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.
Even as a last-minute deal today appeared to delay the tariff on Mexico, that deal is set to last only one month, and tariffs on the other two countries are still set to go into effect at midnight tonight.
Once new U.S. tariffs go into effect, those other countries are widely expected to respond with retaliatory tariffs of their own on U.S. exports, that would reduce demand for U.S. and manufacturing goods. In the context of that unpredictable business landscape, many U.S. business groups have been pressuring the White House to pull back from the new policy.
Here is a sampling of the reaction to the tariff plan by the U.S. business community:
American Association of Port Authorities (AAPA)
“Tariffs are taxes,” AAPA President and CEO Cary Davis said in a release. “Though the port industry supports President Trump’s efforts to combat the flow of illicit drugs, tariffs will slow down our supply chains, tax American businesses, and increase costs for hard-working citizens. Instead, we call on the Administration and Congress to thoughtfully pursue alternatives to achieving these policy goals and exempt items critical to national security from tariffs, including port equipment.”
Retail Industry Leaders Association (RILA)
“We understand the president is working toward an agreement. The leaders of all four nations should come together and work to reach a deal before Feb. 4 because enacting broad-based tariffs will be disruptive to the U.S. economy,” Michael Hanson, RILA’s Senior Executive Vice President of Public Affairs, said in a release. “The American people are counting on President Trump to grow the U.S. economy and lower inflation, and broad-based tariffs will put that at risk.”
National Association of Manufacturers (NAM)
“Manufacturers understand the need to deal with any sort of crisis that involves illicit drugs crossing our border, and we hope the three countries can come together quickly to confront this challenge,” NAM President and CEO Jay Timmons said in a release. “However, with essential tax reforms left on the cutting room floor by the last Congress and the Biden administration, manufacturers are already facing mounting cost pressures. A 25% tariff on Canada and Mexico threatens to upend the very supply chains that have made U.S. manufacturing more competitive globally. The ripple effects will be severe, particularly for small and medium-sized manufacturers that lack the flexibility and capital to rapidly find alternative suppliers or absorb skyrocketing energy costs. These businesses—employing millions of American workers—will face significant disruptions. Ultimately, manufacturers will bear the brunt of these tariffs, undermining our ability to sell our products at a competitive price and putting American jobs at risk.”
American Apparel & Footwear Association (AAFA)
“Widespread tariff actions on Mexico, Canada, and China announced this evening will inject massive costs into our inflation-weary economy while exposing us to a damaging tit-for-tat tariff war that will harm key export markets that U.S. farmers and manufacturers need,” Steve Lamar, AAFA’s president and CEO, said in a release. “We should be forging deeper collaboration with our free trade agreement partners, not taking actions that call into question the very foundation of that partnership."
Healthcare Distribution Alliance (HDA)
“We are concerned that placing tariffs on generic drug products produced outside the U.S. will put additional pressure on an industry that is already experiencing financial distress. Distributors and generic manufacturers and cannot absorb the rising costs of broad tariffs. It is worth noting that distributors operate on low profit margins — 0.3 percent. As a result, the U.S. will likely see new and worsened shortages of important medications and the costs will be passed down to payers and patients, including those in the Medicare and Medicaid programs," the group said in a statement.
National Retail Federation (NRF)
“We support the Trump administration’s goal of strengthening trade relationships and creating fair and favorable terms for America,” NRF Executive Vice President of Government Relations David French said in a release. “But imposing steep tariffs on three of our closest trading partners is a serious step. We strongly encourage all parties to continue negotiating to find solutions that will strengthen trade relationships and avoid shifting the costs of shared policy failures onto the backs of American families, workers and small businesses.”
Businesses are scrambling today to insulate their supply chains from the impacts of a trade war being launched by the Trump Administration, which is planning to erect high tariff walls on Tuesday against goods imported from Canada, Mexico, and China.
Tariffs are import taxes paid by American companies and collected by the U.S. Customs and Border Protection (CBP) Agency as goods produced in certain countries cross borders into the U.S.
