The U.S. industrial property sector has firmly swung to a landlord's market. That means higher rents, fewer concessions, and tenants who'll take it and like it.
Mark Solomon joined DC VELOCITY as senior editor in August 2008, and was promoted to his current position on January 1, 2015. He has spent more than 30 years in the transportation, logistics and supply chain management fields as a journalist and public relations professional. From 1989 to 1994, he worked in Washington as a reporter for the Journal of Commerce, covering the aviation and trucking industries, the Department of Transportation, Congress and the U.S. Supreme Court. Prior to that, he worked for Traffic World for seven years in a similar role. From 1994 to 2008, Mr. Solomon ran Media-Based Solutions, a public relations firm based in Atlanta. He graduated in 1978 with a B.A. in journalism from The American University in Washington, D.C.
If current conditions in the U.S. industrial property market were a Bruce Springsteen song, they'd be called "Glory Days" after his 1984 classic hit. If the history of the market were a Springsteen song, it would be a lyric from his 2012 song "Wrecking Ball" that reads: "... And hard times come, and hard times go ..."
Few American industries have rebounded as resoundingly from the recent financial crisis and subsequent recession. From 2007 through 2010, capital dried up, demand plummeted, speculative development vanished, and deliveries headed toward 50-year lows. Millions of square feet sat vacant. The turnaround, when it commenced in 2011, was somewhat halting. But it picked up speed in 2012, coinciding with demand for large-scale buildings to support the burgeoning e-commerce trade, and the market has not looked back.
"Net absorption," which compares occupancy rates at the beginning and end of each reporting period—factoring in vacancies and new construction during the period—has been in positive territory for 20 consecutive quarters as of this writing. The nationwide occupancy rate, which ended last year at about 6.9 percent, could fall during 2015 to near 6 percent, which would be a multiyear low. JLL Inc. (formerly Jones Lang LaSalle), a real estate and logistics services firm, said that 15 of the top 50 U.S. markets it regularly surveys are already reporting vacancy rates below 6 percent.
Vacancy rates in California's Inland Empire, the vast warehousing and distribution center complex 120 miles east of Los Angeles, sit at 5.3 percent, compared with close to 20 percent at the worst of the downturn, according to JLL. The rate in the high-demand, capacity-constrained Southern California port area is hovering around 2 percent. Vacancies in Pennsylvania's Lehigh Valley, the gateway for goods moving into the Northeast and swaths of the Mid-Atlantic, are at 3 percent, an all-time low, according to CBRE Brokerage Services, a commercial brokerage firm. About 90 miles to the south in Carlisle, Pa., a regional node serving the Mid-Atlantic to the Carolinas, vacancy rates are at 5.8 percent, according to CBRE.
In 2014, the Eastern and Central Pennsylvania markets—which total 216 million square feet and where goods can reach 40 percent of the U.S. population in one day's truck trip—reported positive net absorption of 17 million square feet. Vincent Ranalli, a CBRE senior vice president based in Wayne, Pa., outside of Philadelphia, called it the strongest one-year absorption rate he's seen in his 10 years there.
A CHANGING MARKET
Like all real estate, industrial property has its cycles. The two recessions of the past 15 years took their toll on the sector. But the current up cycle seems different from the others, experts said. For one thing, it is the first where e-commerce is playing a significant role in renting and leasing decisions. Foreign capital is also more visible; in April, a joint venture between the Norwegian sovereign wealth fund and San Francisco-based developer Prologis paid nearly $6 billion for the assets of Rosemont, Ill.-based KTR Capital Partners, which controls 322 U.S. properties with 60 million square feet. In December, Singapore's sovereign wealth fund paid $8.1 billion to buy Chicago-based developer Indcor Properties Inc., which had 117 million square feet under management.
