Tag Archives: supply chain disruption

A Christmas To Remember

This has truly been a year of continuous supply chain disruptions, and many businesses have felt the effects of the pandemic. While the threat of a worldwide pandemic has been on the shortlist of potential risks of business continuity professionals, not many of us thought we would ever experience what we did in 2020. Given these circumstances, and add to that a dash or two of Brexit, I realize now that I should have seized the opportunity long ago to reinstate this blog in the early months of 2020, not now, when it it is nearly over and all the lessons have been learned.

For all of us working in the field of risk management the Covid-19-pandemic did not come as a surprise, and it certainly wasn’t a Black Swan event. Nassim Nicholas Taleb had that one right, when the New Yorker interviewed him in April 2021.

Proliferating global networks, both physical and virtual, inevitably incorporate more fat-tail risks into a more interdependent and “fragile” system: not only risks such as pathogens but also computer viruses, or the hacking of information networks, or reckless budgetary management by financial institutions or state governments, or spectacular acts of terror. Any negative event along these lines can create a rolling, widening collapse—a true black swan—in the same way that the failure of a single transformer can collapse an electricity grid.

Fragility…a familiar term, and the core of Taleb’s message. I found that New Yorker article by chance this evening when searching the Internet for inspirational posts to start blogging again. And yes, I do feel inspred now. Maybe not so much by the article, but by Taleb himself. Looking back at what I wrote five years ago in Taleb, Hamel, Holling…and I, I know that I felt honoured to have been so prominently cited by him. I still do.

With that it is time to delve deeper into my the research idea and my then defintions of robustness, flexibility and resilience and explre how I have made use of it in my current work. That will be the topic of the coming blog posts.

Migrants and European supply chains

Truckers caught up in Europe’s migrant crisis say business is increasingly disrupted by queues and stowaways, but they are far more worried governments will step up border controls. In a worst case scenario this could mean serious supply chain disruptions or supply chain delays if EU governments decide to make border crossings more difficult than today.

Schengen about to be scrapped?

Europe is currently facing a major migrant crisis, so severe that there is already a Wikipedia entry for European migrant crisis. While this is first and foremost a humanitarian issue, there could be potential supply chain consequences, as an article on euractiv.com reports, stating that Haulers fear migrant crisis:

Truckers caught up in Europe’s migrant crisis say business is increasingly disrupted by queues and stowaways, but they are far more worried governments will step up border controls.

If the border-free zone within Europe were to disintegrate or be scrapped, it would call into question not only the road haulage industry’s own, time-sensitive business model but the supply chains of industries across the continent, they say.

The article on euractiv.com paints a rather frightening picture of what could possibly happen if the worst hit EU countries decide to enforce stricter controls, let alone close their borders completely. That would bring us back to the days we still had passport checks, document controls, crosschecks, and all of this increasing the waiting time for border crossings to hours at best and days at worst.

Are we heading in the right or wrong direction?

This brings to mind what I highlighted in a previous post on cross-border supply chains:

The vulnerabilities of international supply chains will increase in the future, driven by various external hazards and risks, lean operational models as well as changes imposed by regulatory countermeasures. Companies are particularly concerned about future disruptions in material supply and transportation, which will have negative impact on just-in-time operations.

That post was written in 2011, and now, 4 years on, “the vulnerabilities of international supply chains” has definitely increased, albeit migrants were probably not the shortlist of possible future vulnerabilities at that time.

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Shippers, carriers and disruptions

Both shippers and motor carriers are impacted by travel time variability, but they react differently to it. While carriers focus on the immediate and short-term impact and how to solve the situation, .i.e how to deliver on time if still possible, shippers focus more on the strategic and long-term impact and on how to avoid the situation, i.e. how to prevent this from happening again. This is what Kelly Pitera, Anne Goodchild and Edward McCormack looked at in their recent paper titled Examining the Differential Responses of Shippers and Motor Carriers to Travel Time Variability. Here they describe the disparity in concerns and the strategies shippers and motor carriers are likely to engage in to address time travel variability.

