It's all right to philosophize about key concepts in supply chain management, but sooner or later, we've got to figure out how to get organized to deliver the goods.
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.
It's all right to philosophize about key concepts in supply chain management, but sooner or later, we've got to figure out how to get organized to deliver the goods. What kind of organization does it require to support, enable, and promote effective supply chain performance?
That depends on a number of factors: what kind of company you're in, for example, as well as the company's overarching strategy. It depends, too, on the organization's intrinsic culture, on precedent, on politics, and on the key players' personalities. And on how mature and progressive the company's supply chain vision is.
The debate often begins right at the top of the corporate hierarchy with the question of where supply chain management fits into the organization—a debate that sometimes takes what we consider to be some odd twists. We recently read a protracted discussion in a distinguished journal regarding the correct organizational placement and reporting level of supply chain management (SCM). The debate centered on two seemingly logical candidates: the chief information officer (CIO) and the chief financial officer (CFO).
We can scarcely imagine two worse reporting placements. One, the CIO, is in charge of acquiring, developing, and maintaining the information technology and tools—hardware and software—that enable and support operations, decision-making, and reporting throughout the enterprise. The CIO is no more qualified to lead SCM than a 911 operator is of heading a crime scene investigation.
The CFO may be marginally worse as a candidate. We need bean counters; we should respect creative bean counters. But in military service, the Inspector General does not get asked to lead troops into combat, and the CFO is in no better position to lead the supply chain.
Note the deliberate use of the term, "lead." SCM isn't about reporting or administration; and it certainly needs leadership more than it requires management. The supply chain is nothing less than the sum of a company's moving parts. And supply chain management is nothing less than strategy made real—delivering on marketing's representations, meeting sales' commitments, supporting customers' business requirements, solving problems (sometimes before they happen). In short, it's SCM that delivers on the "promise of the brand."
That alone argues for supply chain management to report to the top. If SCM isn't reporting to the president, something's wrong, either structurally or conceptually or both. And if SCM is called something other than SCM, like "logistics," or "physical distribution," there's trouble ahead there, too.
What is SCM anyway? Maybe part of the problem defining the SCM organization lies in defining SCM itself. There's one school that holds that much of what we call SCM today differs only semantically from what was done in the past. The thesis: traffic management became physical distribution became logistics became supply chain management—successive new names for the same thing.
We disagree, contending that traffic management became part of physical distribution became part of logistics became part of supply chain management. So, functions that were part of the old traffic management may still be found in today's supply chain management, but the two are not even remotely synonymous.
In our opinion, the Council of Supply Chain Management Professionals has it pretty close to right. Its definition of "supply chain management" includes not just logistics activities but also sourcing/procurement and conversion (manufacturing) along with responsibility for all coordination and collaboration with outside partners, including suppliers, customers, and third-party logistics service providers.
With that in mind, a case may be made that most everything but finance and accounting, sales and marketing, and IT is part of the SCM organization. One major consumer products manufacturer attempted just that in the early '90s, but we're not sure that the integrated SCM organization has survived successive mergers and acquisitions.
Plays well with others
Assuming everyone can agree on what falls under SCM, how, then, should the group be organized? One large and persuasive school of thinking holds that it's just not possible to sketch out an ideal SCM organization. Companies are too different from one another in culture and history, industry characteristics, strategic approaches to the role of SCM, understandings of the span and scope of supply chain management, and visions for what the future will look like.
We agree. In our experience, a variety of real-world considerations and specific local conditions inevitably drive how organizations are actually structured. And even in a company with an integrated SCM perspective, there may not be a singular command and control structure. There may be dotted lines to operating functions in various corporate divisions, or subsidiaries. There may also be dotted lines to SC functions that report elsewhere within the corporate structure.
In fact, it seems that the likelihood of success at the top of an SC organization increases exponentially for masters and mistresses of matrixed relationships— and diminishes disproportionately for those who can't live without tight structure, organizational discipline, and a recognized command position. As old-style, vertically hierarchical organization structures continue to re-form themselves for the 21st century, those of us in the supply chain business need to embrace flatter, high-communications, high-collaboration organizational models.
