Too many companies see visibility solutions as tools that can simply be slapped onto existing operations. But some assembly is required if you really want to see results.
You've heard the buzz by now: visibility software lets supply chain managers pinoint the exact location and status of shipments anywhere in the supply chain. Operating in real time, it tracks goods whether they're within the distribution center's four walls, at another facility or even in transit. It cuts production costs by reducing unintentional inventory build up, alerts managers to delays and kicks customer service levels up a notch.
But DC managers who expect to hop on the fast track to supply chain success simply by providing some visibility are bound to be disappointed.
It's not enough to locate inventory in the supply chain. You have to use the information that visibility provides to make strategic decisions that help DCs serve customers better. As John Langley, professor of supply chain management at Georgia Institute of Technology, puts it, "The objective should not be visibility. The objective is having information available so managers can take action when needed. Visibility for its own sake provides no value."
Visible results
Though it may not stand on its own, visibility becomes a very powerful tool when used in conjunction with topflight business processes. But that assumes that a company has its supply chain management house in order. At a minimum, that means it has the following in place:
a clear supply chain strategy,
on going collaboration with key customers and suppliers,
appropriate business processes that can be used to act upon visibility information, and
integrated communications systems through the supply chain.
Without those elements, a visibility solution cannot live up to expectations. But in combination with them, visibility can quickly push DC operations to new levels. Armed with accurate and up-to-the-minute data, DC managers can monitor transactions and shipments, respond to late or inaccurate shipments, and perform all the tasks normally associated with real-time management of the supply chain.
Access to the right info also let s managers focus their attention on the largest or most strategic customers and the processes that most directly affect supply chain performance. In short , visibility provides the foundation to achieve what should be the true goals of all businesses: kicking up customer satisfaction levels and securing a stronger competitive position by making the entire supply chain perform as a single entity.
Not there yet
Many companies have achieved visibility within their own factories, warehouses and distribution centers. Some can also locate goods from suppliers and finished products that are in transit to customers or retail outlets, either with their own visibility capability or, more often, through integrated transportation service providers such as FedEx or United Parcel Service.
Very few companies, however, have achieved end-to-end visibility through out their supply chain, though many are working toward that goal. Intel Corp., the giant semiconductor manufacturer, is a case in point (see sidebar). Intel has launched a major corporate initiative aimed at improving supply chain ef ficiency. The goal is for managers to know the location and status of all inventory, regardless of its position in the supply chain, enabling them to make decisions on the fly, all in the interests of better meeting customer needs.
But what Intel and others have found is that the complexity of today's supply networks makes true supply chain visibility tough to achieve. "The biggest challenge is that the supply chain contains so many disparate participants, it's hard to tie them together," says Langley. "In theory, you can establish visibility in your supply chain, but saying it and doing it are two very different things."
What customers want
All too often, visibility initiatives fail because managers have neglected the critical behind-thescenes work that's required for success. Too many companies continue to see visibility solutions as tools that can simply be slapped on existing operations to produce significant benefits. More and more,software vendors are trying to help potential clients through a step-by-step process that will ultimately allow them to focus on their own customers' needs.
"The most important thing is that companies considering visibility and similar solutions first look at what their customers want and how they can improve customer service," says John Davies, co-founder and vice president of Optum. Based in White Plains, N.Y., Optum markets supply chain execution software , including a supply chain visibility and event management tool called TradeStream.
Davies adds that it's essential to examine all business processes that affect—or may affect—customer satisfaction. "We try to help them determine what has to happen both within their company and through out the entire supply chain,a ll the way to delivery of the product to the customer. Then—and only then—should companies apply software tools to these processes."
All aboard?
At the same time, the more astute observers warn companies not to get too hung up on the tools. True supply chain integration demands a lot more than software, hardware and other high-tech apparatus. To get the most from visibility solutions and other systems designed to improve supply chain performance, manufacturers must bring all key players into the picture.
Though everyone agrees that collaboration is critical, they also agree that there is no simple formula for how to go about it." Everyone should collaborate," says Dr. Karl B. Manrodt, assistant professor in the Department of Information Systems & Logistics at Georgia Southern University and co-author of a report title Visibility ã Tactical Solutions, Strategic Implications, which summarizes research conducted by the consulting firm Cap Gemini Ernst & Young, Georgia Southern University and the University of Tennessee." But the critical thing is for companies to first identify their most critical customers and suppliers. Then they have to determine exactly how to collaborate with each, and the approach can vary significantly from one situation to the next."
