Weak links, strong links: Who is taking over the supply chain?
There have been rumblings that the procurement function is "taking over" supply chain management. That kind of thinking is shaky on its best day and destructive in the long run. Here's why.
Art van Bodegraven was, among other roles, chief design officer for the DES Leadership Academy. He passed away on June 18, 2017. He will be greatly missed.
One of the more respected discussion fora (no, that is not an oxymoron, and is the plural of a much-maligned noun) recently trumpeted an uncertain clarion call indicating that the procurement function was "taking over" supply chain management.
Never mind that the claim is not helpful in maintaining our fragile peer relationships within the chain(s); it is also wrong-headed. This should not be surprising, as consultants may have been involved in the background, and some are easily swayed by the wisdom of 26-year-old savants.
Climbing down from the aerie of high dudgeon, we are dismayed that it is apparently amazingly easy to either forget or ignore the core directions of changed relationships within both supply chain and corporate functions as we plunge deeper into the 21st century.
THE EMERGING BIGGER PICTURE ...
We have written, enthusiastically and approvingly, about the evolution away from last-century organizational paradigms. In short, the old model of operations management was often either led or controlled by an old-school executive, whose value was measured in the number of his (less often, her) direct reports and the number of functional departments making up his stable of skills and results. A popular management style was to pit departmental executives against one another in competition for budget money, capital, and positions as heirs-apparent. Performance targets were typically inwardly focused. Not only were they unaligned with one another for collective outcomes, but they were frequently in direct opposition, creating win-lose (or lose-lose) opportunities at almost every turn.
In the new century, we are seeing the beginnings of a sea change. The top executive in a supply chain management environment is no longer yesterday's operational lion tamer, with chair, whip, and pistol at the ready. He (and more often than ever before, she) is a facilitator and a builder, who fosters close positive working relationships within the chain and within the company. The idea is not internal competition; it is collaboration, synchronized execution, common and aligned performance targets, and a focus on enterprise success based on serving customer needs perfectly, even spectacularly.
We are moving away from the adversarial operations management model and toward the positive and integrated supply chain model. The direction is clear, but the pace of change is sometimes tentative. Both models will be around in parallel for some time.
Obviously, though, both models cannot exist side by side within a single organization without introducing very stressful cognitive dissonance and creating an umbrella of dysfunction. Equally obviously, in an age of external collaboration with suppliers and customers, internal collaboration is a must, a prerequisite. So, what are these people thinking when they gleefully salute a takeover within the realm of supply chain management?
THE ROLE OF ENLIGHTENED PROCUREMENT
We've written, too, about the necessity of including sourcing and procurement as part of end-to-end holistic supply chain organizations. It is vital to include, integrate, and synchronize what those folks do in creating profitable customer relationships and creating shareholder value. But "supply" is not "supply chain"—there are more pieces to the puzzle, and this news can stun those who think the universe begins and ends with good procurement practices.
THE REAL ISSUE
The core of our concern is not so much procurement as it is the notion that any functional area is being positioned to "take over" the supply chain. What's next, a palace coup by customer service? Just picture it, a gaggle of troops wearing headsets and camo gear, waving banners with revolutionary slogans, marching and singing like students in "Les Miz."
The idea that any function is superior or should, by virtue of title, rule the supply chain world is shaky on its best day and destructive in the long run. Our most important attribute is the ability to have everyone on the same bus and to not be fighting over who should be driving.
THE SUPPLY CHAIN LEADER
OK, smart guys, who, then, should be in charge of supply chain management? Our answer: no one based on job title, but someone with the right set of attributes. These are fairly simple to state, but very difficult to find. As for those attributes, in our view, the person must be:
A leader, not a manager. The successful supply chain function demands, for real success, to have someone at the top who can rally, align, and persuade those around him or her. Someone who attracts followers but does not command minions.
A visionary, not a rule-maker. Someone who is not a mere dreamer, but someone who can craft the structure of a distant, but far superior, future. And embed in that future the seeds of sustainable success, both external and internal.