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Estimation of disruption risk

How to estimate the disruption risk exposure in a supply chain? That is the question asked by Ulf Paulsson, Carl-Henric Nilsson and Sten Wandel in their paper titled Estimation of disruption risk exposure, building on what Paulsson wrote in his PhD on the same subject. Here they develop a model that links disruption risk to disruption source, covers all flow-related disruption risks in the total supply chain from natural resources to delivered final product, seen from the angle of an individual focal unit in the supply chain. The model classifies the risk exposure into 15 different risk exposure boxes, of which 12 have ‘expected result impact’ and three have ‘known result impact’, providing what they call a total negative result impact.

How to handle a supply chain disruption?

one of the ideas from this article that I like very much are the different alternatives for handling a supply chain, basically only two: to act or not to act, that is the question.

These two options start from the very first signs of disruption: To act: close down the supply chain, or not to act: keep the supply chain running.

The same goes for pre-event measures, or mitigative measures as I like to call them. Here, to act means trying to prevent disruptions from happening, while not to act mens either to accept the disruption and its consequences despite possible actions that could be taken, or to accept the disruption because it can neither be influenced as to probability nor as to consequence.

Similarly, when it comes to post-event measures, or contingent measures as I would call them, there is again the option of acting or handling internally or not acting or passing on the event and it s consequences.

Going with the flow

Another interesting though from this paper is the supply chain flow, and where the purpose of handling supply chain disruptions is to regain a stable flow in both incoming, outgoing and internal flows.

Furthermore,  regaining a stable flow after a supply chain disruption also implies short-term stability or market patience while the disruption is handled and long-term stability or market confidence after an event has been handled.

Total expected result impact

Combining the disruption handling options, the types of flows and the chain of events creates twelve possible combinations of impacts which must be added in order to obtain the total expected result impact:

This splits the disruption impacts into individual units while at the same time keeping the full picture intact.

Conclusion

What I like about the model developed in this paper is that addresses the entire supply chain from supplier until end customer. It is a holistic and generic model for estimating disruption risks in the supply chain flow in a systematic and structured manner. The model presents, as far as I can see, the most complete estimation of disruption risks, it includes incoming and outgoing flows and it separates between mitigative and contingent handling of disruptions, thus balanacing proactive and reactive risk management.

Reference

Paulsson, U., Nilsson, C., & Wandel, S. (2011). Estimation of disruption risk exposure in supply chains International Journal of Business Continuity and Risk Management, 2 (1) DOI: 10.1504/IJBCRM.2011.040011

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Disruptions in supply networks

Supply chain disturbances and supply chain disruptions. Not the same and very different from each other. The former can be managed and solved within an established supply chain, the latter often requires establishing a new supply network. That is why Phil Greening and Christine Rutherford assume a network perspective in their recent article titled Disruptions and supply networks: a multi-level, multi-theoretical relational perspective. Here they develop a conceptual framework for the analysis of supply network disruptions and present a number of propositions to define a future research agenda. The ability to understand the implications of network structure and network relational dynamics in the context of disruption will enable managers to respond appropriately to disruptive supply chain events, so they say.

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Are supply and demand elasticity a risk?

Why haven’t I seen this paper before? And why is it not cited more often? It should. It is called The role of elasticity in supply chain performance and was written by Bradley Hull in 2005, and it develops a model that describes the performance of supply chains based on their elasticities of supply and demand. The model can be used to predict a supply chain’s ability to respond to supply interruptions, cost increases, and demand shifts, while also quantifying the degree to which it is prone to the bullwhip effect. The paper identifies four types of supply chains and examines their distinct operating characters, in particular the impact of rival firms and the impact of a decoupling point on supply chain performance. What more can you ask for? It’s all here.

