Early in his career, Robert Martichenko recognized that although lean principles had long been utilized to improve manufacturing processes, companies would greatly benefit by extending those practices to partners within the supply chain. This idea led him to launch LeanCor Supply Chain Group, a company that provides lean supply chain and logistics training and education, consulting, and third-party logistics (3PL) services.
Martichenko's mission is to help organizations apply lean thinking to eliminate waste, improve supply chain performance, and build a culture of operational excellence. But this is not just a commercial objective for him. He also devotes a considerable amount of his time to promoting education in this field. In addition to running his company, he is a senior instructor for the Lean Enterprise Institute and the Georgia Tech Supply Chain and Logistics Institute, and is a frequent speaker for industry groups around the world. A Six Sigma Black Belt, Martichenko has written or co-authored six books. Two of them—People: A leader's day-to-day guide to building, managing, and sustaining lean organizations, and Building a Lean Fulfillment Stream—have won the Shingo Research and Professional Publication Award for research and writing that conveys new knowledge and understanding of lean and operational excellence. (He's also just written his first novel, Drift and Hum: The Great Canadian-American Novel, about friendship, growing up in the north, and dealing with life's challenges.)
Martichenko's influence has been widespread. He has expanded the boundaries of supply chain management to include lean practices, a development that is helping businesses to better manage globalization, market and product complexity, and changing customer preferences and demand patterns.
For his thought leadership and devotion to improving professional standards and educational opportunities in supply chain management, Martichenko received the 2015 Distinguished Service Award (DSA) from the Council of Supply Chain Management Professionals. The prestigious award, the organization's highest honor, is given to an individual for significant achievements in the logistics and supply chain management professions.
The Timmins, Ontario, Canada, native recently spoke about lean, innovation, and education with Supply Chain Quarterly Editor Toby Gooley.
Name: Robert Martichenko Title: Chief Executive Officer Organization: LeanCor Supply Chain Group Education: Bachelor's degree in mathematics from the University of Windsor (Ontario); Master of Business Administration in finance from Baker College Business Experience: Worked in the transportation and warehousing industry in Canada and the United States; founded LeanCor in 2005 CSCMP Member: Since 1998
Your education was in mathematics and finance. Has that helped you in your career?
There is no question that mathematics has been and continues to be helpful in my work. A lot of problem solving in logistics and supply chain has an analytical element, and mathematics is extremely helpful. There's very little you can do in supply chain management without that.
My MBA in finance came later; I did that after 10 years in industry. I specifically chose to focus on finance, as opposed to operations, because I was getting operations experience at work. I had recognized that one reason why we were not moving the ball down the field in supply chain as quickly as we needed to is that we were not connecting with the language of finance: revenue, operating costs, margin, and working capital. I thought that was important, and that I needed a more solid education around the language of the [chief executive officer].
Why is the lean philosophy—originally developed for manufacturing—important in supply chain management?
Because lean originally was used for manufacturing, the term "lean manufacturing" took hold, which is unfortunate because it perpetuates the idea that it's only about manufacturing. What lean says to us is to make customer consumption visible, then manufacture and distribute to the pace of customer consumption. So lean in its essence is a supply chain strategy.
If you look at the companies that pioneered this concept and at those that have successfully implemented lean from end to end, they're actually lean supply chain organizations. If you look at the ones with underwhelming or unsuccessful initiatives, it's because they believed lean is only for manufacturing, and they never connected lean to their customers. So what they have is factories that are building inventory faster and stockpiling inventory that's going to sit in a warehouse for six months. That business sees marginal or no actual benefits.
A lot of organizations believe that simply using lean tools to identify and eliminate waste is a lean system. For example, some organizations are using lean tools, such as 5S, quality at the source, and one-piece flow, to improve a particular function. But I would say that's a tactical definition of lean thinking. Then there's a true strategic definition, where you're using it as a business methodology to create a learning culture that is focused on flow. You want to create a business environment where problems are made visible and you can see and fix the root cause by focusing on flow. It's about the end-to-end flow, not just about using tools at the functional level.
You're known as an advocate for supply chain innovation. What role can innovation play in supply chain management?
When people see the word innovation, we most often think of technology. But I think the real breakthrough is not one of technological innovation but one of thought innovation. We have to think about things differently. We need to move away from a focus on achieving economies of scale and toward economies of time. [For example,] reducing lead times is the most important thing we should be doing.
The idea of total cost and understanding the end-to-end system costs of these business decisions—that to me is innovation and the next frontier in supply chain. We're now working on a concept called supply chain advancement, or SCA. At essence, it involves the recognition that people at all levels of an organization make business decisions, but the value or waste created by those decisions will be manifested inside the supply chain. For example, people could make a business decision in marketing, but that decision is not going to create value or waste in marketing, it will do that in the supply chain. The same thing happens in product development, and similarly for all other functions.
