Logistics Industry Quotes

Together with innovations in chemistry and industrial engineering, the U.S. mastery of logistics would diminish the value of colonies and inaugurate a new pattern of global power, based less on claiming large deaths of land and more on controlling small points. (Page 216)

a young Goldman Sachs banker named Joseph Park was sitting in his apartment, frustrated at the effort required to get access to entertainment. Why should he trek all the way to Blockbuster to rent a movie? He should just be able to open a website, pick out a movie, and have it delivered to his door. Despite raising around $250 million, Kozmo, the company Park founded, went bankrupt in 2001. His biggest mistake was making a brash promise for one-hour delivery of virtually anything, and investing in building national operations to support growth that never happened. One study of over three thousand startups indicates that roughly three out of every four fail because of premature scaling—making investments that the market isn’t yet ready to support. Had Park proceeded more slowly, he might have noticed that with the current technology available, one-hour delivery was an impractical and low-margin business. There was, however, a tremendous demand for online movie rentals. Netflix was just then getting off the ground, and Kozmo might have been able to compete in the area of mail-order rentals and then online movie streaming. Later, he might have been able to capitalize on technological changes that made it possible for Instacart to build a logistics operation that made one-hour grocery delivery scalable and profitable. Since the market is more defined when settlers enter, they can focus on providing superior quality instead of deliberating about what to offer in the first place. “Wouldn’t you rather be second or third and see how the guy in first did, and then . . . improve it?” Malcolm Gladwell asked in an interview. “When ideas get really complicated, and when the world gets complicated, it’s foolish to think the person who’s first can work it all out,” Gladwell remarked. “Most good things, it takes a long time to figure them out.”* Second, there’s reason to believe that the kinds of people who choose to be late movers may be better suited to succeed. Risk seekers are drawn to being first, and they’re prone to making impulsive decisions. Meanwhile, more risk-averse entrepreneurs watch from the sidelines, waiting for the right opportunity and balancing their risk portfolios before entering. In a study of software startups, strategy researchers Elizabeth Pontikes and William Barnett find that when entrepreneurs rush to follow the crowd into hyped markets, their startups are less likely to survive and grow. When entrepreneurs wait for the market to cool down, they have higher odds of success: “Nonconformists . . . that buck the trend are most likely to stay in the market, receive funding, and ultimately go public.” Third, along with being less recklessly ambitious, settlers can improve upon competitors’ technology to make products better. When you’re the first to market, you have to make all the mistakes yourself. Meanwhile, settlers can watch and learn from your errors. “Moving first is a tactic, not a goal,” Peter Thiel writes in Zero to One; “being the first mover doesn’t do you any good if someone else comes along and unseats you.” Fourth, whereas pioneers tend to get stuck in their early offerings, settlers can observe market changes and shifting consumer tastes and adjust accordingly. In a study of the U.S. automobile industry over nearly a century, pioneers had lower survival rates because they struggled to establish legitimacy, developed routines that didn’t fit the market, and became obsolete as consumer needs clarified. Settlers also have the luxury of waiting for the market to be ready. When Warby Parker launched, e-commerce companies had been thriving for more than a decade, though other companies had tried selling glasses online with little success. “There’s no way it would have worked before,” Neil Blumenthal tells me. “We had to wait for Amazon, Zappos, and Blue Nile to get people comfortable buying products they typically wouldn’t order online.