Manrodt also notes that although conventional wisdom dictates that interaction should begin with the people at the top, that may not be practical." Executives should certainly collaborate with each other, but they're typically so busy that it's hard to get their support," he says. "So companies may have to aim for some small success first, t hen bring in their executives to collaborate."
View-masters
Because visibility capability is so critical for other supply chain improvements, most industry sources believe it will soon become standard issue in supply chain management software.
"I believe that before too long, visibility will become a standard part of the offerings of not only software companies but also logistics service providers," says Georgia Tech's Langley. "Transportation management systems and warehouse management systems will include visibility functionality."
Still, James R. Kellso, manager of supply network research at Intel Corp., isn't expecting a visibility explosion anytime soon. The transportation industry has to get financially healthy b efore carriers will invest in such capabilities as standardized shipment visibility, he reports. "Right now, there is great pressure on costs,and that pressure has limited investment by carriers."
But, as with everything else in the IT world, that will change. Within five years, Kellso predicts, visibility capability will be fairly standard among carriers. When that happens, DC managers had better be poised to take the data and run with it.
Cashing in on Intel's chips
James R. Kellso of Intel faces the classic visibility challenge, if such a thing can be said to exist. As manager of supply network research at semiconductor giant Intel Corp., Kellso oversees an organization that has a good grip on where items stand in its internal supply network. But now, Kellso has to figure out a way to track inventory that is no longer in the company's direct control ãand do it flawlessly and in real time.
"We have great visibility within the systems that we own and manage, such as internal shipping and our own warehouses," says Kellso. "But we have spotty visibility as products move from place to place out of our direct control. Our level of visibility once product leaves our control is totally dependent on the capability of individual carriers."
Therein lies a problem. Kellso reports that there is a great deal of variance in the ability of transportation service providers in this area. "Some can provide timely visibility information," he says, "but most cannot." Kellso hopes that will change soon. Once everybody's operations are in sync, he notes, "I can treat in-transit inventory the same as I do inventory that's sitting in one of our warehouses. I can change it; I can repackage it." And that could save a lot of money.
Another problem he faces is a potential failure to communicate: For full-blown integration to take place, internal and external systems will need to "talk" to each other and that is unlikely to happen anytime soon. "The systems that exist are proprietary," says Kellso, "so there are massive—and expensive—connection and translation challenges."
Help may be on the way, in the form of industrywide communications standards that would greatly reduce the complexity and costs of integrating internal and external systems. For its part, Intel supports the efforts of RosettaNet, the standards organization that is composed of companies in the information technology, semiconductor manufacturing and electronics components industries. The goal of RosettaNet is to create and implement communications interfaces that will align business processes between supply chain partners.
Last year, RosettaNet merged with the Uniform Code Council (UCC), the group that develops standards for product identification, including bar codes. Mergers of standards organizations are becoming more common, as various industries strive to establish the communications standards that are so essential to supply chain integration. Will those mergers accelerate the development of standards? Kellso and his colleagues hope the answer is yes.
Artificial intelligence (AI) and data science were hot business topics in 2024 and will remain on the front burner in 2025, according to recent research published in AI in Action, a series of technology-focused columns in the MIT Sloan Management Review.
In Five Trends in AI and Data Science for 2025, researchers Tom Davenport and Randy Bean outline ways in which AI and our data-driven culture will continue to shape the business landscape in the coming year. The information comes from a range of recent AI-focused research projects, including the 2025 AI & Data Leadership Executive Benchmark Survey, an annual survey of data, analytics, and AI executives conducted by Bean’s educational firm, Data & AI Leadership Exchange.
The five trends range from the promise of agentic AI to the struggle over which C-suite role should oversee data and AI responsibilities. At a glance, they reveal that:
Leaders will grapple with both the promise and hype around agentic AI. Agentic AI—which handles tasks independently—is on the rise, in the form of generative AI bots that can perform some content-creation tasks. But the authors say it will be a while before such tools can handle major tasks—like make a travel reservation or conduct a banking transaction.
The time has come to measure results from generative AI experiments. The authors say very few companies are carefully measuring productivity gains from AI projects—particularly when it comes to figuring out what their knowledge-based workers are doing with the freed-up time those projects provide. Doing so is vital to profiting from AI investments.
