Chapter 11 – The OM Blog by Heizer, Render, & Munson

Guest Post: Why the Union Pacific – Norfolk Southern Merger Could Reshape U.S. Rail

Temple U. Professor Misty Blessley looks at an important logistics issue.

Union Pacific (UP) and Norfolk Southern (NS) are seeking Surface Transportation Board (STB) approval to merge into what would become the first true coast- to-coast Class I railroad in the United States. A Class I railroad is a freight carrier generating more than $1 billion in annual revenue.

A unified UP–NS network could eliminate thousands of daily railcar and container handlings, reduce chokepoints, and create a more fluid national network. For shippers, that means fewer delays, lower inventory carrying costs, and more predictable inland flows from ports.

The UP–NS merger would follow the 2025 Canadian Pacific–Kansas City Southern (CPKC) merger, which created the first single-line railroad connecting Canada, the U.S., and Mexico. But CPKC is significantly smaller than either UP or NS. CPKC has 51,065 cars online, compared to 304,481 for Union Pacific and 162,339 for Norfolk Southern.

The combined railroad would reshape east–west freight flows. However, the massive scale underscores why the UP–NS proposal is drawing scrutiny.
A major part of the railroads’ argument is competitive pressure from long haul trucking. Motor carriers win when shippers need speed, flexibility, and door-to-door simplicity. If the merged railroad can reliably cut one to two days from cross country moves, rail becomes a more credible alternative to truckload.

The STB has ordered Union Pacific and Norfolk Southern to submit full internal documents so regulators can verify the merger’s promised benefits. While the Board is not an antitrust agency in the traditional Department of Justice sense, it is responsible for evaluating whether a merger would reduce competition, create market dominance, or harm shippers. The STB is “getting all the facts and elevating transparency in agency decision making.” For now, only time will tell.

Classroom Discussion Questions:
1. Would you allow the merger given its potential benefits and its potential risks to competition? Why?

2. In Example S4 of Chapter 11 in your Heizer/Render/Munson textbook, Transportation Mode Analysis, Daily Cost of Holding shows how time is money. How does a shipper benefit financially when transit times improve?

OM in the News: Delta’s Vertical Integration Risk Pays Off

Vertical integration is an interesting topic in Chapter 11 of your Heizer/Render/Munson text. There are plusses and minuses, and we warn: “Most organizations are better served by concentrating on their own specialty and leveraging suppliers’ contributions.”

But Delta Air Lines, facing billions of dollars of pain at the fuel pump (because of Iran’s blockage of the Straits of Hormuz) along with all the other carriers, is unique. It happens to own its own gas station, writes The Wall Street Journal (April 10, 2026).

Jet-fuel prices have roughly doubled since late February, pushing up airlines’ costs.

Since 2012, Delta has been the owner of a Pennsylvania refinery that processes crude into fuel. Over the years, the investment has looked like either a stroke of genius or a boondoggle, generally depending on the price of oil. Since the U.S. and Israel began carrying out strikes on Iran, the refinery is set to pay off again for Delta. With it, Delta has an asset that can help it offset some of the recent surge in fuel prices.

Energy experts rolled their eyes when Delta plunked down $150 million for the refinery. If the plant was such a good investment, why was ConocoPhillips, its previous owner, shutting it down? Rival airline executives scoffed that they would benefit from increased jet-fuel output on the East Coast without the headaches of refinery ownership.

Now even United, one of Delta’s top rivals, has acknowledged that the refinery benefits Delta. Its CEO Scott Kirby states: “Right now the crack spread (the gap between the price of jet fuel and the price of crude oil) is much higher…and so they’ll get real benefit from the higher crack spread that will be unique to them.”

Delta has said that the refinery makes an operating profit most years. The airline has said owning the refinery insulates it from supply disruptions in the Northeast and helps mitigate risk from volatile prices—effectively lowering its jet-fuel costs, often by several cents a gallon. In 2022, when fuel prices surged after Russia began its invasion of Ukraine, the refinery helped it save $785 million.

But the airline has had to pour money into the plant, which is more than a century old, to keep it running smoothly, investing $1.6 billion in capital expenditures over the years.

Classroom discussion questions:

Did the purchase make sense for Delta?
Many economists think the refinery was a costly mistake. Why?

