Investing in artificial intelligence (AI) is a top priority for supply chain leaders as they develop their organization’s technology roadmap, according to data from research and consulting firm Gartner.
AI—including machine learning—and Generative AI (GenAI) ranked as the top two priorities for digital supply chain investments globally among more than 400 supply chain leaders surveyed earlier this year. But key differences apply regionally and by job responsibility, according to the research.
Twenty percent of the survey’s respondents said they are prioritizing investments in traditional AI—which analyzes data, identifies patterns, and makes predictions. Virtual assistants like Siri and Alexa are common examples. Slightly less (17%) said they are prioritizing investments in GenAI, which takes the process a step further by learning patterns and using them to generate text, images, and so forth. OpenAI’s ChatGPT is the most common example.
Despite that overall focus, AI lagged as a priority in Western Europe, where connected industry objectives remain paramount, according to Gartner. The survey also found that business-led roles are much less enthusiastic than their IT counterparts when it comes to prioritizing the technology.
“While enthusiasm for both traditional AI and GenAI remain high on an absolute level within supply chain, the prioritization varies greatly between different roles, geographies, and industries,” Michael Dominy, VP analyst in Gartner’s Supply Chain practice, said in a statement announcing the survey results. “European respondents were more likely to prioritize technologies that align with Industry 4.0 objectives, such as smart manufacturing. In addition to region differences, certain industries prioritize specific use cases, such as robotics or machine learning, which are currently viewed as more pragmatic investments than GenAI.”
The survey also found that:
Twenty-six percent of North American respondents identified AI, including machine learning, as their top priority, compared to 14% of Western Europeans.
Fourteen percent of Western European respondents identified robots in manufacturing as their top choice compared to just 1% of North American respondents.
Geographical variances generally correlated with industry-specific priorities; regions with a higher proportion of manufacturing respondents were less likely to select AI or GenAI as a top digital priority.
Digging deeper into job responsibilities, just 12% of respondents with business-focused roles indicated GenAI as a top priority, compared to 28% of IT roles. The data may indicate that GenAI use cases are perceived as less tangible and directly tied to core supply chain processes, according to Gartner.
“Business-led roles are traditionally more comfortable with prioritizing established technologies, and the survey data suggests that these business-led roles still question whether GenAI can deliver an adequate return on investment,” said Dominy. “However, multiple industries including retail, industrial manufacturers and high-tech manufacturers have already made GenAI their top investment priority.”
With that money, qualified ports intend to buy over 1,500 units of cargo handling equipment, 1,000 drayage trucks, 10 locomotives, and 20 vessels, as well as shore power systems, battery-electric and hydrogen vehicle charging and fueling infrastructure, and solar power generation.
For example, funds going to the Port of Los Angeles include a $412 million grant to support its goal of achieving 100% zero-emission (ZE) terminal operations by 2030. And following the award, the Port and its private sector partners will match the EPA grant with an additional $236 million, bringing the total new investment in ZE programs at the Port of Los Angeles to $644 million. According to the Port of Los Angeles, the combined new funding will go toward purchasing nearly 425 pieces of battery electric, human-operated ZE cargo-handling equipment, installing 300 new ZE charging ports and other related infrastructure, and deploying 250 ZE drayage trucks. The grant will also provide for $50 million for a community-led ZE grant program, workforce development, and related engagement activities.
And the Port of Oakland received $322 million through the grant, which will generate a total of nearly $500 million when combined with port and local partner contributions. Altogether, that total will be the largest-ever amount of federal funding for a Bay Area program aimed at cutting emissions from seaport cargo operations. The grant will finance 663 pieces of zero-emissions equipment which includes 475 drayage trucks and 188 pieces of cargo handling equipment.
Likewise, the Port of Virginia said its $380 million in new funding will help to reach its goal of eliminating all greenhouse gas emissions by 2040. The grant money will be used to buy and install electric assets and equipment while retiring legacy equipment powered by engines that burn gasoline or diesel fuel.
According to AAPA, those awards will demonstrate to Congress that the Clean Ports Program should become permanent with annual appropriations. Otherwise, they would soon cease to be funded as backing from the Inflation Reduction Act (IRA) comes to a close, AAPA said. “From the earliest stages of legislative development in Congress, America’s ports have been ecstatic about and committed to the vision of implementing a novel grant program for the port industry that will complement and strengthen existing plans to diversify how we power our ports,” Cary Davis, AAPA’s president and CEO, said in a release. “These grant funding awards will usher in a cleaner and more resilient future for our ports and national transportation system. We thank our champions in Congress and the Biden-Harris Administration for committing to us and we look forward to working closely with our Federal Government partners to get these funds quickly deployed and put to work.”
