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.
Congestion on U.S. highways is costing the trucking industry big, according to research from the American Transportation Research Institute (ATRI), released today.
The group found that traffic congestion on U.S. highways added $108.8 billion in costs to the trucking industry in 2022, a record high. The information comes from ATRI’s Cost of Congestion study, which is part of the organization’s ongoing highway performance measurement research.
Total hours of congestion fell slightly compared to 2021 due to softening freight market conditions, but the cost of operating a truck increased at a much higher rate, according to the research. As a result, the overall cost of congestion increased by 15% year-over-year—a level equivalent to more than 430,000 commercial truck drivers sitting idle for one work year and an average cost of $7,588 for every registered combination truck.
The analysis also identified metropolitan delays and related impacts, showing that the top 10 most-congested states each experienced added costs of more than $8 billion. That list was led by Texas, at $9.17 billion in added costs; California, at $8.77 billion; and Florida, $8.44 billion. Rounding out the top 10 list were New York, Georgia, New Jersey, Illinois, Pennsylvania, Louisiana, and Tennessee. Combined, the top 10 states account for more than half of the trucking industry’s congestion costs nationwide—52%, according to the research.
The metro areas with the highest congestion costs include New York City, $6.68 billion; Miami, $3.2 billion; and Chicago, $3.14 billion.
ATRI’s analysis also found that the trucking industry wasted more than 6.4 billion gallons of diesel fuel in 2022 due to congestion, resulting in additional fuel costs of $32.1 billion.
ATRI used a combination of data sources, including its truck GPS database and Operational Costs study benchmarks, to calculate the impacts of trucking delays on major U.S. roadways.
There’s a photo from 1971 that John Kent, professor of supply chain management at the University of Arkansas, likes to show. It’s of a shaggy-haired 18-year-old named Glenn Cowan grinning at three-time world table tennis champion Zhuang Zedong, while holding a silk tapestry Zhuang had just given him. Cowan was a member of the U.S. table tennis team who participated in the 1971 World Table Tennis Championships in Nagoya, Japan. Story has it that one morning, he overslept and missed his bus to the tournament and had to hitch a ride with the Chinese national team and met and connected with Zhuang.
Cowan and Zhuang’s interaction led to an invitation for the U.S. team to visit China. At the time, the two countries were just beginning to emerge from a 20-year period of decidedly frosty relations, strict travel bans, and trade restrictions. The highly publicized trip signaled a willingness on both sides to renew relations and launched the term “pingpong diplomacy.”
Kent, who is a senior fellow at the George H. W. Bush Foundation for U.S.-China Relations, believes the photograph is a good reminder that some 50-odd years ago, the economies of the United States and China were not as tightly interwoven as they are today. At the time, the Nixon administration was looking to form closer political and economic ties between the two countries in hopes of reducing chances of future conflict (and to weaken alliances among Communist countries).
The signals coming out of Washington and Beijing are now, of course, much different than they were in the early 1970s. Instead of advocating for better relations, political rhetoric focuses on the need for the U.S. to “decouple” from China. Both Republicans and Democrats have warned that the U.S. economy is too dependent on goods manufactured in China. They see this dependency as a threat to economic strength, American jobs, supply chain resiliency, and national security.
Supply chain professionals, however, know that extricating ourselves from our reliance on Chinese manufacturing is easier said than done. Many pundits push for a “China + 1” strategy, where companies diversify their manufacturing and sourcing options beyond China. But in reality, that “plus one” is often a Chinese company operating in a different country or a non-Chinese manufacturer that is still heavily dependent on material or subcomponents made in China.
This is the problem when supply chain decisions are made on a global scale without input from supply chain professionals. In an article in the Arkansas Democrat-Gazette, Kent argues that, “The discussions on supply chains mainly take place between government officials who typically bring many other competing issues and agendas to the table. Corporate entities—the individuals and companies directly impacted by supply chains—tend to be under-represented in the conversation.”
Kent is a proponent of what he calls “supply chain diplomacy,” where experts from academia and industry from the U.S. and China work collaboratively to create better, more efficient global supply chains. Take, for example, the “Peace Beans” project that Kent is involved with. This project, jointly formed by Zhejiang University and the Bush China Foundation, proposes balancing supply chains by exporting soybeans from Arkansas to tofu producers in China’s Yunnan province, and, in return, importing coffee beans grown in Yunnan to coffee roasters in Arkansas. Kent believes the operation could even use the same transportation equipment.
The benefits of working collaboratively—instead of continuing to build friction in the supply chain through tariffs and adversarial relationships—are numerous, according to Kent and his colleagues. They believe it would be much better if the two major world economies worked together on issues like global inflation, climate change, and artificial intelligence.
And such relations could play a significant role in strengthening world peace, particularly in light of ongoing tensions over Taiwan. Because, as Kent writes, “The 19th-century idea that ‘When goods don’t cross borders, soldiers will’ is as true today as ever. Perhaps more so.”
