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.
If you've ever uttered the words "I can't think about long-term planning today; I'm too busy doing my job!" you're not alone. For supply chain managers wrestling with soaring costs and escalating customer demands, it's all too easy to get wrapped up in the day-to-day battles and forget about the strategic part of the equation. But, if we're to believe the pundits, supply chain management is supposed to be strategic—a differentiator that can set us apart from our competitors in the marketplace.
Is that just a lot of hot air? Not at all. Well, not completely, anyway. The fact is, you do need a strategy. Operating without one is like going to sea without navigation tools: You may end up where you want to go, but it's far more likely you'll end up somewhere altogether different.
But, there's a huge caveat. Those SCM visions, strategies, transformations—whatever the high-flown label may be—cannot stand on their own. They'll prove to be of limited use and less value unless they're aligned with the corporate strategy.
Getting started
Which comes first, the corporate strategy or the supply chain strategy? The easy, and generally correct, answer is the corporate strategy. Yet the president of a large specialty distributor recently told us that he's taking the opposite tack. The reason: He can't begin to get specific about the details of corporate strategy (and its execution) until he's confident that he has the supply chain infrastructure in place that will allow that chain to perform, grow and adapt as the business evolves.
That distributor's experience notwithstanding, the corporate strategy typically provides the jumping off point for supply chain strategizing. That is, corporate objectives for marketplace position, customer relationships and service levels, and cost performance will provide the foundation for the supply chain strategy. And those objectives will vary from industry to industry. A company that, say, manufactures and distributes complex customized products will require a very different type of supply chain from one that specializes in low-value, high-density products.
Recognizing fundamental differences in core business is just the beginning, however. The supply chain strategy will also be largely determined by the company's position in the supply chain. A retailer's comprehensive strategy is not going to look anything like a supplier's. A manufacturer's won't look anything like a distributor's or a third-party logistics service provider's.
Another major, but less widely acknowledged, consideration is how much power the company wields within that supply chain. Irrespective of its type of business or position in the supply chain, the company that is the dominant force in that chain is the one that will be able to design a comprehensive solution—nearer to the ideal of "end to end"—and help its trading partners fit into its grand plan. That dominant force can be a retailer, and often is these days. It can also be a manufacturer, as it often was 10 years ago.
The weaker or more incidental player cannot hope to drive the end-to-end strategic design—and shouldn't even try. The reality is, the party that holds the power makes the rules. Nonetheless, every supply chain professional has a responsibility to develop a supply chain strategy that's right for his or her company (just as the corporation's management has a responsibility to develop a winning business strategy).
Keep an eye on the goal
That said, it's important to acknowledge that when it comes to strategy, companies will take different philosophical approaches to the details. And a supply chain executive who ignored those details in favor of pursuing some abstract vision of the ideal supply chain would be a fool. If the company aims to be the lowestcost provider in the market, a manager who insists on operating a high-cost, high-service supply chain will find himself or herself in constant conflict with top management. Similarly, if the company has chosen to compete based on customer service, a supply chain group that slashes costs at every opportunity will quickly become the company's own worst enemy.
And there are additional considerations. For example, what if the corporation is committed to growth through acquisition? In that case, it will need a supply chain strategy that's geared toward integrating products and customers—and maybe even facilities—into the network with minimal disruption and expense.
What if the objective is to become a national, rather than a regional, player? In that case, the people responsible for developing the supply chain strategy must contemplate how the organization might redeploy or add facilities, how it would reconfigure facility missions, and what the transportation consequences might be.
Ready for anything
It almost goes without saying, a good supply chain strategy is also a flexible strategy. You need to be prepared for the unexpected—whether good or bad.
Truth is, planning strategies for success is relatively easy. We're good at anticipating how to handle growth—even the explosive kind.
But, bad stuff happens too. The supply chain organization needs to be ready to support strategies for shrinking operations and should have contingency plans in place in the event of disaster.
For example, a corporate strategy might shift, with a decision to "fire" its "C" customers and concentrate on doing business with a select top level. In an extreme case, senior management might elect to forego high-demand, low-margin business with a big box retailer in order to concentrate on more profitable business—a decision that would have staggering consequences for the supply chain.
Then, there are always the worst-case scenarios. The big box might fire you before you can fire it. Or your competitor might beat you to market with an enhanced product and capture 20 percent of your business overnight. Your strategic plans—again, both corporate and supply chain— must take these possibilities into account.
See, strategy's not as easy as it might appear from a distance, nor as fun. But, having a living, growing, evolving supply chain strategy—that adapts to and with the corporate strategy—is elemental to long-term success.
The San Francisco tech startup Vooma has raised $16 million in venture funding for its artificial intelligence (AI) platform designed for freight brokers and carriers, the company said today.
The backing came from a $13 million boost in “series A” funding led by Craft Ventures, which followed an earlier seed round of $3.6 million led by Index Ventures with participation from angel investors including founders and executives from major logistics and technology companies such as Motive, Project44, Ryder, and Uber Freight.
Founded in 2023, the firm has built “Vooma Agents,” which it calls a multi-channel AI platform for logistics. The system uses various agents to operate across email, text and voice channels, allowing for automation in workflows that were previously unaddressable by existing systems. According to Vooma, its platform lets logistics companies scale up their operations by reducing time spent on tedious and manual work and creating space to solve real logistical challenges, while also investing in critical relationships.
The company’s solutions include: Vooma Quote, which identifies quotes and drafts email responses, Vooma Build, a data-entry assistant for load building, and Vooma Voice, which can make and receive calls for brokers and carriers. Additional options are: Vooma Insights and the future releases of Vooma Agent and Vooma Schedule.
