Reverse supply chain management and closed-loop recycling reintroduce reusable parts and materials into the forward supply chain. Manufacturers, consumers, and even the planet can benefit from this practice.
Today's accelerated pace of innovation is a double-edged sword. While it has led to an unprecedented proliferation of technological devices—a boon for consumers—it is creating a serious problem for manufacturers. A combination of demand-related challenges, including fluctuations in the supply and price of raw materials, such as rare earth; an increase in labor costs in places like China; rising distribution costs; and the increasingly high standard for aftermarket services for electronics and consumer devices are all factors in the worldwide increase in manufacturing and supply chain costs as well as in the consumption of labor and materials.
This bottleneck of materials, labor, and costs is becoming a crisis on a global scale. It requires action on the part of manufacturers of consumer electronics, telecommunication equipment, computers, and other high-tech products. But it also represents an opportunity for them to innovate within their logistics and supply chain processes.
One way that electronics and high-tech original equipment manufacturers (OEMs) can do that is through a new, proactive approach to both post-industrial and post-consumer recycling known as reverse supply chain management (RSCM). RSCM employs closed-loop recycling to recover and reintroduce reusable materials—specifically, manufactured parts and components—into the forward supply chain. RSCM is changing how OEMs use and reuse obsolete and older technology in a way that is not only good for business, but also good for the planet.
What is RSCM?
Just five years ago, an electronic or high-tech product that had reached the end of its lifespan was automatically disposed of through conventional recycling methods. These methods, called "cradle-to-grave" or "downcycling," degrade the quality of materials over time and eventually result in waste. While effective for returning technology to its raw material state, this process is taxing on the environment and can be very costly.
Rather than return devices directly to their raw material state, electronics and high-tech manufacturers can consider adopting reverse supply chain management. A major component of this strategy is closed-loop recycling, which reduces the demand for raw materials for producing a new product by using materials harvested from end-of-life assets and/or surplus inventory, and then strategically introducing them into the forward supply chain.
There are seven main stages in the product lifecycle in a reverse supply chain management program. They include:
Consumer take-back: The first stage in the RSCM process is to use effective methods for collecting products from consumers. One example is a program my company manages for Microsoft Hong Kong, where consumers can trade in mobile phones, laptops, game consoles, and tablets for coupons they can apply toward the purchase of new products through Microsoft's online store.
Reverse logistics: This involves optimizing and increasing the efficiency of aftermarket processes for a device, such as pickup, collection, transportation, and warehousing.
Data sanitization: At this stage of the reverse supply chain, the irretrievable or permanent data erasure, degaussing (demagnetizing the data-storage chip and hard drive), and physical destruction of data occur both onsite and offsite. Removing data safely and securely is a critical step that protects the primary user's privacy and data security.
Testing and sorting: Components are tested to determine their value for reuse and/or repair, including (if necessary) for use in the remanufacturing process, then are classified accordingly.
Parts harvesting and repurposing: Parts harvesting involves removing usable or repairable parts and components from an end-of-life product. Repurposing refers to using a part or component in a different application than its original use. One example of the latter would be using the liquid crystal diode (LCD) module harvested from a tablet computer to make the touch-panel control of a home entertainment system. Such transferable components can be reprogrammed so that they can have a second life in alternative applications. Making the right decisions about parts harvesting and component-level reuse and repurposing requires a high level of product knowledge and technical sophistication.
Remarketing and resale: Remarketing refers to bringing new or refurbished products or devices built with harvested components to market. Remanufactured parts, however, can either go back into the OEM's original forward manufacturing supply chain or they can be resold in another market.
Recycling and reclamation: The final stage returns components and devices to their raw material state, but only if they cannot be further repurposed or reused as per the previous steps of the RSCM product lifecycle.
Making the right decisions about parts harvesting and repurposing requires a high level of product knowledge and technical sophistication.
Benefits of RSCM and closed-loop recycling
The purpose of reverse supply chain management is similar to that of other recycling initiatives: to save money, reduce waste, and improve the environment. But the benefits to be gained through closed-loop recycling often can extend far beyond those associated with traditional approaches. Here are some of the most important ones:
Environmental. Electronic devices are an integral part of society today, from personal to professional to enterprise applications. However, when it comes to disposing of the waste they generate in a manner that minimizes environmental damage, the world still has a long way to go. According to the most recent U.S. Environmental Protection Agency (EPA) report on electronics waste management, by 2009 approximately 438 million electronic products had been sold and over 2 million short tons of electronic products were ready for end-of-life management in the United States alone.1These numbers have surely increased with the boom in personal and enterprise technology industries in the major emerging and mature markets around the world.
