The national security implications of the semiconductor supply chain
Effective and efficient supply chains are essential not just for the economic health of private companies but for the well-being of society. As a result, supply chains need to be thought of as a national security concern—especially for essential products and commodities like semiconductors.
Bradley Martin is the director at the RAND Corporation's National Security Supply Chain Instituteand a senior policy researcher at the RAND Corporation, where he has worked since November 2012. His work has emphasized issues of vulnerability resulting from economic interdependence, strategic readiness impacts from logistics and infrastructure shortfalls, and the overlap between geopolitics and supply chain exposure. His most recent work has focused on the challenges associated with China’s position in multiple different supply chains critical to the U.S. and its allies.
“National security” broadly describes what a nation does to protect its essential interests. This is often viewed in solely military terms, but the reality is that many things besides the military balance affect national security.
Viewed from that perspective on national security, we can see that supply chains are an integral part of national security, and not just with reference to items specific to the defense industrial base. Aspects of infrastructure and services are so fundamental to the functioning of society that they, too, should be considered national security issues. Secure food and energy supplies, for example. Or public safety. Or protection against environmental threats. In some cases, shortages resulting from supply chain disruptions can develop in commodities that a nation must have. These could include pharmaceuticals and personal protective equipment, energy, food, and raw materials used in manufacturing.
In recent decades, supply chains have become increasingly dispersed, crossing numerous national borders. Enabled by improved communication and transportation technology, economic actors—predominantly private companies—have located parts of their supply chains in places where the materials cost, labor cost and availability, and regulatory environments are most favorable. Private interest, in the form of efficient production and use of resources, has driven the creation of dispersed but highly interconnected global chains.
These highly interconnected supply chains are a fact of life, and in many ways beneficial. Efficient production leads to company profits, distribution of capital across markets, improved productivity, lower prices, wider availability of goods and a host of other benefits.
But, with benefit comes vulnerability. Dispersed supply chains develop because actors find it economically advantageous to seek the least expensive and most productive sources of supply. While this may be individually beneficial for the actors, actions taken by a company or even a government organization to protect its supply chains do not necessarily promote collective protection of national supply chains. A company might find that its most efficient supplier resides in a company with serious policy or diplomatic disagreements with the United States.
The fact that the U.S. and the supplying country now have an economic tie in common does not guarantee that the policy differences will disappear or even be mitigated. Indeed, such interdependence may greatly complicate responses to geopolitical challenges, creating costs and risks where none were evidentbefore. One profound example of this potential for complication lies in the semiconductor supply chain.
The case of Taiwan and semiconductors
Semiconductors are present in effectively every sector of the U.S. economy, as well as in every other advanced economy. The People’s Republic of China (PRC) is not a major player in advanced chip manufacturing. Its “rogue province” Taiwan, however, is not just a major player but, in some parts of chip manufacturing, a dominant one. Taiwan does not possess anything like the overall economic power of China, but it has built up a near monopoly in the production of high-end (less than 10 nanometers) logic chip semiconductors, largely through the Taiwan Semiconductor Manufacturing Corporation (TSMC).
TSMC’s dominance over the advanced semiconductor market—producing 94% of the most advanced logic chips—results both from some unique market conditions and from its diligence and careful management. TSMC is a technically proficient company operating in a portion of the microelectronics supply chain that is very capital intensive—and thus unattractive to companies seeking an immediately high rate of return. It has also received direct support from the government of Taiwan, which has served to put this company in the center of a supply chain vital to the world. Finally, it pursued a “global foundry model” with multiple customers, as opposed to the vertically integrated model pursued by Intel. Its dominance is in many ways the natural culmination of market impulses.
Taiwan’s position as the home of a company with a near monopoly on key parts of the semiconductor supply chain would seem likely to strengthen Taiwan’s importance to the United States (and the rest of the world). But the most important national security implication might go from protecting Taiwan’s autonomy to protecting access to a key material resource. While it might seem like the need to protect the United States’ access to semiconductors would strengthen the country’s historical commitment to protecting Taiwan, that may not necessarily prove to be the case.
