Steve Geary is adjunct faculty at the University of Tennessee's Haaslam College of Business and is a lecturer at The Gordon Institute at Tufts University. He is the president of the Supply Chain Visions family of companies, consultancies that work across the government sector. Steve is a contributing editor at DC Velocity, and editor-at-large for CSCMP's Supply Chain Quarterly.
The machine that is the U.S. federal government—and, by implication, the Department of Defense (DoD) supply chain—can be difficult to understand, and the law-making process is not always pretty. As the old saying goes, "Laws are like sausages, it's best not to see them being made." Yet we really do need to keep our eye on the sausage making process because what comes out is a significant driver of our supply chains. Our lives in the supply chain are in many ways constrained, and often specifically directed, by what the U.S. Congress decides in Washington, D.C. If a company doesn't pay attention, it can be "blindsided."
The supply chain implications of the blindside hits can be significant. Consider the continuing trade tensions with China. The total value of bilateral trade between the United States and China dropped by nearly 14 percent in the first half of this year versus the same period in 2018, according to data from the U.S. Commerce Department. There are a variety of opinions on whether this is a positive development or a negative one. What is not in dispute is that the trade war has resulted in seismic shifts in some industrial supply chains, not a ripple.
Prepare for impact?
There may be another disruption on the way. On June 27, at the beginning of the summer, the U.S. Senate passed its version of the National Defense Authorization Act (NDAA) for Fiscal Year 2020. The Senate's version of the defense budget for the next year has an obscure feature built in. Section 831 provides for the "modernization of acquisition processes to ensure integrity of industrial base." In plain English, the way the government buys things will change, an attempt to better secure the industrial base data that supports DoD operations.
If the provision in the Senate version of the budget survives the reconciliation process with the House of Representatives, will Section 831 generate a seismic shift across the defense industrial base that cascades through the echelons in the private sector, or will it be just a ripple?
The focus of the bill is, "digitization and modernization." Specifically, "The Secretary of Defense shall streamline and digitize the existing Department of Defense approach for identifying and mitigating risks to the defense industrial base across the acquisition process, creating a continuous model that uses digital tools, technologies, and approaches designed to ensure the accessibility of data to decision makers in the Department."
This requires every organization under the secretary to identifynot only a framework for managing the risk but also the tools, technologies, and approaches for monitoring that risk. That monitoring provides decision makers with theability to identify a level of risk, compare it to a tolerance level, and rapidly identify mitigations to the risk.
Embedded supply chain risk—think Huawei's 5G technology—is influencing the thinking on Capitol Hill and legislation is in play to address it. Huawei is an obvious example of the embedded risk that Congress is trying to address, but the risk is bigger than Huawei. According to CNBC, "U.S. intelligence agencies have been backing away from China-made infrastructure for well over a decade, with companies such as Huawei and ZTE facing bans and skepticism." The U.S. Federal Government buys some of the most sophisticated, complex equipment on earth. From jet fighters to space shuttle components, the world's largest super computers, or leading edge medical devices, the government buys items made up of parts, These parts flow through a supply chains with tiers upon tiers of suppliers, pulling from every corner of the globe to create a capability.
A broadening scope
Section 831 of the 2020 NDAA directs the Under Secretary of Defense for Acquisition and Sustainment to take the lead in resolving this issue. Specifically, the under secretary will characterize and monitor supply chain risks, including the origin and vulnerability of the products, counterfeit products, cybersecurity sophistication of contractors, vendor vetting, and other risk areas as are determined appropriate. This risk characterization and monitoring extends through every tier of the supporting supply chain, beyond internal DoD structures to all supporting tiers in the commercial supply chain.
That is a broad directive.
Some industry experts support the bill. On a publicly accessible MITRE website, Peter Modigliani says, "There are critical risks across the industrial base which include adversaries stealing designs of critical systems to controlling and corrupting key elements of the supply chain. DoD must also develop contract strategies at portfolio and enterprise levels to minimize winner-take-all contracts that create a monopoly for key defense sectors and instead enable vibrant competition from many vendors from the primes down to all tiers of the supply chain. Digital solutions help DoD maintain an enterprise view."
While Modigliani and others may endorse the idea of the federal government being involved "from the primes [prime contractors to the department of defense] down to all tiers of the supply chain," there are contractors supporting the defense industrial base with a different point of view. Suppliers in the private sector often consider that type of information to be competition sensitive proprietary intellectual property; it's a basis of competitive advantage.
The bill directs the Department of Defense to take responsibility for the "characterization and monitoring of the health and activities of the defense industrial base." If this language passes, the Department can pass judgement on a company's profitability, investment, innovation, and technological and manufacturing sophistication, as well as the "culture of performance."
The world's best financial investors and venture capitalists attempt to do this daily, becoming experts in niche areas, trying to predict the outcome of a company's decisions in a specific market. Sometimes they get it right, and sometimes they don't. If the bill passes, Congress is assigning that same responsibility to federal employees who likely have dozens of contracts they are trying to manage, including vendor performance. Even using the same technology that the investors use to identify and rate risk, the magnitude of the challenge is significant.