There are limited processes available for OEMs, historically speaking, when it comes to dealing with post-consumer and post-industrial recycling of electronic devices. None of the traditional recycling measures, including selling to less-developed markets to recover value and minimize e-waste, is very efficient. Because they are not closing the loop, reuse of materials is not reaching its maximum potential, and a lot of energy and money are wasted on processing them.
Closed-loop RSCM addresses some of those shortcomings. For one thing, it reduces the carbon footprint of manufacturing through the recovery, reuse, and remanufacturing (3R) of end-of-life technology and its components. Reusing the LCD module from a tablet, for example, may reduce the carbon footprint generated by the entire product by as much as 70 percent. For another, it reduces supply chain costs for OEMs, which can be passed on to consumers.
Commercial. End-of-life technology does not have to be a burden on an OEM's bottom line. By harvesting parts and components from obsolete assets and excess inventory and injecting them into the manufacturing supply chain of new products, OEMs can simultaneously eliminate waste and reduce manufacturing costs. Moreover, closed-loop recycling can significantly prolong the lifecycle of the bill of materials (BOM) for the device. If parts or a special material (say, a carbon-fiber composite) can be reused in a closed-loop fashion, it will save the costs of making a new-generation device or model of that product.
OEMs are releasing new electronic and high-tech products at a faster rate than at any other time in history. Consequently, older models are reaching their end of life at a much quicker pace than in the past. On average, between 3 and 5 percent of a typical OEM's annual shipment volume becomes obsolete before it is sold or reaches the consumer. This is usually due to production defects, excess parts, and sales forecast inaccuracy. This is not an easy-to-solve problem, but RSCM can help OEMs do better by reducing the cost and carbon footprint as well as recovering more of the value of obsolete products.
Strategic. One trend that is quickly gaining momentum among OEMs that are using closed-loop reverse supply chain management is incentivized post-consumer take-back programs. By leveraging obsolete products through trade-ins and carefully planned reverse supply chain management, OEMs can build relationships with their customers and keep them coming back long after the initial sale transaction.
On average, the typical lifespan of a mobile device can vary between three to five years. Consumers, however, often choose to change or upgrade their products after using them for as little as a year and a half, even if the devices are still highly functional.
If a vendor offers an incentivized take-back program, owners of mobile phones that are about to become obsolete can trade in their phones for credit toward a new model. The volume of upgrades is generally five to 10 times higher than that experienced by programs that do not offer an incentive.
This type of program benefits the OEM in two significant ways. First, it focuses the consumer's attention on devices offered by that particular manufacturer. If consumers can apply the value of the phones they are using today toward the phones they want to use tomorrow, they are far less likely to investigate what other vendors are offering. Second, skillfully executed take-back programs help keep devices out of the unofficial channels that often cannibalize new products and markets, including the emerging markets that are strategically important for the OEM.
Ready for RSCM?
For the past few decades, OEMs based in the United States have had many good reasons to ship the bulk of their manufacturing and related jobs to other countries, especially in the Asia-Pacific (APAC) region. The most compelling reason was that it dramatically reduced costs. But there were other benefits as well, such as less-stringent regulations. The result, a massive supply chain network that they have built around the world, is a triumph of modern globalization.
Now, however, manufacturing is beginning to return to the United States, and that means a part of its supply chain network must also return. It's critical to establish a robust reverse supply chain management infrastructure so that excess, obsolete, and defective parts and products can be handled in a way that is both environmentally friendly and cost effective.
As of today, that infrastructure is not in place because the decades-long exodus of manufacturing rendered it unnecessary. There was not much of a market domestically for repurposing disposed parts and products, and industry has instead focused primarily on raw materials recycling and simple waste management.
This lack of RSCM expertise and capabilities is problematic in several ways, but two are of special importance to manufacturers returning to the United States. The first is that U.S. regulations in the areas of environmental health and safety, recycling, and others that affect manufacturing and product returns are more stringent and more complex than those in the APAC region. The second is that U.S. consumers increasingly want to know what happens to their products after they return them. This is partly out of a desire to hold corporations accountable for their environmental impact, and partly because they are concerned about issues such as data security and privacy.
