The case for agility: interview with Dr. Daniel Pellathy
It’s not always easy to sell top management on the benefits of supply chain agility, says Dan Pellathy. But making the investment now will pay big dividends later.
David Maloney has been a journalist for more than 35 years and is currently the group editorial director for DC Velocity and Supply Chain Quarterly magazines. In this role, he is responsible for the editorial content of both brands of Agile Business Media. Dave joined DC Velocity in April of 2004. Prior to that, he was a senior editor for Modern Materials Handling magazine. Dave also has extensive experience as a broadcast journalist. Before writing for supply chain publications, he was a journalist, television producer and director in Pittsburgh. Dave combines a background of reporting on logistics with his video production experience to bring new opportunities to DC Velocity readers, including web videos highlighting top distribution and logistics facilities, webcasts and other cross-media projects. He continues to live and work in the Pittsburgh area.
The lean, clockwork-like supply chains of the past revealed their weaknesses during the past year. Though they had worked well for a long time, it became clear they lacked the ability to respond quickly to changes, opportunities, and the many global threats we now face, including an ongoing pandemic, war in Ukraine, China shutdowns, and overall economic uncertainty. This perfect storm of disruptors has led many to rethink lean supply chains in favor of more resilient and agile networks. But how do companies get there?
Pellathy teaches supply chain and operations management at the graduate and undergraduate level at Grand Valley State in Michigan, and actively consults with companies on supply chain agility, organizational alignment, supply chain risk, and end-to-end operational excellence. His research has been published in academic journals and The Wall Street Journal. Pellathy, who holds a Ph.D. in supply chain management from the University of Tennessee-Knoxville, recently spoke with Group Editorial Director David Maloney on an episode of DC Velocity’s“Logistics Matters” podcast. What follows are excerpts from their conversation.
Q: Could you tell us about the origins of the research?
A: The research originated out of the University of Tennessee’s Global Supply Chain Institute. It is a collaborative study with other academics as well as a number of industry sponsors. We have been working on this now for two years and have had well over 20 conversations with senior supply chain executives and other senior leaders from companies across a number of different areas, so it has been a really rich conversation.
Q: How do you define “supply chain agility”?
A: Supply chain agility reflects how quickly a company can adjust operations to avoid disruptions while at the same time capitalizing on opportunities in a changing environment.
Agility means more than just mitigating the downside effects of a problem after it has occurred. Instead, it means proactively investing in internal capabilities and external relationships so as to provide alternatives to managers who are facing a highly uncertain environment. Agility should be less about accurately predicting a particular risk event and more about building response capabilities.
Q: Every company wants a supply chain that’s agile, but what is the reality in the market? Are their supply chains as resilient as they should be?
A: That is a great question. We went into this research thinking we were going to find best practices in supply chain agility, but very quickly we realized that that was not going to be the case. Instead, we found that companies were very uneven in their thinking and their activities as it relates to agility.
Some companies were just starting their journey and facing a lot of the barriers that we identify in the research. Other companies were doing some really innovative things, but even in those more innovative companies, the thinking across functional areas and at different levels of the organization was quite mixed. I would say that supply chain agility is definitely a topic of conversation in organizations, and now is the time for supply chain managers to make the case for investing in agility.
Q: What questions should companies be asking themselves about their agility?
A: Leadership teams need to ask themselves some tough questions as they start to dig into supply chain agility. That includes questions like: Is our organization focused on incremental cost reductions but at the same time missing opportunities to engage the market? Does our organization put up barriers to investing in supply chain agility? That might include using valuation methods that are based on net-present value and other kinds of valuation techniques that are biased against agility projects.
Also, is our organization able to identify target areas for investments? I think these questions help companies expose some of the structural barriers that may be hindering improvements in agility.
Then at a more systematic level, leadership teams can use supply chain audits by external experts or self-assessment tools like the one in our white paper to judge where they are in their agility journey and think about different areas where they can start to make investments.
Q: For companies long accustomed to running lean supply chains, investments in agility can be a tough sell. How do you pitch the idea to upper management?
A: I think you have hit on the biggest challenge managers face when talking about agility. Too often, companies view investments in supply chain agility simply as expenses, and managers are penalized for increasing costs if those investments don’t yield an immediate return. But what that approach doesn’t capture is that there are losses that companies face from disruptions, which are significant.