What that means is recognizing that every single decision being made in a business is going to have an impact on the supply chain. Whether you have 10 people or 10,000 people in a company, every one of them should have some fundamental knowledge of supply chain management so they will understand the impact their decisions will have on the supply chain.
You're involved in education as a volunteer, not just through CSCMP, but also at the high school and university levels. Why is that a personal priority?
Some of the work I've enjoyed the most is speaking at universities. I'm also participating in a mentoring program at the College of Charleston (South Carolina, USA). I do this for a few reasons: I am passionate about the industry, and even today, with all the great work that CSCMP has done and the universities are doing, there is still a lack of understanding about the jobs and roles that are available to young people in our field. We're a long way from kids in high school understanding the amazing world of supply chain, and I want to help young people understand the great career opportunities it offers.
Focusing on training and teaching, and getting in front of young people, senior executives, and other professionals also makes me clarify my own thoughts. I've written several books, and writing is my way of synthesizing my own thoughts. When I teach, it's similar.
Companies in every sector are converting assets from fossil fuel to electric power in their push to reach net-zero energy targets and to reduce costs along the way, but to truly accelerate those efforts, they also need to improve electric energy efficiency, according to a study from technology consulting firm ABI Research.
In fact, boosting that efficiency could contribute fully 25% of the emissions reductions needed to reach net zero. And the pursuit of that goal will drive aggregated global investments in energy efficiency technologies to grow from $106 Billion in 2024 to $153 Billion in 2030, ABI said today in a report titled “The Role of Energy Efficiency in Reaching Net Zero Targets for Enterprises and Industries.”
ABI’s report divided the range of energy-efficiency-enhancing technologies and equipment into three industrial categories:
Commercial Buildings – Network Lighting Control (NLC) and occupancy sensing for automated lighting and heating; Artificial Intelligence (AI)-based energy management; heat-pumps and energy-efficient HVAC equipment; insulation technologies
Manufacturing Plants – Energy digital twins, factory automation, manufacturing process design and optimization software (PLM, MES, simulation); Electric Arc Furnaces (EAFs); energy efficient electric motors (compressors, fans, pumps)
“Both the International Energy Agency (IEA) and the United Nations Climate Change Conference (COP) continue to insist on the importance of energy efficiency,” Dominique Bonte, VP of End Markets and Verticals at ABI Research, said in a release. “At COP 29 in Dubai, it was agreed to commit to collectively double the global average annual rate of energy efficiency improvements from around 2% to over 4% every year until 2030, following recommendations from the IEA. This complements the EU’s Energy Efficiency First (EE1) Framework and the U.S. 2022 Inflation Reduction Act in which US$86 billion was earmarked for energy efficiency actions.”
Economic activity in the logistics industry expanded in November, continuing a steady growth pattern that began earlier this year and signaling a return to seasonality after several years of fluctuating conditions, according to the latest Logistics Managers’ Index report (LMI), released today.
The November LMI registered 58.4, down slightly from October’s reading of 58.9, which was the highest level in two years. The LMI is a monthly gauge of business conditions across warehousing and logistics markets; a reading above 50 indicates growth and a reading below 50 indicates contraction.
“The overall index has been very consistent in the past three months, with readings of 58.6, 58.9, and 58.4,” LMI analyst Zac Rogers, associate professor of supply chain management at Colorado State University, wrote in the November LMI report. “This plateau is slightly higher than a similar plateau of consistency earlier in the year when May to August saw four readings between 55.3 and 56.4. Seasonally speaking, it is consistent that this later year run of readings would be the highest all year.”
Separately, Rogers said the end-of-year growth reflects the return to a healthy holiday peak, which started when inventory levels expanded in late summer and early fall as retailers began stocking up to meet consumer demand. Pandemic-driven shifts in consumer buying behavior, inflation, and economic uncertainty contributed to volatile peak season conditions over the past four years, with the LMI swinging from record-high growth in late 2020 and 2021 to slower growth in 2022 and contraction in 2023.
“The LMI contracted at this time a year ago, so basically [there was] no peak season,” Rogers said, citing inflation as a drag on demand. “To have a normal November … [really] for the first time in five years, justifies what we’ve seen all these companies doing—building up inventory in a sustainable, seasonal way.
“Based on what we’re seeing, a lot of supply chains called it right and were ready for healthy holiday season, so far.”
The LMI has remained in the mid to high 50s range since January—with the exception of April, when the index dipped to 52.9—signaling strong and consistent demand for warehousing and transportation services.
The LMI is a monthly survey of logistics managers from across the country. It tracks industry growth overall and across eight areas: inventory levels and costs; warehousing capacity, utilization, and prices; and transportation capacity, utilization, and prices. The report is released monthly by researchers from Arizona State University, Colorado State University, Rochester Institute of Technology, Rutgers University, and the University of Nevada, Reno, in conjunction with the Council of Supply Chain Management Professionals (CSCMP).
