In my June column, I wrote about the continuing effort by Congress and special interest groups to keep Mexican trucks off U.S. roads. Ordinarily, I wouldn't revisit a subject a few months later, but since Congress has chosen to do so, I will too.
In my June column (¿que pasa?), I wrote about the continuing effort by Congress and special interest groups to keep Mexican trucks off U.S. roads. Ordinarily, I wouldn't revisit a subject a few months later, but since Congress has chosen to do so, I will too.
I happened to be in Mexico City two days after the first Mexican truck—a tractor-trailer operated by Transportes Olympic—rolled across the border under a one-year pilot program that allowed a limited number of Mexican carriers to operate in the United States. The program, which was aimed at satisfying one of the last outstanding requirements of the North American Free Trade Agreement, gave approximately 500 previously inspected trucks from 100 Mexican carriers the right to travel on U.S. highways. The Mexican government, in turn, authorized a U.S. trucking company, Stagecoach Cartage and Distribution of El Paso, Texas, to move into Mexico's interior.
Although this was not the primary topic of my meetings in Mexico, the subject obviously came up. It was clear that the logisticians in the room were gratified to see that the program was finally going forward 13 years after NAFTA's passage. None of those in attendance voiced objections to the program's restrictions. They agreed that the United States had an obligation to keep unsafe equipment and unqualified drivers from entering the country, and that Mexico must do the same. They also felt the United States was justified in requiring Mexican trucks to comply with the same environmental regulations that apply to American trucks.
But their pleasure would be short lived. By the time my plane home had landed, Congress had once again bowed to the Teamsters, the Sierra Club, the Owner-Operator Independent Drivers Association, and who knows what other special interest groups. Just days after the program's launch, the Senate voted to eliminate funding for the one-year pilot project.
Though the House had yet to act on the measure at press time, it was clear that the same sentiments prevailed there. In May, the House had passed a bill called the Safe American Roads Act of 2007, which was also aimed at impeding highway commerce with our third-largest trading partner. (Through July, this year's trade with Mexico was almost $200 billion and was on track to surpass 2006 figures.) Among other things, the legislation would restrict the number of carriers allowed into the United States and set additional verification, inspection, and qualification measures.
As you might expect, the vote wasn't even close—what politician would dare oppose a bill with a title like the Safe American Roads Act? I'm confident it was supported by any number of legislators who didn't know a Mexican truck from a piñata.
I like to think I'm not politically naïve, but this continuing saga raises some questions in my mind:
1. Could this simply be a knee-jerk reaction to congressional concerns about illegal immigrants?
2. Why aren't the Teamsters concerned about Canadian drivers? Could it be that they are so well paid that they're not seen as a threat?
3. What happened to the driver shortage? Whose jobs are the Mexican drivers going to take?
Even The New York Times, which seems to believe that everything the current administration does was spawned by the devil, criticized this latest congressional move. An editorial in the paper's Sept. 11 edition said it well: "Guaranteeing highway safety does not require undermining the nation's free trade agreements or its relationship with Mexico."
Certainly, we should all support safe highways and a clean environment. But we also should support common sense when dealing with a country as important to us as Mexico.
Supply chain planning (SCP) leaders working on transformation efforts are focused on two major high-impact technology trends, including composite AI and supply chain data governance, according to a study from Gartner, Inc.
"SCP leaders are in the process of developing transformation roadmaps that will prioritize delivering on advanced decision intelligence and automated decision making," Eva Dawkins, Director Analyst in Gartner’s Supply Chain practice, said in a release. "Composite AI, which is the combined application of different AI techniques to improve learning efficiency, will drive the optimization and automation of many planning activities at scale, while supply chain data governance is the foundational key for digital transformation.”
Their pursuit of those roadmaps is often complicated by frequent disruptions and the rapid pace of technological innovation. But Gartner says those leaders can accelerate the realized value of technology investments by facilitating a shift from IT-led to business-led digital leadership, with SCP leaders taking ownership of multidisciplinary teams to advance business operations, channels and products.
“A sound data governance strategy supports advanced technologies, such as composite AI, while also facilitating collaboration throughout the supply chain technology ecosystem,” said Dawkins. “Without attention to data governance, SCP leaders will likely struggle to achieve their expected ROI on key technology investments.”
The U.S. manufacturing sector has become an engine of new job creation over the past four years, thanks to a combination of federal incentives and mega-trends like nearshoring and the clean energy boom, according to the industrial real estate firm Savills.
While those manufacturing announcements have softened slightly from their 2022 high point, they remain historically elevated. And the sector’s growth outlook remains strong, regardless of the results of the November U.S. presidential election, the company said in its September “Savills Manufacturing Report.”