More importantly, traditional methods of valuation don’t capture missed opportunities that come about with market changes that the companies are not prepared to capitalize on because they haven’t made the agility investments in advance.
The key problem here is that supply chain leaders have been approaching agility with the wrong set of tools. Traditional budgeting techniques—like payback period, the internal rate of return, or net-present value—typically translate uncertainty in the environment into more aggressive discount rates while ignoring managers’ ability to positively influence outcomes after investment. So that results in viable projects getting shelved due to overly pessimistic valuations.
We talk a lot in our research about how managers need to expand the toolkit they use to value agility investments.
Q: Since we are talking about return on investment, what do companies typically consider an acceptable ROI for their agility investments?
A: That is a great question, but there, too, there is a lot of diversity across companies that we’ve talked to in terms of what their target ROI is. We would even suggest that ROI may not be the appropriate investment metric for agility projects. I would say more broadly that companies need to flip the script on how they think about investing in agility.
The central questions need to be how much agility is appropriate given the dynamics of our market, and then what investments do we need to make in order to create that level of agility. These are really strategic questions related to the overarching goals of the company. To answer them, companies need to continuously work at scanning their environment, making seed investments, and building flexibility.
However, in most companies, supply chain managers are under intense pressure to justify any agility investment with an immediate return. That really puts pressure on managers. As I mentioned, these pressures are often driven by an internal rate of return or traditional budget techniques that simply assume an average expected cash flow over the life of a project.
But in a dynamic environment, that assumption doesn’t make sense. It also doesn’t take into account managers’ abilities to make follow-on decisions that could improve the return outlook for the investment after an initial investment has been made. It is a complex problem—one that takes a lot of work and a lot of collaboration across functional areas.
Q: What are some of the common barriers to agility?
A: After two years of talking with executives, we’ve concluded that there really are three main areas where companies struggle when it comes to supply chain agility. The first is how to think about supply chain agility. That really means basically defining “agility” for your company and establishing what we call an “agility mindset” in your team.
The second is how to make the business case for internal stakeholders, and that includes some of the challenges I mentioned earlier with conducting the valuation.
The third is how to develop agile relationships with external stakeholders. Companies really need to be thinking about their end-to-end supply chain as they invest in agility. Focusing exclusively on what’s going on within your four walls is not going to be enough.
Q: Your research identifies three categories of agility investments: digital, physical, and process agility. Could you briefly describe what each means?
A: Absolutely. For any particular company, supply chain agility is going to require some combination of investments across those areas, with the right mix depending on the company strategy and how the operating environment looks.
Under digital agility, the real opportunity areas for investment include data integrity, visibility tools, cognitive analytics, human resource skills, and fast information flows that are going to facilitate quick decision cycles.
With physical agility, we are talking more about flexible physical capacity, automation, strategic working capital, inventory investments, product simplification, and SKU rationalization.
Finally, process agility covers cross-functional alignment and really focusing on cycle-time compression and then supplier and leadtime compression. Overarching all that is the imperative of building an agility mindset, a culture of agility, a culture of risk-taking, and understanding these investments in agility in terms of a risk/reward framework.
Q: How should companies start their journey?
A: I am a big believer in getting straight on what a company is trying to achieve before going out and starting new projects. Investments, again, need to be seen as true investments, not just expenses. Those investments have payoff probabilities. They impose opportunity costs. They can fluctuate in value relative to environmental conditions, which means those are the kinds of things that need to drive the conversation.
The investments in supply chain agility should focus on holistic solutions for matching supply and demand, and should therefore be evaluated against company performance. When you have that understanding as a foundation for discussions about agility, then companies can really move forward on deciding which of the investment areas to target for maximum gain.
Editor’s note: The white paper mentioned in this article, Understanding and Valuing the Impact of Agility in Your Supply Chain, is available on the Global Supply Chain Institute’s website. You can download a free copy here.
Container traffic is finally back to typical levels at the port of Montreal, two months after dockworkers returned to work following a strike, port officials said Thursday.
Today that arbitration continues as the two sides work to forge a new contract. And port leaders with the Maritime Employers Association (MEA) are reminding workers represented by the Canadian Union of Public Employees (CUPE) that the CIRB decision “rules out any pressure tactics affecting operations until the next collective agreement expires.”
