Social media champion: interview with Tony Martins
Social media can help break down organizational silos and solve supply chain problems, argues consultant Tony Martins. He's successfully put that idea to the test with his "hive" model of communication.
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.
Social media has changed the way people across the globe communicate with one another. Through websites and applications like Facebook, LinkedIn, and Twitter, users can not only create and share content virtually but also engage in networking. Although most people associate social media with personal communication, consultant Tony Martins believes it can also play a valuable role in breaking down organizational silos to solve supply chain problems.
Martins, who has held executive-level supply chain positions at Halo Pharmaceutical Inc., Teva Canada, and Ratiopharm Canada, now heads his own consulting firm, Tony Martins & Associates. He began working with social media in the workplace in 2005. He was so impressed with the potential power of these tools that when he left the pharmaceutical industry to form his own supply chain consulting practice, he decided to use social media as an integral part of his supply chain management methodology.
As part of his consulting practice, Martins has used virtual spaces to foster collaboration among different organizations, functions, and companies. This virtual collaboration has helped companies react faster to the many unexpected events that every supply chain must contend with.
In an interview with Editor at Large James Cooke, Martins discussed how social media could be put to work in any supply chain organization.
Q: Why do you believe supply chain executives should use social media and social networks in their jobs?
A: All the supply chain executives I've met in recent years face the same challenge: what I call "supply chain disjointedness." The hardest thing for them to do is to synchronize all the parts of that chain—the various organizations and teams that the material flow goes through. You can see this problem between companies: suppliers that are late, stockouts, excess inventory, and so forth. You can see this problem inside manufacturing operations as well: materials not ready for production, or quality assurance waiting for documentation that isn't ready.
Synchronizing the supply chain can be helped by using advanced planning systems, but systems can only do two things, really: produce plans that synchronize everything, and send you messages telling you that something went out of sync.
When unexpected problems happen—materials don't pass laboratory tests, delays occur at the border, demand suddenly surges—the flow of materials through the chain stops, and something is delayed. That is what causes things to go out of sync. At best, a system can send you a signal, but a system can't solve the problem that caused the delay in the first place.
Only people can solve a problem that stopped the supply chain. But that too is a challenge, because invariably when there is a problem, it requires individuals of multiple skills to come together to solve it. If an operator on a packaging line for pharmaceutical tablets opens a barrel of tablets and finds them cracked, what can he do? He calls his supervisor, but the supervisor has to get a QA [quality assurance] inspector to come in and decide whether to inspect the tablets and then continue packaging, or reject the batch. If the batch is suspended, the supervisor then needs to figure out how to put another batch on the line. For that, he needs planners to change the schedule and the warehouse to prepare a new batch. And so on. ...
With social media, we can implement a social model of collaboration. In the virtual space provided by social media, people can easily reach each other across silos, independently of the hierarchy. When social media are used to solve problems, we see people of multiple skills react spontaneously to posted issues. And the stream of conversations that ensue after problems are posted leads to solutions [much more rapidly than] with classic methods [of solving problems].
Supply chain executives should look at the social model of collaboration that can be enabled through social media as the most significant strategic weapon in supply chain optimization today. It liberates them from the rigid framework of functional structures and client-supplier relationships. It is the best way I've seen to keep the supply chain moving quickly, in spite of the many problems that will always occur.
Q: How can supply chain executives use social media in their operations? A: Over the past 10 years, I've used social media to solve unexpected problems in operations and have found certain strategies that work well. From that experience, I derived a model that I've been using in my consulting assignments.
It's called the "hive model." A hive is a community of individuals of multiple skills who have the responsibility of solving issues within a specific scope. Individuals in a hive are empowered to make decisions using their knowledge or, when needed, by "poking" senior managers to "come in" and make decisions the hive cannot make.
In this model—which is a social model for the workplace—individuals don't go "upward" to escalate issues; they call managers to come "downward" and help solve the problem when and where the managers are needed. It is what I call "reverse escalation."