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2010 – the year of catastrophe

It’s Sunday and time for some weekend reflections, aka browsing the Internet for blogs and websites to indulge in and this is what I found: “In a world where almost every company relies on global supply chains and an international network of outsourced activities, a freak event many thousands of miles away can have a potentially devastating impact on business at home”. These are the opening words of a recent article in the Wall Street Journal, an article that paints 2010 as the year of the catastrophe, and the insurance company Swiss Re estimates that worldwide economic losses from natural catastrophes and man-made disasters reached $222 billion last year – more than triple the losses in 2009. This clearly underlines how critical it is that companies have a firm strategy in place to deal with the unexpected. As I discovered when digging into this article, the Wall Street Journal, not surprisingly, has a whole section devoted to corporate risk, and it is a section well worth studying.

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Supply chain risk – in your head?

The risk perception an individual supply chain professional has influences the risk management strategies this individual chooses to mitigate the effect of potential supply chain disruptions.  But does risk perception influence the occurrence of disruptions? In other words, if you think you are at risk, are you actually more likely to experience disruptions than if you think you are not at risk? Enhancing supply chain resilience with flexibility and redundancy is one way to counter supply chain disruptions. But do the chosen resilience measures actually play a moderating role in reducing the frequency of supply chain disruptions? That is what George Zsidisin and Stephan Wagner investigate in their newest article, Do Perceptions Become Reality? The Moderating Role of Supply Chain Resiliency on Disruption Occurrence. This article paints an interesting picture of how supply chain professionals view risk, which risk they perceive and what they do in reaction to these risks.

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Wintry disruptions…again

Winter has come early to Europe this year. Very early. While it is not unusual to have a prolonged cold spell in January or February in this neck of the woods, as we did last year, having it in November is rather uncommon. Snow has covered much of Europe that hasn’t seen snow in winter for years,with widespread ramifications for all sorts of transport. Traffic all over Europe as been hit hard, and many rail services in the UK rail have simply been cancelled, the BBC reports. This has truly been the coldest November on record, at least in Norway. Whatever happened to global warming? Are cold winters the new and coming supply chain risk?

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The impact of supply chain glitches

The other day I wrote about supply chains and  disasters. Today I will deal with something that is much less catastrophic and write about supply chains and glitches. However, to the shareholders, a supply chain glitch may be just as disastrous (pun intended) as a supply chain disaster. In The effect of supply chain glitches on shareholder wealth from 2003, Kevin B Hendricks and Vinod R Singhal investigate the shareholder wealth effects of supply chain glitches that resulted in production or shipment delays, using a sample of 519 announcements made during 1989-2000. Here they find that glitch announcements on average decrease shareholder value by near 11%. How did they arrive at this value?

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The impact of supply chain disasters

Disasters. The result: Damaged infrastructure. End result: Disrupted supply chains. But how do disasters really impact supply chains? What is the supply chain risk of disasters? While the damage done by windstorms and floods may be different from that of an earthquake, do they also impact supply chains differently, and does it even differ by industry or sector? Is it different upstream or downstream the supply chain? According to what Nesih Altay and Andres Ramirez wrote in their very recent article Impact of disasters on firms in different sectors: Implications for supply chains, the kind of disaster and the place a company has in the supply chain matters considerably. Interestingly, so they say, upstream partners enjoy a positive impact, while downstream partners have to plan for the opposite.

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Risky decisions – just do it, or not?

Choosing the right supplier is a risky decision. Chose the wrong supplier, and you may face a severe disruption in your supply chain. Chose the right supplier, and all goes well. Hopefully. But is it possible to judge supply risk objectively? In the end, all risk decisions are subject to the decision maker’s perception of risk. The question is, does risk perception influence risk decisions? That is what Scott C Ellis, Raymond M Henry and Jeff Shockley try to answer in Buyer perceptions of supply disruption risk: A behavioral view and empirical assessment. Here they operationalize and explore the relationship between three representations of supply disruption risk: magnitude of supply disruption, probability of supply disruption and overall supply disruption risk. This is an article that hits right home they way I view risk.

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WCTR 2010

Are “bad” locations synonymous with “bad” logistics? That is the title of my presentation at the World Conference on Transport Research, WCTR 2010, in Lisbon, Portugal, this week. Norway, unlike much of central Europe, has a very sparse transportation network with few mode options (rail, road, sea or air) and few link options within each mode. How does that impact on logistics operations and how do Norwegian freight carriers handle transportation disruptions?