No good option
In June 2022, to explore the geopolitical implications of Taiwan’s semiconductor dominance, the RAND National Security Supply Chain Institute conducted a tabletop exercise (TTX) with representatives from the executive and legislative branches of the U.S. government and from a variety of industries that rely on semiconductors. No single TTX can give a complete answer as to policy outcomes. This TTX did, however, demonstrate that there are generally only bad options for responding to the PRC attempting to coerce Taiwan in current circumstances.
Scenarios are ways of presenting reality and illuminating choices. They do not represent reality but explore a reality that could plausibly occur. In this TTX, RAND presented the players with two different ones, both intended to illuminate the impact of semiconductor supply chain vulnerability. Both began with a common set of conditions in which the PRC, for geopolitical reasons, imposed a coercive quarantine on Taiwan, as outlined in a recent RAND report. The scenarios diverged in Taiwan’s response to the coercive quarantine.
In the first case, rather than continuing to resist, Taiwan capitulates to Chinese demands, and the United States is forced to deal with a PRC now in possession of a near monopoly on high-end semiconductor manufacturing and a healthy portion of other semiconductor manufacturing. In the second, Taiwan attempts to resist, resulting in the PRC taking actions that increasingly disrupt Taiwanese semiconductor production, and thus supply of high-end semiconductors to the U.S. and the world.
In the first scenario, U.S. industry players sought to continue business as usual, while legislative and executive participants sought paths to alternative supply. However, the actors generally did not view this as a catastrophic outcome. The attitude of many industry players was that U.S. industries routinely do business with Chinese suppliers and that while the dominance of the PRC over high-end semiconductors might result in complications, they would not necessarily imply any major change in existing trade or contractual relationships. Government players were more focused on intellectual property and security implications, but no group necessarily saw a change in the national ownership of TSMC’s semiconductor “fabs” as catastrophic.
In the second scenario, Taiwan resists the initial demand, and the PRC steadily increases pressure on Taiwan, beginning with a demand for a curtailment of exports from Taiwan to the U.S. and moving steadily upward toward increasing disruptions of semiconductor production. In making these demands, the PRC understood that it would be hurt economically to the same degree or greater than Taiwan’s partners, but it opted to continue with pressure to achieve a long-standing political end. Throughout the process, the PRC offered an immediate lessening of pressure in exchange for Taiwan accepting the political condition of unification. At no time did the PRC offer an armed intervention beyond the imposition of the blockade/quarantine that it had already initiated.
The U.S. teams found that they had few desirable choices as the pressure continued. The U.S. always had the option of trying to impel Taiwan toward a settlement that would preserve access to semiconductor chips even if at the expense of its autonomy. Without U.S. support and security guarantees, Taiwan would rapidly find itself isolated. Although no U.S. team advocated this, all understood that this could become a very real possibility.
A second option would be to attempt a radical decoupling from both Taiwan and the PRC and develop “friendshored” sources of supply. Such changes likely could not occur in the short term. They would take time, capital, an available workforce, and possibly changes in technology, on a timeline that would likely exceed the time Taiwan could reasonably be expected to withstand pressure. For example, we know that it would take the United States and allies two to five years to build and outfit sufficient fabrication capacity to offset the loss of Taiwan’s production. This timeline includes optimistic assumptions regarding tooling, permitting, and the labor market. Developing sources for other commodities more directly controlled by the PRC—such as processed minerals—would also take time, cooperation, resources, and possibly significant policy changes.
