Big data analytics in supply chain: Tackling the tidal wave
The amount of supply chain data is growing exponentially, and companies are struggling to make effective use of available information. New research reveals the strategies they're adopting to help them harness the power of big data.
Contributing Editor Toby Gooley is a writer and editor specializing in supply chain, logistics, and material handling, and a lecturer at MIT's Center for Transportation & Logistics. She previously was Senior Editor at DC VELOCITY and Editor of DCV's sister publication, CSCMP's Supply Chain Quarterly. Prior to joining AGiLE Business Media in 2007, she spent 20 years at Logistics Management magazine as Managing Editor and Senior Editor covering international trade and transportation. Prior to that she was an export traffic manager for 10 years. She holds a B.A. in Asian Studies from Cornell University.
Editor's note: This is the first installment of a special two-part report on how companies are using big data in the supply chain. This month, we'll look at how satisfied businesses are with their data, the technologies they're using for data analysis, and how far along they are in their efforts to leverage the data they collect. Next month, we'll examine some of the roadblocks companies encounter when implementing big data analytics in their supply chains, the benefits they've realized to date and expect down the road, and their plans for future investment in the technology.
Technology is making it possible for supply chain organizations to gather enormous amounts of information from an expanding variety of sources. Billions of data points are pouring in from supply chain network nodes, multiple retail channels, the industrial Internet of Things ... the list goes on and continues to grow. The aim, of course, is to analyze that information to gain visibility into opportunities for innovation and improvement. But few companies are actually deriving sustainable value from the supply chain data they are accumulating. Instead, they are struggling with how to ensure the quality of their data, how to analyze it, and how to make practical use of what they learn from it.
New research conducted by CSCMP's Supply Chain Quarterly; Arizona State University; Colorado State University; Competitive Insights LLC, a provider of advanced supply chain analytics solutions; and the consulting firm lharrington group LLC investigated the current state of supply chain data analytics and the strategies organizations are adopting to harness the power of big data. Over time, this annual survey will track, in the aggregate, companies' progress in using big data analytics in supply chain management.
In this article and a companion piece to be published next month, we outline the study's principal findings. Among the topics we'll discuss are respondents' satisfaction level with their data; what technologies companies are using for data analysis; the challenges and benefits associated with managing growing volumes of supply chain data; and finally, where respondents stand now as well as their priorities for near-term investment in data analytics.
SATISFACTION WITH DATA PROVING ELUSIVE
The survey was conducted in June 2017 via an e-mail invitation to readers of CSCMP's Supply Chain Quarterly and subscribers to a newsletter produced by Competitive Insights. A total of 126 fully completed, usable responses were compiled to obtain the survey results. (For more information about the research, see the sidebar.)
There's no question that most companies are seeing a significant increase in the amount of data they are collecting. When asked to characterize the increase over the past three years in the volume of supply chain data available to them, 36 percent said it was moderately high, while 38 percent said it was high or very high. But, as is often the case, quantity does not necessarily equate to quality.
How satisfied are supply chain managers with the data they currently have to run their supply chains? A majority of survey respondents report being at least moderately satisfied with their supply chain data in terms of availability, usability, integrity, and consistency. However, the combined "favorable" numbers (moderately high, high, or very high level of satisfaction) were not overwhelmingly higher than those for the correlating unfavorable scores (Exhibit 1).
Interestingly, only a very few respondents report being very satisfied in all four data attribute areas: availability of data (3 percent); usability (2 percent); integrity (6 percent); and consistency (4 percent).
"Data is the foundation the 'house' sits on," observes Richard Sharpe, chief executive officer of Competitive Insights. "The survey results clearly show that there are cracks in that foundation—cracks in companies' ability to bring data together, integrate it, have confidence in it, and believe that it is consistent. To take advantage of big data analytics, we have to do better in all four categories."