Goosing the cycle is a change in the leasing behavior of "mom and pop"-type tenants. Until recently, many cautious smaller occupiers have taken on short-term extensions to maintain flexibility, according to Jack Rosenberg, national director, logistics and transportation, for Seattle-based Collier's International, which manages about 1.7 billion square feet worldwide. Now, emboldened by the brighter overall outlook, they are committing to longer-term leases, Rosenberg said.
To no one's surprise given the shift in fortunes, landlords' asking rents are on the rise. Rent increases are in the 3- to 5-percent range, though specific increases depend on the desirability of the property and the market. JLL, which regularly surveys conditions in its top 50 U.S. markets, said its data at the end of the first quarter showed that rents were rising in each market.
An industrial parcel that might have fetched $2.70 per square foot in 2010 (net of taxes and other expenses) can command around $3.95 today, according to estimates by Collier's. In markets like Southern California and the Dallas/Fort Worth "Metroplex," rents can run as high as $5 per square foot. "There is real rent growth, and it's as high as it's ever been," said Rosenberg.
FEWER GIVEAWAYS
Landlords are not only minting more coin; they're also making fewer concessions and are stingier with incentives than they've been in years. In the bad old days, it would be commonplace for landlords to concede six months to up to one year of free rent just to generate occupancy. Tenants could also get thousands of dollars worth of improvements as sweeteners. Today, tenants will be fortunate to win two months of free rent. And improvements that might have been equal to $10 a square foot several years ago have been reduced to $3 to $4 per square foot today. Craig Meyer, president of JLL's U.S. real estate business, said that incentives are down between 60 and 70 percent since the market has improved. In a growing number of cases, tenants are being asked to pick up the tab for specialized improvements to their space, according to Ranalli of CBRE.
Ranalli said most tenants that are doing well enough to make major investments in industrial space aren't balking at the higher rents or the loss in negotiating leverage. In particular, e-tailers experiencing rapid growth will pay up for a modern well-equipped building to support their fulfillment operations, he said. "Tenants have accepted this, so you pay the price to get the deal done," he said.
That doesn't mean tenants are jumping at the first property they see. A multiyear commitment, combined with the expense of leasing a 500,000 to 1 million-square-foot building that may cost between $50 million and $100 million to construct, is cause for tenant selectivity. Increasingly, cream-of-the-crop "Class A" buildings are being built with 36 feet of "clear ceiling" height, up from 32 feet, in order to accommodate e-commerce companies that want multistory mezzanines and higher picking modules, according to Ranalli. Top properties are also coming equipped with deeper truck courts for better vehicle maneuverability as well as more trailer positions and additional car parking to accommodate the influx of workers and equipment, he said.
Lease durations have also been lengthened as landlords look to lock in better contract terms. Ranalli said landlords increasingly insist on a minimum five-year commitment. At the depths of the recession, the best landlords could hope for were two- to three-year terms, he said. Ironically, longer lease durations may be a better deal for tenants occupying custom-designed properties if they are putting up stakes in markets with significant construction activity that might lead to oversupply, according to Jim Clewlow, chief investment officer of CenterPoint Properties, a firm that specializes in developing transportation and logistics projects.
The roster of industrial property executives is stocked with folks who've been in the business for decades and have seen their share of downdrafts. Another down cycle awaits, but it's unlikely to occur before late 2016 or 2017. Spec development, which has remained relatively subdued even as the overall market has strengthened, is starting to accelerate. The Inland Empire has 20 million square feet of property going up. About 8.4 million square feet are under construction in Eastern and Central Pennsylvania. The Pennsylvania properties are expected to be delivered by the end of this year or early next.
At some point, demand will reach a crescendo, developers will scramble like the dickens to loosen what's been a tight supply market, the U.S. economy may slow, and the flood of space will then put tenants back in the driver's seat. JLL's "property clock," which analyzes its 50 key markets at their various cycles, shows that markets like Dallas-Fort Worth, Atlanta, and California's Silicon Valley are peaking. However, those markets are in the early stages of the cycle. Until the clock runs out on those and other big markets, landlords will remain firmly behind the wheel.