The Port of Montreal alone said it had to manage a backlog of about 13,350 twenty-foot equivalent units (TEUs) on the ground, as well as 28,000 feet of freight cars headed for export.
Port leaders this week said they had now completed that task. “Two months after operations fully resumed at the Port of Montreal, as directed by the Canada Industrial Relations Board, the Montreal Port Authority (MPA) is pleased to announce that all port activities are now completely back to normal. Both the impact of the labour dispute and the subsequent resumption of activities required concerted efforts on the part of all port partners to get things back to normal as quickly as possible, even over the holiday season,” the port said in a release.
The “2024 Year in Review” report lists the various transportation delays, freight volume restrictions, and infrastructure repair costs of a long string of events. Those disruptions include labor strikes at Canadian ports and postal sites, the U.S. East and Gulf coast port strike; hurricanes Helene, Francine, and Milton; the Francis Scott key Bridge collapse in Baltimore Harbor; the CrowdStrike cyber attack; and Red Sea missile attacks on passing cargo ships.
“While 2024 was characterized by frequent and overlapping disruptions that exposed many supply chain vulnerabilities, it was also a year of resilience,” the Project44 report said. “From labor strikes and natural disasters to geopolitical tensions, each event served as a critical learning opportunity, underscoring the necessity for robust contingency planning, effective labor relations, and durable infrastructure. As supply chains continue to evolve, the lessons learned this past year highlight the increased importance of proactive measures and collaborative efforts. These strategies are essential to fostering stability and adaptability in a world where unpredictability is becoming the norm.”
In addition to tallying the supply chain impact of those events, the report also made four broad predictions for trends in 2025 that may affect logistics operations. In Project44’s analysis, they include:
More technology and automation will be introduced into supply chains, particularly ports. This will help make operations more efficient but also increase the risk of cybersecurity attacks and service interruptions due to glitches and bugs. This could also add tensions among the labor pool and unions, who do not want jobs to be replaced with automation.
The new administration in the United States introduces a lot of uncertainty, with talks of major tariffs for numerous countries as well as talks of US freight getting preferential treatment through the Panama Canal. If these things do come to fruition, expect to see shifts in global trade patterns and sourcing.
Natural disasters will continue to become more frequent and more severe, as exhibited by the wildfires in Los Angeles and the winter storms throughout the southern states in the U.S. As a result, expect companies to invest more heavily in sustainability to mitigate climate change.
The peace treaty announced on Wednesday between Isael and Hamas in the Middle East could support increased freight volumes returning to the Suez Canal as political crisis in the area are resolved.
The French transportation visibility provider Shippeo today said it has raised $30 million in financial backing, saying the money will support its accelerated expansion across North America and APAC, while driving enhancements to its “Real-Time Transportation Visibility Platform” product.
The funding round was led by Woven Capital, Toyota’s growth fund, with participation from existing investors: Battery Ventures, Partech, NGP Capital, Bpifrance Digital Venture, LFX Venture Partners, Shift4Good and Yamaha Motor Ventures. With this round, Shippeo’s total funding exceeds $140 million.
Shippeo says it offers real-time shipment tracking across all transport modes, helping companies create sustainable, resilient supply chains. Its platform enables users to reduce logistics-related carbon emissions by making informed trade-offs between modes and carriers based on carbon footprint data.
"Global supply chains are facing unprecedented complexity, and real-time transport visibility is essential for building resilience” Prashant Bothra, Principal at Woven Capital, who is joining the Shippeo board, said in a release. “Shippeo’s platform empowers businesses to proactively address disruptions by transforming fragmented operations into streamlined, data-driven processes across all transport modes, offering precise tracking and predictive ETAs at scale—capabilities that would be resource-intensive to develop in-house. We are excited to support Shippeo’s journey to accelerate digitization while enhancing cost efficiency, planning accuracy, and customer experience across the supply chain.”
Donald Trump has been clear that he plans to hit the ground running after his inauguration on January 20, launching ambitious plans that could have significant repercussions for global supply chains.