“The United States moves approximately 11.5 billion tons of truckloads annually, and moving freight from point A to B requires hundreds of touchpoints between shippers, brokers and carriers,” Vooma co-founder, who is the former CEO of ASG LogisTech, said in a release. “By introducing AI that fits naturally into existing systems, workflows and communication channels used across the industry, we are meaningfully reducing the tasks people dislike and freeing up their time and headspace for more meaningful and complex challenges.”
The Dutch ship building company Concordia Damen has worked with four partner firms to build two specialized vessels that will serve the offshore wind industry by transporting large, and ever growing, wind turbine components, the company said today.
The first ship, Rotra Horizon, launched yesterday at Jiangsu Zhenjiang Shipyard, and its sister ship, Rotra Futura, is expected to be delivered to client Amasus in 2025. The project involved a five-way collaboration between Concordia Damen and Amasus, deugro Danmark, Siemens Gamesa, and DEKC Maritime.
The design of the 550-foot Rotra Futura and Rotra Horizon builds on the previous vessels Rotra Mare and Rotra Vente, which were also developed by Concordia Damen, and have been operating since 2016. However, the new vessels are equipped for the latest generation of wind turbine components, which are becoming larger and heavier. They can handle that increased load with a Roll-On/Roll-Off (RO/RO) design, specialized ramps, and three Liebherr cranes, allowing turbine blades to be stowed in three tiers, providing greater flexibility in loading methods and cargo configurations.
“For the Rotra Futura and Rotra Horizon, we, along with our partners, have focused extensively on energy savings and an environmentally friendly design,” Concordia Damen Managing Director Chris Kornet said in a release. “The aerodynamic and hydro-optimized hull design, combined with a special low-resistance coating, contributes to lower fuel consumption. Furthermore, the vessels are equipped with an advanced Wärtsilä main engine, which consumes 15 percent less fuel and has a smaller CO₂ emission footprint than current standards.”
Roadrunner CEO Chris Jamroz made the move through Prospero Staff Capital, a private equity vehicle that he co-leads with the investor Ted Kellner, buying the stake from Elliott Investment Management L.P.
Kellner, the founder and partner of Fiduciary Management Inc. with over $17 billion in assets under management, and currently CEO of T&M Partners and Chairman of Fiduciary Real Estate Development, is a long-term investor in Roadrunner. Prospero Staff Capital is part of LyonIX Holdings, Jamroz’ investment company with holdings in transportation and logistics, real estate, infrastructure, and cyber security.
"After comprehensively unwinding the prior management's roll-up strategy to get to a pure-play LTL network, Roadrunner now stands as a premium long-haul carrier," Jamroz said in a release. "Today marks the beginning of our growth phase, driven by new capital, strategic investments, and acquisitions. We're committed to organic expansion, as well as pursuing focused and opportunistic M&A to strengthen our market position."
Specifically, loaded import volume rose 11.2% in October 2024, compared to October 2023, as port operators processed 81,498 TEUs (twenty-foot containers), versus 73,281 TEUs in 2023, the port said today.
“Overall, the Port’s loaded import cargo is trending towards its pre-pandemic level,” Port of Oakland Maritime Director Bryan Brandes said in a release. “This steady increase in import volume in 2024 is an encouraging trend. We are also seeing a rise in US agricultural exports through Oakland. Thanks to refrigerated warehousing on Port property near the maritime terminals and convenient truck and rail access, we are well-positioned to continue to grow ag export cargo volume through the Oakland Seaport.”
Looking deeper into its October statistics, loaded exports declined 3.4%, registering 66,649 TEUs in October 2024, compared to 68,974 TEUs in October 2023. Despite that slight decline, the category has grown 6.7% between January and October 2024 compared to the same period last year.
In fact, Oakland’s exports have been declining over the past decade, a long-term trend that is largely due to the reduction in demand for recycled paper exports. However, agricultural exports have made up for some of the export losses from paper, the port said.
For the fourth quarter, empty exports bumped up 30.6%. Port operators processed 29,750 TEUs in October 2024, compared to 22,775 TEUs in October 2023. And empty imports increased 15.3%, with 15,682 TEUs transiting Port facilities in October 2024, in contrast to 13,597 TEUs in October 2023.
A growing number of organizations are identifying ways to use GenAI to streamline their operations and accelerate innovation, using that new automation and efficiency to cut costs, carry out tasks faster and more accurately, and foster the creation of new products and services for additional revenue streams. That was the conclusion from ISG’s “2024 ISG Provider Lens global Generative AI Services” report.
The most rapid development of enterprise GenAI projects today is happening on text-based applications, primarily due to relatively simple interfaces, rapid ROI, and broad usefulness. Companies have been especially aggressive in implementing chatbots powered by large language models (LLMs), which can provide personalized assistance, customer support, and automated communication on a massive scale, ISG said.
However, most organizations have yet to tap GenAI’s potential for applications based on images, audio, video and data, the report says. Multimodal GenAI is still evolving toward mainstream adoption, but use cases are rapidly emerging, and with ongoing advances in neural networks and deep learning, they are expected to become highly integrated and sophisticated soon.
Future GenAI projects will also be more customized, as the sector sees a major shift from fine-tuning of LLMs to smaller models that serve specific industries, such as healthcare, finance, and manufacturing, ISG says. Enterprises and service providers increasingly recognize that customized, domain-specific AI models offer significant advantages in terms of cost, scalability, and performance. Customized GenAI can also deliver on demands like the need for privacy and security, specialization of tasks, and integration of AI into existing operations.