A move by federal regulators to reinforce requirements for broker transparency in freight transactions is stirring debate among transportation groups, after the Federal Motor Carrier Safety Administration (FMCSA) published a “notice of proposed rulemaking” this week.
According to FMCSA, its draft rule would strive to make broker transparency more common, requiring greater sharing of the material information necessary for transportation industry parties to make informed business decisions and to support the efficient resolution of disputes.
The proposed rule titled “Transparency in Property Broker Transactions” would address what FMCSA calls the lack of access to information among shippers and motor carriers that can impact the fairness and efficiency of the transportation system, and would reframe broker transparency as a regulatory duty imposed on brokers, with the goal of deterring non-compliance. Specifically, the move would require brokers to keep electronic records, and require brokers to provide transaction records to motor carriers and shippers upon request and within 48 hours of that request.
Under federal regulatory processes, public comments on the move are due by January 21, 2025. However, transportation groups are not waiting on the sidelines to voice their opinions.
According to the Transportation Intermediaries Association (TIA), an industry group representing the third-party logistics (3PL) industry, the potential rule is “misguided overreach” that fails to address the more pressing issue of freight fraud. In TIA’s view, broker transparency regulation is “obsolete and un-American,” and has no place in today’s “highly transparent” marketplace. “This proposal represents a misguided focus on outdated and unnecessary regulations rather than tackling issues that genuinely threaten the safety and efficiency of our nation’s supply chains,” TIA said.
But trucker trade group the Owner-Operator Independent Drivers Association (OOIDA) welcomed the proposed rule, which it said would ensure that brokers finally play by the rules. “We appreciate that FMCSA incorporated input from our petition, including a requirement to make records available electronically and emphasizing that brokers have a duty to comply with regulations. As FMCSA noted, broker transparency is necessary for a fair, efficient transportation system, and is especially important to help carriers defend themselves against alleged claims on a shipment,” OOIDA President Todd Spencer said in a statement.
Additional pushback came from the Small Business in Transportation Coalition (SBTC), a network of transportation professionals in small business, which said the potential rule didn’t go far enough. “This is too little too late and is disappointing. It preserves the status quo, which caters to Big Broker & TIA. There is no question now that FMCSA has been captured by Big Broker. Truckers and carriers must now come out in droves and file comments in full force against this starting tomorrow,” SBTC executive director James Lamb said in a LinkedIn post.
The “series B” funding round was financed by an unnamed “strategic customer” as well as Teradyne Robotics Ventures, Toyota Ventures, Ranpak, Third Kind Venture Capital, One Madison Group, Hyperplane, Catapult Ventures, and others.
The fresh backing comes as Massachusetts-based Pickle reported a spate of third quarter orders, saying that six customers placed orders for over 30 production robots to deploy in the first half of 2025. The new orders include pilot conversions, existing customer expansions, and new customer adoption.
“Pickle is hitting its strides delivering innovation, development, commercial traction, and customer satisfaction. The company is building groundbreaking technology while executing on essential recurring parts of a successful business like field service and manufacturing management,” Omar Asali, Pickle board member and CEO of investor Ranpak, said in a release.
According to Pickle, its truck-unloading robot applies “Physical AI” technology to one of the most labor-intensive, physically demanding, and highest turnover work areas in logistics operations. The platform combines a powerful vision system with generative AI foundation models trained on millions of data points from real logistics and warehouse operations that enable Pickle’s robotic hardware platform to perform physical work at human-scale or better, the company says.
Bloomington, Indiana-based FTR said its Trucking Conditions Index declined in September to -2.47 from -1.39 in August as weakness in the principal freight dynamics – freight rates, utilization, and volume – offset lower fuel costs and slightly less unfavorable financing costs.
Those negative numbers are nothing new—the TCI has been positive only twice – in May and June of this year – since April 2022, but the group’s current forecast still envisions consistently positive readings through at least a two-year forecast horizon.