In its highest form, our organizational role in SCM includes the mandate to work and play well with others—in their sandboxes, not just our own. What's important is understanding how SCM functions and processes relate to core corporate functions and objectives—and then working to maximize the SCM contributions to organizational success.
We'll continue to have all the usual responsibilities—and pressures—for higher performance at lower cost. But we'll also have the freedom, and power, to move across and through organizational boundaries—working closely with sales on specific, and general, customer issues. Working with marketing on approaches to markets and channels. With R&D on product design and strategic advantages in time-to-market techniques. With finance and accounting. And with IT on the tools needed to enable best-in-class planning, decision-making, and execution in supply chain management.
A steep challenge
A pipe dream? Not really. A tall order? Certainly. But the secrets of success in SCM organization do not lie in lines and boxes on an organization chart that's pulled out of the file only when a visiting consultant asks to see it.
The keys to this particular kingdom are contained in the following:
An organizational setup that has senior SCM management reporting to the top.
An SCM vision shared by executive colleagues, and bought into by internal practitioners.
The comfortable ability, in all segments of the SCM organizations, to work with colleagues in other functional areas—on SC support for their problems.
Technical capability throughout all SCM functions.
Patience, on the part of SCM leadership, if organizational maturity lies a bit farther into the future.
A multi-tasking, matrixed mentality in all corners of the SCM world.
A shared vision for the integration of SCM strategies with corporate strategies—and a clear understanding of how one supports the other.
Artificial intelligence (AI) and data science were hot business topics in 2024 and will remain on the front burner in 2025, according to recent research published in AI in Action, a series of technology-focused columns in the MIT Sloan Management Review.
In Five Trends in AI and Data Science for 2025, researchers Tom Davenport and Randy Bean outline ways in which AI and our data-driven culture will continue to shape the business landscape in the coming year. The information comes from a range of recent AI-focused research projects, including the 2025 AI & Data Leadership Executive Benchmark Survey, an annual survey of data, analytics, and AI executives conducted by Bean’s educational firm, Data & AI Leadership Exchange.
The five trends range from the promise of agentic AI to the struggle over which C-suite role should oversee data and AI responsibilities. At a glance, they reveal that:
Leaders will grapple with both the promise and hype around agentic AI. Agentic AI—which handles tasks independently—is on the rise, in the form of generative AI bots that can perform some content-creation tasks. But the authors say it will be a while before such tools can handle major tasks—like make a travel reservation or conduct a banking transaction.
The time has come to measure results from generative AI experiments. The authors say very few companies are carefully measuring productivity gains from AI projects—particularly when it comes to figuring out what their knowledge-based workers are doing with the freed-up time those projects provide. Doing so is vital to profiting from AI investments.
The reality about data-driven culture sets in. The authors found that 92% of survey respondents feel that cultural and change management challenges are the primary barriers to becoming data- and AI-driven—indicating that the shift to AI is about much more than just the technology.
Unstructured data is important again. The ability to apply Generative AI tools to manage unstructured data—such as text, images, and video—is putting a renewed focus on getting all that data into shape, which takes a whole lot of human effort. As the authors explain “organizations need to pick the best examples of each document type, tag or graph the content, and get it loaded into the system.” And many companies simply aren’t there yet.
Who should run data and AI? Expect continued struggle. Should these roles be concentrated on the business or tech side of the organization? Opinions differ, and as the roles themselves continue to evolve, the authors say companies should expect to continue to wrestle with responsibilities and reporting structures.
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.
Logistics industry growth slowed in December due to a seasonal wind-down of inventory and following one of the busiest holiday shopping seasons on record, according to the latest Logistics Managers’ Index (LMI) report, released this week.
The monthly LMI was 57.3 in December, down more than a percentage point from November’s reading of 58.4. Despite the slowdown, economic activity across the industry continued to expand, as an LMI reading above 50 indicates growth and a reading below 50 indicates contraction.
