pricing model for their outsourced business arrangements: cost-reimbursement and fixed-price. In both cases, a company is expected to pay the outsource provider for its costs and a profit for performing its services.
Cost-reimbursement contracts
Under a cost-reimbursement contract, a company pays its outsource provider the actual costs of performing a service. By definition, a cost-reimbursement contract is a variable price contract, with fees dependent on the amount of service provided over a specified time period.
In addition to paying for actual costs incurred by the outsource provider, the company pays the provider a profit through a fixed fee; a variable profit such as a fixed percentage markup linked to costs; or a variable profit tied to prearranged targets.
One of the primary disadvantages of a cost-reimbursement contract is that the outsource provider has no real incentive to control its costs. If the fee is calculated as a percentage of the provider's costs, then as costs increase, the fee increases, too. If the provider manages to reduce costs, it is effectively penalized by reduced revenue and profits.
To address this issue, some companies are incorporating cost-based incentives into their pricing models. In these cases, outsource providers are rewarded with a gainshare in return for reducing costs. The company that is outsourcing and the outsource provider share those savings.
Fixed-price contracts
In a fixed-price contract, the outsource provider's price is agreed upon in advance and is not subject to any adjustments. As such, the price the customer pays is fixed and includes the provider's costs and profit. A fixed-price contract therefore eliminates budgeting variation for the company that is outsourcing. Fixed-price contracts also are the easiest type of contracts to administer because there is no need for the company to keep track of actual costs to determine payment.
This type of contract places full responsibility for costs on the outsource provider. Its ability to manage costs directly impacts its ability to make a profit. The better the outsource provider is at controlling costs, the more profit it can make.
If the actual cost of providing the services turns out to be less than expected, the outsource provider wins because it realizes increased profit margins without having passed some of the savings on to its customer. The opposite is also true, of course: If the actual cost of providing the services is higher than anticipated, the outsource provider loses and the customer wins.
As we have seen, both of these contract types have drawbacks. Under both pricing models, potentially perverse incentives may result in companies' committing an excessive amount of resources to contract management.
We often are asked, "Which pricing model is better?" There is no single right answer. In our work, we have seen companies succeed with each solution. In fact, some of the best solutions were constructed as a blend of the two, with certain sections of the work done on a fixed-price basis and other sections with cost reimbursement. The parties must work together to determine which type of contract will best help them to avoid outsourcing "ailments" and get to the "Pony"—the difference between the value of the current solution and the potential optimized solution.
The role of risk
Risk is one of the more important criteria in selecting the appropriate pricing model. Under a firm fixed-price contract, the outsource provider is burdened with the maximum amount of risk. It has full responsibility for meeting the contract requirements at the agreed-on price. Under a cost-reimbursement plus fixed-fee contract, the company that is purchasing the outsourced services bears most of the risk. The outsource provider has minimal responsibility for the costs, although its fee (or profit) is fixed. In between these options are contracts in which the outsource provider's profit can be influenced by tailoring various incentive tools to its ability to meet cost and performance targets.
Incentives can help a company and its outsource provider share risks, and they can encourage behavior that is designed to produce the desired outcomes. The chosen pricing model should be tied directly to the provider's achieving the desired top-level performance and cost outcomes.
Incentives allow a company to directly influence an outsource provider's profitability by using a predetermined formula that pays additional profit (or reduces profit) based on the outsource provider's meeting agreed-on performance targets.
A Vested Outsourcing pricing model should incorporate contractual incentives that are mutually beneficial to both the company that is outsourcing and the service provider. The challenge in a Vested Outsourcing contract is to find the right incentives to motivate service providers to make decisions that ultimately will produce the company's desired outcomes. The Vested Outsourcing contract should therefore use incentives to balance the downsides of each type of pricing model and to help drive performance and cost improvements.
It is important, moreover, to establish procedures for assessing whether the provider has achieved the incentive targets and to establish incentives that are not too cumbersome to track and monitor.
The right mix of incentives
We are often asked if it is appropriate to use multiple incentive types for a single contract. The answer is, not only is it possible, but in our opinion it is desirable. A properly structured arrangement should balance multiple incentives, ensuring that perverse incentives are not created and compelling the outsource provider to make trade-off decisions that are consistent with the desired outcomes. Furthermore, a good contract will use the balanced set of incentives to foster an environment in which the outsource provider does not strive to maximize achievement of one objective to the detriment of overall performance.