In a last-minute deal announced on Monday, leaders of both countries said the tariffs on goods from Mexico will be delayed one month after that country agreed to send troops to the U.S.-Mexico border in an attempt to stem to flow of drugs such as fentanyl from Mexico, according to published reports.
If the deal holds, it could avoid some of the worst impacts of the tariffs on U.S. manufacturers that rely on parts and raw materials imported from Mexico. That blow would be particularly harsh on companies in the automotive and electrical equipment sectors, according to an analysis by S&P Global Ratings.
However, tariff damage is still on track to occur for U.S. companies with tight supply chain connections to Canada, concentrated in commodity-related processing sectors, the firm said. That disruption would increase if those countries responded with retaliatory tariffs of their own, a move that would slow the export of U.S. goods. Such an event would hurt most for American businesses in the agriculture and fishing, metals, and automotive areas, according to the analysis from Satyam Panday, Chief US and Canada Economist, S&P Global Ratings.
To dull the pain of those events, U.S. business interests would likely seek to cushion the declines in output by looking to factors such as exchange rate movements, availability of substitutes, and the willingness of producers to absorb the higher cost associated with tariffs, Panday said.
Weighing the long-term effects of a trade war
The extent to which increased tariffs will warp long-standing supply chain patterns is hard to calculate, since it is largely dependent on how long these tariffs will actually last, according to a statement from Tony Pelli, director of supply chain resilience, BSI Consulting. “The pause [on tariffs with Mexico] will help reduce the impacts on agricultural products in particular, but not necessarily on the automotive industry given the high degree of integration across all three North American countries,” he said.
“Tariffs on Canada or Mexico will disrupt supply chains beyond just finished goods,” Pelli said. “Some products cross the US, Mexico, and Canada borders four to five times, with the greatest impact on the auto and electronics industries. These supply chains have been tightly integrated for around 30 years, and it will be difficult for firms to simply source elsewhere. There are dense supplier networks along the US border with Mexico and Canada (especially Ontario) that you can’t just pick up and move somewhere else, which would likely slow or even stop auto manufacturing in the US for a time.”
If the tariffs on either Canada or Mexico stay in place for an extended period, the effects will soon become clear, said Hamish Woodrow, head of strategic analytics at Motive, a fleet management and operations platform. “Ultimately, the burden of these tariffs will fall on U.S. consumers and retailers. Prices will rise, and businesses will pass along costs as they navigate increased expenses and uncertainty,” Woodrow said.
But in the meantime, companies with international supply chains are quickly making contingency plans for any of the possible outcomes. “The immediate impact of tariffs on trucking, freight, and supply chains will be muted. Goods already en route, shipments six weeks out on the water, and landed inventory will continue to flow, meaning the real disruption will be felt in Q2 as businesses adjust to the new reality,” Woodrow said.
“By the end of the day, companies will be deploying mitigation strategies—many will delay inventory shipments to later in the year, waiting to see if the policy shifts or exemptions are introduced. Those who preloaded inventory will likely adopt a wait-and-see approach, holding off on further adjustments until the market reacts. In the short term, sourcing alternatives are limited, forcing supply chains to pause and reassess long-term investments while monitoring policy developments,” said Woodrow.
Editor's note: This story was revised on February 3 to add input from BSI and Motive.
Businesses dependent on ocean freight are facing shipping delays due to volatile conditions, as the global average trip for ocean shipments climbed to 68 days in the fourth quarter compared to 60 days for that same quarter a year ago, counting time elapsed from initial booking to clearing the gate at the final port, according to E2open.
Those extended transit times and booking delays are the ripple effects of ongoing turmoil at key ports that is being caused by geopolitical tensions, labor shortages, and port congestion, Dallas-based E2open said in its quarterly “Ocean Shipping Index” report.
The most significant contributor to the year-over-year (YoY) increase is actual transit time, alongside extraordinary volatility that has created a complex landscape for businesses dependent on ocean freight, the report found.
