How far along are you on adopting digital technology into your supply chain? Survey results show the C-suite has a very different answer to that question than operational leaders.
Digital continues to be a strategic imperative for most supply chain organizations, according to Gartner’s “Supply Chain Technology User Wants and Needs Survey.” But how far along they are in implementing that strategy seems to be a matter of debate.
For 13 years Gartner has surveyed supply chain business users about their information technology (IT) goals, priorities, maturity, and investment strategies. In the 2019 survey, “digital” was identified as a core strategy and focal point as supply chain organizations looked to advance their supply chain maturity and business performance. (We recognize that the term “digital” has different connotations, depending on the focus of the discussion. In the context of the survey, digitization is defined as applying digital technologies to improve supply chain performance.)
A difference of opinion
The survey represented a variety of viewpoints. A bit over 45% of respondents were senior supply chain leadership with the rest being members of operational management, including vice presidents, directors, and managers.
When we compared the responses of senior-level leadership to those of the front-line, mid-level management respondents, we observed an interesting dichotomy. Throughout the study, senior leadership had an overly optimistic view of their organization’s capabilities and commitments to supply chain IT. This inflated exuberance at the top likely causes companies to overstate their real abilities, which could have negative ramifications for their performance.
For example, respondents were asked to select which statement most closely describes their organization’s current state as it pursues digital supply chain initiatives. They had to choose between: “We struggle to fully understand and define how digital supply chain will affect our business and what investments we will need to make to be successful” and “We have a clear vision, plan, and road map driving our digital initiatives.” Almost unbelievably, 97% of C-suite respondents said they had a clear vision, plan, and road map. Even more surprising is how strong this sentiment was with 66% saying they had moderately to very strong digital competencies; a statement which is not supported by the hundreds of calls Gartner takes each year during which customers seek our guidance on developing digital strategies and road maps. This suggests that respondents are overestimating and overstating their abilities.
In contrast, 81% of respondents who were in operational management felt they had strong digital strategies. So while operational management was still optimistic, there was a 17-percentage point drop from the C-suite. Additionally, those respondents who felt they had moderately high to high levels of competency dropped from 66% for C-suite respondents to 41% for operational management respondents. Again, this highlights a notable disconnect between the beliefs of top supply chain leadership and those of operational management. This misalignment can cause many issues for organizations from frustrations due to differing views of reality, unrealistic expectations, and misallocation of resources.
Emerging tech: A status check
A notable way to advance a company’s supply chain digital maturity is to exploit emerging technologies that offer compelling value propositions. Promising supply chain management technologies can help transform a company’s operations. To explore this, the study asked respondents to rate the importance of and their investment plans for 10 emerging technologies, including artificial intelligence/machine learning (AI/ML), the Internet of Things (IoT), robotic process automation (RPA), and augmented reality/virtual reality (AR/VR).
The data again found a significant disconnect between what senior leadership believes to be true and what operational, front-line management perceives to be true. Figures 1 and 2 explore how respondents rated the importance of key emerging supply chain technologies and where they are currently investing or planning to invest. The reason we asked these two questions in this way is because we wanted to know if companies were “putting their money where their mouth is.” This would be like asking people if they believe it is important to save for retirement, and then asking them how much they are actually saving. If the data finds that companies consider something to be important, but they are not investing in it, then this indicates they might not see it as important as they say.
Figure 1 shows the responses for C-level supply chain executives, and it shows an overly dense clustering across all the emerging technologies. This clustering indicates that in executives’ minds, these technologies are all equally important and that they are investing significantly in all of these without prioritizing one or the other. This belief is unrealistic and unsupported by anecdotal evidence from Gartner client interactions, which find that companies are selectively investing in a smaller number of these technologies that offer the greatest near-term business value.
[Figure 1] C-suite respondents: Importance vs. Adoption of Emerging Technologies Enlarge this image
Figure 2 shows the responses for all respondents excluding C-level executives. It shows a much more realistic distribution of responses, with some more mature emerging technologies like big data, RFID, and IoT showing the most investment and the greatest importance and the remaining technologies scattered more evenly. This a more realistic view is supported by anecdotal evidence from Gartner client interactions.
[Figure 2] All respondents (except C-suite): Importance vs. Adoption of Emerging Technologies Enlarge this image
We find about 20% of companies identify as early adopters of technologies, and these are the most likely to have pilot programs in multiple emerging technology areas. Around 55% of respondents self-identify as mainstream adopters of technologies. These organizations are much more selective in choosing where to invest, and they typically wait for emerging technologies to mature somewhat before they enter the market for packaged solutions that exploit the emerging technology.
For example, an early adopter might purchase an IoT development platform and build its own predictive maintenance system, while a mainstream adopter would look to buy a predictive maintenance system that leverages IoT. This would align with the position of technologies like big data, RFID, and IoT maturing faster than some other technologies like digital twins or blockchain.
Digital will remain critical to supply chain success. But the study highlights the possible disconnect between senior executives’ digital ambitions and beliefs about their organization and their organization’s actual capability to meet those lofty expectations. No one is served if these two perceptions are not reconciled.