As Mark Baxa, CSCMP president and CEO, says in the executive forward to the white paper, the incoming Trump Administration and a majority Republican congress are “poised to reshape trade policies, regulatory frameworks, and the very fabric of how we approach global commerce.”
The paper is written by import/export expert Thomas Cook, managing director for Blue Tiger International, a U.S.-based supply chain management consulting company that focuses on international trade. Cook is the former CEO of American River International in New York and Apex Global Logistics Supply Chain Operation in Los Angeles and has written 19 books on global trade.
In the paper, Cook, of course, takes a close look at tariff implications and new trade deals, emphasizing that Trump will seek revisions that will favor U.S. businesses and encourage manufacturing to return to the U.S. The paper, however, also looks beyond global trade to addresses topics such as Trump’s tougher stance on immigration and the possibility of mass deportations, greater support of Israel in the Middle East, proposals for increased energy production and mining, and intent to end the war in the Ukraine.
In general, Cook believes that many of the administration’s new policies will be beneficial to the overall economy. He does warn, however, that some policies will be disruptive and add risk and cost to global supply chains.
In light of those risks and possible disruptions, Cook’s paper offers 14 recommendations. Some of which include:
Create a team responsible for studying the changes Trump will introduce when he takes office;
Attend trade shows and make connections with vendors, suppliers, and service providers who can help you navigate those changes;
Consider becoming C-TPAT (Customs-Trade Partnership Against Terrorism) certified to help mitigate potential import/export issues;
Adopt a risk management mindset and shift from focusing on lowest cost to best value for your spend;
Increase collaboration with internal and external partners;
Expect warehousing costs to rise in the short term as companies look to bring in foreign-made goods ahead of tariffs;
Expect greater scrutiny from U.S. Customs and Border Patrol of origin statements for imports in recognition of attempts by some Chinese manufacturers to evade U.S. import policies;
Reduce dependency on China for sourcing; and
Consider manufacturing and/or sourcing in the United States.
Cook advises readers to expect a loosening up of regulations and a reduction in government under Trump. He warns that while some world leaders will look to work with Trump, others will take more of a defiant stance. As a result, companies should expect to see retaliatory tariffs and duties on exports.
Cook concludes by offering advice to the incoming administration, including being sensitive to the effect retaliatory tariffs can have on American exports, working on federal debt reduction, and considering promoting free trade zones. He also proposes an ambitious water works program through the Army Corps of Engineers.
ReposiTrak, a global food traceability network operator, will partner with Upshop, a provider of store operations technology for food retailers, to create an end-to-end grocery traceability solution that reaches from the supply chain to the retail store, the firms said today.
The partnership creates a data connection between suppliers and the retail store. It works by integrating Salt Lake City-based ReposiTrak’s network of thousands of suppliers and their traceability shipment data with Austin, Texas-based Upshop’s network of more than 450 retailers and their retail stores.
That accomplishment is important because it will allow food sector trading partners to meet the U.S. FDA’s Food Safety Modernization Act Section 204d (FSMA 204) requirements that they must create and store complete traceability records for certain foods.
And according to ReposiTrak and Upshop, the traceability solution may also unlock potential business benefits. It could do that by creating margin and growth opportunities in stores by connecting supply chain data with store data, thus allowing users to optimize inventory, labor, and customer experience management automation.
"Traceability requires data from the supply chain and – importantly – confirmation at the retail store that the proper and accurate lot code data from each shipment has been captured when the product is received. The missing piece for us has been the supply chain data. ReposiTrak is the leader in capturing and managing supply chain data, starting at the suppliers. Together, we can deliver a single, comprehensive traceability solution," Mark Hawthorne, chief innovation and strategy officer at Upshop, said in a release.
"Once the data is flowing the benefits are compounding. Traceability data can be used to improve food safety, reduce invoice discrepancies, and identify ways to reduce waste and improve efficiencies throughout the store,” Hawthorne said.
Under FSMA 204, retailers are required by law to track Key Data Elements (KDEs) to the store-level for every shipment containing high-risk food items from the Food Traceability List (FTL). ReposiTrak and Upshop say that major industry retailers have made public commitments to traceability, announcing programs that require more traceability data for all food product on a faster timeline. The efforts of those retailers have activated the industry, motivating others to institute traceability programs now, ahead of the FDA’s enforcement deadline of January 20, 2026.