Supply chain managers can apply common sense and "do the right thing" when setting up sustainability programs that help both the environment and the bottom line, says Kevin Smith.
Sustainable supply chain practices make good business sense, says Kevin F. Smith, a man with a record of achievement in that area. Until his retirement in 2008, Smith was the senior vice president and corporate sustainability officer for the pharmacy healthcare provider CVS Caremark Corporation, where he developed and implemented a program of environmental sustainability for the entire company. During his tenure, the company grew from 3,800 stores generating US $18 billion in revenue to nearly 7,000 stores generating more than US $90 billion in revenue.
Prior to becoming corporate sustainability officer, Smith was senior vice president of supply chain and logistics for CVS/pharmacy, the retail arm of CVS Caremark. In that position, he helped to create a highly responsive, end-to-end fulfillment process for pharmaceutical products. After retiring he started his own firm, Sustainable Supply Chain Consulting.
Smith is active in a number of professional organizations, including CSCMP, where he serves on the board of directors. In a recent interview with Editor James Cooke he discussed the social, operational, and financial value of sustainable supply chains.
Many people talk about "green supply chains." What is your definition of that term?
I tend to use the term "sustainable supply chain" rather than the more idealistic "green." A sustainable supply chain is one that does its best to mitigate or eliminate negative effects on the environment while adding value to the overall enterprise through the efficient use of assets and resources. An example might be the adoption of methods for optimizing equipment utilization. The more material you are able to get into your shipping trailers, the fewer trucks you need to dispatch. Fewer trucks translate into less road congestion, fewer delays, lower diesel emissions, and a reduced carbon footprint. At the same time, the enterprise reaps the benefits of more efficiency, less fuel expense, and better asset utilization.
Name: Kevin F. Smith Title: President and CEO Organization: Sustainable Supply Chain Consulting Education: University of Massachusetts-Boston Business experience:
Senior vice president and corporate sustainability officer for CVS Caremark Corporation
Senior vice president of supply chain and logistics, CVS Pharmacy
Vice president of logistics and customer support, H.J. Heinz Company
Director of network design and implementation, Kraft Foods Incorporated
CSCMP Member: since 1986 Professional affiliations: Retail Industry Leaders Association (RILA); executive board, University of Rhode Island Transportation Center; past chairman, board of directors, American Red Cross of Rhode Island; past chairman of the board of managers, Agentrics; past chairman, Supply Chain and Logistics Committee of the National Association of Chain Drug Stores; guest lecturer, Massachusetts Institute of Technology Masters in Engineering and Logistics Program, among others
At CVS, you developed and implemented a program for environmental sustainability. What did that program entail?
Like most large companies, CVS Caremark already had a lot of environmentally sustainable processes in place as a result of good management over the years. However, in many cases we were simply not measuring or documenting the benefits. So first, we began by documenting all of the sustainable programs already in force. For instance, there was a tremendous amount of recycling and waste reduction in place in both the distribution centers and the stores. Lighting redesign projects were in progress that would allow distribution centers to operate more effective lighting with much less power consumed.
After identifying what we already had in place, it became a matter of prioritizing areas of opportunity that would allow CVS Caremark to become a better environmental steward and reduce operating costs at the same time. There were many areas of opportunity, ranging from increased recycling, to LED (light-emitting diode) lighting, to reusable bags, all the way up to engineering buildings to be LEED (Leadership in Energy and Environmental Design)-certified. The most amazing part of the process was that everyone wanted to be involved, and most people contributed great ideas and suggestions as to how we could improve our sustainability while attaining better returns for our stockholders.
How can a company justify the costs of a sustainable supply chain given the financial pressures to hold down expenses and boost profits?
This is the greatest and most restrictive myth about becoming "green" or sustainable. The fact is that most of the opportunities available to supply chains today are actually neutral or positive for the bottom line. Improving fuel efficiency and trailer utilization is environmentally sound and improves profits. High-efficiency lighting reduces the amount of kilowatt hours expended in facilities, resulting in reduced fossil-fuel consumption and producing a relatively quick return on investment. There are a hundred things that companies can do that are both right for the environment and provide positive returns before they have to start doing things that are "green for green's sake."
The hand we have been dealt is based on fossil fuels, specifically gasoline and diesel. However, we owe it to ourselves and our companies to look for innovative and environmentally friendly alternatives. Right now, there are a number of companies—UPS and FedEx prominently among them—experimenting with electric, natural gas, and hydrogen-powered vehicles. These are alternatives to petroleum-dependent combustion engines and probably represent a good next step in the process. They certainly generate lower carbon emissions than existing equipment.
But let's be both realistic and pragmatic. Some of the alternatives are simply stopgaps. Most current electric cars and trucks still must be recharged using electricity generated by coal- or oil-burning plants. Electricity is clean, but the process of producing it is not. Although it burns cleaner, natural gas is a scarce resource and a natural byproduct of oil.
Our best bet seems to be hydrogen, but it appears that we are a long way from developing an abundant and readily available supply and delivery system for commercial use. We should continue to pursue these types of alternative fuels, but at the same time continue to become more efficient and responsible with existing assets.