Senior supply chain leadership should admit that they might have overly lofty goals and that the organization cannot “go to college and major in everything” (to quote a CEO I used to work for). Instead, they need to educate themselves on what each of the technologies can do for their supply chain, and then work with their organization, at all levels, to realistically map out their current and desired capabilities.
Congestion on U.S. highways is costing the trucking industry big, according to research from the American Transportation Research Institute (ATRI), released today.
The group found that traffic congestion on U.S. highways added $108.8 billion in costs to the trucking industry in 2022, a record high. The information comes from ATRI’s Cost of Congestion study, which is part of the organization’s ongoing highway performance measurement research.
Total hours of congestion fell slightly compared to 2021 due to softening freight market conditions, but the cost of operating a truck increased at a much higher rate, according to the research. As a result, the overall cost of congestion increased by 15% year-over-year—a level equivalent to more than 430,000 commercial truck drivers sitting idle for one work year and an average cost of $7,588 for every registered combination truck.
The analysis also identified metropolitan delays and related impacts, showing that the top 10 most-congested states each experienced added costs of more than $8 billion. That list was led by Texas, at $9.17 billion in added costs; California, at $8.77 billion; and Florida, $8.44 billion. Rounding out the top 10 list were New York, Georgia, New Jersey, Illinois, Pennsylvania, Louisiana, and Tennessee. Combined, the top 10 states account for more than half of the trucking industry’s congestion costs nationwide—52%, according to the research.
The metro areas with the highest congestion costs include New York City, $6.68 billion; Miami, $3.2 billion; and Chicago, $3.14 billion.
ATRI’s analysis also found that the trucking industry wasted more than 6.4 billion gallons of diesel fuel in 2022 due to congestion, resulting in additional fuel costs of $32.1 billion.
ATRI used a combination of data sources, including its truck GPS database and Operational Costs study benchmarks, to calculate the impacts of trucking delays on major U.S. roadways.
There’s a photo from 1971 that John Kent, professor of supply chain management at the University of Arkansas, likes to show. It’s of a shaggy-haired 18-year-old named Glenn Cowan grinning at three-time world table tennis champion Zhuang Zedong, while holding a silk tapestry Zhuang had just given him. Cowan was a member of the U.S. table tennis team who participated in the 1971 World Table Tennis Championships in Nagoya, Japan. Story has it that one morning, he overslept and missed his bus to the tournament and had to hitch a ride with the Chinese national team and met and connected with Zhuang.
Cowan and Zhuang’s interaction led to an invitation for the U.S. team to visit China. At the time, the two countries were just beginning to emerge from a 20-year period of decidedly frosty relations, strict travel bans, and trade restrictions. The highly publicized trip signaled a willingness on both sides to renew relations and launched the term “pingpong diplomacy.”
Kent, who is a senior fellow at the George H. W. Bush Foundation for U.S.-China Relations, believes the photograph is a good reminder that some 50-odd years ago, the economies of the United States and China were not as tightly interwoven as they are today. At the time, the Nixon administration was looking to form closer political and economic ties between the two countries in hopes of reducing chances of future conflict (and to weaken alliances among Communist countries).
The signals coming out of Washington and Beijing are now, of course, much different than they were in the early 1970s. Instead of advocating for better relations, political rhetoric focuses on the need for the U.S. to “decouple” from China. Both Republicans and Democrats have warned that the U.S. economy is too dependent on goods manufactured in China. They see this dependency as a threat to economic strength, American jobs, supply chain resiliency, and national security.
Supply chain professionals, however, know that extricating ourselves from our reliance on Chinese manufacturing is easier said than done. Many pundits push for a “China + 1” strategy, where companies diversify their manufacturing and sourcing options beyond China. But in reality, that “plus one” is often a Chinese company operating in a different country or a non-Chinese manufacturer that is still heavily dependent on material or subcomponents made in China.
This is the problem when supply chain decisions are made on a global scale without input from supply chain professionals. In an article in the Arkansas Democrat-Gazette, Kent argues that, “The discussions on supply chains mainly take place between government officials who typically bring many other competing issues and agendas to the table. Corporate entities—the individuals and companies directly impacted by supply chains—tend to be under-represented in the conversation.”
Kent is a proponent of what he calls “supply chain diplomacy,” where experts from academia and industry from the U.S. and China work collaboratively to create better, more efficient global supply chains. Take, for example, the “Peace Beans” project that Kent is involved with. This project, jointly formed by Zhejiang University and the Bush China Foundation, proposes balancing supply chains by exporting soybeans from Arkansas to tofu producers in China’s Yunnan province, and, in return, importing coffee beans grown in Yunnan to coffee roasters in Arkansas. Kent believes the operation could even use the same transportation equipment.
The benefits of working collaboratively—instead of continuing to build friction in the supply chain through tariffs and adversarial relationships—are numerous, according to Kent and his colleagues. They believe it would be much better if the two major world economies worked together on issues like global inflation, climate change, and artificial intelligence.
