Supply chain managers should pay special attention to three trends that will reshape international trade and shipping patterns over the next decade, potentially altering supply chain dynamics.
For supply chain managers, there is no simple way to view the global economy. We are now seeing multiple, divergent macroeconomic trends that are likely to have significant implications for businesses over the next several years. These include falling oil prices, more stimulus from central banks, and a stronger U.S. dollar, among others. However, there are three global trends supply chain managers should watch closely. These trends will reshape international trade and shipping patterns over the next decade, potentially altering supply chain dynamics.
Slower growth in emerging markets
Chief among these trends is the slowdown of emerging market growth. The extraordinary growth of emerging markets—in particular the BRIC countries (Brazil, Russia, India, and China) during the 2000s—encouraged many U.S. and European companies to move manufacturing operations overseas. But during those boom years, many emerging markets failed to institute the necessary structural reforms that would enable them to transition to slower but more sustainable economic growth. As a result, economic performance in a number of those markets has rapidly deteriorated over the last few years.
China is maintaining relatively strong growth; last year real gross domestic product (GDP) growth was 7.4 percent, and this year it's projected to be 6.5 percent. Brazil and Russia, however, have entered economic recessions. Russia's economic performance is tied to the ups and downs of oil markets and is now seeing the impact of Western sanctions. Brazil's real GDP growth for 2014 was just -0.1 percent. Meanwhile, India faces much slower GDP growth due to declining fixed investment and productivity.
Real GDP growth in the United States averaged 3.2 percent between 1980 and 2007. Since the end of the Great Recession in June 2009, the recovery has been anemic, with real GDP growth averaging just 2.2 percent. In the European Union, the recovery has been hampered by the two-tiered growth performance of the northern and southern countries. The north is relatively economically stable, while the south is slowly digging out of a deep economic hole.
While IHS expects global real GDP to accelerate in 2015, globalization—defined as the value of world exports as a percent of global GDP—is not expected to follow suit. Over the past 20 years, roughly coinciding with China's acceptance into the World Trade Organization (WTO), trade growth has accelerated and outpaced overall economic growth; that is, globalization increased. This pattern ended with the recession, and trade as a share of of world GDP is expected to hold at around 30 percent, where it has been since 2010 (see Figure 1).
The combination of the slowdown in emerging markets and relatively weak U.S. and Western European economic performance has slowed world trade growth. International trade is expected to grow on pace with GDP.
Supply and demand balancing
In 2014, China's GDP represented 14 percent of global GDP, while the United States represented almost a quarter of global GDP. However, by 2024 China and the U.S. are likely to be even at about 20 percent each, which would balance global production more uniformly between East and West. Consumption patterns are expected to follow that shift.
U.S. consumers probably will continue to claim the highest percentage share of global consumption for the next few years, but emerging-market consumers are closing the gap. While its growth has slowed somewhat, the rise of China's consumer class is likely to propel the Chinese economy to a much larger share of global consumption over the next six to eight years, fueled by accumulated wealth and an increasing number of middle-income households (see Figure 2). In fact, IHS expects consumption in the BRIC countries to surpass that of Western Europe or the United States in 2022.
These changing international trade, production, and consumption patterns have several implications for global supply chain managers. First, the relative decline of the U.S. consumer's importance to global trade will serve to reduce production volatility. As producers become less reliant on one market they will be able to spread risk in a more balanced way.
Second, the major trading blocs are becoming increasingly connected and their performance correlated. At the same time that retailers are struggling for market share in the West, the growth of the middle class in China and India has slowed. A strategy that considers relative growth opportunities across multiple markets will enable global corporations to maximize their market opportunities.
Third, buyers will face competition from consumers in traditionally exporting countries. For example, the BRIC countries' production will increasingly be consumed within their domestic markets, and manufacturers there will view domestic markets as increasingly appealing relative to export markets. This will contribute to a reduction in economic globalization while reducing the export-oriented nature of production.
Production shifts
Several countries are showing promise as good locations for sourcing or as end markets. Chief among them are Mexico and Vietnam.
