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.
With all our focus on good/better/best practices and their integration with the concept of holistic supply chains, we sometimes put customer service on the mental back burner. But without customer service as an integral component, what's the point of supply chain excellence?
It's not simply about reducing or managing costs; that's too easy and too simplistic. Customer service is the reason that supply chains exist: right thing, right place, right network, right time, right way, right price, right attitude.
What customers need—and sometimes have the audacity to expect—is driven by their product and order profiles (which can change over time), their needs, their demands of the moment (which often relate to their needs), and how they must deliver to satisfy their own customers. It is, as we have previously written, customer service that drives how supply chains are built, determining such things as distribution network structures, inventory holdings and deployment practices, transport modes and use, and sourcing and supplier integration.
These fundamentals are true whether one provides goods or services, and whether the arena is business-to-business (B2B) or business-to-consumer (B2C) commerce. Those who get all those rights right, will prosper. Those who don't, won't. But ultimate demise may be a while in coming.
THE LATEST CASE(S)
Your fearlessly adventurous reporters were not caught up in the much-ballyhooed and over-hyped overload at parcel carriers trying to meet impossible demand peaks for Christmas. And, in truth, those "failures" were not the consequence of deliberate actions to contain costs or to pretend to have a customer service commitment when the real wish was for the customer to go away quietly after paying.
But the spotlight has helped intensify our thinking about the criticality of customer service, both genuine and ersatz, in business success in the Age of the Supply Chain. And we have had our own service contretemps in the recent past. FedEx and UPS are certainly not bad actors in the customer service melodrama. And a few companies have built staggering reputations and cult-like followings on nth-degree customer service. They, in general, are succeeding wildly. We refrain from naming them, lest we omit a deserving candidate, but the industry verticals represented include automotive, general retail, apparel, manufacturing, hospitality, specialty retail, communications, entertainment, and business services—and, yes, supply chain management.
THE DARK SIDE
There, sadly, are too many no-service or not-quite-service providers lurking in the thickets of competitive commerce. These are the outfits that have a formal customer service function because it is required, whether by regulators, by license grantors, by competitors' practices, or by the demands of customer perception. Many of these great pretenders try to get by with slogans, outrageous claims, charismatic spokesmodels, and loads of advertising. But they do reveal core corporate cultures when facing (or avoiding) service stress.
Do they not realize that protected territories for single provider services are a fading remnant of the past? That unique products and processes lose uniqueness or patent protection over time? That there are competitors in all dimensions of products and services who can and will differentiate based on technology, reliability, service, cost, quality, integration, whatever? But treating customers like unworthies of somewhat diminished capacity is not a strategically successful course for sustainable revenue and profit building. And too many companies fail to respect their customers, whether businesses or individuals.
More breaking news: We know the truth, and others are catching on rapidly. The days of the rapacious hucksters are numbered. We only wish we knew the number and could plan accordingly.
THE MANY FLAVORS OF CUSTOMER SERVICE
Putting aside the unseemly details of our specific recent adventure, which was not excellent, this is ultimately about the role of customer service in supply chain performance and enterprise success. So, what can customer service do for you, and what can it do to you?
First, recognize that customer service encompasses all relationships and interactions between your organization and your customers (including your internal customers); it is not limited to the functionality of a specific box on the org chart. Customer service is the totality of a buyer's experience with the seller—order placement, product inquiry, problem-solving, tech support, returns, image and appearance, transaction accuracy, order fulfillment performance, community relations, general ease of doing business, interpersonal relationships, value, collaboration in products and processes, and on and on.
Here's what's at stake when you make decisions about the what, why, and how of your customer service:
Middling-to-poor customer service can undermine—even ruin—excellent operational supply chain performance.
Exquisite customer service can overcome the short-term impacts of marketplace events, e.g., floods, famine, conflict, earthquake, tsunami, shortages.
Robust customer service can mitigate customer reaction to sporadic failures in supply chain execution.
No amount or quality of customer service can make up for frequent and continuous supply chain failure.
Superb customer service can enhance customer relationships, protect business volume, and help build business growth with existing customers.
Dynamite customer service can generate business growth through current customers' word-of-mouth endorsement.
Shabby, shoddy, ineffective, or otherwise negative customer service can drive customers into the waiting arms of ardent and loving competitors—at incredible velocity.
The flip side of word-of-mouth endorsements is that news of bad customer service travels at least six times as fast as testimonials for good customer service.
THE COST OF CUSTOMER SERVICE
Those who see it as an investment understand that the payoffs of customer retention, business protection, and sales growth are huge. Those who see it as a cost, a necessary evil in doing business (or an onerous requirement imposed by regulators), think customer service represents an opportunity to trim costs, or to get by with either a minimum or a faux function that minimizes the expense involved.
What the beady-eyed cost managers fail to see is the economic damage visited upon the enterprise by lost business volume, by lost customers, and by the rise of competitors with a longer-range vision—and an understanding of customer service as a competitive weapon, a differentiator.
At its best, in addition to the short-term and tangible business results, customer service can provide a window into what customers think, want, and need as they plan how to succeed in their own markets and with their customers.
AND THE FUTURE HOLDS?
Potentially fatal diseases seldom develop without signs and symptoms. We'd submit that eventual business failure is a likely consequence of some combination of supply chain failures and customer service shortcomings, pretenses, implosions, or mediocrity.
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.
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.