The United States could not win the war if blacks continued as sharecroppers down South. The South was not an important area either politically or economically as far as the internationalists were concerned. (“The white South,” Myrdal wrote, “is itself a minority and a national problem.”) It was important only as a source of much-needed labor, at a time when most white southerners concurred because they no longer needed them to chop or harvest cotton and considered migration a simple solution to their biggest social problem. The foundations which did the thinking for the internationalist ruling class quickly realized that that flow of labor into the factories of the industrial North was impeded less by the system of political segregation in the South than by what they would eventually term the de-facto housing segregation in the North, which meant, in effect, the existence of residential patterns based on ethnic neighborhoods. The logistics problem facing Louis Wirth and his colleagues in the psychological-warfare establishment was not so much how to move the black up from the South — the wage differential and the railroads would accomplish that — but rather where to put him when he got there. Northern cities like Chicago, Detroit, and Philadelphia were essentially an assemblage of neighborhoods arranged as ethnic fiefdoms, dominated at that time by the most recent arrivals from Southern and Eastern Europe as well as the Irish and Germans. As Wirth makes clear in his sociological writings, any group that has this kind of cohesiveness and population density had political power, and the question in his mind was precisely whether this political power was going to be used in the interests of the WASP ruling elite, who needed these people to fight a war that had nothing approaching majority support among ethnics of the sort Wirth viewed with suspicion. This group of “ethnic” Americans posed a problem for the psychological-warfare establishment because it posed a problem to the ethnic group that made up that establishment. This group of people constituted a Gestalt - ethnic, Catholic, unionized, and urban - whose mutual and reinforcing affiliations effectively removed them from the influence of instruments of mass communication which the psychological-warfare establishment saw as critical in controlling them. If one added the demographic increase this group enjoyed — as Catholics they were forbidden to use contraceptives — it is easy enough to see that their increase in political power posed a threat to WASP hegemony over the culture at precisely the moment when the WASP elite was engaged in a life-and-death struggle with fascism. It was Wirth’s job to bring them under control, lest they jeopardize the war effort.

Product scope. Is motor oil used in cars part of the same industry as motor oil used in trucks and stationary engines? The oil itself is similar. But automotive oil is marketed through consumer advertising, sold to fragmented customers through powerful channels, and produced locally to offset the high logistics costs of small packaging. Truck and power generation lubricants face a different industry structure—different customers and selling channels, different supply chains, and so on. From a strategy perspective, these are distinct industries.

Psychopaths alone were incapable of implementing the Holocaust. And they were dependent on an army of complicit drones, as well as highly educated professionals to lubricate the mundane logistics of industrial slaughter.

Sitting through a classroom lecture is painful for most people most of the time. We all know this, yet so many deny it or view it as a personal failing. When human beings are required to sit and listen, we squirm. We watch the clock tick slowly. Minutes can seem like hours. We escape into our own head. We invent activities to either occupy or numb ourselves. The most talented classroom sitters create micro-tasks to busy their hands and the other 80 percent of their minds. The pain is cumulative. The first hour of lecture in a day is bearable. The second is hard. The third is white-hot excruciating. The highly engaging presenter who periodically arises in the classroom does little to soften the physiological impact of the subsequent dull one. This reality goes beyond a power thing, or even an interest thing, or a quality of the teacher thing. Even when corporate leaders and heads of state attend highly relevant daylong events at which they listen to the highest-tier speakers, they are suppressing their own body ticks 90 minutes into the lecture. The lunch break becomes an oasis. Students are psychologically ravished daily by this onslaught. And it is costly on all involved—teachers, administrators, parents, siblings. Although this recommendation subverts most industrial business and logistics models, 2 non-adjacent hours of lecture a day should be the greatest number for any institution or program. And the most successful will have even less than that. This requires an alternative approach.

pyramid searches,” an idea pioneered by MIT’s Eric von Hippel and others. To conduct a pyramid search, begin by identifying people who are well-informed about the topic you’re interested in and asking them who in their field has even more expertise than they do—in other words, who is at the top of the subject-area “pyramid.” Often those at the peak are the kinds of highly curious, knowledgeable people who can refer you to experts in analogous fields. Then work your way to the top of the next knowledge pyramid and so on, ultimately assembling a panel of insightful people from diverse fields. Poetz and colleagues used the pyramid method to find analogous expertise for a forklift maker that needed a better way to mount and unmount forklifts from trucks. They brainstormed starting points, identifying a logistics-firm owner who was a heavy user of truck-mounted forklifts. That led them to a maker of machinery-mounting systems for farm tractors and eventually to someone in the entertainment-events industry with extensive experience quickly mounting stage equipment at concert venues. It turned out that the concert expert’s insights were directly applicable to the forklift problem and provided an innovative solution.

