DC VELOCITY readers who responded to a survey asking about their outlook for the next 12 months are of two minds. While one-third are pessimistic and 29 percent are unsure about what the future holds, 38 percent say they're optimistic about the coming year.
Or then again, maybe not. DC VELOCITY readers who responded to a survey asking about their outlook for the next 12 months are of two minds. While one-third are pessimistic and 29 percent are unsure about what the future holds, 38 percent say they're optimistic about the coming year.
When it comes to the U.S. economy's prospects for growth, however, the survey respondents are significantly less optimistic. Only 19 percent expect strong growth, 44 percent expect the economy to be flat, and 37 percent expect growth will be weak.
As it turns out, economists don't see much cause for optimism either, at least until the second half of the year. That much was clear during Global Insight's World Economic Outlook Conference in Boston in late October, when economists and invited speakers cited several risks to the economy.
In his top 10 economic predictions for 2008, released after the conference, Global Insight Chief Economist Nariman Behravesh essentially sided with the pessimists. "The U.S. economy is now in the danger zone," he wrote.
Behravesh predicted that the pace of economic growth in the United States would be the slowest since 2002, when the nation was recovering from the 9/11 terrorist attacks and the dot-com implosion. He said he expects growth of no more than 1.9 percent and that it could be even lower. Growth in the first half of the year will be particularly sluggish, he predicted, inching upward at an annual rate of 1.3 percent.
Could the nation slide into recession? Though Behravesh stopped short of saying that, he did warn that the risk is there. "The combination of the housing/subprime crisis and higher oil prices could be enough to push growth into negative territory," he wrote in his post-conference predictions. (Global Insight places the probability of a U.S. recession at 40 percent.)
Behravesh believes the housing slump could slow real growth in the U.S. gross domestic product (GDP) by a full percentage point. And he expects the slowdown to have repercussions for economies in other parts of the world.He also said he believes that the housing slump will bottom out at mid-year, when housing starts will be just half of what they were in 2005. Housing prices, though, will continue to fall through 2009, he predicted.
The second major risk to the economy is the price of oil, which stood at more than $91 a barrel in mid-December. Behravesh told conference attendees that he expects oil prices will ease to somewhere around $75 to $80 a barrel, but that he does not foresee prices falling much below $75. He added the proviso that in an era of tight supply, any sort of disruption could send prices soaring again.
Will exports save the day?
Exports may be the only saving grace for the U.S. economy. Behravesh predicts exports will contribute 0.9 percent to the U.S. economy's growth—accounting for almost half of the expected total increase. Nigel Gault, managing director of Global Insight's North American Macroeconomics Group, said at the conference that his firm expects exports to grow by 9.5 percent this year,more than double the 3.4 percent rate expected for imports.
The strong export outlook may help explain why respondents to DC VELOCITY's survey are essentially bullish about their own companies' prospects, yet bearish about the U.S. economy as a whole.Nearly half (47 percent) of the respondents say they expect their employers will see strong growth.
Furthermore, half of those surveyed expect to increase their spending on material handling products, freight transportation, information technologies, and other logistics-related products and services this year. In fact, 65 percent anticipate that their spending on those areas will increase by 3 to 9 percent. Not all of that money will be channeled into new equipment and technology, of course: Fully 92 percent say the cost of fuel has been a significant factor in rising freight expenses.
Meanwhile, Behravesh expects that rising exports (a result of the weak dollar) combined with slowing imports (a result of the sluggish economy) will help shrink the nation's current-account deficit. That net flow of capital out of the country—a consequence of the nation's longstanding pattern of importing far more than it exports—has long worried economists. Even with some correction coming, Global Insight expects the deficit will be $659 billion in 2008, compared to $755 billion in 2007.
The current-account deficit for the second quarter of 2007—the latest number available at press time—was $190.8 billion, or about 5.5 percent of GDP. To be considered healthy, Behravesh said, that number should not exceed 3 percent.
The economy's relative weakness is likely to keep inflation in check, Behravesh continued. He anticipates it will fall from 2.0 percent in 2007 to 1.8 percent this year for the "core personal consumption deflator" (a measure of the average increase in prices for all domestic personal consumption), and from 2.3 percent to 2.1 percent for the Consumer Price Index (a measure of prices for a fixed basket of goods). He also believes the Federal Reserve will continue to cut interest rates.
Looking beyond U.S. borders, Behravesh foresees a difficult year for Europe, resulting from the overall global slowdown, a strong euro, the international credit crunch, its own housing crisis, and high oil prices. Meanwhile, China's economy will grow at a 10.8-percent clip, though the Chinese government is expected to tighten credit after next year's Beijing Olympics, which could lead to a "hard landing" there. Still, he noted, when you consider the nation's current rate of growth, a hard landing for China would still mean growth in the range of 5 to 6 percent.
Back in October, Behravesh characterized the risk of a U.S. recession as relatively low. But the odds of a recession have certainly increased since then. As he told the conference audience in what could turn out to be an understatement: "There are a lot of risks out there."
Congestion on U.S. highways is costing the trucking industry big, according to research from the American Transportation Research Institute (ATRI), released today.
