Making work meaningful: interview with Robert Martichenko
There’s a workforce revolution going on in our industry today, says supply chain expert and lean operations guru Robert Martichenko. The winners will be companies that create “meaningful employment environments,” where people find purpose in what they do and are treated with dignity and respect.
Diane Rand is Associate Editor and has several years of magazine editing and production experience. She previously worked as a production editor for Logistics Management and Supply Chain Management Review. She joined the editorial staff in 2015. She is responsible for managing digital, editorial, and production projects for DC Velocity and its sister magazine, Supply Chain Quarterly.
Robert Martichenko has spent much of his career advising businesses on how to improve their supply chain processes, with an emphasis on cutting waste and implementing “Lean” operational strategies. But these days, he’s more focused on the third—and what he sees as the most important—factor in the people-process-technology equation: people.
That interest in workplace culture and workforce development led Martichenko to launch TrailPaths Inc. in 2022. Billed as “a people and technology company,” TrailPaths specializes in developing assessments, training modules, and digital platforms to help businesses create what he calls “meaningful employment environments”—environments where people can grow and thrive.
TrailPaths wasn’t Martichenko’s first business venture, however. In 2005, he created consulting and training firm LeanCor Supply Chain Group, where he spent more than 15 years as CEO before LeanCor was acquired by logistics service provider Transplace (which later merged with Uber Freight).
In addition to his day job, Martichenko is active in various industry organizations. He was recently named chairman of the board of the relief organization American Logistics Aid Network (ALAN) and sits on the board of the Association for Manufacturing Excellence(AME). He is a regular speaker at industry events and the author of five business books, multiple articles, and one novel, Drift and Hum. He received the Council of Supply Chain Management Professionals’ (CSCMP) Distinguished Service Award in 2015.
Martichenko recently spoke with DC Velocity Associate Editor Diane Rand about workforce trends, the importance of being a “human leader,” and how to make work meaningful.
Q: Why is it important to make work meaningful?
A: There’s a workforce revolution going on in our industry and other industries, including hospitality and health care. It’s happening for three big reasons. First, I know [from my past work] that to build a culture of operational excellence, you have to focus on people, process, and technology. But the people part can get left behind, and that’s a part that cannot be left behind. In fact, it needs to be the most important part of the business.
The second part of this perfect storm is the demographic dynamics that are in play. We have a shrinking workforce due to a combination of things—like aging populations, reductions in birth rates, and immigration policies. This shrinking of the workforce is happening now and will continue into the foreseeable future, which means that people will be competing for talent at all levels.
And then third, there’s been a rapid change in attitudes toward work and workplaces. And there’s a distinction between those two things—the work itself and the actual work environment.
So, if we factor together those forces that are creating this perfect storm—that culture and people are the most important things for operational excellence; that the workforce will continue to shrink, forcing us to compete for talent; and that peoples’ attitude toward work is changing and they’re no longer willing to [stick with jobs] in environments where they don’t want to work—that means that as industry professionals, we need to create what we’re calling a “meaningful employment environment.”
Q: How has the nature of work changed in the past five years?
A: I think attitudes have changed. A lot of people like to have this discussion relative to different generations—this generation thinks this way and that generation thinks that way. I struggle with that conversation, because anytime we stereotype an entire group of humans and lump them together into something like a 15-year bracket, I think we can miss some things. Maybe there are traits that are stereotypical, but it’s an incomplete picture at best, right?
What we’re recognizing, though, is that people want to thrive no matter what they do for a living. No matter where they are—whether it’s on the front lines as an hourly team member or as the CEO of an organization—people want to work in some form of purposeful environment. People want to know that their time has a value, and they want to be working toward some greater end.
Now it’s easier for some of us than for others. It’s maybe a bit of a different world for front-line workers than it is for people who are a little more stable in their salaried positions. So our focus at TrailPaths is mainly on the front-line worker.
Q: You spoke about “human leaders” at the CSCMP Edge conference last year. What does it mean to think and act like a human leader?
A: We’re really trying to apply a science-based model to work, and so we’re gathering data from organizations that are inviting us in and then applying some fantastic tools. The first thing we’ve learned is that people are in one of four places in their work environments—they are either declining, surviving, growing, or thriving.