The bill goes further. Currently individuals—not an office or a department—award federal contracts. There is a specific individual, known as the contracting officer, who generally has absolute final decision authority. Part of that final decision is the "responsibility determination," where contracting officers certify that, in their judgement, the contractor has the means and ability to complete the contract. If that determination is extended to encompass the risk associated with the tiers of the supplier's supply chain, however, the contracting officer might lack the skill, knowledge, and experience to accomplish the task.
The Senate version of the National Defense Authorization Act broadens the scope of the contracting officer's responsibility to include "consideration of the need for special standards of responsibility to address the risks." There is no definition of what is meant by standards of responsibility to address the risk; interpretation is left to the discretion of the contracting officer. A reasonable person could assert that the Senate wording isn't meant to be astandard; it's a catch-all. The "consideration" can be whatever the contracting officer wants it to be.
The issue of reliance on international sources of supply is real. Consider the need to prevent internationally sourced chips with snooper capability from being introduced into government equipment. The challenge lies in the implementation language. The complexity of requiring every commercial supplier to certify all tiers of the supply chain globally is prohibitive. Congress's approach is to use catch-all phrasing and expect the industry to figure it out. There is no consideration of the cost of implementing multitier oversight, certifications, and mechanisms (including insurance) to secure all tiers of the supply chains.
From the "spy chip" to foreign firms that pretend to be a U.S. firm, to the delivery of nonstandard parts, there are any number of nuances to the risk challenge. It is a complex problem. The largest producer of computer chips is China. Steel is also a vital defense commodity, and the United States imports substantial quantities from Russia. Another example is rare earth elements. According to the U.S. Government Accountability Office (GAO), "Rare earths are essential to the production, sustainment, and operation of U.S. military equipment. Reliable access to the necessary material, regardless of the overall level of defense demand, is a bedrock requirement for DoD." What the GAO delicately avoids mentioning is that China is the principal—and for some of the elements, the only—source.
Congress has a challenge. There is merit to both perspectives on Section 831. While we all like sausage, sometimes it's good to help make the sausage. If you have an opinion, share it with a congressional liaison, or pick up the phone and call Capitol Hill directly.
Editor's Note: A previous version of this article incorrectly stated that the MITRE Corp. supported the bill, it was actually Peter Modigliani writing on MITRE's website. His views do not necessarily reflect MITRE's.
First, 54% of retailers are looking for ways to increase their financial recovery from returns. That’s because the cost to return a purchase averages 27% of the purchase price, which erases as much as 50% of the sales margin. But consumers have their own interests in mind: 76% of shoppers admit they’ve embellished or exaggerated the return reason to avoid a fee, a 39% increase from 2023 to 204.
Second, return experiences matter to consumers. A whopping 80% of shoppers stopped shopping at a retailer because of changes to the return policy—a 34% increase YoY.
Third, returns fraud and abuse is top-of-mind-for retailers, with wardrobing rising 38% in 2024. In fact, over two thirds (69%) of shoppers admit to wardrobing, which is the practice of buying an item for a specific reason or event and returning it after use. Shoppers also practice bracketing, or purchasing an item in a variety of colors or sizes and then returning all the unwanted options.
Fourth, returns come with a steep cost in terms of sustainability, with returns amounting to 8.4 billion pounds of landfill waste in 2023 alone.
“As returns have become an integral part of the shopper experience, retailers must balance meeting sky-high expectations with rising costs, environmental impact, and fraudulent behaviors,” Amena Ali, CEO of Optoro, said in the firm’s “2024 Returns Unwrapped” report. “By understanding shoppers’ behaviors and preferences around returns, retailers can create returns experiences that embrace their needs while driving deeper loyalty and protecting their bottom line.”
Facing an evolving supply chain landscape in 2025, companies are being forced to rethink their distribution strategies to cope with challenges like rising cost pressures, persistent labor shortages, and the complexities of managing SKU proliferation.
1. Optimize labor productivity and costs. Forward-thinking businesses are leveraging technology to get more done with fewer resources through approaches like slotting optimization, automation and robotics, and inventory visibility.
2. Maximize capacity with smart solutions. With e-commerce volumes rising, facilities need to handle more SKUs and orders without expanding their physical footprint. That can be achieved through high-density storage and dynamic throughput.
3. Streamline returns management. Returns are a growing challenge, thanks to the continued growth of e-commerce and the consumer practice of bracketing. Businesses can handle that with smarter reverse logistics processes like automated returns processing and reverse logistics visibility.
4. Accelerate order fulfillment with robotics. Robotic solutions are transforming the way orders are fulfilled, helping businesses meet customer expectations faster and more accurately than ever before by using autonomous mobile robots (AMRs and robotic picking.
5. Enhance end-of-line packaging. The final step in the supply chain is often the most visible to customers. So optimizing packaging processes can reduce costs, improve efficiency, and support sustainability goals through automated packaging systems and sustainability initiatives.
Geopolitical rivalries, alliances, and aspirations are rewiring the global economy—and the imposition of new tariffs on foreign imports by the U.S. will accelerate that process, according to an analysis by Boston Consulting Group (BCG).