The group found that traffic congestion on U.S. highways added $108.8 billion in costs to the trucking industry in 2022, a record high. The information comes from ATRI’s Cost of Congestion study, which is part of the organization’s ongoing highway performance measurement research.
Total hours of congestion fell slightly compared to 2021 due to softening freight market conditions, but the cost of operating a truck increased at a much higher rate, according to the research. As a result, the overall cost of congestion increased by 15% year-over-year—a level equivalent to more than 430,000 commercial truck drivers sitting idle for one work year and an average cost of $7,588 for every registered combination truck.
The analysis also identified metropolitan delays and related impacts, showing that the top 10 most-congested states each experienced added costs of more than $8 billion. That list was led by Texas, at $9.17 billion in added costs; California, at $8.77 billion; and Florida, $8.44 billion. Rounding out the top 10 list were New York, Georgia, New Jersey, Illinois, Pennsylvania, Louisiana, and Tennessee. Combined, the top 10 states account for more than half of the trucking industry’s congestion costs nationwide—52%, according to the research.
The metro areas with the highest congestion costs include New York City, $6.68 billion; Miami, $3.2 billion; and Chicago, $3.14 billion.
ATRI’s analysis also found that the trucking industry wasted more than 6.4 billion gallons of diesel fuel in 2022 due to congestion, resulting in additional fuel costs of $32.1 billion.
ATRI used a combination of data sources, including its truck GPS database and Operational Costs study benchmarks, to calculate the impacts of trucking delays on major U.S. roadways.
There’s a photo from 1971 that John Kent, professor of supply chain management at the University of Arkansas, likes to show. It’s of a shaggy-haired 18-year-old named Glenn Cowan grinning at three-time world table tennis champion Zhuang Zedong, while holding a silk tapestry Zhuang had just given him. Cowan was a member of the U.S. table tennis team who participated in the 1971 World Table Tennis Championships in Nagoya, Japan. Story has it that one morning, he overslept and missed his bus to the tournament and had to hitch a ride with the Chinese national team and met and connected with Zhuang.
Cowan and Zhuang’s interaction led to an invitation for the U.S. team to visit China. At the time, the two countries were just beginning to emerge from a 20-year period of decidedly frosty relations, strict travel bans, and trade restrictions. The highly publicized trip signaled a willingness on both sides to renew relations and launched the term “pingpong diplomacy.”
Kent, who is a senior fellow at the George H. W. Bush Foundation for U.S.-China Relations, believes the photograph is a good reminder that some 50-odd years ago, the economies of the United States and China were not as tightly interwoven as they are today. At the time, the Nixon administration was looking to form closer political and economic ties between the two countries in hopes of reducing chances of future conflict (and to weaken alliances among Communist countries).
The signals coming out of Washington and Beijing are now, of course, much different than they were in the early 1970s. Instead of advocating for better relations, political rhetoric focuses on the need for the U.S. to “decouple” from China. Both Republicans and Democrats have warned that the U.S. economy is too dependent on goods manufactured in China. They see this dependency as a threat to economic strength, American jobs, supply chain resiliency, and national security.
Supply chain professionals, however, know that extricating ourselves from our reliance on Chinese manufacturing is easier said than done. Many pundits push for a “China + 1” strategy, where companies diversify their manufacturing and sourcing options beyond China. But in reality, that “plus one” is often a Chinese company operating in a different country or a non-Chinese manufacturer that is still heavily dependent on material or subcomponents made in China.
This is the problem when supply chain decisions are made on a global scale without input from supply chain professionals. In an article in the Arkansas Democrat-Gazette, Kent argues that, “The discussions on supply chains mainly take place between government officials who typically bring many other competing issues and agendas to the table. Corporate entities—the individuals and companies directly impacted by supply chains—tend to be under-represented in the conversation.”
Kent is a proponent of what he calls “supply chain diplomacy,” where experts from academia and industry from the U.S. and China work collaboratively to create better, more efficient global supply chains. Take, for example, the “Peace Beans” project that Kent is involved with. This project, jointly formed by Zhejiang University and the Bush China Foundation, proposes balancing supply chains by exporting soybeans from Arkansas to tofu producers in China’s Yunnan province, and, in return, importing coffee beans grown in Yunnan to coffee roasters in Arkansas. Kent believes the operation could even use the same transportation equipment.
The benefits of working collaboratively—instead of continuing to build friction in the supply chain through tariffs and adversarial relationships—are numerous, according to Kent and his colleagues. They believe it would be much better if the two major world economies worked together on issues like global inflation, climate change, and artificial intelligence.
And such relations could play a significant role in strengthening world peace, particularly in light of ongoing tensions over Taiwan. Because, as Kent writes, “The 19th-century idea that ‘When goods don’t cross borders, soldiers will’ is as true today as ever. Perhaps more so.”
Hyster-Yale Materials Handling today announced its plans to fulfill the domestic manufacturing requirements of the Build America, Buy America (BABA) Act for certain portions of its lineup of forklift trucks and container handling equipment.
