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.
Over the years, Mark E. Richards has done a lot of thinking about the right way to choose a third-party logistics service provider—thinking he has now distilled into a simple six-step process.
In formulating those steps, Richards has drawn on his vast experience in logistics, having worked in the field for more than 30 years. His first job was with a multicity public warehouse company, Distribution Centers Inc. He went on to work for such companies as Nabisco, Gillette, and Oral-B. He is currently the vice president of Associated Warehouses, a consortium of more than 50 third-party logistics service providers (3PLs) operating over 110 million square feet of space in North America and Europe.
Throughout his career, Richards has been actively involved with industry groups like the Warehousing Education and Research Council (WERC), Council of Supply Chain Management Professionals (CSCMP), and International Warehouse Logistics Association (ILWA). He was appointed to the CSCMP executive committee at the 1999 Annual Conference and served as chairman of the board of directors during 2005 and 2006.
Richards met recently with DC Velocity Group Editorial Director Mitch Mac Donald to talk about how he fell into the profession and the six keys to win-win shipper/third-party relationships.
Q: What led you to seek a career in logistics and supply chain management?
A few weeks later, his company contacted me and asked if I would be interested in interviewing. Again, I said, "Thank you, but no thank you." They said, "Well, how about if you consider it a practice interview?" The next thing I knew I was working for Distribution Centers Inc. and Ken Ackerman.
Q: What changes have you seen over the past 30 years in the way businesses approach logistics and supply chain management? A: More and more organizations are recognizing the critical role that logistics plays. One manifestation of that is Tom Friedman's assertion in one of his books that those companies that have the most effective and efficient supply chains are the ones that will "win." So here you have a general publication that is recognizing the importance of supply chain. Another popular expression of it is the advertisements that we see on TV now. Thirty years ago, you wouldn't have seen "I love logistics" and UPS and others promoting logistics.
Q: Do you think the failure to stay on top of emerging technologies could put a company at a competitive disadvantage? A: Definitely. There are so many things that will revolutionize what we do and how we do it. Take robotics, for instance—the idea of a $20,000 investment in a robot that could handle picking and packing in a distribution center. I can also see a day where you have a third-party distribution center become a farm of sorts that would contain many, many 3D printers and all the ingredients that go into that printer. Someone places an order and that third party prints it, packs it, and ships it.
Q: What's the value of being active in industry associations like WERC, CSCMP, and IWLA? A: You have to not only take from the profession but also give back to that profession and be willing to invest yourself in hopefully making the profession better than when you entered it. My father and mother raised me with the whole idea of giving back. Even beyond that, I just believe that none of us has all the answers. I have been involved because I knew that it would expose me to different perspectives, different thinking, and different experiences and that could only be good for my personal development.
Q: You have come up with a six-step process for selecting a third-party provider that allows everybody to win. Could you summarize those six steps for us? A: One of the first steps is to understand yourself. Someone will contact us saying they need help looking for a third party and what's the price. I'll say, "Well, we can get to that, but can you tell me what you are trying to do with this and what your objectives are? Why are you even thinking about outsourcing?" Really, the first step is understanding who you are as a company and what your objectives are.
Another key is getting as many people as possible within the organization involved in the process. There again, I see people that want to outsource, and they start down that path but with minimal or no involvement from people in human resources or IT or finance or sales and marketing. To me, that is a mistake. You get those people involved from day one and your solution can be so much better.
Q: What are the next steps? A: Another key part is communications. Remember, you cannot overcommunicate. I'm a believer in communicating in a variety of ways: via phone, via text, via e-mail, via printed material. As you do that, you will be amazed. You have to kind of chuckle, "My goodness, I've said that to you, shared that with you six times and you are just now hearing it?" Because that is how we all are.
When you go to select a third party, another key consideration is the culture and cultural fit. That's probably the most important factor. You can teach anybody a technical process, but if there isn't a cultural fit, the result is not going to be as good as it could be. Part of that is asking questions that you might not typically think of. You need to be asking more of the "soft stuff" to understand the organization from a cultural standpoint and again, getting people involved in that process. It shouldn't be a one-person process. You should have other people visit the facility.
Q: And the next step? A: The next step concerns the implementation process. It's an area that I think a lot of people take pretty lightly. They need to have a plan that everybody can rally around and agree upon.
The final step is maximizing the results. Now that you have this partner, you really need to consider it an extension of your company and treat it just as you would someone within your organization. You need to share your expectations. You need to train. You need to have ongoing contact and communication with them, and you need to celebrate successes. I am a big believer in that.
Q: What advice would you offer a young person considering a career in logistics and supply chain management? A: Be actively involved and always give. When you give of yourself, you will be amazed at what comes back.
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."