Posts inspired by whatever else I find interesting
In a previous post I discussed the issue of Flexibility and robustness to reduce risk and uncertainty. Since then a new term has emerged: resilience, and today I will take a look at that.
What is supply chain risk? Today I will take a closer look at the chapter titled “Managing risk in the supply chain” in Logistics & Supply Chain Management by Christopher Martin.
Martin Christopher’s particular research interests lie at the interface between marketing and logistics reflecting his belief that these two critical activities underpin superior supply chain performance.
To make the supply chain more resilient, businesses need to do more than just think about the problem; they must prepare to act effectively, and find the optimal tradeoff between disruption costs and mitigation costs.
The International Supply Chain Risk Management Network (ISCRIM) is a network of academics interested in how to handle different types of risks in the supply chain. The main purpose of the ISCRIM-network is to speed up, and improve, the research within “Supply Chain Risk Management”.
Since this conference is held right at my doorstep I thought I should promote it, especially since my research topic Uncertainty and Disruption in the Supply Chain is one of the topics that is covered.
GPS technology, such as the GPS Insight vehicle tracking system, can not only pinpoint any vehicle’s exact location, it can also transfer a wealth of detailed information about each vehicle.
The airline industry is a highly competitive market and even established airlines like SAS have been forced to give in low-cost carriers and reduce their own prices. But slashing ticket prices often causes slashing service too, in order to keep expenses down. However, the long-term costs of loosing passenger loyalty compared to the short-term costs of dealing with an emergency cannot be underestimated.
To think the unthinkable, to plan for the unthinkable is maybe not what is most on people’s mind and more often than not, it is only after a crisis that our thinking shifts. Then however, it may be too late.
Readiness, Response and Recovery are four key elements in the New Zealand Civil Defence Emergency Management Act 2002. But how can this be related to supply chain management?
The strength of the Norwegian impact assesment method is how non-monetizable impacts are handled and integrated with the framework of the impact assessment. The significance of the various impacts is then assessed by combining the value and the magnitude of impact on five criteria: landscape/cityscape, community life and outdoor recreation, cultural heritage, natural environment and natural resources.
The increase in generalised travel costs weighted by the satisfied or unsatisfied demand when network links are closed is used as a measure of vulnerability for a case study in Northern Sweden, and applied to the terms of importance and exposure.
Supply chain vulnerability is an important business issue, but little research has been undertaken into supply chain vulnerabilities. Recently I came across a report on Supply Chain Vulnerability published as early as 2002 by the Cranfield University.
A typical supply chain consists of a company with incoming raw materials from an upstream supplier and outgoing products to a downstream customer.
A supply chain is characterized by its locational and organizational design.
There are many potential disruptions to a supply chain.
The potential disruptions may or may not influence locational decisions.
The impact and severity of disruptions depends on both locational vulnerability and organizational adaptability.
Reliability and vulnerability are important elements in ensuring a smooth 24/7 operation of transportation networks, road networks in particular, and cost-benefit analyses of transportation projects should take this into account. One way of doing this is to say that investments in improved reliability constitute a cost and thereby saved disruption costs constitute a benefit.
This paper will first present the main risks that are facing any company. Then, the available options to reduce these risks will be considered. Finally, in relation to these risks, flexibility and robustness will be introduced as a tool to handle uncertainties (risks).
This tutorial was developed by Jan Husdal at the University of Utah, Salt Lake City, 2000-2002. It shows how to solve 3 categories of network analysis problems; Find Best Route, Find Closest Facility and Find Service Area, and it comes complete with exercise data and solutions.
Transportsystemer som veg og jernbane danner ryggraden i et moderne samfunn. Påliteligheten og sårbarheten i et transportsystem blir dermed avgjørende faktorer ikke bare i konkurranse- og markedsøyemed, men også i beredskapssammenheng, for å kunne opprettholde normal samfunnsdrift.
Transportation networks like freeways and interstate highways are the main backbone of modern society. Consequently, the reliability or vulnerability of any transportation network is thus a decisive factor not only in terms of market outreach and competition, but also in terms of continuity, to ensure a 24/7 operation of the community we live in.
Traditionally, in studying the effect of hazards on roads, a hazard map is prepared based on the hazard in question, the contributing factors and then overlaid with a road map. If the road or a buffer around its vicinity intersects hazard areas, these areas constitute a potential threat. In the approach used in this procedure, imagine traveling along the road and looking to either side for hazards.