Electronics and telecom manufacturers that are returning some of their operations to the United States will need to meet the expectations of both regulators and consumers. Regardless of where these OEMs are located, though, they must ensure that products moving through the reverse supply chain are handled and treated according to the same standards around the globe while also complying with local laws and regulations. To achieve those goals, many OEMs work with one or more providers of reverse supply chain management services with global coverage and facilities that maintain the same standards of process quality, security, and compliance.
No matter how a high-tech or electronics OEM may choose to handle its end-of-life products, one thing is clear: correctly managing reverse supply chain management can help it take advantage of those products' residual value to generate a positive financial return and create a sustainable business function instead of just an obligation and liability.
Supply chains are poised for accelerated adoption of mobile robots and drones as those technologies mature and companies focus on implementing artificial intelligence (AI) and automation across their logistics operations.
That’s according to data from Gartner’s Hype Cycle for Mobile Robots and Drones, released this week. The report shows that several mobile robotics technologies will mature over the next two to five years, and also identifies breakthrough and rising technologies set to have an impact further out.
Gartner’s Hype Cycle is a graphical depiction of a common pattern that arises with each new technology or innovation through five phases of maturity and adoption. Chief supply chain officers can use the research to find robotic solutions that meet their needs, according to Gartner.
Gartner, Inc.
The mobile robotic technologies set to mature over the next two to five years are: collaborative in-aisle picking robots, light-cargo delivery robots, autonomous mobile robots (AMRs) for transport, mobile robotic goods-to-person systems, and robotic cube storage systems.
“As organizations look to further improve logistic operations, support automation and augment humans in various jobs, supply chain leaders have turned to mobile robots to support their strategy,” Dwight Klappich, VP analyst and Gartner fellow with the Gartner Supply Chain practice, said in a statement announcing the findings. “Mobile robots are continuing to evolve, becoming more powerful and practical, thus paving the way for continued technology innovation.”
Technologies that are on the rise include autonomous data collection and inspection technologies, which are expected to deliver benefits over the next five to 10 years. These include solutions like indoor-flying drones, which utilize AI-enabled vision or RFID to help with time-consuming inventory management, inspection, and surveillance tasks. The technology can also alleviate safety concerns that arise in warehouses, such as workers counting inventory in hard-to-reach places.
“Automating labor-intensive tasks can provide notable benefits,” Klappich said. “With AI capabilities increasingly embedded in mobile robots and drones, the potential to function unaided and adapt to environments will make it possible to support a growing number of use cases.”
Humanoid robots—which resemble the human body in shape—are among the technologies in the breakthrough stage, meaning that they are expected to have a transformational effect on supply chains, but their mainstream adoption could take 10 years or more.
“For supply chains with high-volume and predictable processes, humanoid robots have the potential to enhance or supplement the supply chain workforce,” Klappich also said. “However, while the pace of innovation is encouraging, the industry is years away from general-purpose humanoid robots being used in more complex retail and industrial environments.”
Even as the e-commerce sector overall continues expanding toward a forecasted 41% of all retail sales by 2027, many small to medium e-commerce companies are struggling to find the investment funding they need to increase sales, according to a sector survey from online capital platform Stenn.
Global geopolitical instability and increasing inflation are causing e-commerce firms to face a liquidity crisis, which means companies may not be able to access the funds they need to grow, Stenn’s survey of 500 senior e-commerce leaders found. The research was conducted by Opinion Matters between August 29 and September 5.
Survey findings include:
61.8% of leaders who sought growth capital did so to invest in advanced technologies, such as AI and machine learning, to improve their businesses.
When asked which resources they wished they had more access to, 63.8% of respondents pointed to growth capital.
Women indicated a stronger need for business operations training (51.2%) and financial planning resources (48.8%) compared to men (30.8% and 15.4%).
40% of business owners are seeking external financial advice and mentorship at least once a week to help with business decisions.
Almost half (49.6%) of respondents are proactively forecasting their business activity 6-18 months ahead.
“As e-commerce continues to grow rapidly, driven by increasing online consumer demand and technological innovation, it’s important to remember that capital constraints and access to growth financing remain persistent hurdles for many e-commerce business leaders especially at small and medium-sized businesses,” Noel Hillman, Chief Commercial Officer at Stenn, said in a release. “In this competitive landscape, ensuring liquidity and optimizing supply chain processes are critical to sustaining growth and scaling operations.”
