Mark Solomon joined DC VELOCITY as senior editor in August 2008, and was promoted to his current position on January 1, 2015. He has spent more than 30 years in the transportation, logistics and supply chain management fields as a journalist and public relations professional. From 1989 to 1994, he worked in Washington as a reporter for the Journal of Commerce, covering the aviation and trucking industries, the Department of Transportation, Congress and the U.S. Supreme Court. Prior to that, he worked for Traffic World for seven years in a similar role. From 1994 to 2008, Mr. Solomon ran Media-Based Solutions, a public relations firm based in Atlanta. He graduated in 1978 with a B.A. in journalism from The American University in Washington, D.C.
Effective change management in today's high-velocity business environment is akin to, in the words of a baseball player trying to hit against pitching great Sandy Koufax, "drinking coffee with a fork."
According to a 2015 multi-industry survey by consultancy CEB Global, 87 percent of executives expect the pace of their organization's change initiatives to remain constant, or to increase, during the next three years. About 70 percent of executives said today's changes are more complex than they've ever been. The level of complexity is reflected in the outcomes; between 50 and 60 percent of change initiatives will fail, while 16 percent will show mixed results, according to the survey. Only about one-third of change management projects are considered successful.
About 60 percent of managers said they lack the proper experience to adequately implement change management programs, according to CEB. This can cause change-related stress that rolls downhill, with severe performance penalties attached. CEB estimates that the change-stressed employee performs 5 percent worse than the average employee. For the typical company, this means a $32.5 million hit to the bottom line for every $1 billion in revenue, the firm said.
Companies "undertake each change with the goal of improving business performance, yet each change also pressures employees to adapt," according to a CEB white paper. Perversely, stress-related performance losses can counteract the initiative's expected benefits, the firm said. It is perhaps with good reason that CEB refers to change management struggles as the "hidden enemy of productivity" in the workplace.
One of the challenges is that change can come from anywhere and can hit all at once. It can spring from the launch of a distribution center or the introduction of an enterprise resource planning (ERP) system or the integration of an acquired company. Change can also result from a renewed focus on broad growth strategies that aren't triggered by a specific event. iPlan Global, a South African firm that specializes in business process design and implementation, segregates change management strategies into the "transformative," which focuses on long-range shifts in corporate culture, and the "discontinuous," or event-driven initiatives such as preparing for an overnight switchover to a new IT system.
"Transformative change is approached as a ... long-term effort that encompasses a number of separate standalone assignments that effect specific change in individuals," said Adri McCaskill, iPlan Global's general manager for North America. Discontinuous change, by contrast, involves projects that are aligned to one "make-or-break" objective, such as a transition to a new IT platform, she added.
READINESS IS ALL
Fortna, a West Reading, Pa.-based systems design and integration company, thought enough of the change management skill set's importance to create a position dedicated to "organizational readiness" and to recruit Mike Perkins, an operations veteran with decades of experience with companies like e-tailer Amazon.com Inc., mail-order giant L.L.Bean Inc., and grocery chain Hannaford Supermarkets, to run it.
In a phone interview, Perkins said he has broadened Fortna's change management efforts beyond the tactical, plain-vanilla approach to encompass more strategic, custom-designed initiatives. "I believe that change management is a subset or component of organizational leadership," he said. Organizational leadership is "more strategic and holistic than the normal change management methodology" because it represents an enterprisewide approach that includes change management.
In one project, Fortna is hiring the leadership team to run a client's new distribution center, a process that involves significant talent evaluation and employee training and development. Perkins said Fortna's in-depth approach to change management is unique among systems integrators.
Perkins said each client is unique in its comprehension of change management and how to approach it. Some are capable of matching the resources to the project, some have relatively scant resources but are aware there's a problem and have sought help, and still others have underestimated the scope of the challenge and the investment needed to get ahead of it, he said.
Whatever the case, companies that undertake a change management initiative need to understand that the results will appear like a "J-curve," that is, they will get worse before they improve, Perkins said. "The key is shortening the dip," he said.
If there is any universal metric for an effective change management program, it is to prepare people for the change, and create a sense of excitement and ownership in the program, Perkins said. Projects fail due to a lack of communication, a dearth of resources, and a failure to fully engage employees in the process, Perkins added. "These things always come back to bite you," he said, adding that "some of the simplest things I wanted to implement took too long, while some of the tougher things went well."
(ALMOST) ALL ABOARD
iPlan Global said the traditional approach to change management—enabling permanent change in the individual by focusing on long-term behavior and attitude modification—remains appropriate for broad "transformational" projects. However, a discontinuous event calls for what McCaskill described as a "hard subordination of individuals to the goal of the organization, even though there may be individual casualties."
Dr. Abré Pienaar, iPlan Global's CEO, said in a white paper earlier this year that successful execution in an event-driven scenario such as an ERP system launch stems from the organization, not certain individuals, doing a better job of operating the ERP system. "This does not require 100 percent of the people. Only a sufficient number in the right places," he wrote. Trying to accommodate each person to work to individual timetables is an impossible task when implementing an ERP project, which has inflexible "go-live" dates, Pienaar said.
Furthermore, a focus on the whole enterprise means that those individuals who failed to adapt to the new system can be "accepted, and even expected and planned for, without sufficiently affecting the success of the organization," Pienaar said.
IN CLOSING ...
Change management has traditionally been viewed as a soft science, but failing to adapt to organizational shifts presents a significant business risk. All parts of the organization will require new approaches to avoid unwanted losses while preserving the benefits of whatever transformation is under way, experts say. However, with the right preparation, executives can capture the benefits they're striving for, with minimal or no casualties.
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."