Friendshoring could also be coupled with imposing counter sanctions against the PRC—in hopes of creating costs the PRC would find difficult to bear—and providing incentives for manufacturing in friendly countries. As an autocratic society, however, the PRC might be better able to harness the whole of government and private economy to pursue objectives. It would certainly be hurt by efforts to exclude it from markets, possibly more than the U.S. and its allies, but the question then turns to how long the different societies could withstand the disruption. The TTX did not specifically examine this. However, we know from the response to COVID-19 that the PRC has considerable capability to lock down its population and accept diminished levels of economic production. Worth bearing in mind is that the timelines for Taiwan’s collapse in the face of pressure are considerably shorter than the timeline for creating greater levels of supply chain resilience in the rest of the world.
The TTX specifically took military actions out of play, but the game pointed to the challenge of having few options between acceptance of the PRC’s demand or responding with military force. “Tit for tat” responses proportional to the provocations generally were not available, largely because the consequences of supply chain disruptions were immediately dire for the global economy.
Next potential steps
The TTX was, as mentioned already, one representation with a set of assumptions about behavior that might not prove accurate in the real world. The fact that it highlighted difficult options does not imply that no effective action could ever be taken. But this TTX and other efforts strongly suggest that the U.S. and allies must form partnerships, partnerships that must include industry, to increase supply chain resiliency and offer leaders something other than poor choices. The following are a few preliminary steps:
Both the public sector and the private sector should improve their analysis and understanding of the semiconductor supply chain specifically and the overall level of supply chain interdependence in general. From a geopolitical perspective, many of the planning scenarios that address how to handle a potential conflict over Taiwan’s autonomous status do not include the loss of Taiwanese semiconductor capacity as a likely consequence. This consequence deserves significant consideration.
An immediate and concerted effort must be made to reduce the concentration of semiconductor production in Taiwan. This condition not only is dangerous to the world’s economic well-being, but it also actually increases Taiwan’s vulnerability. Reducing this concentration will take several years. The management of vulnerability is thus to a very large degree a matter of timing. There are several steps that should be taken:
TSMC must be incentivized to relocate production out of Taiwan. This does not imply moving all production, nor does it necessarily imply transfer of ownership. It means geographic relocation of production to places without as much geopolitical significance as Taiwan. Reducing the risk of semiconductor disruption because of Chinese aggression would increase the willingness of the United States and allies to support Taiwan should aggression occur. This should be a powerful incentive for Taiwan.
Irrespective of TSMC actions, governments should take action to strengthen domestic and/or allied semiconductor production. Action does not imply top-down direction for investment, at least not in every case. It does involve creating incentives for investment and creating opportunities for workforce training and/or liberalized immigration. It probably also involves management of intellectual property sharing with a clearer eye toward the security impacts of sharing designs, even those without an obvious defense tie. There may be designs that should only be accessible to producers inside the United States or preferred allies.
Movement of facilities and equipment to the PRC should be specifically discouraged and heavily regulated. If markets are incentivized to invest in the PRC and/or sell Chinese companies advanced equipment, both are likely to occur. Eliminating such incentives is likely to require coordination with allies and does go against the normal imperatives of a market economy. Incentives need to be structured in ways that industry will see as effective.
Collaborative relationships with allies, industries, and governments are essential, even if these appear counter to the normal impulse to separate sectors. The interdependencies created by supply chains are complicated and extensive, with individual and collective interests intertwining to a degree that neither market nor normal government decision-making will be sufficient. This complexity requires extensive consultation, to the point that the relationships may of necessity be “cozier” than most democratic governments or private industries would prefer. The relationship between public and private will require careful management, as will the relationship with allies who have their own private-public challenges. But the TTX reinforced that neat separations between private and public interest are not possible in this context.
The practice consists of 5,000 professionals from Accenture and from Avanade—the consulting firm’s joint venture with Microsoft. They will be supported by Microsoft product specialists who will work closely with the Accenture Center for Advanced AI. Together, that group will collaborate on AI and Copilot agent templates, extensions, plugins, and connectors to help organizations leverage their data and gen AI to reduce costs, improve efficiencies and drive growth, they said on Thursday.
