Weak links, strong links: Who is taking over the supply chain?
There have been rumblings that the procurement function is "taking over" supply chain management. That kind of thinking is shaky on its best day and destructive in the long run. Here's why.
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.
One of the more respected discussion fora (no, that is not an oxymoron, and is the plural of a much-maligned noun) recently trumpeted an uncertain clarion call indicating that the procurement function was "taking over" supply chain management.
Never mind that the claim is not helpful in maintaining our fragile peer relationships within the chain(s); it is also wrong-headed. This should not be surprising, as consultants may have been involved in the background, and some are easily swayed by the wisdom of 26-year-old savants.
Climbing down from the aerie of high dudgeon, we are dismayed that it is apparently amazingly easy to either forget or ignore the core directions of changed relationships within both supply chain and corporate functions as we plunge deeper into the 21st century.
THE EMERGING BIGGER PICTURE ...
We have written, enthusiastically and approvingly, about the evolution away from last-century organizational paradigms. In short, the old model of operations management was often either led or controlled by an old-school executive, whose value was measured in the number of his (less often, her) direct reports and the number of functional departments making up his stable of skills and results. A popular management style was to pit departmental executives against one another in competition for budget money, capital, and positions as heirs-apparent. Performance targets were typically inwardly focused. Not only were they unaligned with one another for collective outcomes, but they were frequently in direct opposition, creating win-lose (or lose-lose) opportunities at almost every turn.
In the new century, we are seeing the beginnings of a sea change. The top executive in a supply chain management environment is no longer yesterday's operational lion tamer, with chair, whip, and pistol at the ready. He (and more often than ever before, she) is a facilitator and a builder, who fosters close positive working relationships within the chain and within the company. The idea is not internal competition; it is collaboration, synchronized execution, common and aligned performance targets, and a focus on enterprise success based on serving customer needs perfectly, even spectacularly.
We are moving away from the adversarial operations management model and toward the positive and integrated supply chain model. The direction is clear, but the pace of change is sometimes tentative. Both models will be around in parallel for some time.
Obviously, though, both models cannot exist side by side within a single organization without introducing very stressful cognitive dissonance and creating an umbrella of dysfunction. Equally obviously, in an age of external collaboration with suppliers and customers, internal collaboration is a must, a prerequisite. So, what are these people thinking when they gleefully salute a takeover within the realm of supply chain management?
THE ROLE OF ENLIGHTENED PROCUREMENT
We've written, too, about the necessity of including sourcing and procurement as part of end-to-end holistic supply chain organizations. It is vital to include, integrate, and synchronize what those folks do in creating profitable customer relationships and creating shareholder value. But "supply" is not "supply chain"—there are more pieces to the puzzle, and this news can stun those who think the universe begins and ends with good procurement practices.
THE REAL ISSUE
The core of our concern is not so much procurement as it is the notion that any functional area is being positioned to "take over" the supply chain. What's next, a palace coup by customer service? Just picture it, a gaggle of troops wearing headsets and camo gear, waving banners with revolutionary slogans, marching and singing like students in "Les Miz."
The idea that any function is superior or should, by virtue of title, rule the supply chain world is shaky on its best day and destructive in the long run. Our most important attribute is the ability to have everyone on the same bus and to not be fighting over who should be driving.
THE SUPPLY CHAIN LEADER
OK, smart guys, who, then, should be in charge of supply chain management? Our answer: no one based on job title, but someone with the right set of attributes. These are fairly simple to state, but very difficult to find. As for those attributes, in our view, the person must be:
A leader, not a manager. The successful supply chain function demands, for real success, to have someone at the top who can rally, align, and persuade those around him or her. Someone who attracts followers but does not command minions.
A visionary, not a rule-maker. Someone who is not a mere dreamer, but someone who can craft the structure of a distant, but far superior, future. And embed in that future the seeds of sustainable success, both external and internal.
A clear thinker, who is not seduced by passing fancies and who can cut through the clutter to get to core issues and opportunities.
A passionate server of customers and their needs in succeeding in their markets with their customers.
A performance-obsessed value creator—for the company, for its shareholders, and for its associates—someone who truly understands the full range of supply chain contributions to long-term success, and not merely a cost/price/inventory-cutter.
A broadly experienced supply chain professional who understands what the supply chain's components are, how they work together, and how they—in concert—deliver the goods.
It's a tough job, finding a walks-on-water individual who is genuine and authentic to the core. But the supply chain of today—and tomorrow—really demands no less. Not only is the search worth the effort, it could be the difference between being around or sinking beneath the waves as sea changes continue to roll in.
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.