James Cooke is a principal analyst with Nucleus Research in Boston, covering supply chain planning software. He was previously the editor of CSCMP?s Supply Chain Quarterly and a staff writer for DC Velocity.
Selecting the right vendor can make or break a distribution center's systems integration project. Since it's the integrator's job to make sure the warehouse management system is able to "talk" to the facility's material handling equipment, choosing the right contractor for the job is key to ensuring that the operation gets up and running quickly and stays running without a hitch.
"I look on the integrator as the orchestra leader—someone intimately familiar with each instrument's role, who knows how to direct and blend those instruments for the best performance and, then, makes it happen," says John M. Hill, a veteran consultant who now serves as a director at the York, Pa.-based supply chain consultancy St. Onge Co.
There's also a lot of money at stake when companies go to choose a vendor. Integration services represent a huge expense in any warehouse automation project, with the tab easily running into the thousands of dollars.
Just how much should a company expect to pay for systems integration? Hill says it varies with the complexity of the job. With a basic integration project, integration costs will run to roughly half the combined cost of the hardware and software, he says. For a project involving sophisticated material handling equipment, it's more likely to be somewhere between 30 and 40 percent of the total amount spent on software and equipment. For example, according to Hill's formula, a company that's spending $1 million on software and material handling equipment should budget at least $300,000 for the integration work.
Clearly, there's a lot at stake when it comes to picking an integrator. But how can a company ensure it's selecting the right vendor for the job? We asked several experts for advice. What follows are their recommendations on things to consider:
1. Does the integrator have relevant experience? Experts say the first step in selecting an integrator is to check to make sure the company being considered has actual experience in the work you're planning to do. For example, if it's a pick-to-light deployment, you'll want to confirm that the integrator has experience with those types of projects.
Once you're satisfied on that count, the next step is to check out the company's reputation. Client references will be a big part of that, but there are other avenues to explore, says Frank Camean, president and CEO of the Paramus, N.J.-based consulting firm 4Sight Supply Chain Group. Noting that integrators are typically responsible for overseeing the deployment of software as well as equipment, Camean recommends checking with the software vendors about their experience working with the integrator.
"If they [the software vendors] come back with favorable feedback, then you are on the right path to choosing the systems integrator that's right for you," he says.
2. Is there a potential for conflict of interest? Many systems integrators have ties to specific equipment makers or even to software companies. Hill notes that some equipment suppliers have even offered integrators incentives for choosing their technology for a project.
"If I've got a side deal with a supplier, then the likelihood is that I'll favor those suppliers and give them a little more slack than if I had no ties at all," says Hill.
That's why the experts suggest that companies do some nosing around to determine whether the integrator might have financial arrangements that could tilt the balance in a particular supplier's favor.
"It's not always easy to pick up on these nuances, but if you do enough digging in the supplier selection phase of a project, you stand a better chance of uncovering trust considerations that may be of concern," says Marc Wulfraat, the head of MWPVL International Inc. in Montreal. "This is truly a long-term relationship, so it's important that you trust the integrator-partner."
3. Will it dedicate a stable team to your project? The typical integrator lives from job to job and doesn't have the luxury of keeping idle employees on the payroll. If another project comes up while the integrator is working on yours, it may be forced to reassign qualified staff to the other project.
Hill said he's seen a number of integration projects run into trouble as a result of such reassignments. To prevent that from happening, he urges companies to address the topic up front during the selection process. Ask whether the integrator can assemble and assign a team by the designated start date, he says. Once you're satisfied on that count, request a list of proposed team members and check out their backgrounds. When you have a team you're happy with, let the vendor know you'll want them around for the duration, Hill adds. "Ask for a commitment short of death and taxes [that] these people will be with the project until it's completed."
4. Is the integrator willing to provide a solid statement of work? Before signing any contract, the company and the integrator must agree on the scope of the project work with clearly defined deliverables, timelines, and responsibilities for each party.
"That statement of work needs to be very detailed, and it needs to define what the integrator will do, the equipment, and what resources the user will bring to the party," says Hill. "This ought to be part of the contract."
A detailed statement of work can prove critical in the event the project hits a snag. That's because a well-drafted statement will lay out the process to be followed should a project go off track and schedules have to be readjusted.
"Few projects go flawlessly," Hill points out. "You won't want to spend your time hollering and pointing fingers. You want to approach problem resolution in a businesslike manner."
5. How's the cHemiätry? This is another tough selection criterion because, unlike the scope of work, it can't be clearly defined. In this area, Hill says to go with your gut feeling.
"I wind up with two integrators with the credentials and the track record," says Hill. "When it gets down to making a decision, I'm going to pick the one I like."
Jeff Waller, a former consultant who now works for the Veghel, Netherlands-based material handling company Vanderlande, concurs that cHemiätry can be critical to a project's success.
Personal cHemiätry "is extremely important, as the cHemiätry is what gives each party the confidence that the project is going to succeed," he notes. "In my experience, a lack of personal cHemiätry usually results in less-than-desirable solutions."
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."