A clear thinker, who is not seduced by passing fancies and who can cut through the clutter to get to core issues and opportunities.
A passionate server of customers and their needs in succeeding in their markets with their customers.
A performance-obsessed value creator—for the company, for its shareholders, and for its associates—someone who truly understands the full range of supply chain contributions to long-term success, and not merely a cost/price/inventory-cutter.
A broadly experienced supply chain professional who understands what the supply chain's components are, how they work together, and how they—in concert—deliver the goods.
It's a tough job, finding a walks-on-water individual who is genuine and authentic to the core. But the supply chain of today—and tomorrow—really demands no less. Not only is the search worth the effort, it could be the difference between being around or sinking beneath the waves as sea changes continue to roll in.
The Port of Oakland has been awarded $50 million from the U.S. Department of Transportation’s Maritime Administration (MARAD) to modernize wharves and terminal infrastructure at its Outer Harbor facility, the port said today.
Those upgrades would enable the Outer Harbor to accommodate Ultra Large Container Vessels (ULCVs), which are now a regular part of the shipping fleet calling on West Coast ports. Each of these ships has a handling capacity of up to 24,000 TEUs (20-foot containers) but are currently restricted at portions of Oakland’s Outer Harbor by aging wharves which were originally designed for smaller ships.
According to the port, those changes will let it handle newer, larger vessels, which are more efficient, cost effective, and environmentally cleaner to operate than older ships. Specific investments for the project will include: wharf strengthening, structural repairs, replacing container crane rails, adding support piles, strengthening support beams, and replacing electrical bus bar system to accommodate larger ship-to-shore cranes.
Commercial fleet operators are steadily increasing their use of GPS fleet tracking, in-cab video solutions, and predictive analytics, driven by rising costs, evolving regulations, and competitive pressures, according to an industry report from Verizon Connect.
Those conclusions come from the company’s fifth annual “Fleet Technology Trends Report,” conducted in partnership with Bobit Business Media, and based on responses from 543 fleet management professionals.
The study showed that for five consecutive years, at least four out of five respondents have reported using at least one form of fleet technology, said Atlanta-based Verizon Connect, which provides fleet and mobile workforce management software platforms, embedded OEM hardware, and a connected vehicle device called Hum by Verizon.
The most commonly used of those technologies is GPS fleet tracking, with 69% of fleets across industries reporting its use, the survey showed. Of those users, 72% find it extremely or very beneficial, citing improved efficiency (62%) and a reduction in harsh driving/speeding events (49%).
Respondents also reported a focus on safety, with 57% of respondents citing improved driver safety as a key benefit of GPS fleet tracking. And 68% of users said in-cab video solutions are extremely or very beneficial. Together, those technologies help reduce distracted driving incidents, improve coaching sessions, and help reduce accident and insurance costs, Verizon Connect said.
Looking at the future, fleet management software is evolving to meet emerging challenges, including sustainability and electrification, the company said. "The findings from this year's Fleet Technology Trends Report highlight a strong commitment across industries to embracing fleet technology, with GPS tracking and in-cab video solutions consistently delivering measurable results,” Peter Mitchell, General Manager, Verizon Connect, said in a release. “As fleets face rising costs and increased regulatory pressures, these technologies are proving to be indispensable in helping organizations optimize their operations, reduce expenses, and navigate the path toward a more sustainable future.”
Businesses engaged in international trade face three major supply chain hurdles as they head into 2025: the disruptions caused by Chinese New Year (CNY), the looming threat of potential tariffs on foreign-made products that could be imposed by the incoming Trump Administration, and the unresolved contract negotiations between the International Longshoremen’s Association (ILA) and the U.S. Maritime Alliance (USMX), according to an analysis from trucking and logistics provider Averitt.
Each of those factors could lead to significant shipping delays, production slowdowns, and increased costs, Averitt said.
First, Chinese New Year 2025 begins on January 29, prompting factories across China and other regions to shut down for weeks, typically causing production to halt and freight demand to skyrocket. The ripple effects can range from increased shipping costs to extended lead times, disrupting even the most well-planned operations. To prepare for that event, shippers should place orders early, build inventory buffers, secure freight space in advance, diversify shipping modes, and communicate with logistics providers, Averitt said.
