Three strategies to securing a resilient supply chain
The disruptions of the last two years have forced companies to take a fresh look at their supply chain strategies. Here’s how one chemical distributor used this tumultuous time as an opportunity to redefine its supply chain, adopting new technologies and best practices.
Brandon Luna is vice president of supply chain strategy and commercial integration at Univar Solutions. His primary focus is driving commercial growth and profitability by building network strategies, operational capabilities, and supplier and customer partnerships. Before joining Univar Solutions, Luna served as a principal at Bain & Company, focused on business and operational strategy, performance improvement, and customer loyalty. With an MBA from the Darden Graduate School of Business at the University of Virginia and a Bachelor of Science in Economics from Texas A&M University, he has diverse experience in chemical distribution, airlines, tech/telecom, industrials, food, logistics, energy, and private equity.
The past 24-plus months have been challenging across almost every industry and especially hard on supply chains. From the COVID-19 pandemic to raw material shortages, from port backups and rail disruptions to extreme weather and geopolitical events, from factory shutdowns to labor shortages—we have not seen a confluence of disruptive forces like this in over a quarter-century. The challenges posed in recent years have served as a litmus test for modern supply chains. They have also required supply chain professionals to be immensely adaptable and resilient.
It forced our company, Univar Solutions, to take a new look at our supply chain strategies and address vulnerabilities in our highly complex supply networks. Univar Solutions provides an essential link in the chemical and food ingredient supply chains. As the third-largest chemical and ingredients distributor in the world, supply chain operations are the core of what we do. Univar has about 600 distribution facilities across the world and a private fleet of more than 3,700 tractors, trailers, and tankers as well as 2,500 rail cars and 90 million gallons of bulk storage capacity. Univar Solutions works with over 1,300 supply partners to connect with customers in several industrial and consumer end markets, including coating and adhesives, cleaning, chemical manufacturing, beauty and personal care, and food ingredients.
Our customers rely on us to help keep communities healthy, fed, clean, and safe. We strive to do what it takes in the moment to satisfy customers. Despite the size and scale of our operations, the turbulence of the past two years has been a true test of our organization’s purpose. It forced us to take a new look at our supply chain strategies and address vulnerabilities in our highly complex supply networks.
A resilient supply chain is one that is able to absorb shocks without interrupting supply to customers. Achieving resiliency is not just about padding inventories. To make our supply chain more resilient, Univar Solutions focused on three strategies. We embraced technology to improve visibility and scenario planning while also increasing our internal logistics and operational capabilities and capacities. Most crucially, we prioritized the safety, health, and development of our employees. By sharing our story, I hope it will provide some insight to help you mitigate risks and overcome future disruptions.
1. Plan ahead with the right technology
The challenges that have occurred over the course of these past few years have made it clear that disruptions in the supply chain often follow a chain of events—as opposed to a singular event. Weather events, factory shutdowns, semiconductor shortages, and other material shortages have all served as contributing factors to the supply chain disruptions still at play today.
Companies can manage their supply chains only when they have a clear picture of each link. The one area where Univar Solutions made significant progress during the depths of the pandemic was in using technology to increase visibility and scenario planning. The first step in accomplishing this was migrating to a single, modern enterprise resource planning (ERP) system across the United States, Canada, and Mexico.
As far as information technology goes, ERPs have been around for 25 to 30 years, so you may be asking, “What’s the big deal?” But chemical distribution is a business that has grown up locally and regionally, consisting of companies that have not had the sophisticated software tools you see in larger enterprises. So, moving Univar Solutions onto a common platform was a major breakthrough. By connecting planning, purchasing, inventory, sales, marketing, and finance functions across the Americas, Univar Solutions can better cope with adversity. When a customer requirement changes, the ERP helps us translate that signal all the way back to operations and determine how much material we need to buy and store.
During the pandemic, for example, normal sources of supply disappeared, and our customers had to get creative. Some of our largest U.S. customers began to source products from India for the first time. But these products were shipped in bulk tankers in quantities too large for them to use all at once. They didn’t know what to do with the extra inventory and asked us to meet the tankers at the port, repackage the products into smaller drums, and then ship them from coast to coast. Any additional product was then stored for future delivery by Univar Solutions, a benefit not available from most distributors. As we carried out these operations, our ERP system helped us understand the material we had and the potential ways we could support our customers.
The company is further building resilience in the supply network by using sensors—leveraging the internet of things—to track and trace inventory. Sensors provide that extra layer of visibility by capturing signals to provide real-time data and insights. All of this data allows us to allocate product and inventory where it’s most needed and effective—a capability especially important during times of supply uncertainty.
We also used sensor technology to enable a new feature that allowed us to respond to one of our customers’ top inquiries for our customer service team: “Where’s my stuff?” The new technology helped customers track their order status regardless of sales channel. We, of course, want to avoid supply disruptions, but when they do occur, it’s important to be transparent and communicate.