With six keynote and more than 100 educational sessions, CSCMP EDGE 2024 offered a wealth of content. Here are highlights from just some of the presentations.
A great American story
Author and entrepreneur Fawn Weaver closed out the first day of the conference by telling the little-known story of Nathan “Nearest” Green, who was born into slavery, freed after the Civil War, and went on to become the first master distiller for the Jack Daniel’s Whiskey brand. Through extensive research and interviews with descendants of the Daniel and Green families, Weaver discovered what she describes as a positive American story.
She told the story in her best-selling book, Love & Whiskey: The Remarkable True Story of Jack Daniel, His Master Distiller Nearest Green, and the Improbable Rise of Uncle Nearest. That story also inspired her to create Uncle Nearest Premium Whiskey.
Weaver discussed the barriers she encountered in bringing the brand to life, her vision for where it’s headed, and her take on the supply chain—which she views as both a necessary cost of doing business and an opportunity.
“[It’s] an opportunity if you can move quickly,” she said, pointing to a recent project in which the company was able to fast-track a new Uncle Nearest product thanks to close collaboration with its supply chain partners.
A two-pronged business transformation
We may be living in a world full of technology, but strategy and focus remain the top priorities when it comes to managing a business and its supply chains. So says Roberto Isaias, executive vice president and chief supply chain officer for toy manufacturing and entertainment company Mattel.
Isaias emphasized the point during his keynote on day two of EDGE 2024. He described how Mattel transformed itself amid surging demand for Barbie-branded items following the success of the Barbie movie.
That transformation, according to Isaias, came on two fronts: commercially and logistically. Today, Mattel is steadily moving beyond the toy aisle with two films and 13 TV series in production as well as 14 films and 35 shows in development. And as for those supply chain gains? The company has saved millions, increased productivity, and improved profit margins—even amid cost increases and inflation.
A framework for chasing excellence
Most of the time when CEOs present at an industry conference, they like to talk about their companies’ success stories. Not J.B. Hunt’s Shelley Simpson. Speaking at EDGE, the trucking company’s president and CEO led with a story about a time that the company lost a major customer.
According to Simpson, the company had a customer of their dedicated contract business in 2001 that was consistently making late shipments with no lead time. “We were working like crazy to try to satisfy them, and lost their business,” Simpson said.
When the team at J.B. Hunt later met with the customer’s chief supply chain officer and related all they had been doing, the customer responded, “You never shared everything you were doing for us.”
Out of that experience, came J.B. Hunt’s Customer Value Delivery framework. The framework consists of five steps: 1) understand customer needs, 2) deliver expectations, 3) measure results, 4) communicate performance, and 5) anticipate new value.
Next year’s CSCMP EDGE conference on October 5–8 in National Harbor, Md., promises to have a similarly deep lineup of keynote presentations. Register early at www.cscmpedge.org.
2024 was expected to be a bounce-back year for the logistics industry. We had the pandemic in the rearview mirror, and the economy was proving to be more resilient than expected, defying those prognosticators who believed a recession was imminent.
While most of the economy managed to stabilize in 2024, the logistics industry continued to see disruption and changes in international trade. World events conspired to drive much of the narrative surrounding the flow of goods worldwide. Additionally, a diminished reliance on China as a source for goods reduced some of the international trade flow from that manufacturing hub. Some of this trade diverted to other Asian nations, while nearshoring efforts brought some production back to North America, particularly Mexico.
Meanwhile trucking in the United States continued its 2-year recession, highlighted by weaker demand and excess capacity. Both contributed to a slow year, especially for truckload carriers that comprise about 90% of over-the-road shipments.
Labor issues were also front and center in 2024, as ports and rail companies dealt with threats of strikes, which resulted in new contracts and increased costs. Labor—and often a lack of it—continues to be an ongoing concern in the logistics industry.
In this annual issue, we bring a year-end perspective to these topics and more. Our issue is designed to complement CSCMP’s 35th Annual State of Logistics Report, which was released in June, and includes updates that were presented at the CSCMP EDGE conference held in October. In addition to this overview of the market, we have engaged top industry experts to dig into the status of key logistics sectors.