The reality about data-driven culture sets in. The authors found that 92% of survey respondents feel that cultural and change management challenges are the primary barriers to becoming data- and AI-driven—indicating that the shift to AI is about much more than just the technology.
Unstructured data is important again. The ability to apply Generative AI tools to manage unstructured data—such as text, images, and video—is putting a renewed focus on getting all that data into shape, which takes a whole lot of human effort. As the authors explain “organizations need to pick the best examples of each document type, tag or graph the content, and get it loaded into the system.” And many companies simply aren’t there yet.
Who should run data and AI? Expect continued struggle. Should these roles be concentrated on the business or tech side of the organization? Opinions differ, and as the roles themselves continue to evolve, the authors say companies should expect to continue to wrestle with responsibilities and reporting structures.
Shippers today are praising an 11th-hour contract agreement that has averted the threat of a strike by dockworkers at East and Gulf coast ports that could have frozen container imports and exports as soon as January 16.
The agreement came late last night between the International Longshoremen’s Association (ILA) representing some 45,000 workers and the United States Maritime Alliance (USMX) that includes the operators of port facilities up and down the coast.
Details of the new agreement on those issues have not yet been made public, but in the meantime, retailers and manufacturers are heaving sighs of relief that trade flows will continue.
“Providing certainty with a new contract and avoiding further disruptions is paramount to ensure retail goods arrive in a timely manner for consumers. The agreement will also pave the way for much-needed modernization efforts, which are essential for future growth at these ports and the overall resiliency of our nation’s supply chain,” Gold said.
The next step in the process is for both sides to ratify the tentative agreement, so negotiators have agreed to keep those details private in the meantime, according to identical statements released by the ILA and the USMX. In their joint statement, the groups called the six-year deal a “win-win,” saying: “This agreement protects current ILA jobs and establishes a framework for implementing technologies that will create more jobs while modernizing East and Gulf coasts ports – making them safer and more efficient, and creating the capacity they need to keep our supply chains strong. This is a win-win agreement that creates ILA jobs, supports American consumers and businesses, and keeps the American economy the key hub of the global marketplace.”
The breakthrough hints at broader supply chain trends, which will focus on the tension between operational efficiency and workforce job protection, not just at ports but across other sectors as well, according to a statement from Judah Levine, head of research at Freightos, a freight booking and payment platform. Port automation was the major sticking point leading up to this agreement, as the USMX pushed for technologies to make ports more efficient, while the ILA opposed automation or semi-automation that could threaten jobs.
"This is a six-year détente in the tech-versus-labor tug-of-war at U.S. ports," Levine said. “Automation remains a lightning rod—and likely one we’ll see in other industries—but this deal suggests a cautious path forward."
Editor's note: This story was revised on January 9 to include additional input from the ILA, USMX, and Freightos.
Logistics industry growth slowed in December due to a seasonal wind-down of inventory and following one of the busiest holiday shopping seasons on record, according to the latest Logistics Managers’ Index (LMI) report, released this week.
The monthly LMI was 57.3 in December, down more than a percentage point from November’s reading of 58.4. Despite the slowdown, economic activity across the industry continued to expand, as an LMI reading above 50 indicates growth and a reading below 50 indicates contraction.
The LMI researchers said the monthly conditions were largely due to seasonal drawdowns in inventory levels—and the associated costs of holding them—at the retail level. The LMI’s Inventory Levels index registered 50, falling from 56.1 in November. That reduction also affected warehousing capacity, which slowed but remained in expansion mode: The LMI’s warehousing capacity index fell 7 points to a reading of 61.6.
December’s results reflect a continued trend toward more typical industry growth patterns following recent years of volatility—and they point to a successful peak holiday season as well.
“Retailers were clearly correct in their bet to stock [up] on goods ahead of the holiday season,” the LMI researchers wrote in their monthly report. “Holiday sales from November until Christmas Eve were up 3.8% year-over-year according to Mastercard. This was largely driven by a 6.7% increase in e-commerce sales, although in-person spending was up 2.9% as well.”
And those results came during a compressed peak shopping cycle.
“The increase in spending came despite the shorter holiday season due to the late Thanksgiving,” the researchers also wrote, citing National Retail Federation (NRF) estimates that U.S. shoppers spent just short of a trillion dollars in November and December, making it the busiest holiday season of all time.