Best4Automation is the industry marketplace, which combines all the advantages of a modern on-line shop with the fast logistics of large manufacturers. Our well-known manufacturers and partners in automation technology such as Schmersal, Murrplastik, wenglor sensoric, Murrelektronik, Stego, Siemens, Fibox and Captron cover a wide spectrum of electronic and electromechanical components for mechanical engineering, plant construction and maintenance.

Woolens were fundamentally different from cottons – advances in cotton processing made cotton goods accessible to everyone, creating a new market whereas advances in wool processing slightly reduced the price of an already established product. This highlights the importance of demand in industrial growth. Cotton and woolens each experienced radical innovation in processing technology; each was transformed from a cottage industry to a mechanized, capital-intensive, factory production system. However, cotton grew rapidly while wool grew slowly. In fact, wool grew less rapidly than the economy despite this transformation of production. The reason for the difference lies in the nature of demand for the product. Wool was already a mature product, even though its production processes were about to be transformed. The production improvements simply made woolens a bit cheaper but the market was already saturated and so grew only slowly. Cottons, in contrast, were a new product in new markets. The production advances in cotton reduced costs and prices sufficiently to make cottons accessible to everyone. This was equivalent to creating new and potentially huge markets. Cottons then followed the classic S-shaped (logistic) market adoption pattern - slow adoption initially then rapid adoption and rapid growth before the market finally reached maturity (became saturated) with sales, and so production, levelling off.

Castine is a quiet town with a population of about 1,500 people in Western Hancock County, Maine, named after John Hancock, when Maine was a part of the Commonwealth of Massachusetts. He was the famous statesman, merchant and smuggler who signed the “Declaration of Independence” with a signature large enough so that the English monarch, King George, could read it without glasses. Every child in New England knows that John Hancock was a prominent activist and patriot during the colonial history of the United States and not just the name of a well-known Insurance Company. Just below the earthen remains of Fort George, on both sides of Pleasant Street, lays the campus of Maine Maritime Academy. Prior to World War II, this location was the home of the Eastern State Normal School, whose purpose was to train grade school teachers. Maine Maritime Academy has significantly grown over the years and is now a four-year college that graduates officers and engineers for the United States Merchant Marine, as well as educating students in marine-related industries such as yacht and small craft management. Bachelor Degrees are offered in Engineering, International Business and Logistics, Marine Transportation, and Ocean Studies. Graduate studies are offered in Global Logistics and Maritime Management, as well as in International Logistics Management. Presently there are approximately 1,030 students enrolled at the Academy. Maine Maritime Academy's ranking was 7th in the 2016 edition of Best Northern Regional Colleges by U.S. News and World Report. The school was named the Number One public college in the United States by Money Magazine. Photo Caption: Castine, Maine

Terry Guo of Foxconn has been aggressively installing hundreds of thousands of robots to replace an equivalent number of human workers. He says he plans to buy millions more robots in the coming years. The first wave is going into factories in China and Taiwan, but once an industry becomes largely automated, the case for locating a factory in a low-wage country becomes less compelling. There may still be logistical advantages if the local business ecosystem is strong, making it easier to get spare parts, supplies, and custom components. But over time inertia may be overcome by the advantages of reducing transit times for finished products and being closer to customers, engineers and designers, educated workers, or even regions where the rule of law is strong. This can bring manufacturing back to America, as entrepreneurs like Rod Brooks have been emphasizing. A

William Maclyn Murphy McRae is a seasoned logistics pro with 9+ years' experience. He excels in supply chain optimization, reducing lead times, and exceeding industry standards. Maclyn's strategic thinking and hands-on approach drive efficiency while meeting deadlines and customer expectations.