OM in the News: America Now Has an EV Rust Belt

At first, North America’s biggest auto-parts supplier was thrilled to snag the job of making enclosures for the batteries in GM’ new electric pickup. The contract was so big—and promised to be for years to come—that Magna International built a new $575 million factory in a Michigan cornfield. And Michigan even offered a $44 million incentive package to draw the promise of new jobs–a topic in Chapter 8.

Five years later, that million-square-foot plant is mostly empty and losing money, a casualty of America’s messy breakup with EVs, reports The Wall Street Journal (April 1, 2026). It is one of dozens of now desolate EV parts plants across the country. It can take years to pivot a factory and supply chain from one type of vehicle to another. And it would take 4-6 months of higher gas prices for most Americans to reconsider more fuel-efficient vehicles– an unlikely prospect. Detroit automakers have scrapped their boldest EV dreams—and are looking beyond $50 billion in charges tied to broken supplier contracts and wasted investments.

The deserted Magna factory in St. Clair was expected to stay busy for years.

Magna, which has more than 300 factories around the globe and parts in nearly every car on the road today, has been left holding the keys to the St. Clair, Michigan building that is bigger than 20 football fields. The Canadian company needs to find a second life for the factory and the hulking rows of assembly-line robots. A few years ago, Magna had plans to build an entirely new business unit around EV battery enclosures.

The EV slide is reverberating through the automotive industry’s sprawling supply chain. Multinational companies such as Magna, Dana and BorgWarner slashed jobs and closed plants due to the EV pullback, while a string of smaller manufacturers shut down altogether. Last year, more than $20 billion in previously announced investments in EV and battery facilities were wiped out.

Smaller suppliers have little recourse to recoup costs when automakers cancel a vehicle program and stop buying parts. They typically absorb the upfront cost of setting up an assembly line with the expectation of recouping it over time as parts are shipped. GM’s supplier contracts were struck with the expectation that GM would be building one million EVs a year. By December, 2025 the company was selling around 8,000 a month.

Classroom discussion questions:

Discuss the typical incentives offered to attract a new plant.
Why has the EV trucking business been especially hard hit?

Guest Post: The Two Stories of Tesla’s Solar Panels

Temple U. Professor Misty Blessley provides interesting blog topics monthly.

In our 2023 OM blog, New York State Built Elon Musk a $1 Billion Factory, we learned that building a solar panel facility was “a bad deal” for NY. The state built a massive plant and provided solar-panel manufacturing equipment. Tesla’s end of the deal was to churn out enough solar-panel shingles by 2020 to cover 1,000 roofs on a weekly basis.

These solar panels are finally on the verge of materializing, and with this are two stories. One connects Tesla’s long game in vertical integration and the other is New York’s long-delayed economic vision.

Tesla’s Long Game in Vertical Integration
Tesla’s new residential solar panels fill the company’s missing piece. The firm was missing the energy generator (aka solar panel). Despite the solar factory in New York, Tesla spent years relying on third-party suppliers for its solar panels. Now, it can fully optimize performance across the entire home energy stack. Tesla can vertically integrate the full chain from generation (solar panels), to conversion (inverter), to storage (Powerwall), and to consumption (EV charging).

New York’s Long-Delayed Economic Vision
This pivot finally gives New York its payout. By bringing solar panel manufacturing in-house, Tesla is delivering the kind of industry and employment the state originally hoped for. The region, once defined by its industrial decline, gains a foothold in the clean energy manufacturing economy. The move aligns with federal and state incentives that reward U.S.-made components, strengthening the economic logic behind NY’s investment. Tesla’s shift toward a unified home energy ecosystem mirrors the vision that justified the state’s $1 billion bet. The factory, once criticized as a stranded asset, now becomes the manufacturing backbone of Tesla’s residential energy strategy.

Tesla didn’t just release new solar panels. It connected the car in the driveway to the sun, and in doing so may have finally delivered the manufacturing story NY was waiting for.

Classroom Discussion Questions:
1. How is vertical integration good for Tesla? For Tesla owners? To compare this to an internal combustion engine, it is somewhat like having petroleum, a refinery and a gas pump in the garage or driveway.

