The Trump Administration’s tangles with the Chinese tech giant will have repercussions for many supply chains. Companies should start planning accordingly.
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.
President Trump has taken aim at Huawei by implementing strong actions to severely restrict the Chinese tech giant’s access to American markets and technology. The implicit risks introduced to the supply chain by this move are, as the President himself might say, “huge.” There is a clash of the titans taking place, and it is our duty as supply chain managers to understand the emerging risks—through all the tiers of our supply chains—and maneuver to get out of the way.
Any competent supply chain professional is well versed in risk management, so we understand the logic behind President Trump’s moves against Huawei. (Word choice is important here. The verb used is “understand,” which is not the same as “agree.”) The logic used to justify the lockout of Huawei is that the company is susceptible to pressure from the Chinese government. Based on current executive branch thinking, this means there is an inherent national security threat. In the words of the novelist Tom Clancy, Huawei is a “clear and present danger.”
But if we believe Huawei to be a threat, does that extend to other Chinese manufacturers as well? In 2019, according to statistica.com, the U.S. imported close to $65 billion in “cell phones and other household goods” from China. If Huawei is a risk, what about these other Chinese suppliers?
This issue gets particularly tricky the farther back you peel the supply chain onion. There is an entire ecosystem of tier 1 suppliers to American companies that source from mainland China. Let’s just pick one of many possible threads: rare earth metals. Rare earth metals are ubiquitous in electronics. These metals are essential inputs to the manufacture of things like smartphones, cars, night-vision goggles, and lasers. Around the house, rare earth metals are in ear buds, baseball bats, and golf clubs. According to geology.com, around 80% of rare earth metal ore comes from China. We need these metals, not just for our ear buds, but as essential inputs to defense products. But, using the President’s rubric from the Huawei confrontation, shouldn’t we ban the import of rare earth metals, too?
Flipping the risk profile around, let’s consider U.S. exports to China. As the United States becomes more confrontational, with aggressive moves like blocking Huawei, China will likely react and introduce their own restrictions and distortions into the balance of trade. This could have major repercussions for U.S. exporters.
Intel, for example, is a formidable exporter to China of computer chips and is a dominant player around the globe in the segment the economists call “electronic integrated circuits; processors and controllers.” There are other American exporters in this segment, and the patriotic corner of my brain is proud.
Beyond semiconductors, the U.S. is a powerful exporter to China in other segments too. About 10% of U.S. export value to China are in soybeans. Boeing exports a lot of planes, parts, and engineering know-how to China, and that is another 10%. Buicks may be long past their prime in the U.S., but they are a status symbol in China. The U.S. automotive industry does well in China, the world’s largest export market for automotive manufacturers.
Despite the popularity of Buicks, the U.S. buys more from China than China buys from the U.S. According to the U.S. Census Bureau, through the first seven months of 2020, the United States has run a trade deficit of around $160 billion dollars. In simple terms, for every $1.00 of goods we sold to China, we bought and imported around $3.50 of goods.
Where to next?
If you are in a room where a brawl is getting ready to break out, it’s good to know where the door is. As supply chain professionals, we have a responsibility to manage risk in the supply chain. The Huawei situation is a warning. It’s getting ugly as the big guys reach for their weapons.
In terms of China and our supply chains, it may be time to ask for the check and head for the exit. Diversifying out of China is the prudent move. But where should U.S. importers shift? Unfortunately, from a risk perspective, the obvious candidates carry similar risks.
Japan is a stalwart ally and trading partner. Regrettably, there are risks there, too. Japan is in a nasty and disruptive trade war with South Korea. This trade tiff between Japan and South Korea is already disrupting exports to the U.S. Worse, Kim Jong-un of North Korea was launching missiles over Japan not that long ago.
Another established and reliable exporter to the U.S. is India. Unfortunately, political tensions are rising in the subcontinent. A Washington Post headline on September 8 reported, “Shots fired on the India-China border for the first time in decades as tensions flare.” Add to that the fact that India has a significant pandemic problem, and it is unclear that a move to India removes enough risk.
Taiwan? Vietnam? Thailand? These are all significant partners in Southeast Asia. All have cloudier risk profiles than a few years ago. Sifting through the potential for chaos emergent in Southeast Asia, a localized geographic lateral shuffle may not be enough. Given the continuing chaos of Brexit, Europe doesn’t look like a safer harbor, either.
Nearshoring to Canada or Mexico or reshoring to the United States may be the answer. As global political dynamics force a move away from low-cost offshore sources, we are implicitly adopting a more holistic view of sourcing decisions. We need to make best-value decisions that consider supply chain risk, not just supply chain cost.
It is time to rethink our sourcing decisions. No action is an action. The clock is ticking.
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.”