I really should no longer be so surprised that my idea of how to differ robustness from flexibility from agility from resilience resonates with quite a number of people, including Si Alhir.
What are the Top of the Pops of Supply Chain Resilience papers? Here is a list of the eight most cited papers. Six of these have been reviewed on this blog, so I’ve done my homework well so to speak.
Capability is an important measure in adressing vulnerabilities and in assessing resilience. Is there a way to quantitatively describe what capability entails?
This paper develops a new conceptual model that brings SC in more direct contact with RM, by incorporating vulnerability to develop the key risk indicators,thus linking potential risk with actual risk.
Supply chain security appears to be overlooked in supply chain risk management. However, supply chain security can add to the robustness and resileince of the overall supply chain, providing a “safety net” of services that protects and enhances the overall supply chain operation.
After more than 4 years with Incapsula I have no reason to question the security layer surrounding my website. This is how and why I’m using the Incapsula Pro plan on my WordPress website
Transport resilience has 10 dimensions, says Pamela Murray-Tuite. What are these 10 dimensions and how can they help us understand transport network resilience? And what about Godschalk?
Seven distinctive research factors along with the key references within those will provide researchers with ample options for hypotheses for future work. This is a paper well-worth considering if plan on doing any research within supply chain risk management.
What is supply chain risk really? In this paper, existing approaches for quantitative supply chain risk management are reviewed by setting the focus on the definition of supply chain risk and related concepts.
Robustness. Flexibility. Agility. Resilience. One of my concepts that I have found cited more recently is what started out 11 years ago, and what later became in my mind the perfect illustration of these four terms.
The current slowdown in China is due to “near-shoring,” the practice of producing closer to the customer, and NOT as many economists would say, due to a looming economic crisis in China. True?
ISCRIM – 4 years ago it was a very big part of this blog. But – I haven’t completely left supply chain risk territory; rather I’m like standing at the top of the pyramid in Helen Peck’s 2005 article on Reconciling supply chain vulnerability, risk and supply chain management.
The Global Risk Report 2015 highlights and reflects upon a wide range of cross-cutting challenges that can threaten social stability. These risks are additionally aggravated by the global economic crisis and persistent unemployment.Things have not improved since the inception of the Global Risk Reports in 2005, they have in fact turned worse. Local risks have now gone global.
The resilience of any system can be measured by two dimensions: robustness, the extent of system function that is maintained, and rapidity, the time required to return to full system operations and productivity. In essence, pre-disaster mitigation fosters robustness, and post-disaster adaptation fosters rapidity.
The 2015 FM Global Resilience Index provides an annual ranking of 130 countries and territories according to their business resilience to supply chain disruption. Presented both as a report and an online map it is a visually impressive way of conveying an important message: Beware of where you do your business.
Maintaining a blog with more than 500 posts is a daunting task. While a post itself may still be in order eight years after it was written, the links in it however most likely are not. When I revived my blog after three years of hibernation I knew this was going to be a a major problem. It was a problem I created myself in the first place.
Maritime transport is a vital backbone of today’s global and complex supply chains. Unfortunately, the specific vulnerability of maritime supply chains has not been widely researched. Perhaps because it is such an obvious part of today’s supply chains that it is not looked at specifically, and just assumed to be part of the wider picture.
Risk Appetite versus Risk Attitude has brought a whole new perspective on risk and risk management to my attention: How much risk do we want to take? That is risk appetite. How much risk do we think we should take? That is risk attitude
More than 400 papers out of thousands of documents were selected and narrowed down to 70 or so core papers, clearly showing the dominating trends within research into organisational resilience. What to read and what not to read?
Norwegian politicians invest more money in roads in regions overrepresented in the Parliament because the expected political return is higher. And that is why Norwegian roads always have been, currently are and forever will be, a patchwork of high-standard and sub-standard roads.