Hopefully as we move into 2025, logistics markets will build on an improving economy and strong consumer demand, while stabilizing those parts of the industry that could use some adrenaline, such as trucking. By this time next year, we hope to see a full recovery as the market fulfills its promise to deliver the needs of our very connected world.
If you feel like your supply chain has been continuously buffeted by external forces over the last few years and that you are constantly having to adjust your operations to tact through the winds of change, you are not alone.
The Council of Supply Chain Management Professionals’ (CSCMP’s) “35th Annual State of Logistics Report” and the subsequent follow-up presentation at the CSCMP EDGE Annual Conference depict a logistics industry facing intense external stresses, such as geopolitical conflict, severe weather events and climate change, labor action, and inflation. The past 18 months have seen all these factors have an impact on demand for transportation and logistics services as well as capacity, freight rates, and overall costs.
The “State of Logistics Report” is an annual study compiled and authored by a team of analysts from Kearney for CSCMP and supported and sponsored by logistics service provider Penske Logistics. The purpose of the report is to provide a snapshot of the logistics industry by assessing macroeconomic conditions and providing a detailed look at its major subsectors.
One of the key metrics the report has tracked every year since its inception in 1988 is U.S. business logistics costs (USBLC). This year’s report found that U.S. business logistics costs went down in 2023 for the first time since the start of the pandemic. As Figure 1 shows, U.S. business logistics costs for 2023 dropped 11.2% year-over-year to $2.4 trillion, or 8.7% of last year’s $27.4 trillion gross domestic product (GDP).
“This was not unexpected,” said Josh Brogan, Kearney partner and lead author of the report, during a press conference in June announcing the results. “After the initial impacts of COVID were felt in 2020, we saw a steady rise of logistics costs, even in terms of total GDP. What we are seeing now is a reversion more toward the mean.”
This breakdown of U.S. Business Logistics Costs for 2023 shows an across-the-board decline in all transportation costs.
CSCMP's 35th Annual "State of Logistics Report"
As a result, Figure 1 shows an across-the-board decline in transportation costs (except for some administrative costs) for the 2023 calendar year. “What such a chart cannot fully capture about this period is the intensification of certain external stressors on the global economy and its logistical networks,” says the report. “These include a growing geopolitical instability that further complicates investment and policy decisions for business leaders and government officials.”Both the report and the follow-up session at the CSCMP EDGE Conference in October provided a vivid picture of the global instability that logistics providers and shippers are facing. These conditions include (but are not limited to):
An intensification of military conflict, with the Red Sea Crisis being particularly top of mind for companies shipping from Asia to Europe or to the eastern part of North America;
Continued fragmentation of global trade, as evidenced by the deepening rift between China and the United States;
Climate change and severe weather events, such as the drought in Panama, which lowered water levels in the Panama Canal, and the two massive hurricanes that ripped through the Southeastern United States;
Labor disputes, such as the three-day port strike which stopped operations at ports along the East and Gulf Coasts of the United States in October; and
Persistent inflation (despite some recent improvement in the United States) and muted global economic growth.
At the same time that the logistics market was dealing with these external factors, it was also facing sluggish freight demand and an ongoing excess of capacity. These twin dynamics have contributed to continued low cargo rates through 2024.
“For 2024, I foresee a generally flat USBLC as a percentage of GDP,” says Brogan. “We did see increases in air and ocean costs in preparation for the East Coast port strike but overall, road freight is down. I think this will balance out with the relatively low level of inflation seen in the general economy.”
Breakdown by mode
The following is a quick review of how the forces outlined above are affecting the primary logistics sectors, as described by the “State of Logistics Report” and the updated presentation given at the CSCMP EDGE Conference in early October.
Trucking: A downturn in consumer demand plus a lingering surplus in capacity led to a plunge in rates in 2023 compared to 2022. Throughout 2024, however, rates have remained relatively stable. Speaking in October, report author Brogan said he expects that trend to continue for the near future. On the capacity side, despite thousands of companies having departed the market since 2022, the number of departures has not been as high as would normally be expected during a down market. Brogan accounts this to investors expecting to see some turbulence in the marketplace and being willing to stick around longer than has traditionally been the case.