The LMI researchers said the monthly conditions were largely due to seasonal drawdowns in inventory levels—and the associated costs of holding them—at the retail level. The LMI’s Inventory Levels index registered 50, falling from 56.1 in November. That reduction also affected warehousing capacity, which slowed but remained in expansion mode: The LMI’s warehousing capacity index fell 7 points to a reading of 61.6.
December’s results reflect a continued trend toward more typical industry growth patterns following recent years of volatility—and they point to a successful peak holiday season as well.
“Retailers were clearly correct in their bet to stock [up] on goods ahead of the holiday season,” the LMI researchers wrote in their monthly report. “Holiday sales from November until Christmas Eve were up 3.8% year-over-year according to Mastercard. This was largely driven by a 6.7% increase in e-commerce sales, although in-person spending was up 2.9% as well.”
And those results came during a compressed peak shopping cycle.
“The increase in spending came despite the shorter holiday season due to the late Thanksgiving,” the researchers also wrote, citing National Retail Federation (NRF) estimates that U.S. shoppers spent just short of a trillion dollars in November and December, making it the busiest holiday season of all time.
The LMI is a monthly survey of logistics managers from across the country. It tracks industry growth overall and across eight areas: inventory levels and costs; warehousing capacity, utilization, and prices; and transportation capacity, utilization, and prices. The report is released monthly by researchers from Arizona State University, Colorado State University, Rochester Institute of Technology, Rutgers University, and the University of Nevada, Reno, in conjunction with the Council of Supply Chain Management Professionals (CSCMP).
The overall national industrial real estate vacancy rate edged higher in the fourth quarter, although it still remains well below pre-pandemic levels, according to an analysis by Cushman & Wakefield.
Vacancy rates shrunk during the pandemic to historically low levels as e-commerce sales—and demand for warehouse space—boomed in response to massive numbers of people working and living from home. That frantic pace is now cooling off but real estate demand remains elevated from a long-term perspective.
“We've witnessed an uptick among firms looking to lease larger buildings to support their omnichannel fulfillment strategies and maintain inventory for their e-commerce, wholesale, and retail stock. This trend is not just about space, but about efficiency and customer satisfaction,” Jason Tolliver, President, Logistics & Industrial Services, said in a release. “Meanwhile, we're also seeing a flurry of activity to support forward-deployed stock models, a strategy that keeps products closer to the market they serve and where customers order them, promising quicker deliveries and happier customers.“
The latest figures show that industrial vacancy is likely nearing its peak for this cooling cycle in the coming quarters, Cushman & Wakefield analysts said.
Compared to the third quarter, the vacancy rate climbed 20 basis points to 6.7%, but that level was still 30 basis points below the 10-year, pre-pandemic average. Likewise, overall net absorption in the fourth quarter—a term for the amount of newly developed property leased by clients—measured 36.8 million square feet, up from the 33.3 million square feet recorded in the third quarter, but down 20% on a year-over-year basis.
In step with those statistics, real estate developers slowed their plans to erect more buildings. New construction deliveries continued to decelerate for the second straight quarter. Just 85.3 million square feet of new industrial product was completed in the fourth quarter, down 8% quarter-over-quarter and 48% versus one year ago.
Likewise, only four geographic markets saw more than 20 million square feet of completions year-to-date, compared to 10 markets in 2023. Meanwhile, as construction starts remained tempered overall, the under-development pipeline has continued to thin out, dropping by 36% annually to its lowest level (290.5 million square feet) since the third quarter of 2018.
Despite the dip in demand last quarter, the market for industrial space remains relatively healthy, Cushman & Wakefield said.
“After a year of hesitancy, logistics is entering a new, sustained growth phase,” Tolliver said. “Corporate capital is being deployed to optimize supply chains, diversify networks, and minimize potential risks. What's particularly encouraging is the proactive approach of retailers, wholesalers, and 3PLs, who are not just reacting to the market, but shaping it. 2025 will be a year characterized by this bias for action.”
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.