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.
Even thinking about a major systems integration project can be daunting. The process of bringing together multiple technologies—material handling equipment plus a wide array of software—demands significant time and resources... and entails a large measure of risk.
The goal is to link these disparate pieces into a seamless whole. Business success—not to mention careers—depends on successful execution. To borrow a phrase, failure is not an option.
So what does successful implementation take? We asked a number of experts who specialize in systems integration what their customers need to do in advance of and during a major project to ensure that it runs as smoothly as possible.
Make the case. Major projects require substantial capital, and that means senior management buy-in. But significant changes in operations affect many parts of the company beyond the DC—sales, marketing, operations, IT, and more—and project leaders should ask managers in all of these functions to weigh in on a proposal.
David Farmer, vice president of sales and marketing for Fortna, which describes itself as a supply chain design and implementation specialist, emphasizes the need for managers to view the project through both what he calls the business lens and the functional lens. "The business lens is about service, cost, revenue, reducing risk, and strategy," he explains. The functional lens focuses on how the overall system will work to meet the business objectives.
James Bowes, president of Peach State Integrated Technologies, adds that it's important that the project planners look out over a sufficient time horizon. "If you're going to make an investment of seven or eight figures, that needs to sustain you for seven to 10 years, so you are really pushing executives in sales, marketing, and finance to think out that long," he says. "What will your growth and your channels look like? We like to start with that end in mind and build back to what's required for the next three to five years, with an expansion plan to add to the system without compromising day-to-day business."
Plan, then plan some more. That might seem obvious, but what's often overlooked is the breadth of detail that successful project implementation requires. "The most successful projects are those in which companies invest the time in planning," says Bowes, whose company provides consulting and engineering services for manufacturing and distribution. "What we've seen is that success is 50 percent planning and 50 percent execution. You get in trouble when you try to do things too fast."
Jim Barnes, president and CEO of supply chain consulting firm EnVista, says, "First and foremost, you have to define the detailed functional and technical specifications that create the scope of the project. You find the devil in the details."
Once you've reached agreement on the scope of the project, the next step is to identify what resources will be required. "Make sure you have an adequate budget," advises Pat Sedlak of Sedlak Consulting, a firm that works with clients like adidas on major distribution center projects. What companies sometimes forget is that the budget has to cover more than just capital equipment and integration costs, he says. You also have to factor in the cost of making the transition from existing systems and "extras" like anti-fatigue mats and floor sweepers—expenses that can add up quickly. Bowes of Peach State adds that the budget should include the costs of maintenance contracts and spare parts inventories as well.
Farmer notes that the same kind of attention to detail should be extended to staffing. Early on, managers must assign specific responsibilities to individuals for the various segments of the project. "If you don't create ownership by work streams, something will fail," he insists. At the same time, all of the parts need to be coordinated. "Where you fail is when someone says, 'I'm going to put in a new material handling system' without knowing how it will impact the warehouse management system or people readiness. The overall project documentation must show where each work stream touches any other."
It might seem that a plan developed for a new facility would have a lot more moving parts than a retrofit. But Bowes says that's not always the case. Planning for a retrofit can be more difficult and complex than planning for a new building since installation must proceed in tandem with existing operations, he explains. "The tactical planning is even more important," he adds. "You simply cannot compromise a facility's ability to serve customers."
Develop a realistic schedule. "You can have problems with a schedule that is too short or too long," Sedlak warns. "If it's too short, you risk looking like idiots—you have to run and gun and put pressure on the whole organization. If it's too long, people lose focus," he says. "It is really critical to keep momentum going," adds Bowes.
So how much time does the typical systems integration project require? Sedlak says that for a new facility, a schedule normally runs about 18 months. Retrofits are somewhat quicker. Executing a major project in an existing building will take four to six months, with planning for six months prior to that, says Dean Starovasnik, practice director for distribution engineering design at Peach State.
Organize the right team—and give it authority. "The first step is setting up the proper structure," Farmer says. That includes putting together a team and developing a communications plan at the outset. "You cannot accomplish a systems integration project without the proper structure."
Bowes, like other experts, says the team must include representatives from a number of functional areas—finance, marketing, operations, IT, and distribution, among them.
But putting together the right team is only half the challenge, says Barnes. You also need the right project manager. "What makes or breaks these projects is good project management, not only by the systems integrator but on the client side," he says. The project manager must be a great leader, one who can keep the team united and focused, as well as a great communicator, he adds. "You need to be able to communicate upward both good news and bad."
To be effective, the project manager must be given enough leeway to carry out the task. But that doesn't always happen, says Barnes. "They often have the responsibility but not the authority."
Sedlak adds that the role of project manager should be treated as a full-time job. "These change programs cannot be accomplished with half-time people," he says.
Communicate constantly. That's especially important if a part of the project goes off schedule. "If you're running behind, don't put off communicating that," Farmer says. "You don't know if that impacts another part."
And communication must be timely, particularly when things go amiss. "Bad news does not get better with age," Barnes says.
Honor the schedule, but don't rush to the finish. Even the best laid plans can go awry, leading to holdups and delays. Once a schedule slips, it's tempting to compress some of the final testing and debugging and put the system to work. That's a mistake, the experts agree. "Over and over again, we see people lose time up front, but the end date does not change and what is lost is testing," Sedlak says. "You need to test, debug, and retest. Once you go live, you want to stop debugging and move on to customer service."
Barnes, too, is a firm believer in testing, particularly stress testing, which involves pushing a system to its limits. He cites one customer facility where stress and volume testing revealed significant problems with activities like scanning, labeling, and messaging that caused the warehouse management software and material handling systems to crash. "If they had gone live, they would have shut down for a week," he says. But since the issues were revealed in the testing phase, the company was able to resolve them before operations began.
Farmer emphasizes the importance of testing each segment of a system, then testing the integrated parts, and concluding with operational readiness testing. The last, he says, re-creates a day in the life of the new facility or system. "Treat that like a dress rehearsal," he says. "If you go through all that and the people are trained, it is a non-event when you turn on the switch."
Engage the workforce. This step is particularly important where an existing workforce will make the transition to a new system. "You've got to have buy-in on the floor," Sedlak says. He urges involving line supervisors early in the development process and training them to train the line workers. "That's especially true if you're doing a renovation," he says. "That's harder than bringing up a greenfield project."
Farmer maintains that preparing workers for the transition to a new system must be part of the process from the outset. "You always need a people-readiness work stream," he says. "If you don't, you will not meet the business case. You are really doing change management, and adoption of change is critical to success."
Starovasnik makes a similar point. "The physical changes—those are obvious. But you're also changing the lives of the people who work for you." He suggests engaging supervisory personnel early in the design process. "Their input can be invaluable," he says. "They understand their customers' needs. You want them to see it not as a corporate design, but as their design. It helps if you can establish a sense of ownership that can be translated to the front-line operators."
Look ahead and look back. The end of the project is just the beginning of the operation. Farmer urges companies to establish exactly how the operation will function after it's completed as part of their planning process. In addition, he says, a post-project review to identify lessons learned can prove valuable in the future.
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."