2. Knowing that Tesla’s occupation of the Buffalo facility is long overdue, what stipulations should a city or state impose on a firm when incentivizing a location decision to the tune of $1 billion?

OM in the News: Amazon Goes Rural

In dozens of thinly populated regions across the country, Amazon is building new delivery hubs to deliver packages in around 2 days. That might not seem especially rapid at a time when the e-commerce giant is introducing one-hour delivery in some areas, but residents of some far-flung Montana hamlets were used to waiting up to a week for their orders. It is part of a $4 billion investment by Amazon to push its signature speedy delivery further into the rural recesses of the U.S., writes The Wall Street Journal (March 22, 2026)

An Amazon driver taking a photo after dropping off a package in Connor Montana

The effort helps Amazon reduce its reliance on the U.S. Postal Service, a relationship that has become rocky following a dispute over contract terms. Amazon says it aims ultimately to have 200 rural delivery hubs serving around 13,000 ZIP Codes covering around 1.2 million square miles of America—an area the size of Texas, California and Alaska combined.

Delivering packages within Amazon’s signature 2-day frame means drivers contend with backcountry challenges such as bighorn sheep on the road, dangerously high winds in mountain passes and roads that are impassable during parts of the year.

Over the past decade, Amazon has expanded from major cities to regional urban centers by drawing ever larger circles of coverage. That is now allowing the company to lean on those urban hubs to speed up deliveries in ranch country. There are signs that Amazon customers in remote areas are just as likely to get hooked on speedy delivery as city slickers.

Amazon is experimenting with speedier delivery across its network as it competes with longtime rival Walmart and delivery upstarts such as Uber and DoorDash. In urban areas, the company has started offering 1-hour and 3-hour delivery as premium options. Amazon recently acquired a Swiss startup called Rivr, which is building 4-legged robots that could drop packages off on doorsteps. The e-commerce giant is also dipping its toe in the big-box retail business, with plans for a 230,000-square-foot megastore outside Chicago.

Classroom discussion questions:

What are the complications in trying to serve remote locations with 2-day delivery?
Why does the firm think the extra expenses will pay off?

OM in the News: The Robotics Supply Chain

The next 20 years are not just about making robots better, but also about how they will be used in all sorts of industries, from small tests to big factories. The real challenge is having specialized engineering skills, great manufacturing, and dominating software, reports Industry Week (March 11, 2026).

There are 6 key areas that make all the difference in this industry. Here is a breakdown of the cost of the parts that go into a robot:

1. Actuators & Gearboxes (35-40%): The physical muscle.

2. Robot Structure / Manipulators (15-20%): The physical frame and integration.

3. Sensors & Perception (10-15%): The eyes and ears.

4. AI Compute / Control (10-15%): The operational brain.

5. Battery / Power Systems (10-15%): The energy storage for mobile units.

6. Precision Motion Components (5-10%): The components required for fine movements.

This list shows that a robotics breakthrough isn’t just software advances; it depends on physical components and the supply chains that produce them. But there are 3 chokepoints (bottlenecks).

#1: Precision Reducers, controlled by Japan. Robots can’t move with a lot of power and precision without special parts (harmonic and cycloidal reducers). Two companies in Japan make 70% of these parts used all over the world. Spending more money won’t allow other companies to make these parts, because they need special knowledge about metals and years of experience making precise parts.

#2: AI Compute (The Intelligence Standard), controlled by the U.S. Today’s robots, especially those that use reinforcement learning, need powerful computers to work properly. NVIDIA’s CUDA system has become the leading platform used by robots that learn and think. Making a better chip is not enough if you can’t replace the software that all robotics engineers already use.

#3: Battery Supply Chain, controlled by China. Robots are changing from big, stationary machines to mobile ones. This means batteries are now a crucial part of making them work. One company in China, CATL, controls 1/3 of the world’s battery market. China has a very strong grip on this supply chain.

The global map of robotics is specialized. There is a multi-polar supply chain that is difficult to disrupt:

USA: “The “Brain.” (software, autonomy, AI compute).

Japan: The “Hardware King.” (motors, gearboxes, precision engineering).

Germany: The “Precision Engineer.” ( mechanical systems, high-end production).

China: The “Scale & Power.” (manufacturing speed, massive infrastructure, battery supremacy).