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How Norwegian freight carriers handle disruptions

Transportation networks, and in particular road networks are an integral part of supply chains, and in regions with sparse networks this road network becomes very important, since in a possible worst-case scenario no suitable alternative exists for deliveries to or from these communities. How are the supply chains of companies located in sparse transportation networks affected by transportation disruptions? What are typical disruptions in certain locations or for certain types of business, and how do businesses and carriers counter supply chain disruptions? Are bad locations synonymous with bad logistics?

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State of the art in SCRM?

A severe supply chain disruption has hit my own blog: More than a month without a post. It’s not that there is so little to write about, it’s just that there is so little time to do it, which is why I’ve decided to reurn to a once weekly posing schedule. Nonetheless, what better occasion could there be to resume my posting than the discovery of an article proclaiming to provide a review of the state of the art in supply chain risk management? The literature review and conceptual framework developed by Hans-Christian Pfohl, Holger Köhler and David Thomas clearly identifies the main principles of SCRM and develops a framework and definitions for disturbance, disruption, security, resilience and risk. Supply chain risk management, so they say, is a process with evolutionary steps, involving no less than 17 underlying principles. Phew…

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Volcanic Ash Cloud Day 5

Today is Day Five of the infamous Iceland volcanic ash cloud disruption. What just a week ago was a highly improbable scenario has settled in to become a daily routine…almost. Was this really one of these damned (Pardon my French) Black Swan Events…or was it a Predictable Surprise we should have been aware of? While it is fair to assume that volcanic eruptions are in the business continuity plans of most airlines, it is probably not so fair to assume that 5 days of sudden air traffic restrictions is in the business continuity plans of most companies reliant on frequent air travel. Perhaps it should have been. For sure it will be – from now on.

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Can we do without air traffic?

Travelers and businesses are waking up to a fourth day of no air traffic in Europe, and a fourth day of stranded air passengers seeking whatever means they can find to reach their destination, or reaching any place between where they are stuck and where they were supposed to go. As I said in my post yesterday, perhaps it’s time to re-learn the value of slow travel, and perhaps we don’t need to go anywhere as fast as possible or have our goods delivered in an instant. If this lasts on, it may lead to a change in our way of thinking. Seriously, what would happen if this supply chain disruption because of the volcanic ash cloud were to go on for a week, a month, a year?

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Business continuity 101

This is the 3rd day with severe transportation and thus supply chain disruptions all over Europe, due to the volcanic ash cloud from Iceland, forcing travellers, cargo shippers and logistics providers to seek alternative solutions. In essence this is a very practical lesson in business continuity. Who would have thought that a volcano eruption in country that until recently and before the IceSave dispute did not make any headline news could create such havoc with widespread impacts? I certainly did not. Nonetheless, it is also a lesson in business creativity: German car rental company Sixt shows how.

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Supply chain vulnerability: Mitigation strategies

A new outlet for articles on supply chain vulnerability? Perhaps. And actually, it’s not that new, since the journal has been in existence for some 16 years, but I haven’t come across the Journal of Marketing Channels as a source for papers on supply chain disruption before. That is why I was so surprised to find Sources of Supply Chain Disruptions, Factors That Breed Vulnerability, and Mitigating Strategies by Karen E Stecke and Sanjay Kumar. Here they develop a classification framework for supply chain catastrophes and the appropriate mitigation strategies for the various types of smaller and bigger supply chain disasters that can occur.

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Transportation – the forgotten staple

What a difference a title makes. I only found this article because it was referenced in another article.  Why? Because it  never occurred to me to search for articles on “risk” using “uncertainty” as a keyword. Bummer. Risk is undeniably linked to uncertainty, but I have never made that mental connection and never searched for articles on  “supply chain risk” using the term “supply chain uncertainty”. Perhaps I should have, because Establishing a transport operation focused uncertainty model for the supply chain illustrates very well how transportation is a staple ingredient in supply chains and how uncertainty is a staple ingredient in risk assessments, and consequently,  transportation uncertainty is a staple ingredient in supply chain risks.

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