Mexico's increased competitiveness is helping the country regain its share of U.S. imports at China's expense. In 2001, China's entry into the WTO caused a major shift in trade, with China quickly outpacing Mexico in exports to the United States. Between 2001 and 2005, Mexico's share of U.S. imports of manufactured goods fell from 12.1 percent to 10.4 percent, while China's share rose from 11 percent to 19.2 percent. But Mexico staged a comeback. By 2009, China's share of U.S. imports had leveled off at around 26 percent, while Mexico's share grew to 13 percent by 2013. Proximity to the United States, lower relative wages, and the high cost of ocean shipping compared to the cost of utilizing an improved north-south transportation infrastructure between the U.S. and Mexico were primary factors in this shift.
China can no longer offer the kind of cost advantages that allowed it to become a dominant player in global manufacturing. Not only are labor costs rising, but there also is growing concern about broader macroeconomic and political risks, such as civil stability, "shadow" banking, a real estate bubble, and military adventurism. These factors have prompted Western companies to reassess their reliance on China.
This concern is also helping to drive growth in Vietnam, China's southern neighbor. The country has been a member of the WTO since 2007 and has manufacturing wages that are roughly half of those paid in China. These advantages have recently triggered a surge in manufacturing foreign direct investment and have led to a tenfold increase in the value of Vietnam's merchandise exports since 2000, with shipments in 2014 expected to have hit US $150 billion.
Positive implications
Changing global production and consumption patterns should have generally positive implications for global supply chains. On the consumption side, a more regionally balanced demand for goods will reduce dependence on any one market and lower overall supply chain risk. On the production side, the emergence of regional manufacturing centers—in Mexico, Vietnam, and elsewhere—will distribute and perhaps minimize the risks for downstream manufacturers, distributors, and other members of the global supply chain. These benefits will be mitigated by trade growth that is closer to the growth in overall economic activity. Look generally for shorter and more diverse supply chains going forward.
Artificial intelligence (AI) and the economy were hot topics on the opening day of SMC3 Jump Start 25, a less-than-truckload (LTL)-focused supply chain event taking place in Atlanta this week. The three-day event kicked off Monday morning to record attendance, with more than 700 people registered, according to conference planners.
The event opened with a keynote presentation from AI futurist Zack Kass, former head of go to market for OpenAI. He talked about the evolution of AI as well as real-world applications of the technology, furthering his mission to demystify AI and make it accessible and understandable to people everywhere. Kass is a speaker and consultant who works with businesses and governments around the world.
The opening day also featured a slate of economic presentations, including a global economic outlook from Dr. Jeff Rosensweig, director of the John Robson Program for Business, Public Policy, and Government at Emory University, and a “State of LTL” report from economist Keith Prather, managing director of Armada Corporate Intelligence. Both speakers pointed to a strong economy as 2025 gets underway, emphasizing overall economic optimism and strong momentum in LTL markets.
Other highlights included interviews with industry leaders Chris Jamroz and Rick DiMaio. Jamroz is executive chairman of the board and CEO of Roadrunner Transportation Systems, and DiMaio is executive vice president of supply chain for Ace Hardware.
Jump Start 25 runs through Wednesday, January 29, at the Renaissance Atlanta Waverly Hotel & Convention Center.
The year 2024 will go down as a bit of a mixed bag for transportation. The truckload market remained sluggish, and maritime rates rose due to the ongoing wars in Ukraine and the Middle East. Capacity remained high, while fuel prices came down. Meanwhile shippers loaded up on inventory ahead of anticipated rises in tariffs.
As we begin 2025, we asked three industry experts for their takes on what the new year may bring for transportation and logistics. Participants included: Sal Campos, managed transportation operations leader at logistics service provider Ruan; Allan Miner, CEO of the third-party logistics company CT Logistics; and Julie Van de Kamp, chief customer officer for the freight data and analytics platform Sonar.
The past two years have been sluggish for transportation companies. What do you expect for 2025?
Sal Campos: There have been expectations for a rise in rates for the past two years that haven’t materialized. Capacity in the industry has remained resilient in the face of these low rates, and trucks are leaving the market more slowly than anyone had anticipated. We are reasonably comfortable that rates have hit bottom and will not go any lower, but any rebound may be more gradual than carriers would like.