And such relations could play a significant role in strengthening world peace, particularly in light of ongoing tensions over Taiwan. Because, as Kent writes, “The 19th-century idea that ‘When goods don’t cross borders, soldiers will’ is as true today as ever. Perhaps more so.”
Hyster-Yale Materials Handling today announced its plans to fulfill the domestic manufacturing requirements of the Build America, Buy America (BABA) Act for certain portions of its lineup of forklift trucks and container handling equipment.
That means the Greenville, North Carolina-based company now plans to expand its existing American manufacturing with a targeted set of high-capacity models, including electric options, that align with the needs of infrastructure projects subject to BABA requirements. The company’s plans include determining the optimal production location in the United States, strategically expanding sourcing agreements to meet local material requirements, and further developing electric power options for high-capacity equipment.
As a part of the 2021 Infrastructure Investment and Jobs Act, the BABA Act aims to increase the use of American-made materials in federally funded infrastructure projects across the U.S., Hyster-Yale says. It was enacted as part of a broader effort to boost domestic manufacturing and economic growth, and mandates that federal dollars allocated to infrastructure – such as roads, bridges, ports and public transit systems – must prioritize materials produced in the USA, including critical items like steel, iron and various construction materials.
Hyster-Yale’s footprint in the U.S. is spread across 10 locations, including three manufacturing facilities.
“Our leadership is fully invested in meeting the needs of businesses that require BABA-compliant material handling solutions,” Tony Salgado, Hyster-Yale’s chief operating officer, said in a release. “We are working to partner with our key domestic suppliers, as well as identifying how best to leverage our own American manufacturing footprint to deliver a competitive solution for our customers and stakeholders. But beyond mere compliance, and in line with the many areas of our business where we are evolving to better support our customers, our commitment remains steadfast. We are dedicated to delivering industry-leading standards in design, durability and performance — qualities that have become synonymous with our brands worldwide and that our customers have come to rely on and expect.”
In a separate move, the U.S. Environmental Protection Agency (EPA) also gave its approval for the state to advance its Heavy-Duty Omnibus Rule, which is crafted to significantly reduce smog-forming nitrogen oxide (NOx) emissions from new heavy-duty, diesel-powered trucks.
Both rules are intended to deliver health benefits to California citizens affected by vehicle pollution, according to the environmental group Earthjustice. If the state gets federal approval for the final steps to become law, the rules mean that cars on the road in California will largely be zero-emissions a generation from now in the 2050s, accounting for the average vehicle lifespan of vehicles with internal combustion engine (ICE) power sold before that 2035 date.
“This might read like checking a bureaucratic box, but EPA’s approval is a critical step forward in protecting our lungs from pollution and our wallets from the expenses of combustion fuels,” Paul Cort, director of Earthjustice’s Right To Zero campaign, said in a release. “The gradual shift in car sales to zero-emissions models will cut smog and household costs while growing California’s clean energy workforce. Cutting truck pollution will help clear our skies of smog. EPA should now approve the remaining authorization requests from California to allow the state to clean its air and protect its residents.”
However, the truck drivers' industry group Owner-Operator Independent Drivers Association (OOIDA) pushed back against the federal decision allowing the Omnibus Low-NOx rule to advance. "The Omnibus Low-NOx waiver for California calls into question the policymaking process under the Biden administration's EPA. Purposefully injecting uncertainty into a $588 billion American industry is bad for our economy and makes no meaningful progress towards purported environmental goals," (OOIDA) President Todd Spencer said in a release. "EPA's credibility outside of radical environmental circles would have been better served by working with regulated industries rather than ramming through last-minute special interest favors. We look forward to working with the Trump administration's EPA in good faith towards achievable environmental outcomes.”
Editor's note:This article was revised on December 18 to add reaction from OOIDA.
A Canadian startup that provides AI-powered logistics solutions has gained $5.5 million in seed funding to support its concept of creating a digital platform for global trade, according to Toronto-based Starboard.
The round was led by Eclipse, with participation from previous backers Garuda Ventures and Everywhere Ventures. The firm says it will use its new backing to expand its engineering team in Toronto and accelerate its AI-driven product development to simplify supply chain complexities.
According to Starboard, the logistics industry is under immense pressure to adapt to the growing complexity of global trade, which has hit recent hurdles such as the strike at U.S. east and gulf coast ports. That situation calls for innovative solutions to streamline operations and reduce costs for operators.
As a potential solution, Starboard offers its flagship product, which it defines as an AI-based transportation management system (TMS) and rate management system that helps mid-sized freight forwarders operate more efficiently and win more business. More broadly, Starboard says it is building the virtual infrastructure for global trade, allowing freight companies to leverage AI and machine learning to optimize operations such as processing shipments in real time, reconciling invoices, and following up on payments.
"This investment is a pivotal step in our mission to unlock the power of AI for our customers," said Sumeet Trehan, Co-Founder and CEO of Starboard. "Global trade has long been plagued by inefficiencies that drive up costs and reduce competitiveness. Our platform is designed to empower SMB freight forwarders—the backbone of more than $20 trillion in global trade and $1 trillion in logistics spend—with the tools they need to thrive in this complex ecosystem."