If companies are only partially satisfied with the data they're getting, the logical question to ask is, exactly what software solutions are they currently using to gather that data? Overwhelmingly, the tools in heaviest use are not advanced analytics or business intelligence solutions. Nor are they operational point applications like warehouse management systems. Despite the availability of an array of sophisticated analytics software, the most widely used tool for managing supply chain data today is still Excel spreadsheets (Exhibit 2).
Despite their dependency on spreadsheets, users aren't necessarily happy with it as a data management tool. "Our survey shows that Excel is very negatively associated with user satisfaction in terms of usability, integrity, and consistency of data," Dale Rogers, ON Semiconductor Professor of Business at Arizona State University, reports. "The problem with Excel is that everyone builds their own spreadsheets, so there's no consistency, no single version of the truth that's shared across departments. That makes it very difficult to trust the data sufficiently to make big decisions across departments."
The survey also found that, not unexpectedly, large companies rely on their enterprise resource planning (ERP) systems to run the financials of the business. But for supply chain professionals, ERP has shortcomings.
"Supply chain folks don't really like ERP that much," notes Zac Rogers, assistant professor of supply chain management at Colorado State University. "Many do not think the data that comes out of ERP systems is very useable for their purposes. They find it too rigid. They also lose the granular operational data they used to get with older supply chain point solutions. And as with spreadsheets, they don't necessarily trust the ERP data—at least not to manage their supply chains the way they need to."
When talking about big data analytics, supply chain organizations typically rely on five basic kinds of tools:
Descriptive—tells you what is happening
Diagnostic—tells you why it's happening
Predictive—tells you what will happen
Prescriptive—tells you what should/could be done
Cognitive—uses machine learning to tell you what should be done.
By far the most widely used of these five is descriptive analytics, according to the survey results. Sixty-one percent of respondents report using this type of analytics tool. Furthermore, use of the four other types of analytics tools lags descriptive applications by a significant margin. According to the survey, companies that deploy these tools regularly, frequently, or heavily use them as follows: diagnostic, 42 percent; prescriptive, 36 percent; predictive, 31 percent; and cognitive, 18 percent (Exhibit 3).
Supply chain organizations that limit themselves to descriptive analytics are unlikely to make much progress. "Descriptive data tools are absolutely necessary," Sharpe says. "But they are only good for telling you what has already happened. To get greater insight, companies need to move into the other types of applications."
Adoption of these more advanced analytics tools takes time, however. To that point, how far have companies come in their use of big data analytics in their supply chains? How mature are they not just in implementing the technologies, but in realizing benefits?
The answer is "not very far," as the survey numbers indicate:
28 percent of companies are in the "developing" stage, with one or more big data analytics initiatives under way.
24 percent are in the "early" stage, conducting proof-of-concept testing to determine benefits and drawbacks.
20 percent have not adopted big data analytics in their supply chain.
Only 2 percent rank themselves as mature; that is, in the "transformational" stage of adoption and benefits.
One interesting note on the maturity question: Different industry sectors are at varying stages of not just maturity, but also plans for adoption. On a maturity model scale of 1 to 6, no industry was a 6; in fact, none reached the top two tiers—"advanced" or "transformational." The technology sector ranked highest at 3.7, just short of "somewhat advanced," while the lowest was life sciences, at 2.3 solidly in the "early" stage. Machinery manufacturers ranked themselves just slightly ahead of life sciences, and third-party logistics companies (3PLs) and retailers fell about halfway between "early" and "developing." (Other industries were not represented in significant numbers.)
Commenting on these rankings, Sharpe observes that some industries are more cognizant of the value that can be derived from supply chain data analytics, while some show little interest in moving beyond what they traditionally have done. For example, although life sciences (which also includes healthcare and pharmaceuticals) scored lowest in maturity, respondents in that industry put very high or moderately high priority on investing in big data analytics. "They understand they need to advance quickly, because of how fast their industry is changing, so they're making these investments," he says.