"After several years of mitigating inflation, disruption, supply shocks, conflicts, and uncertainty, we are currently in a relative period of calm," John Paitek, vice president, GEP, said in a release. "But it is very much the calm before the coming storm. This report provides procurement and supply chain leaders with a prescriptive guide to weathering the gale force headwinds of protectionism, tariffs, trade wars, regulatory pressures, uncertainty, and the AI revolution that we will face in 2025."
A report from the company released today offers predictions and strategies for the upcoming year, organized into six major predictions in GEP’s “Outlook 2025: Procurement & Supply Chain.”
Advanced AI agents will play a key role in demand forecasting, risk monitoring, and supply chain optimization, shifting procurement's mandate from tactical to strategic. Companies should invest in the technology now to to streamline processes and enhance decision-making.
Expanded value metrics will drive decisions, as success will be measured by resilience, sustainability, and compliance… not just cost efficiency. Companies should communicate value beyond cost savings to stakeholders, and develop new KPIs.
Increasing regulatory demands will necessitate heightened supply chain transparency and accountability. So companies should strengthen supplier audits, adopt ESG tracking tools, and integrate compliance into strategic procurement decisions.
Widening tariffs and trade restrictions will force companies to reassess total cost of ownership (TCO) metrics to include geopolitical and environmental risks, as nearshoring and friendshoring attempt to balance resilience with cost.
Rising energy costs and regulatory demands will accelerate the shift to sustainable operations, pushing companies to invest in renewable energy and redesign supply chains to align with ESG commitments.
New tariffs could drive prices higher, just as inflation has come under control and interest rates are returning to near-zero levels. That means companies must continue to secure cost savings as their primary responsibility.
Specifically, 48% of respondents identified rising tariffs and trade barriers as their top concern, followed by supply chain disruptions at 45% and geopolitical instability at 41%. Moreover, tariffs and trade barriers ranked as the priority issue regardless of company size, as respondents at companies with less than 250 employees, 251-500, 501-1,000, 1,001-50,000 and 50,000+ employees all cited it as the most significant issue they are currently facing.
“Evolving tariffs and trade policies are one of a number of complex issues requiring organizations to build more resilience into their supply chains through compliance, technology and strategic planning,” Jackson Wood, Director, Industry Strategy at Descartes, said in a release. “With the potential for the incoming U.S. administration to impose new and additional tariffs on a wide variety of goods and countries of origin, U.S. importers may need to significantly re-engineer their sourcing strategies to mitigate potentially higher costs.”
Freight transportation providers and maritime port operators are bracing for rough business impacts if the incoming Trump Administration follows through on its pledge to impose a 25% tariff on Mexico and Canada and an additional 10% tariff on China, analysts say.
Industry contacts say they fear that such heavy fees could prompt importers to “pull forward” a massive surge of goods before the new administration is seated on January 20, and then quickly cut back again once the hefty new fees are instituted, according to a report from TD Cowen.
As a measure of the potential economic impact of that uncertain scenario, transport company stocks were mostly trading down yesterday following Donald Trump’s social media post on Monday night announcing the proposed new policy, TD Cowen said in a note to investors.
But an alternative impact of the tariff jump could be that it doesn’t happen at all, but is merely a threat intended to force other nations to the table to strike new deals on trade, immigration, or drug smuggling. “Trump is perfectly comfortable being a policy paradox and pushing competing policies (and people); this ‘chaos premium’ only increases his leverage in negotiations,” the firm said.
However, if that truly is the new administration’s strategy, it could backfire by sparking a tit-for-tat trade war that includes retaliatory tariffs by other countries on U.S. exports, other analysts said. “The additional tariffs on China that the incoming US administration plans to impose will add to restrictions on China-made products, driving up their prices and fueling an already-under-way surge in efforts to beat the tariffs by importing products before the inauguration,” Andrei Quinn-Barabanov, Senior Director – Supplier Risk Management solutions at Moody’s, said in a statement. “The Mexico and Canada tariffs may be an invitation to negotiations with the U.S. on immigration and other issues. If implemented, they would also be challenging to maintain, because the two nations can threaten the U.S. with significant retaliation and because of a likely pressure from the American business community that would be greatly affected by the costs and supply chain obstacles resulting from the tariffs.”
New tariffs could also damage sensitive supply chains by triggering unintended consequences, according to a report by Matt Lekstutis, Director at Efficio, a global procurement and supply chain procurement consultancy. “While ultimate tariff policy will likely be implemented to achieve specific US re-industrialization and other political objectives, the responses of various nations, companies and trading partners is not easily predicted and companies that even have little or no exposure to Mexico, China or Canada could be impacted. New tariffs may disrupt supply chains dependent on just in time deliveries as they adjust to new trade flows. This could affect all industries dependent on distribution and logistics providers and result in supply shortages,” Lekstutis said.