Taiwan: The “Linear Specialist.” ( The linear guides and ball screws essential for motion).

Classroom discussion questions:

Why must operations managers understand these costs and bottlenecks?
What are the supply chain implications?

Guest Post: Fast or Free? The New Tradeoff in E-Commerce Shipping

Dr. Jon Jackson is Associate Professor – Operations Management at Providence College

For years, e-commerce conditioned shoppers to expect near-instant gratification. Fast shipping became the industry standard as retailers tried to keep pace with Amazon. First, it was 2-day shipping, then next day shipping, and ultimately same day shipping. But the economics behind those fast-shipping promises are starting to crack, and retailers are quietly resetting expectations, according to a recent report in The Wall Street Journal (Mar. 6, 2026).

Shipping costs have risen sharply in recent years. Major carriers such as FedEx and UPS have increased base rates annually while adding fuel surcharges, residential delivery fees, and dimensional pricing rules. As a result, retailers are increasingly shifting their focus from “fastest delivery” to “lowest cost delivery.”

Amazon now offers customers a small discount if they choose a slower delivery date. Many other retailers have followed suit by introducing “no-rush” shipping that may take a week or longer.

Interestingly, customers appear willing to wait. McKinsey surveyed over 1,000 people in 2024, and speed of delivery dropped from the #1 priority in 2022 to the #5 priority in 2024. Meanwhile, the cost of delivery maintained its high priority, with more than 95% of surveyed shoppers saying that they prefer free standard shipping instead of paying for faster shipping.

Longer delivery windows help logistics networks operate more efficiently. When retailers promise delivery in 5-7 days instead of two, carriers can consolidate shipments onto fuller trucks, lowering the cost per package. Some retailers even encourage customers to choose delivery days later in the week when shipping networks are less congested.

Another unexpected benefit: fewer returns. Retailers report that extending delivery times leads to more intentional purchases and significantly lower return rates. The era of “fastest possible shipping” may not be ending, but it is becoming just one option among many.

Classroom Discussion Questions

If customers say they prioritize low shipping costs over speed, how should retailers redesign their fulfillment and delivery strategies?
Do you think slower shipping could become the new norm in e-commerce, or will competition eventually push retailers back toward faster delivery times? Why?

Guest Post: Martin Guitars and Operations

Prof. Howard Weiss, retired from Temple U., illustrates his wide range of interests.

Martin is a guitar manufacturer that began operations in 1833. Martin specializes in acoustic guitars which account for about half as many guitars as electric guitars in the global guitar market. It is one of the most popular brands along with Fender, Gibson, Yamaha, Ibanez and Taylor.

Location: Martin began its operation in Manhattan. In 1839 Martin opened a plant in Nazareth PA, 90 miles due west of its NYC plant. In 1989 Martin opened a plant in Sonora, Mexico in order to make guitars that were more affordable. It is worth noting that two of Martin’s competitors, Fender and Taylor guitars also have plants in Mexico. These guitars are commonly referred to as MIM (Made in Mexico). See Ch.8.

Capacity: Martin has made over 3 million guitars since its inception, including one million since 2016. It currently produces a total of 500 guitars per day, 6 days per week, at the two plants. (See Supp. 7)

Forecasting: Clearly demand has been increasing. Martin’s forecasting needs to consider historical and causal analysis (see Ch. 4) since certain events can spike or drop the sales. For example, sales increased more than usual during the folk music craze and also when MTV was running its Unplugged series (featuring acoustic guitars). At first, COVID caused a decline in sales due to cancelled concerts and closed stores. But then there was an increase in demand, especially for beginner guitars since people were looking for activities while at home and could order guitars online.

Supply Chain: The supply chain (Ch. 11) begins in the forest and at the lumber facilities both in the U.S. and India.

Layout: Martin uses process layout–see Ch.7. Most of the work is done by hand but there are robots in the factory.

Safety: With all of the woodwork that is being performed the major safety concern is that of sawdust.

Quality Control: The incoming wood is inspected by humans because machines cannot pick up defects in the wood. Each guitar is checked for tone. The guitar gets put in a case, but then sits for 4 days and then undergoes rigorous testing to make certain the guitar parts, e.g. neck, bridge, tuning pegs, still work. (See Ch. 6).

