The pitch is that transforming your operation is as easy as finding the right software or training protocol. So why do so many of these initiatives fail?
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.
Business Transformation (BT) has been the phrase of the month for quite a while now, and countless consultants have amassed wealth delivering whatever BT is to clients who have been willing to suspend disbelief and get past the price tag for the sake of the sound of the concept.
Too cynical? We confess to a bias, as working consultants, for turning hopes into reality over creating impossible dreams. Sort of a Little Engine That Could yin to the yang of Don Quixote.
BT through technology
But what is Business Transformation? Maybe the definition depends on who's selling it. For some, BT is synonymous with the implementation of new systems, often enterprise technology solutions.
Yet it seems to us that a lot of these enabling technologies aren't so much about transforming processes as they are about conforming processes to their definitions (and limitations). That's generally a recipe for disaster.
We daren't speculate about what percentage of enterprisewide systems implementations never get beyond the finance and accounting modules because organizations and their resources collapse from exhaustion before the nuts and bolts of the operation can be fully integrated into the enterprise solution. And that's to say nothing of the considerable financial and IT resources required to customize the systems to meet operational realities.
Take the case of the billion dollar corporation that undertook an enterprise resource planning (ERP) implementation. Ten years on, the supply chain folks do not have systems support that is user-friendly and process-enabling—and nothing resembling warehouse management functionality. In addition, the operating end of the company has felt compelled to develop—haltingly and in-house—systems that approximate order management. They remain a work in progress five years into the exercise.
As you might expect, this tends to have a demoralizing effect on the staff. Operational folks get pretty jaded pretty quickly when they discover that transformation isn't going to make their work lives any better, and may make them worse.
BT through process
Other will tell you Business Transformation is all about process—that is, re-engineering an organization's operating procedures to eliminate waste and allow it to do more with less.
But there can be an unfortunate tendency among the promoters of process-driven transformation to seek brilliance, breakthrough, and strategic redirection. Sometimes, radical and unconventional thinking is useful; sometimes, it is even on target. And sometimes, it is a futile and counterproductive exercise.
When process redesign pursues change for the sake of change, new strategies for the sake of perceived elegance, and radical options for the sake of shock value, there are serious risks that the people who have got to make all these things happen will refuse to get on the bus. Adding outsourcing to the mix can make for an even more combustible situation.
We know—first-hand—of a case in which self-anointed masters of innovation devised, and attempted to ramrod through another billion dollar enterprise, a solution set that simultaneously threw part of the operating organization out on the street, threatened a significant part of the remainder with replacement through outsourcing, and alienated mission-critical components of the supply base.
Brilliant.
BT through people
Others will tell you the key to Business Transformation is to focus on the "people" component of the "people, process, technology" mantra we all love to cite. Today, there are battalions of consulting specialists who focus on "organizational development": building high-performing teams, effective communications, building (or rescuing) business relationships, understanding styles and motivations, roasting marshmallows around the campfire, working and playing well with others, and so on and so forth.
Good stuff, all of it. But borderline pointless if done without clear linkage to business purpose and business outcomes.
We are reminded of the prospective client that wanted organizational development training, which it defined as a two-day workshop to be awarded to the lowest bidder. The company had somehow gotten the idea that such training would lead to dramatic improvements in operating performance and customer relationships. But it was badly misled. Two-day retreats are no substitute for the hard work of mastering the techniques involved in building effective internal and external relationships—and of relating them to business objectives of revenue, profitability, quality, performance, and sustainability.
What if ...?
Bottom line: Technology- and process-driven approaches to business transformation will not produce sustainable results if the "people" part of the equation is ignored. "Feel good" organizational development initiatives will be of limited value without continuous improvement in the process and technology dimensions.
Until and unless we can get to genuinely integrated Business Transformation programs that deal simultaneously with people, process, and technology development, we're destined to fail in our attempts at transformation.
The good news is, all this talk about integrated programs is not conceptual. It's real. A few pioneers are doing it now. Unlike pioneers in some other initiatives, they're not returning with arrows in their backs. They're coming back with transformed businesses—and money in their pockets.
But we've got to confess. These programs are more difficult to put together—getting the right parts in the right sequence— than methodology-driven approaches to systems and technology or process engineering solutions.
Where the effort and investment pay off is in their repeatability and in their embedded continuous improvement components, which deliver value year after year after year. And which include continuing development of the human potential that keeps them going.
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."
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.