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.
Fans from the innocent earlier days of pop music might remember the monster hit "Joy to the World" by Three Dog Night. But an earlier Jeremiah was a prophet in the Kingdom of Judah, the "weeping prophet" who urged reform and repentance. He is recognized in Judaism, Islam, Christianity, and Baha'i. Some think that I might be modeling Jeremiah, but my own views are not quite as pessimistic.
TILTING AT THE WINDMILL DU JOUR
As we navigate the tortuous pathways of contemporary sourcing and procurement, hands, tendrils, and teeth reach out for us, much like the underwater creatures—grindylows, merpeople, and such—who sought to ensnare Harry Potter. One hand that might be judged as either harming or helping belongs to the corporate legal function. Sometimes, the appendage is a talon that captures and cuts; sometimes, it's a hand that reaches out and offers a pull toward safety and away from disaster.
Finding a positive balance in the relationship between legal and the sourcing/procurement functions can be challenging. On the one hand, we are charged with finding reliable, sustainable, high-quality, cost/value-effective, and easy-to-work-with sources, suppliers, providers, manufacturers, and distributors of products, components, materials, technology, software, consulting, project solutions, paper clips, and other elements that make our businesses possible—and profitable.
On the other hand, we must accomplish our mission in ways that do not jeopardize the enterprise or leave it open to failure, litigation, business interruption, or scandal. And here is where legal peeks over our transom to—legitimately—make sure we are playing by the right rules.
LAWYERS RUN AMOK
In some organizations, the legal function has taken control of, or exercises universal veto power over, contracts, agreements, RFx (requests for information, proposals, or quotations), and foundational qualifications for any provider of goods or services to the enterprise. In the immediate environment, the consequences might include fights to the death between the supply chain or procurement functions and legal over all issues, both trivial and game-changing; delay; wasted energy; diminished attention to the really important issues; and the unnecessary involvement of senior leadership in schoolyard brawls.
In others, legal is a trusted and valued ally in crafting appropriate contracts with prudent corporate safeguards in place. To be blunt, it is procurement's responsibility to: 1) take the lead in building productive collaborative relationships with legal; and 2) build, acquire, and demonstrate capability in the fundamentals of contracting and provider management.
FIRST STEPS IN SOLVING THE RIDDLE
Here are some questions to ask, if you lead the sourcing and procurement functions in your organization. Your answers may lead to a revelation of what you might consider next:
Are there clear thresholds and classifications that define when and how to use RFPs, RFIs, RFQs, and other instruments? Have these been defined by you or by legal (or another function)?
Does legal hold sway over all bidding and contracting processes? Does this delay or confuse selection and award processes and timelines?
Do you use one contract template, with universal language, to control all goods and services provisions? Does this cause confusion—say, in holding HR consultants to the same bonding, licensure, and insurance provisions as those who build nuclear power operations?
Is legal attempting to guard against all risks of all types and all sizes in all contracts? Does legal work with you to tailor individual contracts to manage reasonable risk in the activity, material, product, or service involved—and does that process include definition of a specific supplier's profile and history?
Do you find it difficult to find disadvantaged business enterprises (DBEs) willing to bid in your environment? Are you falling short of DBE contracting goals?
Are your "requirements" eliminating DBEs from the acceptable bidding pool? Do they also discourage all but the largest providers from proposing services or providing goods and materials?
Do your internal customers' traditions and preferences along with legal's demands erect barriers to entry for smaller, less traditional, and possibly disadvantaged enterprises?
Has your working relationship with legal affected your internal interactions with other functions, e.g., HR, IT, real estate, field operations, manufacturing, finance, and accounting? What have you done to mitigate these impacts?
How have you categorized and classified the goods, services, and suppliers that make your business operate? Do you distinguish among levels of business criticality, product complexity, corporate mission impacts, and the like?
How do you manage supplier/provider performance—to contract, on specific goods or services—to both achieve performance targets and to demonstrate capability to your peers and superiors? How do you publicize the results of these efforts?
THE NEVER-ENDING QUEST
The question-and-answer drill can go on and on. At core, though, is a frightening reality. How well you partner with peers, such as legal and others, will, to an extent not always understood, define how successfully your end-to-end supply chain operates.
With legal as a permanent adversary, you are guaranteed to lose. With legal as a flexible and knowledgeable ally, you have a fighting chance at supply chain success.
Wars have losers; we all know that. But it is not important that you might win and legal (or another function) lose. In war, even the victor loses. Loses support, loses resources, loses credibility, loses focus—all very real possibilities with very real consequences.
Perhaps in a geopolitical arena, wars are sometimes necessary and unavoidable. In our world of integrated supply chain management, peace, teamwork, and collaboration can make winners of us all—our function, our supply chain, our peers, our customers (both internal and external), and our supplier/provider bases.
And then, we will not have to face the I-told-you-so specter of Nebuchadnezzar beating our brains out and throwing us in jail, or worse.
Note: A version of this column may appear on the Spend Matters blog site.
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.