The majority of American consumers (86%) plan to reduce their holiday shopping budgets this year, with nearly half (47%) expecting to cut spending by more than 50% compared to last year, according to consumer research from Relex Solutions.
The forecast runs against some other studies that predict the upcoming holiday shopping season will be stronger than last year, with higher sales and earlier shopping than 2023.
But Finland-based Relex says its conclusion is based on the shorter holiday shopping period of 27 days in 2024 (five days shorter than 2023), combined with economic volatility and supply chain disruptions. The research includes survey responses from 1,000 U.S. consumers in October 2024.
According to Relex, those results reveal a complex landscape where price sensitivity and decreased brand loyalty are reshaping traditional retail dynamics. That means retailers and manufacturers must carefully balance promotional strategies with profitability while maintaining product availability, since consumers are actively seeking better value and may switch between brands more readily.
"Retailers are facing a highly challenging season, with consumers prioritizing value more than ever. To succeed, retailers must not only offer attractive promotions but also ensure those deals don’t erode their margins. At the same time, manufacturers need to optimize their operations and collaborate with retailers to deliver value without sacrificing profitability," Madhav Durbha, Relex’ group vice president of CPG and Manufacturing, said in a release. The company says it provides a supply chain and retail planning platform that optimizes demand, merchandising, supply chain, operations, and production planning.
"This holiday season represents a critical juncture for the retail industry," Durbha added. "With reduced brand loyalty and a shorter shopping window, there’s no room for error. Retailers and manufacturers need to work together closely, leveraging AI-powered tools to anticipate demand, manage inventory, and run effective promotions," Durbha said.
In additional findings, the survey found:
Brand loyalty is eroding: About 45% of consumers say they're less likely to remain loyal to brands without meaningful discounts, while 41% will switch brands if faced with both poor deals and out-of-stock products.
Digital channels dominate deal-seeking behavior: Store and brand apps (60%) and email promotions (60%) are the primary channels for finding deals, while only 32% of consumers primarily search for deals in physical stores.
Supply chain concerns remain significant: Nearly 85% of shoppers express concern about potential disruptions, with electronics (60%) and clothing/accessories (57%) being the categories of highest concern.
Age significantly impacts shopping behavior: Consumers from age 45-60 show the highest economic sensitivity, with 60% cutting budgets by more than 50%, while shoppers aged 18-29 prioritize product availability over price.
Keep ReadingShow less
The East and Gulf Coast Port strike as well as an increase in imports from offshore e-commerce retailers helped to boost demand for airfreight in the second half of 2024.
Like much of the transportation industry, the pace of change in the air cargo sector remains uncharacteristically high. Disruptions in other freight markets and emerging business models have added new demand for airfreight. The result for shippers has been more variability in rates, capacity availability, and service offerings than we saw last year.
Airfreight capacity levels have risen to historical highs this year in large part due to a growth in air passenger travel, which has opened up more belly-hold capacity for freight. As Boeing reports in its 2024 Commercial Market Outlook, air passenger demand has recovered from the pandemic and has returned to the long-term growth trend that Boeing had projected 20 years ago in 2004.
While airfreight rates have dropped significantly from a high in 2021, they are still volatile.
Freightos Air Freight Index, https://www.freightos.com/freightos-air-index/
Several trends are impacting the balance of supply and demand. One of the obvious benefits of air cargo service is its speed and reliability relative to ocean service. With the levels of disruption seen in the ocean market—drought, port strikes, and war being only a few—the case for airfreight has been made stronger. As shippers seek predictability for their operations and their customers, the demand for airfreight has risen.
Another large tailwind driving air cargo market is the continued success of offshore e-commerce platforms like Shein and Temu. Their model focuses on fulfilling orders in markets like the United States and Europe directly from East Asia, negating the need for holding inventory in destination countries. This model has large cost and cash benefits but depends on faster delivery of consumers’ orders than ocean shipping can provide, leaving air service as the only realistic option.
The subsequent growth in demand on lanes from China to the United States has resulted in higher rates and tighter capacity availability. Shippers have also reported difficulties in securing capacity on niche lanes because carriers have been pulling capacity from these lanes and using it to serve more lucrative opportunities on e-commerce lanes.
While disruptions in other modes and new sources of demand have served as tailwinds for the airfreight market, there are other factors that are working to dampen demand. One of the major headwinds for the air industry is a renewed focus on cost containment on the part of shippers. When demand for goods spiked during the pandemic, many shippers turned to airfreight to fulfill orders and keep products stocked. Four years later, many shippers still have more reliance on air services than they would prefer. As a result, they are looking to rebalance or reoptimize their air and ocean allocations, pushing service-sensitive cargo to air while moving less sensitive cargo back to ocean.