Do you expect U.S. companies will continue to reduce their carbon footprints if Congress does not enact cap-and-trade legislation?
It remains to be seen whether "cap and trade" becomes a useful or beneficial reality. If the end game is to reduce carbon emissions, then we need to question whether creating a market to trade carbon is good for the environment or simply a new area for arbitrage. We should encourage companies to be environmentally responsible, but we should also tread lightly when we begin to make the process too complicated.
I do expect U.S. companies to generate programs that reduce carbon emissions. I just hope they do it for the right reasons and not as part of a moneymaking scheme or a regulatory dodge.
How can a company make its warehouse greener?
As I mentioned before, there are loads of opportunities in the warehouse and distribution center operations. Efforts to improve lighting efficiency, reduce water usage, increase recycling, and reduce waste that ends up in landfills are easy targets that help the environment and add value to the bottom line.
The easiest approach is to simply ask the people in the operation what could be done to improve the sustainability of the operation. I guarantee that they will generate a year's worth of environmentally friendly, money-saving ideas.
After that, there are opportunities to retrofit buildings to achieve LEED certification and to add wind turbines or solar concentrators or photovoltaic arrays. After all, a hundred thousand to a million square feet of roof space provides an interesting opportunity for solar collectors.
Is it possible to reduce packaging yet still ensure damagefree delivery?
This is literally the "million-dollar question." The real answer here is common sense. So many products today are overpackaged, both for shipping and for retail display purposes. It requires courage on the part of companies to challenge their current packaging configurations, especially if product is arriving in good condition.
Some experimentation is needed to make improvements. This also requires customer involvement and input. Much of the packaging reduction may be inside the shipping container, and in many cases it may represent productivity and wastereduction opportunities for the customer. This is especially true in retail distribution operations where inner packs are broken down for shipment to stores.
Some products are so fragile that they require extraordinary protection. [Choosing packaging that leads to damage and returned goods] is counter to good, sustainable practices. We need to pick our packaging fights carefully and work across the supply chain to optimize the materials and the protective qualities of the container.
If a company wants to start with just one sustainable supply chain initiative that has an immediate payback, what should that be?
It depends on what the company has already achieved. So, the first step is to assess where the company is in terms of sustainable practices. For most companies, shipping methods, load optimization, and routing efficiency are easy targets. These tend to be high-cost assets and fuel-dependent processes. So any improvement is both ecologically sound and adds value to the bottom line. Beyond that, energy use is a good place to start. Replace obsolete lighting sources with high-efficiency lighting. Add technology to turn off lights when not in use. These are little things that have quick returns and help the environment.
Above all, use common sense. When in doubt, think back to what your mother told you and "do the right thing."
J.B. Hunt President and CEO Shelley Simpson answers a question from the audience at the Tuesday afternoon keynote session at CSCMP's EDGE Conference. CSCMP President and CEO Mark Baxa listens attentively to her response.
Most of the time when CEOs present at an industry conference, they like to talk about their companies’ success stories. Not J.B. Hunt’s Shelley Simpson. Speaking today at the Council of Supply Chain Management Professionals’ (CSCMP) annual EDGE Conference, the trucking company’s president and CEO led with a story about a time that the company lost a major customer.
According to Simpson, the company had a customer of their dedicated contract business in 2001 that was consistently making late shipments with no lead time. “We were working like crazy to try to satisfy them, and lost their business,” Simpson said.
When the team at J.B. Hunt later met with the customer’s chief supply chain officer, they related all they had been doing for the company. “We told him that we were literally sitting our drivers and our trucks just for you, just to cover your shipments,” Simpson said. “And he said to us, ‘You never shared everything you were doing for us.’”
Out of that experience, came J.B. Hunt’s Customer Value Delivery framework. This framework, according to Simpson, provides a roadmap for creating value and anticipating customer needs.
Framework for Excellence
J.B. Hunt created the above framework to help them formulate better relationships with customers.
The framework consists of five steps:
Understand customer needs: It all starts, according to Simpson, with building a strong relationship with the customer and then using the information gained from those discussions to build a custom plan for the customer.
Deliver expectations: This step involves delivering on the promises made in that custom plan.
Measure results: J.B. Hunt believes that they are not done when freight makes it to the destination. They also need to measure how successful they were versus what the customer expected from them.
Communicate performance: This step involves a two-way exchange, where J.B. Hunt walks the customer through their performance and gets verbal agreement on whether or not they have met the customer’s needs.
Anticipate new value: Here J.B. Hunt looks at what they are hearing from their customer today and then uses that information to derive what the customer may be looking for in the future.
Simpson said the most important part of the process is the fourth step, communicating performance (perhaps reflecting the piece that went wrong in that initial failed customer relationship).
Not only can this framework be used to drive excellence in a company, but it can also be adapted as a model for driving personal excellence, Simpson said. Instead of understanding the customer needs, the process starts with understanding yourself: what your strengths and interests are. This understanding helps drive a personal development plan and personal goals for the year, which can be measured and assessed. For example, each year, Simpson gives herself a letter grade on each of her personal goals and communicates her assessment back to her boss. She has also found it helpful to anticipate where opportunities lie beyond what she is personally doing.