Accenture and Avanade say they have already developed some AI tools for these applications. For example, a supplier discovery and risk agent can deliver real-time market insights, agile supply chain responses, and better vendor selection, which could result in up to 15% cost savings. And a procure-to-pay agent could improve efficiency by up to 40% and enhance vendor relations and satisfaction by addressing urgent payment requirements and avoiding disruptions of key services
Likewise, they have also built solutions for clients using Microsoft 365 Copilot technology. For example, they have created Copilots for a variety of industries and functions including finance, manufacturing, supply chain, retail, and consumer goods and healthcare.
Another part of the new practice will be educating clients how to use the technology, using an “Azure Generative AI Engineer Nanodegree program” to teach users how to design, build, and operationalize AI-driven applications on Azure, Microsoft’s cloud computing platform. The online classes will teach learners how to use AI models to solve real-world problems through automation, data insights, and generative AI solutions, the firms said.
“We are pleased to deepen our collaboration with Accenture to help our mutual customers develop AI-first business processes responsibly and securely, while helping them drive market differentiation,” Judson Althoff, executive vice president and chief commercial officer at Microsoft, said in a release. “By bringing together Copilots and human ambition, paired with the autonomous capabilities of an agent, we can accelerate AI transformation for organizations across industries and help them realize successful business outcomes through pragmatic innovation.”
Even as the e-commerce sector overall continues expanding toward a forecasted 41% of all retail sales by 2027, many small to medium e-commerce companies are struggling to find the investment funding they need to increase sales, according to a sector survey from online capital platform Stenn.
Global geopolitical instability and increasing inflation are causing e-commerce firms to face a liquidity crisis, which means companies may not be able to access the funds they need to grow, Stenn’s survey of 500 senior e-commerce leaders found. The research was conducted by Opinion Matters between August 29 and September 5.
Survey findings include:
61.8% of leaders who sought growth capital did so to invest in advanced technologies, such as AI and machine learning, to improve their businesses.
When asked which resources they wished they had more access to, 63.8% of respondents pointed to growth capital.
Women indicated a stronger need for business operations training (51.2%) and financial planning resources (48.8%) compared to men (30.8% and 15.4%).
40% of business owners are seeking external financial advice and mentorship at least once a week to help with business decisions.
Almost half (49.6%) of respondents are proactively forecasting their business activity 6-18 months ahead.
“As e-commerce continues to grow rapidly, driven by increasing online consumer demand and technological innovation, it’s important to remember that capital constraints and access to growth financing remain persistent hurdles for many e-commerce business leaders especially at small and medium-sized businesses,” Noel Hillman, Chief Commercial Officer at Stenn, said in a release. “In this competitive landscape, ensuring liquidity and optimizing supply chain processes are critical to sustaining growth and scaling operations.”
With six keynote and more than 100 educational sessions, CSCMP EDGE 2024 offered a wealth of content. Here are highlights from just some of the presentations.
A great American story
Author and entrepreneur Fawn Weaver closed out the first day of the conference by telling the little-known story of Nathan “Nearest” Green, who was born into slavery, freed after the Civil War, and went on to become the first master distiller for the Jack Daniel’s Whiskey brand. Through extensive research and interviews with descendants of the Daniel and Green families, Weaver discovered what she describes as a positive American story.
She told the story in her best-selling book, Love & Whiskey: The Remarkable True Story of Jack Daniel, His Master Distiller Nearest Green, and the Improbable Rise of Uncle Nearest. That story also inspired her to create Uncle Nearest Premium Whiskey.
Weaver discussed the barriers she encountered in bringing the brand to life, her vision for where it’s headed, and her take on the supply chain—which she views as both a necessary cost of doing business and an opportunity.
“[It’s] an opportunity if you can move quickly,” she said, pointing to a recent project in which the company was able to fast-track a new Uncle Nearest product thanks to close collaboration with its supply chain partners.