Without a broad increase in tariffs, world trade in goods will keep growing at an average of 2.9% annually for the next eight years, the firm forecasts in its report, “Great Powers, Geopolitics, and the Future of Trade.” But the routes goods travel will change markedly as North America reduces its dependence on China and China builds up its links with the Global South, which is cementing its power in the global trade map.
“Global trade is set to top $29 trillion by 2033, but the routes these goods will travel is changing at a remarkable pace,” Aparna Bharadwaj, managing director and partner at BCG, said in a release. “Trade lanes were already shifting from historical patterns and looming US tariffs will accelerate this. Navigating these new dynamics will be critical for any global business.”
To understand those changes, BCG modeled the direct impact of the 60/25/20 scenario (60% tariff on Chinese goods, a 25% on goods from Canada and Mexico, and a 20% on imports from all other countries). The results show that the tariffs would add $640 billion to the cost of importing goods from the top ten U.S. import nations, based on 2023 levels, unless alternative sources or suppliers are found.
In terms of product categories imported by the U.S., the greatest impact would be on imported auto parts and automotive vehicles, which would primarily affect trade with Mexico, the EU, and Japan. Consumer electronics, electrical machinery, and fashion goods would be most affected by higher tariffs on Chinese goods. Specifically, the report forecasts that a 60% tariff rate would add $61 billion to cost of importing consumer electronics products from China into the U.S.
That strategy is described by RILA President Brian Dodge in a document titled “2025 Retail Public Policy Agenda,” which begins by describing leading retailers as “dynamic and multifaceted businesses that begin on Main Street and stretch across the world to bring high value and affordable consumer goods to American families.”
RILA says its policy priorities support that membership in four ways:
Investing in people. Retail is for everyone; the place for a first job, 2nd chance, third act, or a side hustle – the retail workforce represents the American workforce.
Ensuring a safe, sustainable future. RILA is working with lawmakers to help shape policies that protect our customers and meet expectations regarding environmental concerns.
Leading in the community. Retail is more than a store; we are an integral part of the fabric of our communities.
“As Congress and the Trump administration move forward to adopt policies that reduce regulatory burdens, create economic growth, and bring value to American families, understanding how such policies will impact retailers and the communities we serve is imperative,” Dodge said. “RILA and its member companies look forward to collaborating with policymakers to provide industry-specific insights and data to help shape any policies under consideration.”
New Jersey is home to the most congested freight bottleneck in the country for the seventh straight year, according to research from the American Transportation Research Institute (ATRI), released today.
ATRI’s annual list of the Top 100 Truck Bottlenecks aims to highlight the nation’s most congested highways and help local, state, and federal governments target funding to areas most in need of relief. The data show ways to reduce chokepoints, lower emissions, and drive economic growth, according to the researchers.
The 2025 Top Truck Bottleneck List measures the level of truck-involved congestion at more than 325 locations on the national highway system. The analysis is based on an extensive database of freight truck GPS data and uses several customized software applications and analysis methods, along with terabytes of data from trucking operations, to produce a congestion impact ranking for each location. The bottleneck locations detailed in the latest ATRI list represent the top 100 congested locations, although ATRI continuously monitors more than 325 freight-critical locations, the group said.
For the seventh straight year, the intersection of I-95 and State Route 4 near the George Washington Bridge in Fort Lee, New Jersey, is the top freight bottleneck in the country. The remaining top 10 bottlenecks include: Chicago, I-294 at I-290/I-88; Houston, I-45 at I-69/US 59; Atlanta, I-285 at I-85 (North); Nashville: I-24/I-40 at I-440 (East); Atlanta: I-75 at I-285 (North); Los Angeles, SR 60 at SR 57; Cincinnati, I-71 at I-75; Houston, I-10 at I-45; and Atlanta, I-20 at I-285 (West).
ATRI’s analysis, which utilized data from 2024, found that traffic conditions continue to deteriorate from recent years, partly due to work zones resulting from increased infrastructure investment. Average rush hour truck speeds were 34.2 miles per hour (MPH), down 3% from the previous year. Among the top 10 locations, average rush hour truck speeds were 29.7 MPH.
In addition to squandering time and money, these delays also waste fuel—with trucks burning an estimated 6.4 billion gallons of diesel fuel and producing more than 65 million metric tons of additional carbon emissions while stuck in traffic jams, according to ATRI.
On a positive note, ATRI said its analysis helps quantify the value of infrastructure investment, pointing to improvements at Chicago’s Jane Byrne Interchange as an example. Once the number one truck bottleneck in the country for three years in a row, the recently constructed interchange saw rush hour truck speeds improve by nearly 25% after construction was completed, according to the report.
“Delays inflicted on truckers by congestion are the equivalent of 436,000 drivers sitting idle for an entire year,” ATRI President and COO Rebecca Brewster said in a statement announcing the findings. “These metrics are getting worse, but the good news is that states do not need to accept the status quo. Illinois was once home to the top bottleneck in the country, but following a sustained effort to expand capacity, the Jane Byrne Interchange in Chicago no longer ranks in the top 10. This data gives policymakers a road map to reduce chokepoints, lower emissions, and drive economic growth.”