Second, new or increased tariffs on foreign-made goods could drive up the cost of imports, disrupt established supply chains, and create uncertainty in the marketplace. In turn, shippers may face freight rate volatility and capacity constraints as businesses rush to stockpile inventory ahead of tariff deadlines. To navigate these challenges, shippers should prepare advance shipments and inventory stockpiling, diversity sourcing, negotiate supplier agreements, explore domestic production, and leverage financial strategies.
Third, unresolved contract negotiations between the ILA and the USMX will come to a head by January 15, when the current contract expires. Labor action or strikes could cause severe disruptions at East and Gulf Coast ports, triggering widespread delays and bottlenecks across the supply chain. To prepare for the worst, shippers should adopt a similar strategy to the other potential January threats: collaborate early, secure freight, diversify supply chains, and monitor policy changes.
According to Averitt, companies can cushion the impact of all three challenges by deploying a seamless, end-to-end solution covering the entire path from customs clearance to final-mile delivery. That strategy can help businesses to store inventory closer to their customers, mitigate delays, and reduce costs associated with supply chain disruptions. And combined with proactive communication and real-time visibility tools, the approach allows companies to maintain control and keep their supply chains resilient in the face of global uncertainties, Averitt said.
Bloomington, Indiana-based FTR said its Trucking Conditions Index declined in September to -2.47 from -1.39 in August as weakness in the principal freight dynamics – freight rates, utilization, and volume – offset lower fuel costs and slightly less unfavorable financing costs.
Those negative numbers are nothing new—the TCI has been positive only twice – in May and June of this year – since April 2022, but the group’s current forecast still envisions consistently positive readings through at least a two-year forecast horizon.
“Aside from a near-term boost mostly related to falling diesel prices, we have not changed our Trucking Conditions Index forecast significantly in the wake of the election,” Avery Vise, FTR’s vice president of trucking, said in a release. “The outlook continues to be more favorable for carriers than what they have experienced for well over two years. Our analysis indicates gradual but steadily rising capacity utilization leading to stronger freight rates in 2025.”
But FTR said its forecast remains unchanged. “Just like everyone else, we’ll be watching closely to see exactly what trade and other economic policies are implemented and over what time frame. Some freight disruptions are likely due to tariffs and other factors, but it is not yet clear that those actions will do more than shift the timing of activity,” Vise said.
The TCI tracks the changes representing five major conditions in the U.S. truck market: freight volumes, freight rates, fleet capacity, fuel prices, and financing costs. Combined into a single index indicating the industry’s overall health, a positive score represents good, optimistic conditions while a negative score shows the inverse.
Specifically, the new global average robot density has reached a record 162 units per 10,000 employees in 2023, which is more than double the mark of 74 units measured seven years ago.
Broken into geographical regions, the European Union has a robot density of 219 units per 10,000 employees, an increase of 5.2%, with Germany, Sweden, Denmark and Slovenia in the global top ten. Next, North America’s robot density is 197 units per 10,000 employees – up 4.2%. And Asia has a robot density of 182 units per 10,000 persons employed in manufacturing - an increase of 7.6%. The economies of Korea, Singapore, mainland China and Japan are among the top ten most automated countries.
Broken into individual countries, the U.S. ranked in 10th place in 2023, with a robot density of 295 units. Higher up on the list, the top five are:
The Republic of Korea, with 1,012 robot units, showing a 5% increase on average each year since 2018 thanks to its strong electronics and automotive industries.
Singapore had 770 robot units, in part because it is a small country with a very low number of employees in the manufacturing industry, so it can reach a high robot density with a relatively small operational stock.
China took third place in 2023, surpassing Germany and Japan with a mark of 470 robot units as the nation has managed to double its robot density within four years.
Germany ranks fourth with 429 robot units for a 5% CAGR since 2018.
Japan is in fifth place with 419 robot units, showing growth of 7% on average each year from 2018 to 2023.