"Economic headwinds, geopolitical turbulence and uncertain trade routes are creating unprecedented disruptions within the ocean shipping industry. From continued Red Sea diversions to port congestion and labor unrest, businesses face a complex landscape of obstacles, all while grappling with possibility of new U.S. tariffs," Pawan Joshi, chief strategy officer (CSO) at e2open, said in a release. "We can expect these ongoing issues will be exacerbated by the Lunar New Year holiday, as businesses relying on Asian suppliers often rush to place orders, adding strain to their supply chains.”
Lunar New Year this year runs from January 29 to February 8, and often leads to supply chain disruptions as massive worker travel patterns across Asia leads to closed factories and reduced port capacity.
That changing landscape is forcing companies to adapt or replace their traditional approaches to product design and production. Specifically, many are changing the way they run factories by optimizing supply chains, increasing sustainability, and integrating after-sales services into their business models.
“North American manufacturers have embraced the factory of the future. Working with service providers, many companies are using AI and the cloud to make production systems more efficient and resilient,” Bob Krohn, partner at ISG, said in the “2024 ISG Provider Lens Manufacturing Industry Services and Solutions report for North America.”
To get there, companies in the region are aggressively investing in digital technologies, especially AI and ML, for product design and production, ISG says. Under pressure to bring new products to market faster, manufacturers are using AI-enabled tools for more efficient design and rapid prototyping. And generative AI platforms are already in use at some companies, streamlining product design and engineering.
At the same time, North American manufacturers are seeking to increase both revenue and customer satisfaction by introducing services alongside or instead of traditional products, the report says. That includes implementing business models that may include offering subscription, pay-per-use, and asset-as-a-service options. And they hope to extend product life cycles through an increasing focus on after-sales servicing, repairs. and condition monitoring.
Additional benefits of manufacturers’ increased focus on tech include better handling of cybersecurity threats and data privacy regulations. It also helps build improved resilience to cope with supply chain disruptions by adopting cloud-based supply chain management, advanced analytics, real-time IoT tracking, and AI-enabled optimization.
“The changes of the past several years have spurred manufacturers into action,” Jan Erik Aase, partner and global leader, ISG Provider Lens Research, said in a release. “Digital transformation and a culture of continuous improvement can position them for long-term success.”
Women are significantly underrepresented in the global transport sector workforce, comprising only 12% of transportation and storage workers worldwide as they face hurdles such as unfavorable workplace policies and significant gender gaps in operational, technical and leadership roles, a study from the World Bank Group shows.
This underrepresentation limits diverse perspectives in service design and decision-making, negatively affects businesses and undermines economic growth, according to the report, “Addressing Barriers to Women’s Participation in Transport.” The paper—which covers global trends and provides in-depth analysis of the women’s role in the transport sector in Europe and Central Asia (ECA) and Middle East and North Africa (MENA)—was prepared jointly by the World Bank Group, the Asian Development Bank (ADB), the German Agency for International Cooperation (GIZ), the European Investment Bank (EIB), and the International Transport Forum (ITF).
The slim proportion of women in the sector comes at a cost, since increasing female participation and leadership can drive innovation, enhance team performance, and improve service delivery for diverse users, while boosting GDP and addressing critical labor shortages, researchers said.
To drive solutions, the researchers today unveiled the Women in Transport (WiT) Network, which is designed to bring together transport stakeholders dedicated to empowering women across all facets and levels of the transport sector, and to serve as a forum for networking, recruitment, information exchange, training, and mentorship opportunities for women.
Initially, the WiT network will cover only the Europe and Central Asia and the Middle East and North Africa regions, but it is expected to gradually expand into a global initiative.
“When transport services are inclusive, economies thrive. Yet, as this joint report and our work at the EIB reveal, few transport companies fully leverage policies to better attract, retain and promote women,” Laura Piovesan, the European Investment Bank (EIB)’s Director General of the Projects Directorate, said in a release. “The Women in Transport Network enables us to unite efforts and scale impactful solutions - benefiting women, employers, communities and the climate.”