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.
Many thanks to Paul Simon for the very sound advice, but we are not seeking one of 50 ways to leave a lover. Of course, the term originated as "What's the plan, Stan?" in a children's rhyme featuring a dog named Stan. But the thought is timely.
Those who have spent much time in the supply chain world can easily fall into a hectic life that is strangely comforting in its repeated challenges and catastrophes. We bob and weave, extinguish fires, overcome ineptitude, work our way up, get caught in rightsizing, move on to the next job, and are rudely awakened one day to discover that it is time to go to grass. Turn in your keys. Enjoy the stale cake at the farewell party. No more passing Go and collecting $200.
Now what? How did you get here? Where are you? What happened to the passing years? Was this the plan? Was there a plan at all?
ENVIRONMENT AND PRECEDENT
We are surrounded by plans and planning in our jobs: targets, objectives, timelines, budgets, and resource requirements and constraints. We focus daily, sometimes continuously, on fill rates, on-time shipments, inventory levels, throughput performance, and more. We face deadlines, measure progress, track milestones, and perform after-action analyses.
True, real life and random events throw us a few curve balls, but we always have the plans to return to, to pick up the pieces, and continue on toward the ultimate objective(s). Do we have something similar to provide a life and career path, a course to return to when things go awry?
Why not? And what should one look like?
STARTING OUT
Everyone's career plan will look a bit different, but they all must begin with an ultimate goal. The goal will then help to highlight some essential steps along the way. Here are some considerations.
The goal must be reasonable, or at least remotely realistic. "Gee, I'd like to be a Formula One racer" is not a goal. PeeWee Herman's envisioning himself as the next Denzel Washington is not remotely realistic.
Take stock of where you are and what you have done to date in order to lay out what experiences you need to gain, what skills you need to acquire and develop, what industries you need to understand, what functionality you must master, and what roles your styles and preferences best prepare you for. Then, translate these to an actionable plan, including a timeline.
And note this well: The development plan that your company has laid out for you, while evidence of enlightenment, is not at all the same thing as your life plan. Also note that the career plan is only one of many that a full and rewarding life leverages. A family plan, financial plan, job plan (whether or not your employer provides one), service plan for causes and communities—all are important and parts of the whole you.
MOVING FORWARD
Unfortunately, the next steps are not a matter of rote execution. They begin that way, but real life will surely interfere. You can't change reality, so you'll need to adapt your plan. As Iron Mike Tyson often says, "Everybody's got a plan until I hit 'em in the mouth." As recently as a couple of days ago, a tough-as-nails U.S. Army general opined that "No plan survives its first encounter with reality."
Some steps will take longer than expected. Some interim objectives (milestones) will prove to be infeasible. Opportunities may become limited at the time they are, by plan, needed. In short, each forward step will help provide deeper insight and greater clarity for both the immediate next steps and the ultimate objective of this self-development journey that you are in control of.
So, we are back to Paul Simon. Make a new plan, Stan. Adjust, refine, recalibrate—continuously follow an elusive, moving, and changing target. There is nothing wrong with that, and a lot that is right.
Don't be afraid to leverage an opportunistic opening, by the way. Just be careful to examine it with some discipline to see how it might accelerate your progress toward your goals. On the other hand, don't abandon all rigor and focus, and fall back into depending on opportunistic openings. To do so would completely invalidate an organized and disciplined approach to accomplishment—and likely considerably suboptimize your potential for yourself and for others.
As you go through the process, enlist a trusted confidante and mentor. Not a buddy from work, probably, but someone who will tell you hard truths, help you think through options, and be a rock when extraneous events threaten your endeavor.
Be prepared to sacrifice, along with working like an indentured servant. A pay cut may be the price of gaining other industry experience. A lateral move might be the painful way to pick up a necessary functional skill. Family time could suffer if additional education will unlock a heretofore-sealed door.
GENUINE PRIORITIES
It's easy to get tangled up in the priorities and objectives of an employer. Make no mistake, you've got to deliver value there, both as an obligation to the organization that ultimately pays the bills and to acquire what you need to keep moving forward with your personal development and achievement.
But if you abandon your own plan to devote your all to your employer's plan(s), you are likely not becoming as valuable as you might be to that employer and quite possibly diminishing your chances of moving on to another opportunity in another setting.
Do be careful to sidestep the trap that sacrifices all in order to meet your plan. Too many postpone quality time, family time, along the path, thinking that it will all pay off in the end. Wrong! Lots of little payoffs in enjoyment, in play, in being a spouse and parent must be taken to keep an emotional balance along the difficult run to the goal line.
Don't forget to plan the succeeding stages of professional life, to avoid Ross Perot's giant sucking sound when you leave active corporate employment. Transitions and roles into the next incarnations are vital to mental health and happy longevity. Forget, btw, your father's idea of retirement; Florida, golf, eternal sunshine, and group activities at the "active living community" are all components of a short cut to the end of one's days—a form of suicide by stagnation.
THE END OF THE LINE
So, here we are at the end of the plan's line. Time to get off the bus at the intended stop. But wait! This isn't where you planned to go. All this, and you've failed?
Not really. Your end of the line is, if not exactly what and where you'd planned, somewhere along the path that you laid out and you controlled. It is not a place you landed by happenstance, tossed about by the swells, waves, and vicissitudes of the seas of change.
This trip, as we so often discover, is much more about the journey than it is the specific destination. It begins with the superficially simple question of what you want to be when you grow up. And you get to ask—and answer—that question over and over again, as you grow, progress, and see more clearly over time.
Just about the last thing you want and need—and deserve—is a firm handshake and a cheap watch of someone else's choosing to close the story of your professional life. So, hop on the bus, Gus.
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."