People who are declining are, by definition, employed right now. But they may leave at break time and not come back. They just know it’s not going to work for them. By contrast, people who are just surviving are going to stay because they have bills to pay. They have life pressures, but there’s no joy for them in going to work every day. They’re simply surviving, and for a whole bunch of reasons, they have to remain in their positions.
And then you have the workers who actually start to grow. And from growing, they’re beginning to thrive. They’re saying: “This is working for me, this job is giving me everything I need, and I see myself here for the long term.” And that’s what we want to see.
As human leaders, we need to know where people are today. Are they declining? Are they surviving? Are they growing, and are they thriving? We need to know this to be able to interact with them. For instance, the ways in which we need to show them that we care are very different for somebody who’s in decline mode versus somebody who’s thriving.
The second thing we’ve learned is that the needs people have within the environment we create really do form something that looks like Maslow’s Hierarchy of Needs [a classification system often depicted as a pyramid with the basic universal needs of society at its base, topped by progressively smaller layers of physiological and psychological needs].
This is the part that’s really exciting. Because if we can describe this hierarchy and can determine where somebody’s needs are, then we, as human leaders, can specifically address that with the individual. We stop treating our 100 people as if those 100 people are all the same. They are not the same. They are individuals. They’re human beings, and they have their own needs, depending on where they are on the “decline-survive-grow-thrive” index.
We’ve learned that fundamental needs, such as financial needs, must be met. Physical safety needs to be a priority, and the environment must be free from fear.
We see organizations whose leaders think that if they offer training and development and maybe career coaching, that’s somehow going to help with turnover. But it’s not going to help because if somebody’s fundamental needs aren’t being met, they’re not even thinking about training, they’re not even thinking about their career path; their eyes are glazed over. If the brakes go out in their car, they’re going to be in a world of hurt because they don’t have $300 in the bank to deal with that. Or they may not think they’re in a safe work environment and don’t have the courage to speak up and tell their leaders how they feel.
Q: How can this concept be applied to supply chain jobs? For example, how do you make picking in a warehouse more meaningful?
A: That is the question, right? I don’t have the answer yet, but we’re getting close. So the heart of the question is, how do you take a job that 99.9% of the population would look at and say there is no meaning in that job and turn it into a job that is meaningful? The real answer—and I’m not happy that this is the answer—but the real answer is maybe you never make it completely meaningful. But maybe we get closer than where it is today. Maybe we can advance it a little bit.
For example, let’s take a picking job where somebody’s spending eight hours picking up parts or products and putting them in a box. Do they even know who the end-user is for those parts and products? Do they even understand the importance of that?
A good friend of mine, Kevin O’Meara, tells a story about the time he spent in an aftermarket parts distribution center. People there never realized that the end-user might be a single mother or someone else living in difficult circumstances whose car or some other appliance had broken down. And as soon as the people realized that when this part [that I’m picking] gets to the customer, their thing gets fixed, and it actually makes a real difference in their lives, their attitude changed. Do people even understand the importance of their role and the value of the job? Or is it just a cardboard box going to some unspecified destination?
And then the second part is, are we going to make every job absolutely meaningful? Maybe not. But you know, we sure can make them a little less miserable than they are today. And that’s because a lot of these jobs are task-oriented jobs. They are repeatable, do-it-again jobs that are riddled with obstacles, and the leadership hasn’t taken the time to remove those obstacles. This is incorrect from a leadership point of view because the team member didn’t choose the technology, they didn’t pick the scanner or choose the lift truck they’re using. They were invited into this environment that was completely designed by leadership, and then they’re asked to participate in it. Meanwhile, leadership isn’t maintaining that environment.
So these poor people are doing these tasks for which you inherently have to struggle to find the meaning, and then on top of that, their tasks are riddled with obstacles. It’s just incorrect, and it shows a lack of respect and a lack of regard for human dignity. And this is what we’re getting to with respect to meaningful employment environments—that the core leadership behavior that must be in place is treating people with respect. Treat people like human beings for no other reason than they are human beings. And that’s just the starting point.
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."