Classroom Discussion Questions

How could Martin use the Quality Control techniques discussed in Ch. 6 of your text book?
What are some possible reasons Martin relocated from Manhattan to Nazareth, PA?

OM Podcast #46: Logistics, Circularity & Vertical Integration at East Penn Manufacturing

In our latest podcast episode Barry Render and Misty Blessley speak with Harry Ziff, VP of Corporate Logistics at East Penn Manufacturing, one of the world’s largest lead‑battery producers. Harry shares highlights from his 37‑year supply chain career and explains how East Penn’s unique structure allows it to excel in reliability, sustainability, and customer service.

Harry discusses East Penn’s deep vertical integration, including in‑house lead refining, plastic molding, and battery case manufacturing. He also describes the company’s closed‑loop recycling system, where nearly 100% of batteries are collected, processed, and reused. The episode also dives into East Penn’s large private fleet, which enables direct‑store delivery, consistent service, and strong customer relationships.

Heizer Render Munson OM Podcast · OM Podcast #46: Logistics, Circularity & Vertical Integration at East Penn Manufacturing

TRANSCRIPT LINK
A Word document of this podcast will download by clicking the transcript link above.

Prof. Misty Blessley

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Go to your Apple Podcasts app, search “Heizer Render Munson OM Podcast,” and subscribe to get new episodes as soon as they’re released!

OM in the News: The Memory-Chip Shortage

Memory is one of the tech world’s most ubiquitous and essential components that come in 2 major types. DRAM handles more fleeting, immediate tasks like using apps. The other kind, called NAND flash memory, provides long-term storage for photos, videos and other data. And there has been a 7-fold increase in contract prices for DRAM and NAND flash in the past year.

Facing soaring memory-chip prices, the world’s biggest electronics companies are staring at a list of unpalatable responses:(1) charging consumers more, (2) eating the costs or (3) rejiggering product specs. Such is the supply-chain disruption wrought by the global drive into AI, which requires fleets of data centers with servers needing gargantuan amounts of memory, reports The Wall Street Journal (Feb. 13, 2026).

The memory crunch comes at an inopportune time for companies like Nintendo.

That has caused supply to dry up for the makers of smartphones, PCs, gaming consoles and various other electronic gadgets, and triggered a historic price uptick since early last year that is higher than any increase seen before.

Dell has raised prices for some commercial laptops by as much as 30%, while budget PCs from rival Acer now carry several gigabytes less of multitasking memory. Chinese smartphone maker Xiaomi recently discontinued the lower-memory variant of its new midtier device and raised prices. To summarize: A tough year for smartphones, PCs and game consoles is getting worse. Projected shipment declines are now stumbling deeper. PCs, with memory representing as much as 30% of their total costs, are particularly vulnerable.

With investments into AI infrastructure remaining hot, the prospects of memory prices falling soon don’t appear high. Supply is expected to remain tight through 2028.

Classroom discussion questions:

What is the underlying issue?
What can manufacturers of PCs, smartphones, and game consoles do to protect themselves?

Good OM Reading: Supply Chains as a Source of Competitive Differentiation

A new report from the Kearney consulting group (Feb. 4, 2026), called The Top Five Supply Chain Bets for 2026, concludes that as customers punish inconsistency faster than ever, companies that can deliver reliability will expand market share. Kearney offers this analysis:

This forces a shift from one supply chain to a portfolio of capabilities designed around distinct value propositions including speed, reliability, customization, cost-to-serve, and compliance. Where commercial commitments are made in isolation from operations, the consequences surface later through margin erosion, excess inventory, and lost customers.

Supply chain becomes the operating core of the customer promise, and leadership must be explicit about where it will overperform and equally clear about where performance ambition can be more modest by design.

Leading organizations are becoming more deliberate about how they serve each channel, market, and customer, including the trade-offs required and their operational implications. Align those choices with differentiated supply chain capabilities for each segment and translate them into targets for the core KPIs (service, cost, cash, risk). Finally, leverage the integrated planning and execution process to deliver consistently against those objectives.

Another area of concern is AI as it moves along the continuum from experimentation to earnings impact. Kearney offers the following analysis:

In 2026, many pilots will fail to progress beyond experimentation. The root causes are predictable: unclear value cases, poor data quality, fragmented technology stacks, and pilots that were never designed to scale.