Given these countervailing trends in the market, it’s not surprising that rates are volatile. The Freightos Air Index (see chart above) shows a significant decline in rates from a high of $5.16 in 2021. Since mid-2023, rates have ranged between $2.20/kg to $2.80/kg. While shippers are happy to be well below pandemic rates, 30% month-to-month variations make financial projections difficult.
Stability on the horizon?
With major shifts underway in routes, demand, capacity, and rates, there’s never a dull moment for users of air services. Looking ahead, however, one can begin to see a more stable future.
Systemic capacity growth driven by passenger volumes can be expected to continue. On certain lanes, like Asia to the United States, growth in e-commerce volume will continue to drive capacity challenges and higher rates—at least as long as existing laws allow offshore platforms to enjoy tax and duty benefits that subsidize their business model. For the rest of the world, however, we can expect to see capacity growth outpace demand growth and a continued reduction in rates.
Route churn can be expected to continue as air carriers respond more quickly to passenger and cargo demand shifts. We expect to see carriers’ analytics capabilities continue to improve, and yield and margin gains to follow.
Additionally, we expect that carriers and freight forwarders will invest in technology tools that can enhance collaboration and improve efficiencies. These efforts will give them a stronger position to handle inevitable future disruptions.
On the shipper side, we expect to see more companies lock in longer contracts as a way to mitigate the effects of rate volatility. This shift is already beginning to occur. In the fourth quarter of 2023, 45% of new contracts were for longer than six months, up from 27% in 2022. Additionally, shippers should look to technologies such as market monitoring and digital compliance tools to help them can keep on top of market trends and opportunities. These steps can help companies navigate and thrive in the highly dynamic airfreight marketplace.
Keep ReadingShow less
New freight classification rules will effect less-than-truckload carriers such as Averitt Express.
The way that shippers and carriers classify loads of less-than-truckload (LTL) freight to determine delivery rates is set to change in 2025 for the first time in decades. The National Motor Freight Traffic Association, which represents LTL carriers in North America, plans to introduce a new streamlined approach its National Motor Freight Classification (NMFC) system.
But the transition may take some time. Businesses throughout the logistics sector will be affected by the transition, since the NMFC is a critical tool for setting prices that are used daily by transportation providers, trucking fleets, third-party logistics providers (3PLs), and freight brokers.
The current system consists of 18 classes of freight that are identified by numbers from 50 to 500 based on a commodity's density, stowability, handling, and liability, according to a blog post by Nolan Transportation Group (NTG). Lower classed freight costs less to ship, while higher classed freight costs more. For example, class 50 freight would be dense commodities that can fit on a standard, shrink-wrapped 4X4 pallet, while class 500 freight would be low density, highly valuable, or delicate items such as bags of gold dust or boxes of ping pong balls.
In the future, that system will be streamlined, the NMFTA said. The new changes look to condense and modernize commodity listings by grouping similar products together. Additionally, most freight will only use a standardized density scale. This would apply to products that do not have any special handling, stowability, or liability needs. When freight does have special handling, stowability, or liability needs, those characteristics will be taken into account when determining the commodity's class. Additionally the digital version of the NMFC, the ClassIT classification tool, will be rewritten and relaunched.
When the updates roll out in 2025, many shippers will see shifts in the LTL prices they pay to move loads because the way their freight is classified—and subsequently billed—might change. To cope with those changes, Davis said it’s important for shippers to review their pricing agreements and be prepared for these adjustments, while carriers should prepare to manage customer relationships through the transition.
“This shift is a big deal for the LTL industry, and it’s going to require a lot of work upfront,” Davis said. “But ultimately, simplifying the classification system should help reduce friction between shippers and carriers. We want to make the process as straightforward as possible, eliminate unnecessary disputes, and make the system more intuitive for everyone. It’s a change that’s long overdue, and while there might be challenges in the short term, I believe it will benefit the industry in the long run."
Buoyed by a return to consistent decreases in fuel prices, business conditions in the trucking sector improved slightly in August but remain negative overall, according to a measure from transportation analysis group FTR.
FTR’s Trucking Conditions Index improved in August to -1.39 from the reading of -5.59 in July. The Bloomington, Indiana-based firm forecasts that its TCI readings will remain mostly negative-to-neutral through the beginning of 2025.
“Trucking is en route to more favorable conditions next year, but the road remains bumpy as both freight volume and capacity utilization are still soft, keeping rates weak. Our forecasts continue to show the truck freight market starting to favor carriers modestly before the second quarter of next year,” Avery Vise, FTR’s vice president of trucking, said in a release.
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, a positive score represents good, optimistic conditions, and a negative score shows the opposite.