David Maloney has been a journalist for more than 35 years and is currently the group editorial director for DC Velocity and Supply Chain Quarterly magazines. In this role, he is responsible for the editorial content of both brands of Agile Business Media. Dave joined DC Velocity in April of 2004. Prior to that, he was a senior editor for Modern Materials Handling magazine. Dave also has extensive experience as a broadcast journalist. Before writing for supply chain publications, he was a journalist, television producer and director in Pittsburgh. Dave combines a background of reporting on logistics with his video production experience to bring new opportunities to DC Velocity readers, including web videos highlighting top distribution and logistics facilities, webcasts and other cross-media projects. He continues to live and work in the Pittsburgh area.
In June, the Council of Supply Chain Management Professionals (CSCMP) named Mark Baxa its full-time president and CEO, a role he had filled on an interim basis for the previous 16 months. Baxa has extensive experience as a supply chain executive, working for much of his career at Monsanto in procurement strategy and international trade roles and, most recently, as the president and CEO of FerniaCreek, a supply chain consulting company he founded in 2018. He is also a longtime member of the supply chain organization he now leads, having previously served on CSCMP’s board of directors and as its chairman in 2019. He recently spoke with David Maloney, DC Velocity’s group editorial director.
Q: Congratulations on being named the full-time president and CEO of CSCMP. What are your hopes for the organization?
A: I am honored and humbled at the call to fill the role as CSCMP’s next president and CEO. During my tenure as interim, I had the distinct pleasure of working alongside the CSCMP staff and our strategic business partners to expand the benefits this great organization offers to the supply chain profession … practitioners, academics, collaborators, events and sponsorship teams, and many more. We have a well-placed and large mission as an organization. I intend to continue leading in that direction to not only fulfill that mission but also to create greater meaning and value within for all that are a part of CSCMP.
Now, more than ever, our CSCMP team is needed to support supply chain capability and competency building across the member lifecycle, and create powerful and relevant learning and networking opportunities so that the supply chain of today and tomorrow serves society well. We will advance many new initiatives that accelerate supply chain sustainability learning, talent development, creating functional centers of excellence, new content curation models, and enhancing the executive development experience, to name a few.
Q: We have seen a lot of supply chain disruptions this year. How is CSCMP helping its members navigate the current environment?
A: By staying true to our mission: educating the broader membership and guests of CSCMP. Supply chain leadership begins and ends with the competency of our people; that in turn will result in a more capable supply chain that delivers shared value for both customers and the business itself. We’ve invested in connecting the solutions found within the provider community with the practitioners who need those solutions by way of unbiased, credible research and content curation … presented live and in person, virtually, and through digital content.
Additionally, the critical-to-success live events at the roundtables and Edge Conference, supply chain courses, and certificate and certification programs are building up talent to solve for the challenges supply chains face as 2022 and 2023 unfold. We have, of course, always remained steadfast in providing those solutions, but equally important, making the connections within our global network of members, both practitioners and academics, that are vital.
Q: How will inflation and predicted slowdowns in transportation markets affect the industry for the remainder of 2022?
A: We heard about this very topic during the recent unveiling of CSCMP’s 33rd State of Logistics Report, held in Washington, D.C., on June 21. Slowdowns in the transportation sector typically result in a lowering of rates. The rate spot market will be a direct indicator of supply vs. demand and pricing, as an outcome will always be the “tell.” Inflation will impact the speed of any potential lowering of rates as the transportation sector assesses the demand curve. The degree of transportation demand softening will play a significant role in any downward rate pressure that may outweigh the rising cost of transportation operations.
Additionally, cost of fuel comes into play here and will remain in the picture for the foreseeable future given the impacts of both political pressure on fossil fuel consumption vs. alternative energy sources and that of the ongoing war in Ukraine and its lasting impacts.
Q: Retailers are now stocking up for the holiday peak. Do you have any advice for how they should prepare their supply chains for the season?
A: Yes. Believe in your digital investments to improve the predictability and reliability of your supply chain, but trust in your people even more! Our studies have shown that companies have continued to invest in planning software that improves the visibility of their supply chain events in order to achieve better business results. But it takes competent, knowledgeable, and prepared teams to execute. Invest in your people!
Second, keep in mind that nothing will stay the same from day to day. Attempting to predict what will occur in this environment—or making statements of the absolute such as guaranteed delivery dates—requires caution. Naturally, we want competitive advantage in the marketplace. That advantage is more likely than not to come from overcommunicating across your supply chain and the customer. Why? Think about it. How else shall we deal with the uncertain but to connect everyone to the events as they happen. To deliver on a promise now means “I am your trusted partner who knows what can happen, and when it does, I will be there to solve it—all the while, letting you know [what’s happening] before you read it in the news!”
And finally, if you haven’t already done so, it may be too late, but building trusted, strategic partnerships that afford a level of resiliency in your supply chain will be a big win when it comes to meeting demand. To trust your suppliers is one thing. But to have suppliers who show you why they can be trusted is something completely different.
Q: CSCMP’s Edge conference returns to Nashville next month. What can attendees expect to experience there?
A: Intelligence delivered. Pure and simple. This is the supply chain learning, development, and industry networking conference that touches all direct and supporting functions within supply chain, and it does so across practitioners, academics, and service providers. There is no better option than Edge. No one in supply chain today can meet the challenges of the road ahead without gathering as much intelligence as they can.
I know that some will take this statement as controversial, but if you are in supply chain, you must invest in external learning and intelligence gathering like you never have before. The solutions in this fast-paced, highly dynamic, and out-of-sync supply chain environment we’re in are NOT inside the four walls of your immediate business … the 70 (on-the-job learning)/20 (coaching & mentoring)/10 (external) model of learning and development for the supply chain leader and staff does not work now. You cannot compete in that environment. Be smart and take advantage of this learning and development event. We are looking forward to delivering tremendous value through the Edge experience.
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."