AI in supply chains needs to be treated as an industrial capability, with clear ownership, governance, monitoring, and integration into day-to-day processes. Organizations that remain in experimentation are accumulating prototypes and skepticism, while those that focus are translating AI into measurable improvements in cost, cash, service, and risk.

Leading organizations are managing AI use cases as a portfolio, with explicit scale and stop gates. A small number of use cases that materially affect service, cost, cash, or risk are being industrialized, while others are time-boxed with clear exit criteria. Investment is concentrating on priorities with the highest enterprise impact, including decision speed, resilience, and sharpening competitive supply chain advantage.

Classroom discussion questions:

How might AI be used in supply chain management?
Why does Kearney think supply chains are becoming the source of competitive differentiation?

OM Podcast #45: Inside Purchasing at Temple University

In our newest podcast episode, Barry Render and Misty Blessley sit down with Donna Schweibenz, former Senior Director of Purchasing at Temple University, for a fascinating look inside one of higher education’s most complex operational functions.

Donna brings 26 years of experience leading a centralized purchasing department responsible for everything from office supplies to cadavers for medical training—yes, cadavers! She shares how universities must navigate wide‑ranging procurement categories, strict compliance requirements, and unexpected challenges that arise even from seemingly simple purchases.

In this episode, Barry, Misty, and Donna discuss:

The sheer variety of goods and services a major university must procure, and the challenges the centralized purchasing team faces.
The creation of a three‑university purchasing alliance between Temple, Penn State, and Pitt, and how collaboration led to better pricing and efficiencies.
What people often misunderstand about purchasing, including bid thresholds, contracts, warranties, lead times, vendor vetting, and how essential communication is to prevent operational issues.

Heizer Render Munson OM Podcast · OM Podcast #45: Inside University Purchasing

TRANSCRIPT LINK

A Word document of this podcast will download by clicking the word Transcript above.

Prof . Misty Blessley

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Teaching Tip: Advice to Your Supply Chain Students

Darrell Edwards, supply-chain professor at U. Tennessee and former COO of La-Z-Boy, shares professional wisdom for new graduates in Industry Week (Jan. 14, 2026). Darrell was also our guest on OM Podcast #37, speaking on the topic of global supply chain vulnerabilities.

Build a Plan To efficiently increase your early career success, have a plan. List your career goals for the first year and your objectives for assimilating successfully into your supply chain role. A widely cited study on goal setting says, “you become 42% more likely to achieve your goals and dreams simply by writing them down on a daily basis.” Regardless of your career objectives, put your goals on paper, set timelines for their achievement, and review and access them frequently.

2. Attitude Matters Most Most companies will hire and promote aspiring leaders who collaborate well and are good team players with a “can-do” attitude. Of course, you must possess basic managerial and leadership skills, but having a positive attitude goes a long way. Standout qualities could include always coming to work early or typically being the first to volunteer for a necessary but unglamorous project. Companies promote attitudes.

3. Take a Line Job Don’t be afraid to take a job in a warehouse, a factory, or in a logistics hub; it will help accelerate your supply chain career. These skills are critical if you aspire to lead within a supply chain. It’s unlikely you will be able to land a significant corporate role in supply chain leadership without having also worked a line job.

4. Know the Business It’s OK if you don’t know all the specifics of the business when you start a role; as a new leader, you’re not expected to. That doesn’t give you a free pass not to learn it, and quickly. Refine your skills in areas you understand but aggressively throw yourself into supply chain functions where you are weak.

5. Find a Mentor. A mentor can help shorten the cultural learning curve and help you navigate the company “landmines.” A mentor is in the unique position to offer advice on what to do—and most important, what not to do. That person can help you develop the right questions to ask and advise you on your career plan.

6. Deliver Results Whatever the task, you must be prepared to deliver results and work to develop a reputation for doing so. Reputations are built early in a career, and once built, they are hard to change.

OM in the News: Biggest Supply Chain Threats for 2026

IndustryWeek (Jan. 12, 2026) outlines four critical events poised to significantly impact the supply chain this year based on a research study by Evergreen Analytics:

Geopolitical fragmentation and the strategic use of trade regulations.
Extreme weather intensification.
Critical infrastructure aging and failure.
Cyberattacks on logistics.