Contracts should also provide for evaluation at stated intervals (usually monthly), so that the outsource provider is periodically informed of the quality of its performance and the areas where improvement is expected. Correlating partial payment of fees with the evaluation periods helps to create an environment that induces the service provider to improve poor performance or to continue with good performance. In addition, the number of evaluation criteria used in determining whether incentives can be paid, and the requirements they represent, will differ widely among contracts. The criteria and rating plan should motivate the service provider to improve performance in the areas rated but not at the expense of at least minimum acceptable performance in all areas.
Performance and target incentives are integral to Vested Outsourcing. In themselves, they do not create a contract that is performance-based, but they should always be incorporated to ensure that the outsource provider is working toward the proper goals.
Contract duration: Longer is better
So far, we have discussed contract type and incentives. The third essential element of the contract structure is the contract length.
Longer-term contracts are a crucial component of a successful Vested Outsourcing agreement because they encourage service providers to invest for the long haul in business-process improvements and/or efficiencies that will yield year-over-year savings. In many cases, investments in process improvements, such as new equipment or information technology infrastructure, can run into the millions of dollars. Service providers need to be able to forecast their future revenue stream (at least the minimum levels) to determine whether the return on those investments will be reasonable. Without the assurance of a longer-term contract, they are likely to be unwilling to invest in these process efficiencies.
In addition, longer-term contracts offer an intangible benefit to the company that is outsourcing. If the company spends the time to select the right service provider and properly structures the pricing model, it will need to write fewer contracts. The annualized costs associated with writing and developing one 10-year contract will be substantially less than the cost for two five-year contracts, and much less again than for five two-year contracts.
Importance of stable demand and funding
The last element of the contract structure should be a mutual understanding of the stability of the demand for the provider's services and of the funding for the agreement over the life of the contract. If the company and the service provider do not have a common understanding of how stable the future funding will be for the work the provider expects to do, then the service provider will likely add a risk premium to its price. Thus, it is in the best interest of the company to give the service provider solid estimates (and, if possible, minimum levels) of commitment regarding volume and funding.
However, because all organizations face volatility in business and are challenged with budget constraints, the reality is that companies cannot always make firm volume commitments to the service provider. For that reason, we recommend that Vested Outsourcing contracts include minimum volume thresholds that allow the service provider to cover its fixed costs or at least create a pricing model that allows for fixed costs to be covered regardless of business volumes or the number of transactions.
Excerpted and adapted from Vested Outsourcing: Five Rules That Will Transform Outsourcing, by Kate Vitasek with Mike Ledyard and Karl Manrodt. Published by Palgrave MacMillan, 2010. Reprinted by permission of the publisher.
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.
Global trade will see a moderate rebound in 2025, likely growing by 3.6% in volume terms, helped by companies restocking and households renewing purchases of durable goods while reducing spending on services, according to a forecast from trade credit insurer Allianz Trade.
The end of the year for 2024 will also likely be supported by companies rushing to ship goods in anticipation of the higher tariffs likely to be imposed by the coming Trump administration, and other potential disruptions in the coming quarters, the report said.
However, that tailwind for global trade will likely shift to a headwind once the effects of a renewed but contained trade war are felt from the second half of 2025 and in full in 2026. As a result, Allianz Trade has throttled back its predictions, saying that global trade in volume will grow by 2.8% in 2025 (reduced by 0.2 percentage points vs. its previous forecast) and 2.3% in 2026 (reduced by 0.5 percentage points).
The same logic applies to Allianz Trade’s forecast for export prices in U.S. dollars, which the firm has now revised downward to predict growth reaching 2.3% in 2025 (reduced by 1.7 percentage points) and 4.1% in 2026 (reduced by 0.8 percentage points).
In the meantime, the rush to frontload imports into the U.S. is giving freight carriers an early Christmas present. According to Allianz Trade, data released last week showed Chinese exports rising by a robust 6.7% y/y in November. And imports of some consumer goods that have been threatened with a likely 25% tariff under the new Trump administration have outperformed even more, growing by nearly 20% y/y on average between July and September.