The power's in the people: interview with Tracy Maylett
It's important to understand what really determines the long-term effectiveness of a supply chain, says consultant Tracy Maylett. And it's not the technology or the process.
Mitch Mac Donald has more than 30 years of experience in both the newspaper and magazine businesses. He has covered the logistics and supply chain fields since 1988. Twice named one of the Top 10 Business Journalists in the U.S., he has served in a multitude of editorial and publishing roles. The leading force behind the launch of Supply Chain Management Review, he was that brand's founding publisher and editorial director from 1997 to 2000. Additionally, he has served as news editor, chief editor, publisher and editorial director of Logistics Management, as well as publisher of Modern Materials Handling. Mitch is also the president and CEO of Agile Business Media, LLC, the parent company of DC VELOCITY and CSCMP's Supply Chain Quarterly.
When it comes to measuring distribution center performance, it's not enough to just focus on operational factors—like throughout and order accuracy. According to Tracy Maylett, CEO of consulting firm DecisionWise, you also need to measure the "soft side" of the business—how human beings interact with one another in the workplace. That's because skills like the ability to communicate effectively and build and maintain relationships have a measurable impact on both operational performance and customer satisfaction.
A specialist in leadership development through education, performance feedback, and coaching, Maylett has spent more than 20 years in the field and worked with clients in 30 countries. Prior to joining DecisionWise, an international consulting firm that focuses on boosting individual and organizational performance through feedback and measurement, he was the vice president of organization effectiveness at Modus Media International in Boston.
Maylett has also taught strategy in the Marriott School of Management at Brigham Young University. He has a doctorate in organizational change from Pepperdine University and is the author of numerous publications relating to feedback, human process systems, and leadership. His article "A hard look at the soft side of performance," co-written with Kate Vitasek, appeared in the Quarter 4/2011 edition of DC Velocity's sister publication, CSCMP's Supply Chain Quarterly.
Maylett recently spoke with DC Velocity Group Editorial Director Mitch Mac Donald about the importance of interpersonal skills in the workplace and how those skills can have as much effect on supply chain performance as the operational aspects of a business.
Q: How have companies traditionally gone about measuring the performance of their supply chain operations? A: Most of the emphasis has been on measuring the hard side. By "hard side," I mean very, very specific aspects of operational efficiency and performance—like ship rates, inventory turns, sales, and so forth. Over the past 15 years, most organizations have become pretty adept at measuring the hard side.
But in the last 10 years, I've come to realize that these organizations are missing a whole piece of the picture. What we are missing is how things happen. We tend to measure what we did, what we accomplished, and what has been done. What is not factored in is **ital{how} things are taken care of.
Q: Why is that important? A: By failing to focus on how things get done, companies could jeopardize or even destroy relationships. We may have met one of our metrics so things look fine on paper, but some larger issue may have been missed. We may have just decimated a vendor. We may have destroyed a customer relationship in the process. We need to be measuring not just what got done, but how it got done.
For instance, a lot of the steps toward greater efficiency have included the use of technology. In taking this approach, we may have designed humans out of the system. There's been a lot of designing humans out of this to make the supply chain relationship a purely technology relationship or a goods exchange relationship. It is almost an obsession to design humans out of the system, when in reality it is the human piece that holds the supply chain together.
Q: So how do we change that? You talk about the soft skills—or if you will, the human or interpersonal skills—in a supply chain. What are some of the skills that can have a measurable impact on the supply chain or an organization's supply chain effectiveness? A: The first one is communication, obviously. My co-author on the Supply Chain Quarterly article was Kate Vitasek, who a few years ago wrote an article on collaborative education. Collaborative education relies on a willingness to exchange information back and forth. So one of the soft skills is not just how we maximize the technology or the logistics pieces, but how we maximize our knowledge of each other and what works for us and what doesn't work for us. So that interpersonal communication piece is a key part of this.
Q: Are there other soft skills that should be taken into consideration? A: Yes. Building and maintaining relationships is a big piece of this. One of the things we see quite often in supply chain management is the focus on hitting a metric, and we might be blind to the fact that we may destroy relationships in the process. My firm focuses a lot on measuring what we call engagement, employee engagement. That is the idea that employees are bringing their hearts, their hands, and their minds to what they are doing. So the next piece is motivation. The motivation piece is how intrinsically motivated I am to work with this person or to work with this company.
The last part of that is satisfaction. What will that relationship bring to me? Is it working both in your favor and in my favor? We use answers to questions like that to measure what we think of as supply chain engagement.
Q: Can you point to any companies that have adopted this approach? A: Yes. There are several companies I work with that have done a couple of really effective things in this area. One of the things they've done is develop balanced scorecards that include not just hard metrics but also some soft metrics—metrics such as customer retention, employee retention, and employee engagement. The idea of employee surveys and employee engagement has really taken off over the last 10 years.
It's important to note that they're holding their managers accountable not just for hitting those hard metrics but those soft ones too.
Q: I expect this doesn't happen overnight—that it takes a bit of time and patience for this kind of thinking to become ingrained in the culture? A: Definitely. You have to remember that for the last 15 years, we have been intensely focused on designing the human factor out of the supply chain. So to put that back in the supply chain takes a cultural shift.
Q: What advice would you offer a company that's interested in exploring the "soft skills" approach? A: A good place to start might be with collaborative education. It's about teaching each other about our own companies. Bringing all the players in an entire supply chain together in a room. It's about helping everyone get a deeper understanding of how what they do in their piece of the supply chain impacts the entire group, both upstream and downstream.
It's important to understand what really impacts the long-term effectiveness of the supply chain and a hint here: It is not always just technology. It is not always just process. It is the people.
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.