Univar Solutions has also invested in an automated rescheduling tool that recognizes when a shipment is going to be delayed and notifies customers. When we bring together a centralized business platform and digital tools, we offer suppliers and customers the transparency and self-service capabilities critical in this day and age.
2. Build the right mix of operations and logistics capabilities
As a chemical and ingredients distributor, it is essential to have the right mix of operations and logistics capabilities to deal with the unexpected. Resilience is all about saying “yes” when a customer asks if we can deliver a key commodity.
An example can be found if one transportation mode is impacted by a work stoppage, embargo, or other issue. With these occurrences increasing across supply chains, the impacts on critical industrial commodities such as chlorine, can be felt not only by customers but also by society as a whole. At Univar Solutions, we have developed a flexible transportation model that allows us to respond to capacity and reliability issues by diverting shipments to alternative modes of transportation. How? By pairing our own fleet with dedicated capacity that we have secured with common carriers. In the past few years, we have pivoted to more of a committed capacity model and that strategy has been a boon to our business.
Before the pandemic, Univar Solutions, like many shippers, secured trucks in the spot market. That strategy works when there is a lot of trucking capacity. But when there’s a shortage, it can lead to big swings in pricing. When you secure dedicated capacity with preferred providers, you might have to pay more but you also gain a measure of control over a pool of trucks. Univar Solutions typically uses its private fleet to serve customers within a 250-mile radius of our warehouses. We have the flexibility to send our carrier capacity longer distances. And our transportation management system connects with our supply chain partners to assess and analyze the most efficient way to move loads.
To improve our ability to deliver products quickly and safely where and when they are needed, we continue to invest in our logistics strengths. We’ve added warehouses (including a new facility in British Columbia, Canada, scheduled to open later this year), terminal tanks for bulk chemistries, and rail capacity.
On the operations side, we’ve been adding to our formulation and application development capabilities. Resilience means the ability to do whatever it takes in the moment to satisfy a customer. When certain chemicals and ingredients experienced shortages in the past two years, our lab services teams were able to work with customers to reformulate their recipes with components that were available.
When a specialized paper product manufacturer experienced an unforeseen shortage of its critical supply of the raw material sodium metabisulfite because of the severe winter storm in Texas in 2021, Univar Solutions came up with a custom solution by identifying a comparable material, liquid sodium bisulfite, that wouldn’t compromise on safety or quality. We then figured out the logistics of moving the bulk product into totes and delivered the liquid material in record time to avoid any production delays.
3. Invest in your people
At the heart of our supply chain is our people, who connect our producers with customers they can’t efficiently serve. We realized that in order to keep our supply chains up and running during the early days of the pandemic, retaining the talented supply chain professionals on staff was critical. For this reason, every operational decision that we made at the time was with the safety and well-being of our staff in mind. We operated with a high degree of empathy to ensure everyone stayed safe.
For example, during the pandemic, we had our customer service and sales support teams work remotely. This not only helped them stay healthy but also helped our warehouse employees, drivers, and others who still needed to go into our branches. They were exposed to fewer people, making it easier to practice social distancing.
When the United States experienced a shortage in hand sanitizer at the start of the pandemic, our technical teams stepped up to formulate our own sanitizer. Our packaging service teams assisted in the project by packaging solution in personal-size bottles that were distributed to drivers and operations teams.
Part of our success during the pandemic was that Univar Solutions has regularly invested in the training and education of its supply chain team members. We supplemented our internal learning and development programs with third-party education partners. The pandemic also gave the company an opportunity to adjust its operations to match the latest industry best practices. We have taken legacy supply and demand planning processes, which were developed in the early 2000s, and supplemented them with the latest thinking to elevate the organization’s abilities.
Univar Solutions is now wrapping up the second year of a monthly training program for operations leaders to better understand the tools we have and how to harness them. We’ve also sponsored 10 supply chain professionals to get professional certifications in supply chain management.
Talent management is often seen as an HR responsibility, but it should be seen as a business process. Growth and development are increasingly becoming key attributes in job satisfaction and, ultimately, employee retention. Amid rapid innovation and digitization, strategic workforce planning is crucial to establishing future resilience.
The work continues
Businesses have had to weather significant supply chain challenges in the past few years. Many have made significant progress in their efforts to overcome disruptions, mitigate risks, and build resilience in their operations. However, most still have significant work to do, as a recent McKinsey survey revealed. The survey shows that many companies are still struggling to find enough supply chain talent and still lack a clear picture of the risks that lie in their supply network.
At Univar Solutions, our supply chain is an ever-evolving organism. It is core to what we do. The secret of success for a chemical distribution business is managing complexity. Univar Solutions handles over 15,000 products, multiple package sizes, and unique special handling requirements, safety, and quality specifications. Almost every customer has a unique set of requirements. We recognize that it is our responsibility to provide the optimal method to serve those needs. As Univar Solutions has demonstrated, network resilience requires building on your success and constant improvement of your supply network, ensuring that you are prepared for whatever comes your way.
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."