Hyster-Yale Materials Handling today announced its plans to fulfill the domestic manufacturing requirements of the Build America, Buy America (BABA) Act for certain portions of its lineup of forklift trucks and container handling equipment.
That means the Greenville, North Carolina-based company now plans to expand its existing American manufacturing with a targeted set of high-capacity models, including electric options, that align with the needs of infrastructure projects subject to BABA requirements. The company’s plans include determining the optimal production location in the United States, strategically expanding sourcing agreements to meet local material requirements, and further developing electric power options for high-capacity equipment.
As a part of the 2021 Infrastructure Investment and Jobs Act, the BABA Act aims to increase the use of American-made materials in federally funded infrastructure projects across the U.S., Hyster-Yale says. It was enacted as part of a broader effort to boost domestic manufacturing and economic growth, and mandates that federal dollars allocated to infrastructure – such as roads, bridges, ports and public transit systems – must prioritize materials produced in the USA, including critical items like steel, iron and various construction materials.
Hyster-Yale’s footprint in the U.S. is spread across 10 locations, including three manufacturing facilities.
“Our leadership is fully invested in meeting the needs of businesses that require BABA-compliant material handling solutions,” Tony Salgado, Hyster-Yale’s chief operating officer, said in a release. “We are working to partner with our key domestic suppliers, as well as identifying how best to leverage our own American manufacturing footprint to deliver a competitive solution for our customers and stakeholders. But beyond mere compliance, and in line with the many areas of our business where we are evolving to better support our customers, our commitment remains steadfast. We are dedicated to delivering industry-leading standards in design, durability and performance — qualities that have become synonymous with our brands worldwide and that our customers have come to rely on and expect.”
In a separate move, the U.S. Environmental Protection Agency (EPA) also gave its approval for the state to advance its Heavy-Duty Omnibus Rule, which is crafted to significantly reduce smog-forming nitrogen oxide (NOx) emissions from new heavy-duty, diesel-powered trucks.
Both rules are intended to deliver health benefits to California citizens affected by vehicle pollution, according to the environmental group Earthjustice. If the state gets federal approval for the final steps to become law, the rules mean that cars on the road in California will largely be zero-emissions a generation from now in the 2050s, accounting for the average vehicle lifespan of vehicles with internal combustion engine (ICE) power sold before that 2035 date.
“This might read like checking a bureaucratic box, but EPA’s approval is a critical step forward in protecting our lungs from pollution and our wallets from the expenses of combustion fuels,” Paul Cort, director of Earthjustice’s Right To Zero campaign, said in a release. “The gradual shift in car sales to zero-emissions models will cut smog and household costs while growing California’s clean energy workforce. Cutting truck pollution will help clear our skies of smog. EPA should now approve the remaining authorization requests from California to allow the state to clean its air and protect its residents.”
However, the truck drivers' industry group Owner-Operator Independent Drivers Association (OOIDA) pushed back against the federal decision allowing the Omnibus Low-NOx rule to advance. "The Omnibus Low-NOx waiver for California calls into question the policymaking process under the Biden administration's EPA. Purposefully injecting uncertainty into a $588 billion American industry is bad for our economy and makes no meaningful progress towards purported environmental goals," (OOIDA) President Todd Spencer said in a release. "EPA's credibility outside of radical environmental circles would have been better served by working with regulated industries rather than ramming through last-minute special interest favors. We look forward to working with the Trump administration's EPA in good faith towards achievable environmental outcomes.”
Editor's note:This article was revised on December 18 to add reaction from OOIDA.
A Canadian startup that provides AI-powered logistics solutions has gained $5.5 million in seed funding to support its concept of creating a digital platform for global trade, according to Toronto-based Starboard.
The round was led by Eclipse, with participation from previous backers Garuda Ventures and Everywhere Ventures. The firm says it will use its new backing to expand its engineering team in Toronto and accelerate its AI-driven product development to simplify supply chain complexities.
According to Starboard, the logistics industry is under immense pressure to adapt to the growing complexity of global trade, which has hit recent hurdles such as the strike at U.S. east and gulf coast ports. That situation calls for innovative solutions to streamline operations and reduce costs for operators.
As a potential solution, Starboard offers its flagship product, which it defines as an AI-based transportation management system (TMS) and rate management system that helps mid-sized freight forwarders operate more efficiently and win more business. More broadly, Starboard says it is building the virtual infrastructure for global trade, allowing freight companies to leverage AI and machine learning to optimize operations such as processing shipments in real time, reconciling invoices, and following up on payments.
"This investment is a pivotal step in our mission to unlock the power of AI for our customers," said Sumeet Trehan, Co-Founder and CEO of Starboard. "Global trade has long been plagued by inefficiencies that drive up costs and reduce competitiveness. Our platform is designed to empower SMB freight forwarders—the backbone of more than $20 trillion in global trade and $1 trillion in logistics spend—with the tools they need to thrive in this complex ecosystem."