To be continued… Look for the second part of our special report on big data analytics in our February issue. In that article, we'll look at the roadblocks companies encounter when implementing big data analytics in their supply chains, the benefits they've realized to date and expect down the road, and plans for future investment in the technology.
About the survey
The research outlined in this article investigated the current state of supply chain data analytics and the strategies organizations are adopting to harness the power of big data. The research team included Dr. Dale Rogers of Arizona State University, Dr. Zac Rogers of Colorado State University, Richard Sharpe and Tami Kitajima of Competitive Insights LLC, Lisa Harrington of lharrington group LLC, and Toby Gooley of CSCMP's Supply Chain Quarterly, a sister publication to **{DC Velocity.
The survey was conducted in June 2017 via an e-mail invitation to readers of CSCMP's Supply Chain Quarterly and subscribers to a newsletter produced by Competitive Insights. A total of 126 usable responses were compiled to obtain the survey results.
The great majority of respondents (84 percent) were located in North America (U.S., Canada, or Mexico), while the rest were split among Europe, Central/South America, South Asia, and Asia-Pacific. They represented a wide range of industries, with the most common including third-party logistics; retail; technology (computers, software, electronics); machinery and industrial equipment; food, beverage, and grocery; and life sciences, healthcare, and pharmaceuticals.
Supply chain management (26 percent) was most often cited as respondents' primary functional responsibility, followed by logistics (19 percent), warehousing and distribution (15 percent), and corporate management (13 percent). Sixty-six percent of respondents said their companies have annual gross revenues of less than US$1 billion, 24 percent reported revenues between $1 billion and $15 billion, and 10 percent said their revenues ran to more than $15 billion.
As for titles, the largest contingents were manager/supervisor, with 41 percent, and senior manager/director, with 31 percent. A small number identified as vice president/senior vice president and corporate officer/president (both 7 percent); the rest included analysts, engineers, and other titles.
Over time, this annual survey will track, in the aggregate, companies' progress in using big data analytics in supply chain management. The research team encourages this year's respondents to continue their participation and is seeking additional participants for the 2018 survey. For more information about how to participate, please contact Dr. Zac Rogers at Zac.Rogers@colostate.edu.
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.
The Florida logistics technology startup OneRail has raised $42 million in venture backing to lift the fulfillment software company its next level of growth, the company said today.
The “series C” round was led by Los Angeles-based Aliment Capital, with additional participation from new investors eGateway Capital and Florida Opportunity Fund, as well as current investors Arsenal Growth Equity, Piva Capital, Bullpen Capital, Las Olas Venture Capital, Chicago Ventures, Gaingels and Mana Ventures. According to OneRail, the funding comes amidst a challenging funding environment where venture capital funding in the logistics sector has seen a 90% decline over the past two years.
The latest infusion follows the firm’s $33 million Series B round in 2022, and its move earlier in 2024 to acquire the Vancouver, Canada-based company Orderbot, a provider of enterprise inventory and distributed order management (DOM) software.
Orlando-based OneRail says its omnichannel fulfillment solution pairs its OmniPoint cloud software with a logistics as a service platform and a real-time, connected network of 12 million drivers. The firm says that its OmniPointsoftware automates fulfillment orchestration and last mile logistics, intelligently selecting the right place to fulfill inventory from, the right shipping mode, and the right carrier to optimize every order.
“This new funding round enables us to deepen our decision logic upstream in the order process to help solve some of the acute challenges facing retailers and wholesalers, such as order sourcing logic defaulting to closest store to customer to fulfill inventory from, which leads to split orders, out-of-stocks, or worse, cancelled orders,” OneRail Founder and CEO Bill Catania said in a release. “OneRail has revolutionized that process with a dynamic fulfillment solution that quickly finds available inventory in full, from an array of stores or warehouses within a localized radius of the customer, to meet the delivery promise, which ultimately transforms the end-customer experience.”
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.