Julie Van de Kamp: The conditions that have suppressed freight rates have mostly been on the supply or capacity side of the equation—demand, or volume, has been fairly robust throughout the year. We think that this imbalance is coming to an end, as evidenced by Sonar’s truckload tender rejection rates breaching 6% back in November. Shippers who pushed contract rates down aggressively in 2023 and 2024 now face upside risks to their rates and the threat of a routing guide breakdown. Third-party logistics providers may experience a temporary squeeze as spot rates rise against the contract rates they have with their customers, but they will be key in finding capacity for retailers, manufacturers, and suppliers as they get their pricing sorted out.
Allan Miner: There should be an uptick in shipping due to the reductions in interest rates leading to the end of the freight recession in the U.S. The U.S. presidential results are showing positive consumer and corporate attitudes; therefore, spending activity for the U.S. consumer, which drives elevated shipping activities for companies as well.
How will the new administration affect trade and logistics policy?
Julie Van de Kamp: I think the Trump administration’s policies combine for a beneficial effect on transportation companies in North America. The prospect of higher tariffs on goods from China are causing aggressive inventory builds to front-run these deadlines, increasing demand for transportation services. At the same time, lower corporate taxes will spur capital expenditures and investment in production. We think that economic ties with Mexico and Canada will grow tighter as regional trade grows in importance relative to “global” trade.
Allan Miner: The new administration is going to have an initial positive impact on trade, but tariffs on Chinese manufactured products will have a negative impact on international trade and logistics activity for the next several years.
Sal Campos: We expect change. The new administration has made it clear they are planning to increase the tariffs levied on companies importing into the United States. There is a commitment to impose 10%–20% tariffs on imports regardless of the country they come from and 60% or higher on goods originating from China or from Chinese companies manufacturing abroad. At the same time, there is a commitment to reducing the regulatory impact on U.S.-based production, making it much easier for companies to nearshore their production. There are a lot of moving parts here, and the full impact remains to be seen. All that being said, manufacturing drives the transportation sector like nothing else, so even small increases in U.S. manufacturing output could have an outside impact on the supply chain and the transportation economy.
A lot of government funds have been spent on improving infrastructure over the past several years. Has that made a difference in our transportation networks?
Julie Van de Kamp: It has in some places. A lot of government money for infrastructure has gone to things like urban transit projects to reduce car traffic and improve pedestrian safety in cities, but that hasn’t really impacted transportation. On the other hand, dredging projects and new cranes at ports all over the East Coast have significantly increased the throughput of those container terminals. A new international bridge across the Rio Grande at Laredo was finally approved by the Biden administration in October. A new bridge across the Mississippi at Memphis is also in the works. These kinds of projects are necessary but make small, incremental improvements to the overall fluidity of the transportation network—they don’t necessarily have direct effects on capacity, volume, or rates. Instead, there might be small reductions in shipment delays and improved on-time performance; drivers might be able to log more miles per day.
Allan Miner: Unfortunately, due to restrictive labor rules and regulations at all of the major East and West Coast ports, the investment in infrastructure will only have a minimal impact on improving capacity and timeliness in our domestic transportation network.
Sal Campos: There are projects we are seeing firsthand here in Iowa, including the $68.6 million mixmaster interchange reconstruction project that will make a difference to safety and traffic flow here locally. Unfortunately, most of the allocated funds are there to simply catch up on repairs of our current infrastructure that are decades past due. While these are needed repairs and improvements, and they will certainly decrease the chances of catastrophic failures, they do little to impact congestion and traffic flow for our drivers. Only a small percentage of the overall funding will go to road expansion and new highway infrastructures.
Aside from smaller players exiting the market, is there anything that can be done to reduce the current overcapacity?
Sal Campos: As we’ve attended several large transportation conferences recently, I’ve been struck by the continued optimism about a turnaround in the second half of 2025. Many large carriers expressed optimism and said they were well positioned with excess capacity to quickly take advantage of an improving freight market. While that commentary was from a small sample of the overall trucking market, I believe it gives us a window into why this freight recession has hung around for so long. