In the logistics/supply chain management game, it's not what you do. It's not where you live or even what you know. It's what you're called that matters. When it comes to salaries, job title appears to be the biggest factor in determining what you earn. According to DC VELOCITY's first annual Salary Survey, those at the top—readers with a "C" in their title (CEO, CFO, CSCO)—earn salaries that approach the $200,000 mark. At the other end of the scale, readers whose title is supervisor earn just $61,662 on average.
Those are the extremes, of course. Most readers earn salaries that fall somewhere in between those numbers, typically in the low six figures. To be precise, the average salary for the survey respondents as a group is $103,271. (That represents a pay increase of 6.7 percent over the previous year's average salary.)
Those were among the findings of DC VELOCITY's first-ever Salary Survey, which was conducted among the magazine's readers in late March. The results are based on the responses from nearly 1,400 readers who completed a 12-question survey sent via e-mail to 15,000 randomly selected readers. The respondents' demographic profile corresponded closely with that of the magazine's readership.
Of the 1,388 respondents, 47 percent identified themselves as Cs & Vs, that is, corporate officers and vice presidents. Another 39 percent identified themselves as management—directors, managers and supervisors. About 7 percent reported that they worked for third-party logistics service providers (3PLs), and the remainder were scattered across a variety of jobs and titles.
Investment in people
If nothing else, the survey results make one thing clear: Corporate America today is willing to pay top dollar for top talent. As more companies come to understand the value of top-flight logistics and supply chain expertise, they're more disposed to spend whatever it takes to hire world-class professionals to oversee their supply chains.
Yet as Exhibit 1 shows, it's not only the corporate logistics officers who enjoy fat paychecks. Those right in line behind them are doing very well too. Readers whose title is president or senior/executive vice president make nearly $170 grand on average. Those who identified themselves simply as vice presidents aren't too far behind, with an average annual paycheck of $155,388.
From there, the gap begins to widen, however. Directors make $33,517 less than vice presidents, on average. Managers make $33,263 less than directors. And supervisors earn $26,946 less than managers.
Interestingly, although what you're called (that is, your title) matters quite a bit when it comes to salary, what you know does not. When we looked at salaries by function— that is, by specific area of job expertise—we found surprisingly little variation. As Exhibit 2 shows, only $10,638 separated the top salaries from the bottom. The top earners are respondents who identify their primary function as fleet operations. They earn $113,678 on average. The lowest paid are those who focus on warehouse/DC management. Their annual pay amounts to $103,040.
Song of the South
Of course, there are plenty of factors other than title that influence how much money a person makes. We noticed a good deal of variation in salaries according to the respon- dents' region of the country, company size, years of experi- ence, tenure with current employer, education and gender. Many of those correlations were predictable—no one would be astonished to learn that the more experience you have, the higher your pay. But the survey results also revealed some surprises.
Take salaries by region of the country, for example. You might expect salaries to be highest on the East and West Coasts, where the cost of living is highest. But that wasn't the case. As Exhibit 3 shows, the highest salaries were reported in the Southeast. Survey respondents from Georgia, Florida, Virginia and the Carolinas earned $123,099 on average, out-earning their counterparts both in New England ($108,660) and on the West Coast ($114,845). The second highest average salary was reported by those working in the Mid-Atlantic region (New York, New Jersey, Maryland and the District of Columbia), who earned $117,010 on average. Aside from respondents from outside the United States, respondents from the Midwest reported the lowest average salary: $95,545.
Stay in school
As for the correlation between salaries and education, there were no surprises there. The survey data showed that the higher the respondent's level of education, the higher the salary. (See Exhibit 4.) The average salary for respondents with a four-year college degree is $106,934. That compares to just $84,564 for those respondents whose education ended with high school.
As you might expect, it pays to go to graduate school. Respondents who have earned a master's degree reported an average salary of $111,586. They are out-earned only by those who have gone on to obtain a doctor's degree. Respondents with a Ph.D. reported an average salary of $137,141.
Age and experience matter
The survey data also confirmed the positive correlation between salary and a respondent's age, years of experience, and tenure with the company.
For instance, when we broke down salaries by age (see Exhibit 5), we found that age matters ... to a point. The lowest average salary ($55,849) was reported by the youngest respondents (those between 18 and 25). The highest average salary ($126,450), however, was reported not by the oldest respondents (those over 65), but by the second-oldest respondents (those between the ages of 61 and 65).
It was pretty much the same story when we broke out the responses by years of experience (see Exhibit 6). As you might expect, the seasoned professionals earn more than the rookies do. At the top of the scale are the respondents with more than 21 years' experience, who average more than $124,000 a year. At the other end are those with fewer than five years of experience, who earn an average of $79,719.
The same pattern held when we looked at salaries by tenure with existing employer. Those who have been with the same company for more than 21 years average $117,692. Those who have joined their employer within the last five years earn just $89,688 on average.
Going for the gold
Of course, there are countless other variables that could enter into any given person's salary—job performance, departmental budget, perks and benefits, to name a few. But generally speaking, the primary factors in determining salary are title, region of the country, age, education, experience and gender (see sidebar).
What does that mean for those eager to boost their earnings? Well, there's not much you can do about your age or gender. But you can move to a different region of the country or go back to school. And if you're under 50, be patient. The rest will come with time.
the gender chasm
Manager X, a 41-year-old professional with a bachelor's degree, works at a large Midwestern company with about 1,000 employees. X, who supervises a small staff (fewer than five people), has worked in the logistics field about eight years, including five years at the current company. X works an average of 45 hours per week at a job whose responsibilities are typical of anyone working in logistics, transportation, warehousing or supply chain management. X has even assumed management of several added func- tions during the past three years. As compensation, X earns $83,188 a year.>
Manager Y is also a 41-year-old professional with a bach- elor's degree. Y works for a somewhat larger Midwestern company—one that employs more than 5,000 people—in the same basic functions as X: logistics, transportation, warehousing and supply chain management. Like X, Y manages a small staff, has been at the same company for roughly five years, and manages more functions today than three years ago. Though Y has more experience than X (15 years as opposed to eight) and works a few more hours each week (46 to 50, on average), the two have roughly equivalent jobs. Y, however, earns $105,693 a year—27 per- cent more than X.
What accounts for that $22,505 salary difference? Company size? Those additional seven years of experience? A couple extra hours a week? Perhaps. But a more likely explanation is chromosomes. Manager X has two X chro- mosomes, meaning she's a woman. Manager Y, who has an X and a Y chromosome, is a man.
No matter how we sliced and diced the survey data, we got the same result. When compared to men of compara- ble age, experience, tenure with a company, and education, women earned approximately 25 percent less every time.
The pattern persists throughout their careers. Though women start out strong—our findings showed that females aged 18 to 25 out-earned their male counterparts by a wide margin—they quickly lose their advantage. As Exhibit A indicates, women lag behind men from age 26 on. By the time they reach their early 60s, they've fallen behind their male counterparts by $34,406 (a full 37 percent).
For those women who hang on past the traditional retirement age of 65, however, the picture begins to brighten. Among workers over 65, the gap between men's and women's salaries narrows to just 13 percent, or $13,667.
Parcel carrier and logistics provider UPS Inc. has acquired the German company Frigo-Trans and its sister company BPL, which provide complex healthcare logistics solutions across Europe, the Atlanta-based firm said this week.
According to UPS, the move extends its UPS Healthcare division’s ability to offer end-to-end capabilities for its customers, who increasingly need temperature-controlled and time-critical logistics solutions globally.
UPS Healthcare has 17 million square feet of cGMP and GDP-compliant healthcare distribution space globally, supporting services such as inventory management, cold chain packaging and shipping, storage and fulfillment of medical devices, and lab and clinical trial logistics.
More specifically, UPS Healthcare said that the acquisitions align with its broader mission to provide end-to-end logistics for temperature-sensitive healthcare products, including biologics, specialty pharmaceuticals, and personalized medicine. With 80% of pharmaceutical products in Europe requiring temperature-controlled transportation, investments like these ensure UPS Healthcare remains at the forefront of innovation in the $82 billion complex healthcare logistics market, the company said.
Additionally, Frigo-Trans' presence in Germany—the world's fourth-largest healthcare manufacturing market—strengthens UPS's foothold and enhances its support for critical intra-Germany operations. Frigo-Trans’ network includes temperature-controlled warehousing ranging from cryopreservation (-196°C) to ambient (+15° to +25°C) as well as Pan-European cold chain transportation. And BPL provides logistics solutions including time-critical freight forwarding capabilities.
Terms of the deal were not disclosed. But it fits into UPS' long term strategy to double its healthcare revenue from $10 billion in 2023 to $20 billion by 2026. To get there, it has also made previous acquisitions of companies like Bomi and MNX. And UPS recently expanded its temperature-controlled fleet in France, Italy, the Netherlands, and Hungary.
"Healthcare customers increasingly demand precision, reliability, and adaptability—qualities that are critical for the future of biologics and personalized medicine. The Frigo-Trans and BPL acquisitions allow us to offer unmatched service across Europe, making logistics a competitive advantage for our pharma partners," says John Bolla, President, UPS Healthcare.
The supply chain risk management firm Overhaul has landed $55 million in backing, saying the financing will fuel its advancements in artificial intelligence and support its strategic acquisition roadmap.
The equity funding round comes from the private equity firm Springcoast Partners, with follow-on participation from existing investors Edison Partners and Americo. As part of the investment, Springcoast’s Chris Dederick and Holger Staude will join Overhaul’s board of directors.
According to Austin, Texas-based Overhaul, the money comes as macroeconomic and global trade dynamics are driving consequential transformations in supply chains. That makes cargo visibility and proactive risk management essential tools as shippers manage new routes and suppliers.
“The supply chain technology space will see significant consolidation over the next 12 to 24 months,” Barry Conlon, CEO of Overhaul, said in a release. “Overhaul is well-positioned to establish itself as the ultimate integrated solution, delivering a comprehensive suite of tools for supply chain risk management, efficiency, and visibility under a single trusted platform.”
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.
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.
He replaces Loren Swakow, the company’s president for the past eight years, who built a reputation for providing innovative and high-performance material handling solutions, Noblelift North America said.
Pedriana had previously served as chief marketing officer at Big Joe Forklifts, where he led the development of products like the Joey series of access vehicles and their cobot pallet truck concept.
According to the company, Noblelift North America sells its material handling equipment in more than 100 countries, including a catalog of products such as electric pallet trucks, sit-down forklifts, rough terrain forklifts, narrow aisle forklifts, walkie-stackers, order pickers, electric pallet trucks, scissor lifts, tuggers/tow tractors, scrubbers, sweepers, automated guided vehicles (AGV’s), lift tables, and manual pallet jacks.
"As part of Noblelift’s focus on delivering exceptional customer experiences, we are excited to have Bill Pedriana join us in this pivotal leadership role," Wendy Mao, CEO at Noblelift Intelligent Equipment Co. Ltd., the China-based parent company of Noblelift North America, said in a release. “His passion for the industry, proven ability to execute innovative strategies, and dedication to customer satisfaction make him the perfect leader to guide Noblelift into our next phase of growth.”