An ordinary travel agency took care of the practicalities of chartering trains in exactly the same way as they dealt with such matters normally. Ordinary railway staff were deployed to organise the logistics of the transport, plotting train times into schedules, passing information on through the system. The camps were built, personnel received their orders, the industry began. Some of the soldiers must have been picked out on account of their brutality, many being obvious sadists who could find outlet and indulge themselves here, while others were ordinary and, in any context, considerate men doing a job for work. Two years later they tried to remove all traces; having demolished Teblinka’s every structure they built a farm on the site and instructed the Ukrainian family they installed in it to say they had lived there always. The same occurred in Sobibor, Belzec and Chelmno, all traces gone. All around, life went on as nothing had happened.

Detroit has turned the corner on its renaissance, but few people know how the city was, and still is, at the cutting edge of manufacturing, innovation, and culture. My new book is a tribute to the men and women who built a city out of the wilderness starting in 1701, and sustained its incredible growth to become the world's Industrial Versailles in 1900. And the best part is, Detroit is still leading the way. It remains the ultimate Maker City.

Don't check programmers personality. Check his code.

The prerequisites of the German economic miracle were not only the enormous sums invested in the country under the Marshall Plan, the outbreak of the Cold War, and the scrapping of outdated industrial complexes-an operation performed with brutal efficiency by the bomber squadrons-but also something less often acknowledged: the unquestioning work ethic learned in a totalitarian society, the logistical capacity for improvisation shown by an economy under constant threat, experience in the use of "foreign labor forces," and the lifting of the heavy burden of history that went up in flames between 1942 and 1945 along with the centuries-old buildings accommodating homes and businesses in Nuremberg and Cologne, in Frankfurt, Aachen, Brunswick, and Wurzberg, a historical burden ultimately regretted by only a few.

Military force is another element of power. It provides a nation the capability to impose it's will on another nation through the threat or use of violence. Military force also provides a state the capability to resist another's coercive actions. The types of military forces required will depend on the state's physical characteristics and its enemies' capabilities. A landlocked state has little need for a navy. If a nation's opponent has a strong air force, then the nation should have strong air defenses. The size and composition of military force available will dictate the types of operations a state may conduct. A landlocked power with no navy will never dominate the seas. A state without an air force or navy today will have great difficulty projecting and sustaining military forces over great distances. A strong army with no ability to move to another area has little impact on foreign policy, except on protecting its homeland. The technological sophistication of its weaponry versus that of an opponent's will provide a state an advantage or disadvantage in projecting its will. All other things being equal, a state weapons that can kill an opponent's soldiers faster and more efficiency that those of the opponent's has an advantage. Of course, rarely are all other things equal. Technological superiority can provide an advantage, but it cannot guarantee success. Technology will also affect the state's ability to sustain its forces. Commonality of the civilian and military technological base will enhance logistical capabilities by making it easy for civilian industry to provide military forces the equipment needed. The location of military forces with respect to the theater of war and the enemy is another component of military power. If the military forces are near their warfighting positioning, their deterrent and warfare capabilities are greater. The degree of civilian control and willingness to employ military force prescribes the manner in which a state may employ its military power. This point relates to the national will element of power. If the will to employ the military force available does not exist, the military force has no utility. No power results from the simple existence of the military force. Power results from the will to use military power, or at least an enemy's perception of the willingness to do so, and the capability of that military force to defeat all enemy. Available reserves limit the duration of combat a state can endure. Once all the trained or trainable men and women are casualties, a state cannot continue. A state's manpower pool always serves as a limit on the size of the military force it can raise.

Service design is about arranging things so that people who need things done are connected to other people and equipment that get things done-on an as- and when-needed basis. The technical term, which comes from the logistics industry, is "dynamic resource allocation in real time.

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Frito-Lay had long held a decisive advantage in “salties,” as industry insiders call salty snacks, which stemmed from the superior route economics of its store door delivery system (SDD)—the process of getting fresh products from the factory to the store and merchandising them there. It is an onerous logistical challenge to deliver fresh (and fragile) product, in fairly small numbers of units, directly to the doors of a very large number of retail outlets, rather than make a smaller number of large shipments to the loading docks of wholesalers or big retailers’ warehouses.