Geopolitical fragmentation and the strategic use of trade regulations, ranked as the most notable risk for 2026 supply chains, giving it a “threat level” score of 97%. Abrupt geopolitical shifts have the potential to upend political alliances, alter trade relationships, create regional uncertainties and disrupt logistics networks.

In addition, rapid tariff and policy adjustments have become the new normal for supply chain management. From 2023 to 2025, export controls that caused severe disruptions doubled, and other trade restrictions increased 167%.

The next risk, extreme weather intensification, was given a “threat level” score of 93%. As the frequency and severity of these weather events continues to climb, firms are encouraged to advance climate modeling for procurement, supply chain and logistics operations. They should also prioritize geographic diversification, increased inventory buffers and flexible logistics networks that can rapidly reroute around weather-impacted areas..

Third, critical infrastructure aging and failure, received a “threat level” score of 81%. Compromised infrastructure and transportation networks, combined with the previous risk of extreme weather, pose a real threat to supply chain operations. The Infrastructure Moment report by McKinsey & Company estimates that $106 trillion in investments, including $36 trillion for transport and logistics, will be needed to meet the need for updated infrastructure through 2040.

It is predicted that at least one multibillion dollar disruption because of failing infrastructure will occur this year. This implies that supply chain managers must develop comprehensive infrastructure risk assessments that go beyond their immediate suppliers to include the broader transportation and utility networks their operations depend on.

Lastly, cyberattacks on logistics sits at a “threat level” of 70%. Between 2021 and 2025, there was a 965% increase in attacks on logistics operations. It is projected that cyberattacks on logistics operations will double this year. The five industries that experienced the most cyberattacks last year are: Manufacturing, Electronics, Automotive, Food & Beverage, and Logistics.

Classroom discussion questions:

Compare these threats to supply chains to the ten discussed in Table 11.4 (page 474) in your Heizer/Render/Munson text. Which match?
Why do you think geopolitical issues is ranked first in this study?

Guest Post: From No Frills to Trendy Food, Fashion and Home, Walmart’s New Product Assortment

Professor Misty Blessley, at Temple U., cohosts many of our podcasts, as well as sharing her insights with our readers monthly.

Value retailer, Walmart, known for focusing on price-sensitive shoppers, has moved into premium products and broader brand assortments, with the goal of winning over customers with more buying power. Appealing to higher-income customers (those earning over $100,000), requires the firm to shift from a no-frills mindset.

The firm remains committed to everyday-low-pricing (EDLP), thus it must continue managing this highly effective strategy while integrating broader lines. This requires a supply chain flexible enough to support both high-turn grocery and slower fashion and lifestyle products, for example.

On the inbound supply chain side, Walmart diversifies its supply base to procure new products. As is outlined in Chapter 11 of your Heizer/Render/Munson book, this requires identifying, vetting and selecting new suppliers as well as a host of supply-side tasks like vendor and contract management.

Managing inventory requires additional adaptations. Walmart refreshed the look of its website and stores while avoiding alienating its historical customers. It did so by keeping flagship items in stores and premium lines at distribution centers. Chapter 12 outlines inventory concerns Walmart faces, from the importance of inventory record accuracy to strategies for managing inventory.

On the outbound side, the firm’s e-commerce and fulfillment operations must be capable of satisfying wealthier customers, who often expect faster, higher-service delivery options, such as same-day delivery or premium curbside pickup. Meeting these expectations puts pressure on Walmart’s fulfillment network for more micro-fulfillment centers and localized inventory pools to reduce delivery times. Facility, inventory, and transportation cost trade-offs are also covered in Chapter 11.

Walmart is an exemplar in omnichannel retailing because it seamlessly integrates its physical stores, online platforms, supply chain, and last-mile services into a unified customer experience. Its customers purchase and receive products when, where and how desired. Walmart is offering frills next to its no-frills strategy.

Classroom Discussion Questions:

How would you call upon Ch. 11 and 12 as a Walmart supply chain manager?
Some firms target different customer segments under different brand names. For example, Gap Inc. owns Gap, Old Navy, Banana Republic and Athleta. Walmart has chosen a different strategy. How is Walmart capable of serving its price-sensitive and wealthier customers under one brand?