A two-pronged business transformation
We may be living in a world full of technology, but strategy and focus remain the top priorities when it comes to managing a business and its supply chains. So says Roberto Isaias, executive vice president and chief supply chain officer for toy manufacturing and entertainment company Mattel.
Isaias emphasized the point during his keynote on day two of EDGE 2024. He described how Mattel transformed itself amid surging demand for Barbie-branded items following the success of the Barbie movie.
That transformation, according to Isaias, came on two fronts: commercially and logistically. Today, Mattel is steadily moving beyond the toy aisle with two films and 13 TV series in production as well as 14 films and 35 shows in development. And as for those supply chain gains? The company has saved millions, increased productivity, and improved profit margins—even amid cost increases and inflation.
A framework for chasing excellence
Most of the time when CEOs present at an industry conference, they like to talk about their companies’ success stories. Not J.B. Hunt’s Shelley Simpson. Speaking at EDGE, the trucking company’s president and CEO led with a story about a time that the company lost a major customer.
According to Simpson, the company had a customer of their dedicated contract business in 2001 that was consistently making late shipments with no lead time. “We were working like crazy to try to satisfy them, and lost their business,” Simpson said.
When the team at J.B. Hunt later met with the customer’s chief supply chain officer and related all they had been doing, the customer responded, “You never shared everything you were doing for us.”
Out of that experience, came J.B. Hunt’s Customer Value Delivery framework. The framework consists of five steps: 1) understand customer needs, 2) deliver expectations, 3) measure results, 4) communicate performance, and 5) anticipate new value.
Next year’s CSCMP EDGE conference on October 5–8 in National Harbor, Md., promises to have a similarly deep lineup of keynote presentations. Register early at www.cscmpedge.org.
2024 was expected to be a bounce-back year for the logistics industry. We had the pandemic in the rearview mirror, and the economy was proving to be more resilient than expected, defying those prognosticators who believed a recession was imminent.
While most of the economy managed to stabilize in 2024, the logistics industry continued to see disruption and changes in international trade. World events conspired to drive much of the narrative surrounding the flow of goods worldwide. Additionally, a diminished reliance on China as a source for goods reduced some of the international trade flow from that manufacturing hub. Some of this trade diverted to other Asian nations, while nearshoring efforts brought some production back to North America, particularly Mexico.
Meanwhile trucking in the United States continued its 2-year recession, highlighted by weaker demand and excess capacity. Both contributed to a slow year, especially for truckload carriers that comprise about 90% of over-the-road shipments.
Labor issues were also front and center in 2024, as ports and rail companies dealt with threats of strikes, which resulted in new contracts and increased costs. Labor—and often a lack of it—continues to be an ongoing concern in the logistics industry.
In this annual issue, we bring a year-end perspective to these topics and more. Our issue is designed to complement CSCMP’s 35th Annual State of Logistics Report, which was released in June, and includes updates that were presented at the CSCMP EDGE conference held in October. In addition to this overview of the market, we have engaged top industry experts to dig into the status of key logistics sectors.
Hopefully as we move into 2025, logistics markets will build on an improving economy and strong consumer demand, while stabilizing those parts of the industry that could use some adrenaline, such as trucking. By this time next year, we hope to see a full recovery as the market fulfills its promise to deliver the needs of our very connected world.
If you feel like your supply chain has been continuously buffeted by external forces over the last few years and that you are constantly having to adjust your operations to tact through the winds of change, you are not alone.
The Council of Supply Chain Management Professionals’ (CSCMP’s) “35th Annual State of Logistics Report” and the subsequent follow-up presentation at the CSCMP EDGE Annual Conference depict a logistics industry facing intense external stresses, such as geopolitical conflict, severe weather events and climate change, labor action, and inflation. The past 18 months have seen all these factors have an impact on demand for transportation and logistics services as well as capacity, freight rates, and overall costs.
