Corporate America is fighting a new war for talent with the same tactics used in the last war, and that is why the effort is not working. Here's what needs to change.
Logistics professionals constantly discuss the acute shortage of truck drivers. However, the pervasive shortage of skilled workers in many other occupations is often ignored or underplayed. The talent management crisis goes beyond drivers to include other occupations, such as coders and programmers, bookkeepers, and clerks. Ironically, the shortage of skilled workers is accompanied by an overage of people who are impaired, unskilled, or have skills that are not needed in today's marketplace.
Demographics play a role in the race for talent. In the U.S., the number of retirees in occupations such as truck driving exceeds the number of people coming into the workplace. Globally, the talent decline is more pronounced where the population is shrinking because of demographics.
THE PROBLEM
Simply stated, the problem is this: The need for a variety of educational skills exceeds the number of people who already have those skills.
THE ROOT CAUSES
The pool of unemployed workers is increasing because of a surplus of people who have either no skills or the wrong skills. For example, unemployed autoworkers have experience and skills in building cars and trucks, but many have failed to obtain training for new jobs that are in greater demand. Furthermore, many school dropouts remain unemployed due to poor personal choices or behaviors. With a criminal record, they become virtually unemployable. Young mothers may find that child-care responsibilities make it difficult for them to be employed. In some cases, the unemployed are functionally illiterate. Another portion is highly educated and unwilling to accept jobs for which they may be overqualified.
Educational attainment may be another root cause. Sixty-two percent of Americans have attended college, and 40 percent have an associate's degree or higher. Two events in our history may be the cause of this high educational attainment. Following World War II, the GI Bill guaranteed a college education to many veterans, making them the first in their families to earn a degree. Later on, the existence of selective service and wars in Asia caused many college students to stay in school and seek an advanced degree in order to delay being drafted into the military.
Furthermore, compared with many parts of the world, Americans tend to undervalue vocational education. Yet a certified electrician may have greater earning power than a person with a Ph.D. There is little or no institutionalized training for a wide variety of skilled occupations. A truck driving school may teach students how to shift gears and apply brakes, but little attention is paid to coping with the frustrations peculiar to trucking. McDonald's Corp. has its own Hamburger University in suburban Chicago, and Ford Motor Co. established four career academies in Detroit last spring. However, such commitment to organized vocational training is rare in the U.S.
THE VILLAINY OF HUMAN RESOURCES?
The July-August 2015 issue of the Harvard Business Review includes this headline on its cover: "It's time to blow up HR and build something new." Three articles occupy over 20 pages in the magazine. The first, titled "Why We Love to Hate HR," describes how the activities of human resources have tended to track the labor market throughout the 20th and 21st centuries. The discipline is characterized as being reactive and inflexible. One HR head said that the key to his success was, "I do whatever the CEO wants." The article talks about a Maginot line mentality in which HR professionals serve as the gatekeepers. They invest in programs that lack impact, such as the current preoccupation with generational differences. The second article argues that the task of talent management deserves far more stature and respect than it gets today. The third is a case study of one company with an innovative approach to HR.
I believe that corporate America is fighting a new war for talent with the same tactics used in the last war, and that is why the effort is not working. A decade ago, and through much of recent history, the labor market was soft and HR's gatekeeper function was appropriate. However, in today's tight labor market, the chief talent officer should be a recruiter, not a gatekeeper. The HR department should be focused on bringing in great people, not keeping them out. The day is over when you can find a person who has exactly the skills and education needed to perform the job. Therefore, your ultimate success depends on your ability to hire for attitude and then train for skills. Unfortunately, most of traditional HR effort is based upon a search for available skills, overlooking the question of whether the new hire has the attitude and values that will create a successful working relationship. This means that small versions of a "hamburger university" will need to be established in a variety of businesses. It also means that the most successful enterprises will be those that do the best job of hiring for attitude and training for skills.
TRAINING VERSUS KNOWLEDGE DEVELOPMENT
Training is the process of transferring information from the expert to the learner. Developing knowledge is the exploration of learner capabilities rather than simply transferring information. The most effective learning is defined by the Latin roots of the word education, which is the drawing out of knowledge rather than the transfer of information. It involves active participation in group discussions rather than delivery of lectures. Job skills are sharpened by coaching and on-the-job practice. The student learns to acquire, prioritize, and evaluate information rather than just listening and taking notes.
THE ROLE OF STAFFING SERVICES
One way to approach the search for talent is to employ staffing services. Temporary workers become a prime source of employees, and only the best of them are promoted into the ranks of full-time associates. Sometimes, the use of staffing services is a reaction to restrictive legislation. In European nations where labor law makes it difficult or impossible to lay off workers, the staffing service represents a way to retain some flexibility. In today's talent-starved environment, perhaps the staffing service is the third party that might establish a "hamburger university." It could then offer its graduates to a number of different clients.
"HELP THEM GROW OR WATCH THEM GO"
This is the title of 2012 book by Beverly Kaye and Julie Giulioni. Its message is that continuous coaching is the best way to retain and develop people. A series of 10-minute conversations should replace the traditional performance review. The best workplace culture is a coaching culture.
The coaching process should start with "on-boarding," a process that is either neglected or ignored by many employers. First impressions count, and the first day's experience on the job goes a long way to shape the attitudes that will last for months or even years. The best talent managers closely monitor the impact of on-boarding, looking for ways to improve the process.
THE SOLUTION
If you expect to have the most talented work force in the logistics industry, you must find a way to train for skills. If you are unwilling or unable to create your own version of the "hamburger university," then you need to find a third party who can provide education for you.
If your HR people are acting as gatekeepers rather than recruiters, they must either be re-oriented or replaced. Since logistics is an occupation subject to continuous change, your organization must be committed to continuous learning, not just committed to elementary training. If your organization is not dedicated to continuous learning, you may not hold the lead in the race for talent. Maybe it really is "time to blow up HR" and replace it with a broader mission called "talent management."
Kenneth B. Ackerman, president of the management advisory service The Ackerman Company, has been active in logistics and warehousing management for his entire career. The author of numerous articles and books, he co-wrote DC Velocity's "BasicTraining" column with Art van Bodegraven for many years. Ackerman has received many industry awards, including the Council of Supply Chain Management Professionals' Distinguished Service Award and the International Warehouse Logistics Association's Distinguished Service and Leadership Award.
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."