The LMI is a monthly survey of logistics managers from across the country. It tracks industry growth overall and across eight areas: inventory levels and costs; warehousing capacity, utilization, and prices; and transportation capacity, utilization, and prices. The report is released monthly by researchers from Arizona State University, Colorado State University, Rochester Institute of Technology, Rutgers University, and the University of Nevada, Reno, in conjunction with the Council of Supply Chain Management Professionals (CSCMP).
The overall national industrial real estate vacancy rate edged higher in the fourth quarter, although it still remains well below pre-pandemic levels, according to an analysis by Cushman & Wakefield.
Vacancy rates shrunk during the pandemic to historically low levels as e-commerce sales—and demand for warehouse space—boomed in response to massive numbers of people working and living from home. That frantic pace is now cooling off but real estate demand remains elevated from a long-term perspective.
“We've witnessed an uptick among firms looking to lease larger buildings to support their omnichannel fulfillment strategies and maintain inventory for their e-commerce, wholesale, and retail stock. This trend is not just about space, but about efficiency and customer satisfaction,” Jason Tolliver, President, Logistics & Industrial Services, said in a release. “Meanwhile, we're also seeing a flurry of activity to support forward-deployed stock models, a strategy that keeps products closer to the market they serve and where customers order them, promising quicker deliveries and happier customers.“
The latest figures show that industrial vacancy is likely nearing its peak for this cooling cycle in the coming quarters, Cushman & Wakefield analysts said.
Compared to the third quarter, the vacancy rate climbed 20 basis points to 6.7%, but that level was still 30 basis points below the 10-year, pre-pandemic average. Likewise, overall net absorption in the fourth quarter—a term for the amount of newly developed property leased by clients—measured 36.8 million square feet, up from the 33.3 million square feet recorded in the third quarter, but down 20% on a year-over-year basis.
In step with those statistics, real estate developers slowed their plans to erect more buildings. New construction deliveries continued to decelerate for the second straight quarter. Just 85.3 million square feet of new industrial product was completed in the fourth quarter, down 8% quarter-over-quarter and 48% versus one year ago.
Likewise, only four geographic markets saw more than 20 million square feet of completions year-to-date, compared to 10 markets in 2023. Meanwhile, as construction starts remained tempered overall, the under-development pipeline has continued to thin out, dropping by 36% annually to its lowest level (290.5 million square feet) since the third quarter of 2018.
Despite the dip in demand last quarter, the market for industrial space remains relatively healthy, Cushman & Wakefield said.
“After a year of hesitancy, logistics is entering a new, sustained growth phase,” Tolliver said. “Corporate capital is being deployed to optimize supply chains, diversify networks, and minimize potential risks. What's particularly encouraging is the proactive approach of retailers, wholesalers, and 3PLs, who are not just reacting to the market, but shaping it. 2025 will be a year characterized by this bias for action.”
Under terms of the deal, Sick and Endress+Hauser will each hold 50% of a joint venture called "Endress+Hauser SICK GmbH+Co. KG," which will strengthen the development and production of analyzer and gas flow meter technologies. According to Sick, its gas flow meters make it possible to switch to low-emission and non-fossil energy sources, for example, and the process analyzers allow reliable monitoring of emissions.
As part of the partnership, the product solutions manufactured together will now be marketed by Endress+Hauser, allowing customers to use a broader product portfolio distributed from a single source via that company’s global sales centers.
Under terms of the contract between the two companies—which was signed in the summer of 2024— around 800 Sick employees located in 42 countries will transfer to Endress+Hauser, including workers in the global sales and service units of Sick’s “Cleaner Industries” division.
“This partnership is a perfect match,” Peter Selders, CEO of the Endress+Hauser Group, said in a release. “It creates new opportunities for growth and development, particularly in the sustainable transformation of the process industry. By joining forces, we offer added value to our customers. Our combined efforts will make us faster and ultimately more successful than if we acted alone. In this case, one and one equals more than two.”
According to Sick, the move means that its current customers will continue to find familiar Sick contacts available at Endress+Hauser for consulting, sales, and service of process automation solutions. The company says this approach allows it to focus on its core business of factory and logistics automation to meet global demand for automation and digitalization.
Sick says its core business has always been in factory and logistics automation, which accounts for more than 80% of sales, and this area remains unaffected by the new joint venture. In Sick’s view, automation is crucial for industrial companies to secure their productivity despite limited resources. And Sick’s sensor solutions are a critical part of industrial automation, which increases productivity through artificial intelligence and the digital networking of production and supply chains.