The “State of Logistics Report” is an annual study compiled and authored by a team of analysts from Kearney for CSCMP and supported and sponsored by logistics service provider Penske Logistics. The purpose of the report is to provide a snapshot of the logistics industry by assessing macroeconomic conditions and providing a detailed look at its major subsectors.
One of the key metrics the report has tracked every year since its inception in 1988 is U.S. business logistics costs (USBLC). This year’s report found that U.S. business logistics costs went down in 2023 for the first time since the start of the pandemic. As Figure 1 shows, U.S. business logistics costs for 2023 dropped 11.2% year-over-year to $2.4 trillion, or 8.7% of last year’s $27.4 trillion gross domestic product (GDP).
“This was not unexpected,” said Josh Brogan, Kearney partner and lead author of the report, during a press conference in June announcing the results. “After the initial impacts of COVID were felt in 2020, we saw a steady rise of logistics costs, even in terms of total GDP. What we are seeing now is a reversion more toward the mean.”
This breakdown of U.S. Business Logistics Costs for 2023 shows an across-the-board decline in all transportation costs.
CSCMP's 35th Annual "State of Logistics Report"
As a result, Figure 1 shows an across-the-board decline in transportation costs (except for some administrative costs) for the 2023 calendar year. “What such a chart cannot fully capture about this period is the intensification of certain external stressors on the global economy and its logistical networks,” says the report. “These include a growing geopolitical instability that further complicates investment and policy decisions for business leaders and government officials.”Both the report and the follow-up session at the CSCMP EDGE Conference in October provided a vivid picture of the global instability that logistics providers and shippers are facing. These conditions include (but are not limited to):
An intensification of military conflict, with the Red Sea Crisis being particularly top of mind for companies shipping from Asia to Europe or to the eastern part of North America;
Continued fragmentation of global trade, as evidenced by the deepening rift between China and the United States;
Climate change and severe weather events, such as the drought in Panama, which lowered water levels in the Panama Canal, and the two massive hurricanes that ripped through the Southeastern United States;
Labor disputes, such as the three-day port strike which stopped operations at ports along the East and Gulf Coasts of the United States in October; and
Persistent inflation (despite some recent improvement in the United States) and muted global economic growth.
At the same time that the logistics market was dealing with these external factors, it was also facing sluggish freight demand and an ongoing excess of capacity. These twin dynamics have contributed to continued low cargo rates through 2024.
“For 2024, I foresee a generally flat USBLC as a percentage of GDP,” says Brogan. “We did see increases in air and ocean costs in preparation for the East Coast port strike but overall, road freight is down. I think this will balance out with the relatively low level of inflation seen in the general economy.”
Breakdown by mode
The following is a quick review of how the forces outlined above are affecting the primary logistics sectors, as described by the “State of Logistics Report” and the updated presentation given at the CSCMP EDGE Conference in early October.
Trucking: A downturn in consumer demand plus a lingering surplus in capacity led to a plunge in rates in 2023 compared to 2022. Throughout 2024, however, rates have remained relatively stable. Speaking in October, report author Brogan said he expects that trend to continue for the near future. On the capacity side, despite thousands of companies having departed the market since 2022, the number of departures has not been as high as would normally be expected during a down market. Brogan accounts this to investors expecting to see some turbulence in the marketplace and being willing to stick around longer than has traditionally been the case.
Parcel and last mile: Parcel volumes in 2023 were down by 0.5% compared to 2022. Simultaneously, there has been a move away from UPS and FedEx, both of which saw their year-over-year parcel volumes decline in 2023. Nontraditional competitors have taken larger portions of the parcel volume, including Amazon, which passed UPS for the largest parcel carrier in the U.S. in 2023. Additionally, there has been an increasing use of regional providers, as large shippers continue to shift away from “single sourcing” their carrier base. Parcel volumes have increased in 2024, mostly driven by e-commerce. Brogan expects regional providers to claim “the lion’s share” of this volume.