But what is the scope of a hive, and how many hives should there be? First and foremost: A hive is not a functional group. A universal principle I've learned over the years is that, generally speaking, collaboration isn't needed within a functional group; it is needed across skill sets. So, you should not create functional hives.
The scope of a hive equates with a mission that produces results that are significant to a customer. One example of a hive and its mission would be maintaining a high service level for customers of a specific market segment, which would involve individuals from customer service, product management, sales, and supply chain management (SCM). Another example would be achieving and maintaining fast delivery times for finished goods. That would involve people from SCM, warehousing, production, quality, and purchasing. ...
In very large enterprises, these would be examples of **ital{types} of hives rather than hives as such. For each type, you could have multiple hives. For instance, for the customer service example, you could have a hive for Canada, another for the U.S., another for the U.K., and so on. ...
At times, the same people appear in multiple hives, and they play important roles in keeping the network of hives coherent. For instance, in the above examples, the customer service hives would be market-centric, and the delivery-time hives would be plant-centric. In both, the people from SCM would function as the link between the two sides of that "matrix."
Q: Why do you think so few companies are using social media in supply chain management? A: The purpose of social media is to network people and to foster collaboration. Most companies have functional, hierarchical organizations. Functional structures are, in and of themselves, anticollaboration, and they make it difficult for the social model to permeate the enterprise. The functional hierarchy is a command-and-control model where everything everybody does is prescribed, predictable, and controlled by a few individuals at the top. ...
The social model has been emerging for the past 10 years and is based on completely different premises. For instance, it believes that there are a lot more people at the bottom than at the top, and therefore problems can be solved more rapidly at the bottom of the organization. It fosters the capacity of individuals in a community network to spontaneously construct solutions to problems or even to invent new processes, without any specific direction from a senior manager.
In the social model, "plans of action" are not made up front by a smart manager. They are developed progressively by a community that plans and acts at the same time. It's "organized chaos," something the hierarchical model dreads.
In the traditional functional model, communication is formal, actions obey established protocols, and ways of doing things are specified in detailed, controlled procedures. If you want to change how things are done or, worse, by whom, you have to go through the pain and time [needed to] change the bureaucracy of a controlling structure—[you have to] change detailed procedures, go through long approval cycles, change job descriptions, change organizational charts.
In the social model, roles are defined with clarity and simplicity. Communities are directed to broad but very clear, tangible goals, and individuals are free to figure out as communities how to get things done, leveraging their multiple skills and competencies.
The difficulty we're seeing with social media penetrating the core of enterprises is the difficulty of a command-and-control model migrating to a social model. But it will happen. By 2020, only 25 percent of the work force in North America will be baby boomers; most of the rest will be Generation Y and Z. [That's when things will change.]
Q: How could social media transform supply chain operations in the future? A: Supply chain management is the only real horizontally functional group at the core of manufacturing companies, if we exclude project management. It plays a very helpful role as the coordinator and synchronizer of all the pieces of the "puzzle." But it suffers from having no real power to impose upon any of the doers of the chain and from the agonizing difficulty that disparate silos have in working together efficiently.
For SCM executives and professionals, social media is a godsend. I suggest that SCM practitioners are in the perfect place to insert the social model in the enterprise and between their enterprise and other supply chain partners and customers.
To leverage the power of the social model, SCM executives need to think less about systems, data, and procedures and instead focus on getting people of diverse skills working together to solve problems.
In the past year alone, I lived through two experiences in two completely different companies, one small and one large, where I was asked to help improve the efficiency of the supply chain and to improve service levels. Contrary to what I would have done 10 years ago, I focused on getting people to work together, more so than on processes. Processes are just a frame of reference that helps everybody think coherently. They bring coherence to the workplace, but they don't make the workplace work fast. ...
In essence, then, SCM operations of the future should be social-intense rather than process- or systems-intense. Processes and systems will form the base upon which people will do work, but managing and coordinating the supply chain will be more about the ability to master the social model, to strategize the best arrangement of hive communities, and above all, to be able to do so across enterprises.
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."