Parcel and last mile: Parcel volumes in 2023 were down by 0.5% compared to 2022. Simultaneously, there has been a move away from UPS and FedEx, both of which saw their year-over-year parcel volumes decline in 2023. Nontraditional competitors have taken larger portions of the parcel volume, including Amazon, which passed UPS for the largest parcel carrier in the U.S. in 2023. Additionally, there has been an increasing use of regional providers, as large shippers continue to shift away from “single sourcing” their carrier base. Parcel volumes have increased in 2024, mostly driven by e-commerce. Brogan expects regional providers to claim “the lion’s share” of this volume.
Rail: In 2023, Class I railroads experienced a challenging financial environment, characterized by a 4% increase in operating ratios, a 2% decline in revenue, and an 11% decrease in operating income compared to 2022. These financial troubles were primarily driven by intermodal volume decreases, service challenges, inflationary pressures, escalated fuel and labor expenses, and a surge in employee headcount. The outlook for 2024 is slightly more promising, according to Kearney. Intermodal, often regarded a primary growth driver, has seen increased volumes and market share. Class I railroads are also seeing some positive operational developments with train speeds increasing by 2.3% and terminal dwell times decreasing by 1.8%. Finally, opportunities are opening up for an expansion in cross-border rail traffic within North America.
Air: The air freight market saw a steep decline in costs year over year from 2022 to 2023. Rates in 2024 began flat before starting to pick up in the summer, and report authors expect to see demand increase by 4.5%. Part of the demand pickup is due to disruptions in key sea lanes, such as the Suez Canal, causing shippers to convert from ocean to air. Meanwhile, the capacity picture has been mixed with some lanes having a lot of capacity while others have none. Much of this dynamic is due to Chinese e-commerce retailers Temu and Shein, which depend heavily on airfreight to execute their business models. In order to serve this booming business, some airfreight providers have pulled capacity out of more niche markets, such as flights into Latin America or Africa, and are now using those planes to serve the Asia-to-U.S. or Asia-to-Europe lanes.
Water/ports: The recent “State of Logistics Report” indicated that waterborne freight experienced a very steep decline of 64.2% in expenditures in 2023 relative to 2022. This was mostly due to muted demand, overcapacity, and a normalization from the inflated ocean rates seen during the pandemic years. After the trough of 2023, the market has been seeing significant “micro-spikes” in rates on some lanes due to constraints caused by geopolitical issues, such as the Red Sea conflict and the U.S. East and Gulf Coast ports strike. Kearney foresees a continuation of these rate hikes for the next few months. However, over the long term, the market will have to deal with the overcapacity that was built up during the height of the pandemic, which will cause rates to soften. Ultimately, however, Brogan said he did not expect to see a return to 2023 rate levels.
Third-party logistics (3PLs): The third-party logistics (3PL) sector is facing some significant challenges in 2024. Low freight rates and excess capacity could force some 3PLs to consolidate, especially if they are smaller players and rely on venture capital funding. Meanwhile, Kearney reports that there is some redefining of traditional roles going on within the 3PL-shipper ecosystem. For example, some historically asset-light 3PLs are expanding into asset-heavy services, and some shippers are trying to monetize their own logistics capabilities by marketing them externally.
Freight forwarding: Major forwarders had a shaky final quarter of 2023, seeing a decline in financial performance. To regain form, Kearney asserts that forwarders will need to increase their focus on technology, value-added services, and tiered servicing. Overall, the forwarding sector is expected to grow at slow rate in coming years, with a projected annual growth rate of 5.5% for the period of 2023–2032.
Warehousing: According to Brogan an interesting phenomenon is occurring in the warehousing market with the average asking rents continuing to rise even though vacancy rates have also increased. There are several reasons for this mixed message, according to the “State of Logistics” report, including: longer contract durations, enhanced facility features, and steady demand growth. A record-breaking level of new construction and new facilities, however, have helped to stabilize rent prices and increase vacancy rates, according to the report authors.
Path forward
What is the way forward given these uncertain times? For many shippers and carriers, a fresh look at their networks and overall supply chains may be in order. Many companies are currently reassessing their distribution networks and operations to make sure that they are optimized. In these cost-sensitive times, that may involve consolidating facilities, eliminating redundant capacity, or rebalancing inventory.
It’s important to realize, however, that network optimization should not just focus on eliminating unnecessary costs. It should also ensure that the network has the right amount of capacity to response with agility and flexibility to any future disruptions. Companies must look at their supply chain networks as a whole and think about how they can be utilized to unlock strategic advantage.