Rail: In 2023, Class I railroads experienced a challenging financial environment, characterized by a 4% increase in operating ratios, a 2% decline in revenue, and an 11% decrease in operating income compared to 2022. These financial troubles were primarily driven by intermodal volume decreases, service challenges, inflationary pressures, escalated fuel and labor expenses, and a surge in employee headcount. The outlook for 2024 is slightly more promising, according to Kearney. Intermodal, often regarded a primary growth driver, has seen increased volumes and market share. Class I railroads are also seeing some positive operational developments with train speeds increasing by 2.3% and terminal dwell times decreasing by 1.8%. Finally, opportunities are opening up for an expansion in cross-border rail traffic within North America.
Air: The air freight market saw a steep decline in costs year over year from 2022 to 2023. Rates in 2024 began flat before starting to pick up in the summer, and report authors expect to see demand increase by 4.5%. Part of the demand pickup is due to disruptions in key sea lanes, such as the Suez Canal, causing shippers to convert from ocean to air. Meanwhile, the capacity picture has been mixed with some lanes having a lot of capacity while others have none. Much of this dynamic is due to Chinese e-commerce retailers Temu and Shein, which depend heavily on airfreight to execute their business models. In order to serve this booming business, some airfreight providers have pulled capacity out of more niche markets, such as flights into Latin America or Africa, and are now using those planes to serve the Asia-to-U.S. or Asia-to-Europe lanes.
Water/ports: The recent “State of Logistics Report” indicated that waterborne freight experienced a very steep decline of 64.2% in expenditures in 2023 relative to 2022. This was mostly due to muted demand, overcapacity, and a normalization from the inflated ocean rates seen during the pandemic years. After the trough of 2023, the market has been seeing significant “micro-spikes” in rates on some lanes due to constraints caused by geopolitical issues, such as the Red Sea conflict and the U.S. East and Gulf Coast ports strike. Kearney foresees a continuation of these rate hikes for the next few months. However, over the long term, the market will have to deal with the overcapacity that was built up during the height of the pandemic, which will cause rates to soften. Ultimately, however, Brogan said he did not expect to see a return to 2023 rate levels.
Third-party logistics (3PLs): The third-party logistics (3PL) sector is facing some significant challenges in 2024. Low freight rates and excess capacity could force some 3PLs to consolidate, especially if they are smaller players and rely on venture capital funding. Meanwhile, Kearney reports that there is some redefining of traditional roles going on within the 3PL-shipper ecosystem. For example, some historically asset-light 3PLs are expanding into asset-heavy services, and some shippers are trying to monetize their own logistics capabilities by marketing them externally.
Freight forwarding: Major forwarders had a shaky final quarter of 2023, seeing a decline in financial performance. To regain form, Kearney asserts that forwarders will need to increase their focus on technology, value-added services, and tiered servicing. Overall, the forwarding sector is expected to grow at slow rate in coming years, with a projected annual growth rate of 5.5% for the period of 2023–2032.
Warehousing: According to Brogan an interesting phenomenon is occurring in the warehousing market with the average asking rents continuing to rise even though vacancy rates have also increased. There are several reasons for this mixed message, according to the “State of Logistics” report, including: longer contract durations, enhanced facility features, and steady demand growth. A record-breaking level of new construction and new facilities, however, have helped to stabilize rent prices and increase vacancy rates, according to the report authors.
Path forward
What is the way forward given these uncertain times? For many shippers and carriers, a fresh look at their networks and overall supply chains may be in order. Many companies are currently reassessing their distribution networks and operations to make sure that they are optimized. In these cost-sensitive times, that may involve consolidating facilities, eliminating redundant capacity, or rebalancing inventory.
It’s important to realize, however, that network optimization should not just focus on eliminating unnecessary costs. It should also ensure that the network has the right amount of capacity to response with agility and flexibility to any future disruptions. Companies must look at their supply chain networks as a whole and think about how they can be utilized to unlock strategic advantage.