“Aside from a near-term boost mostly related to falling diesel prices, we have not changed our Trucking Conditions Index forecast significantly in the wake of the election,” Avery Vise, FTR’s vice president of trucking, said in a release. “The outlook continues to be more favorable for carriers than what they have experienced for well over two years. Our analysis indicates gradual but steadily rising capacity utilization leading to stronger freight rates in 2025.”
But FTR said its forecast remains unchanged. “Just like everyone else, we’ll be watching closely to see exactly what trade and other economic policies are implemented and over what time frame. Some freight disruptions are likely due to tariffs and other factors, but it is not yet clear that those actions will do more than shift the timing of activity,” Vise said.
The TCI tracks the changes representing five major conditions in the U.S. truck market: freight volumes, freight rates, fleet capacity, fuel prices, and financing costs. Combined into a single index indicating the industry’s overall health, a positive score represents good, optimistic conditions while a negative score shows the inverse.
Specifically, the new global average robot density has reached a record 162 units per 10,000 employees in 2023, which is more than double the mark of 74 units measured seven years ago.
Broken into geographical regions, the European Union has a robot density of 219 units per 10,000 employees, an increase of 5.2%, with Germany, Sweden, Denmark and Slovenia in the global top ten. Next, North America’s robot density is 197 units per 10,000 employees – up 4.2%. And Asia has a robot density of 182 units per 10,000 persons employed in manufacturing - an increase of 7.6%. The economies of Korea, Singapore, mainland China and Japan are among the top ten most automated countries.
Broken into individual countries, the U.S. ranked in 10th place in 2023, with a robot density of 295 units. Higher up on the list, the top five are:
The Republic of Korea, with 1,012 robot units, showing a 5% increase on average each year since 2018 thanks to its strong electronics and automotive industries.
Singapore had 770 robot units, in part because it is a small country with a very low number of employees in the manufacturing industry, so it can reach a high robot density with a relatively small operational stock.
China took third place in 2023, surpassing Germany and Japan with a mark of 470 robot units as the nation has managed to double its robot density within four years.
Germany ranks fourth with 429 robot units for a 5% CAGR since 2018.
Japan is in fifth place with 419 robot units, showing growth of 7% on average each year from 2018 to 2023.
Progress in generative AI (GenAI) is poised to impact business procurement processes through advancements in three areas—agentic reasoning, multimodality, and AI agents—according to Gartner Inc.
Those functions will redefine how procurement operates and significantly impact the agendas of chief procurement officers (CPOs). And 72% of procurement leaders are already prioritizing the integration of GenAI into their strategies, thus highlighting the recognition of its potential to drive significant improvements in efficiency and effectiveness, Gartner found in a survey conducted in July, 2024, with 258 global respondents.
Gartner defined the new functions as follows:
Agentic reasoning in GenAI allows for advanced decision-making processes that mimic human-like cognition. This capability will enable procurement functions to leverage GenAI to analyze complex scenarios and make informed decisions with greater accuracy and speed.
Multimodality refers to the ability of GenAI to process and integrate multiple forms of data, such as text, images, and audio. This will make GenAI more intuitively consumable to users and enhance procurement's ability to gather and analyze diverse information sources, leading to more comprehensive insights and better-informed strategies.
AI agents are autonomous systems that can perform tasks and make decisions on behalf of human operators. In procurement, these agents will automate procurement tasks and activities, freeing up human resources to focus on strategic initiatives, complex problem-solving and edge cases.
As CPOs look to maximize the value of GenAI in procurement, the study recommended three starting points: double down on data governance, develop and incorporate privacy standards into contracts, and increase procurement thresholds.
“These advancements will usher procurement into an era where the distance between ideas, insights, and actions will shorten rapidly,” Ryan Polk, senior director analyst in Gartner’s Supply Chain practice, said in a release. "Procurement leaders who build their foundation now through a focus on data quality, privacy and risk management have the potential to reap new levels of productivity and strategic value from the technology."