That means the Greenville, North Carolina-based company now plans to expand its existing American manufacturing with a targeted set of high-capacity models, including electric options, that align with the needs of infrastructure projects subject to BABA requirements. The company’s plans include determining the optimal production location in the United States, strategically expanding sourcing agreements to meet local material requirements, and further developing electric power options for high-capacity equipment.
As a part of the 2021 Infrastructure Investment and Jobs Act, the BABA Act aims to increase the use of American-made materials in federally funded infrastructure projects across the U.S., Hyster-Yale says. It was enacted as part of a broader effort to boost domestic manufacturing and economic growth, and mandates that federal dollars allocated to infrastructure – such as roads, bridges, ports and public transit systems – must prioritize materials produced in the USA, including critical items like steel, iron and various construction materials.
Hyster-Yale’s footprint in the U.S. is spread across 10 locations, including three manufacturing facilities.
“Our leadership is fully invested in meeting the needs of businesses that require BABA-compliant material handling solutions,” Tony Salgado, Hyster-Yale’s chief operating officer, said in a release. “We are working to partner with our key domestic suppliers, as well as identifying how best to leverage our own American manufacturing footprint to deliver a competitive solution for our customers and stakeholders. But beyond mere compliance, and in line with the many areas of our business where we are evolving to better support our customers, our commitment remains steadfast. We are dedicated to delivering industry-leading standards in design, durability and performance — qualities that have become synonymous with our brands worldwide and that our customers have come to rely on and expect.”
In a separate move, the U.S. Environmental Protection Agency (EPA) also gave its approval for the state to advance its Heavy-Duty Omnibus Rule, which is crafted to significantly reduce smog-forming nitrogen oxide (NOx) emissions from new heavy-duty, diesel-powered trucks.
Both rules are intended to deliver health benefits to California citizens affected by vehicle pollution, according to the environmental group Earthjustice. If the state gets federal approval for the final steps to become law, the rules mean that cars on the road in California will largely be zero-emissions a generation from now in the 2050s, accounting for the average vehicle lifespan of vehicles with internal combustion engine (ICE) power sold before that 2035 date.
“This might read like checking a bureaucratic box, but EPA’s approval is a critical step forward in protecting our lungs from pollution and our wallets from the expenses of combustion fuels,” Paul Cort, director of Earthjustice’s Right To Zero campaign, said in a release. “The gradual shift in car sales to zero-emissions models will cut smog and household costs while growing California’s clean energy workforce. Cutting truck pollution will help clear our skies of smog. EPA should now approve the remaining authorization requests from California to allow the state to clean its air and protect its residents.”
However, the truck drivers' industry group Owner-Operator Independent Drivers Association (OOIDA) pushed back against the federal decision allowing the Omnibus Low-NOx rule to advance. "The Omnibus Low-NOx waiver for California calls into question the policymaking process under the Biden administration's EPA. Purposefully injecting uncertainty into a $588 billion American industry is bad for our economy and makes no meaningful progress towards purported environmental goals," (OOIDA) President Todd Spencer said in a release. "EPA's credibility outside of radical environmental circles would have been better served by working with regulated industries rather than ramming through last-minute special interest favors. We look forward to working with the Trump administration's EPA in good faith towards achievable environmental outcomes.”
Editor's note:This article was revised on December 18 to add reaction from OOIDA.
Declaring that it is furthering its mission to advance supply chain excellence across the globe, the Council of Supply Chain Management Professionals (CSCMP) today announced the launch of seven new International Roundtables.
The new groups have been established in Mexico City, Monterrey, Guadalajara, Toronto, Panama City, Lisbon, and Sao Paulo. They join CSCMP’s 40 existing roundtables across the U.S. and worldwide, with each one offering a way for members to grow their knowledge and practice professional networking within their state or region. Overall, CSCMP roundtables produce over 200 events per year—such as educational events, networking events, or facility tours—attracting over 6,000 attendees from 3,000 companies worldwide, the group says.
“The launch of these seven Roundtables is a testament to CSCMP’s commitment to advancing supply chain innovation and fostering professional growth globally,” Mark Baxa, President and CEO of CSCMP, said in a release. “By extending our reach into Latin America, Canada and enhancing our European Union presence, and beyond, we’re not just growing our community—we’re strengthening the global supply chain network. This is how we equip the next generation of leaders and continue shaping the future of our industry.”
The new roundtables in Mexico City and Monterrey will be inaugurated in early 2025, following the launch of the Guadalajara Roundtable in 2024, said Javier Zarazua, a leader in CSCMP’s Latin America initiatives.
“As part of our growth strategy, we have signed strategic agreements with The Logistics World, the largest logistics publishing company in Latin America; Tec Monterrey, one of the largest universities in Latin America; and Conalog, the association for Logistics Executives in Mexico,” Zarazua said. “Not only will supply chain and logistics professionals benefit from these strategic agreements, but CSCMP, with our wealth of content, research, and network, will contribute to enhancing the industry not only in Mexico but across Latin America.”
Likewse, the Lisbon Roundtable marks the first such group in Portugal and the 10th in Europe, noted Miguel Serracanta, a CSCMP global ambassador from that nation.