Confronted with the closed ports, most companies can either route their imports to standard East Coast destinations and wait for the strike to clear, or else re-route those containers to West Coast sites, incurring a three week delay for extra sailing time plus another week required to truck those goods back east, Ron said in an interview at the Council of Supply Chain Management Professionals (CSCMP)’s EDGE Conference in Nashville.
However, Uber Freight says its latest platform updates offer a series of mitigation options, including alternative routings, pre-booked allocation and volume during peak season, and providing daily visibility reports on shipments impacted by routings via U.S. east and gulf coast ports. And Ron said the company can also leverage its pool of some 2.3 million truck drivers who have downloaded its smartphone app, targeting them with freight hauling opportunities in the affected regions by pricing those loads “appropriately” through its surge-pricing model.
“If this [strike] continues a month, we will see severe disruptions,” Ron said. “So we can offer them alternatives. We say, if one door is closed, we can open another door? But even with that, there are no magic solutions.”
Turning around a failing warehouse operation demands a similar methodology to how emergency room doctors triage troubled patients at the hospital, a speaker said today in a session at the Council of Supply Chain Management Professionals (CSCMP)’s EDGE Conference in Nashville.
There are many reasons that a warehouse might start to miss its targets, such as a sudden volume increase or a new IT system implementation gone wrong, said Adri McCaskill, general manager for iPlan’s Warehouse Management business unit. But whatever the cause, the basic rescue strategy is the same: “Just like medicine, you do triage,” she said. “The most life-threatening problem we try to solve first. And only then, once we’ve stopped the bleeding, we can move on.”
In McCaskill’s comparison, just as a doctor might have to break some ribs through energetic CPR to get a patient’s heart beating again, a failing warehouse might need to recover by “breaking some ribs” in a business sense, such as making management changes or stock write-downs.
Once the business has made some stopgap solutions to “stop the bleeding,” it can proceed to a disciplined recovery, she said. And to reach their final goal, managers can use the classic tools of people, process, and technology to improve what she called the three most important key performance indicators (KPIs): on time in full (OTIF), inventory accuracy, and staff turnover.
CSCMP EDGE attendees gathered Tuesday afternoon for an update and outlook on the truckload (TL) market, which is on the upswing following the longest down cycle in recorded history. Kevin Adamik of RXO (formerly Coyote Logistics), offered an overview of truckload market cycles, highlighting major trends from the recent freight recession and providing an update on where the TL cycle is now.
EDGE 2024, sponsored by the Council of Supply Chain Management Professionals (CSCMP), is taking place this week in Nashville.
Citing data from the Coyote Curve index (which measures year-over-year changes in spot market rates) and other sources, Adamik outlined the dynamics of the TL market. He explained that the last cycle—which lasted from about 2019 to 2024—was longer than the typical three to four-year market cycle, marked by volatile conditions spurred by the Covid-19 pandemic. That cycle is behind us now, he said, adding that the market has reached equilibrium and is headed toward an inflationary environment.
Adamik also told attendees that he expects the new TL cycle to be marked by far less volatility, with a return to more typical conditions. And he offered a slate of supply and demand trends to note as the industry moves into the new cycle.
Supply trends include:
Carrier operating authorities are declining;
Employment in the trucking industry is declining;
Private fleets have expanded, but the expansion has stopped;
Truckload orders are falling.
Demand trends include:
Consumer spending is stable, but is still more service-centric and less goods-intensive;
After a steep decline, imports are on the rise;
Freight volumes have been sluggish but are showing signs of life.
CSCMP EDGE runs through Wednesday, October 2, at Nashville’s Gaylord Opryland Hotel & Resort.
The relationship between shippers and third-party logistics services providers (3PLs) is at the core of successful supply chain management—so getting that relationship right is vital. A panel of industry experts from both sides of the aisle weighed in on what it takes to create strong 3PL/shipper partnerships on day two of the CSCMP EDGE conference, being held this week in Nashville.
Trust, empathy, and transparency ranked high on the list of key elements required for success in all aspects of the partnership, but there are some specifics for each step of the journey. The panel recommended a handful of actions that should take place early on, including:
Establish relationships.
For 3PLs, understand and get to the heart of the shipper’s data.
Also for 3PLs: Understand the shipper’s reason for outsourcing to a 3PL, along with the shipper’s ultimate goals.
Understand company cultures and be sure they align.
Nurture long-term relationships with good communication.
For shippers, be transparent so that the 3PL fully understands your business.
And there are also some “non-negotiables” when it comes to managing the relationship:
3PLs must demonstrate their commitment to engaging with the shipper’s personnel.
3PLs must also demonstrate their commitment to process discipline, continuous improvement, and innovation.
Shippers should ensure that they understand the 3PL’s demonstrated implementation capabilities—ask to visit established clients.
Trust—which takes longer to establish than both sides may expect.
EDGE 2024 is sponsored by the Council of Supply Chain Management Professionals (CSCMP) and runs through Wednesday, October 2, at the Gaylord Opryland Resort & Convention Center in Nashville.