From 2021 to 2024, over 995,000 new U.S. manufacturing jobs were announced, with two thirds in advanced sectors like electric vehicles (EVs) and batteries, semiconductors, clean energy, and biomanufacturing. After peaking at 350,000 news jobs in 2022, the growth pace has slowed, with 2024 expected to see just over half that number.
But the ingredients are in place to sustain the hot temperature of American manufacturing expansion in 2025 and beyond, the company said. According to Savills, that’s because the U.S. manufacturing revival is fueled by $910 billion in federal incentives—including the Inflation Reduction Act, CHIPS and Science Act, and Infrastructure Investment and Jobs Act—much of which has not yet been spent. Domestic production is also expected to be boosted by new tariffs, including a planned rise in semiconductor tariffs to 50% in 2025 and an increase in tariffs on Chinese EVs from 25% to 100%.
Certain geographical regions will see greater manufacturing growth than others, since just eight states account for 47% of new manufacturing jobs and over 6.3 billion square feet of industrial space, with 197 million more square feet under development. They are: Arizona, Georgia, Michigan, Ohio, North Carolina, South Carolina, Texas, and Tennessee.
Across the border, Mexico’s manufacturing sector has also seen “revolutionary” growth driven by nearshoring strategies targeting U.S. markets and offering lower-cost labor, with a workforce that is now even cheaper than in China. Over the past four years, that country has launched 27 new plants, each creating over 500 jobs. Unlike the U.S. focus on tech manufacturing, Mexico focuses on traditional sectors such as automative parts, appliances, and consumer goods.
Looking at the future, the U.S. manufacturing sector’s growth outlook remains strong, regardless of the results of November’s presidential election, Savills said. That’s because both candidates favor protectionist trade policies, and since significant change to federal incentives would require a single party to control both the legislative and executive branches. Rather than relying on changes in political leadership, future growth of U.S. manufacturing now hinges on finding affordable, reliable power amid increasing competition between manufacturing sites and data centers, Savills said.
The British logistics robot vendor Dexory this week said it has raised $80 million in venture funding to support an expansion of its artificial intelligence (AI) powered features, grow its global team, and accelerate the deployment of its autonomous robots.
A “significant focus” continues to be on expanding across the U.S. market, where Dexory is live with customers in seven states and last month opened a U.S. headquarters in Nashville. The Series B will also enhance development and production facilities at its UK headquarters, the firm said.
The “series B” funding round was led by DTCP, with participation from Latitude Ventures, Wave-X and Bootstrap Europe, along with existing investors Atomico, Lakestar, Capnamic, and several angels from the logistics industry. With the close of the round, Dexory has now raised $120 million over the past three years.
Dexory says its product, DexoryView, provides real-time visibility across warehouses of any size through its autonomous mobile robots and AI. The rolling bots use sensor and image data and continuous data collection to perform rapid warehouse scans and create digital twins of warehouse spaces, allowing for optimized performance and future scenario simulations.
Originally announced in September, the move will allow Deutsche Bahn to “fully focus on restructuring the rail infrastructure in Germany and providing climate-friendly passenger and freight transport operations in Germany and Europe,” Werner Gatzer, Chairman of the DB Supervisory Board, said in a release.
For its purchase price, DSV gains an organization with around 72,700 employees at over 1,850 locations. The new owner says it plans to investment around one billion euros in coming years to promote additional growth in German operations. Together, DSV and Schenker will have a combined workforce of approximately 147,000 employees in more than 90 countries, earning pro forma revenue of approximately $43.3 billion (based on 2023 numbers), DSV said.
After removing that unit, Deutsche Bahn retains its core business called the “Systemverbund Bahn,” which includes passenger transport activities in Germany, rail freight activities, operational service units, and railroad infrastructure companies. The DB Group, headquartered in Berlin, employs around 340,000 people.
“We have set clear goals to structurally modernize Deutsche Bahn in the areas of infrastructure, operations and profitability and focus on the core business. The proceeds from the sale will significantly reduce DB’s debt and thus make an important contribution to the financial stability of the DB Group. At the same time, DB Schenker will gain a strong strategic owner in DSV,” Deutsche Bahn CEO Richard Lutz said in a release.
Transportation industry veteran Anne Reinke will become president & CEO of trade group the Intermodal Association of North America (IANA) at the end of the year, stepping into the position from her previous post leading third party logistics (3PL) trade group the Transportation Intermediaries Association (TIA), both organizations said today.
Meanwhile, TIA today announced that insider Christopher Burroughs would fill Reinke’s shoes as president & CEO. Burroughs has been with TIA for 13 years, most recently as its vice president of Government Affairs for the past six years, during which time he oversaw all legislative and regulatory efforts before Congress and the federal agencies.
Before her four years leading TIA, Reinke spent two years as Deputy Assistant Secretary with the U.S. Department of Transportation and 16 years with CSX Corporation.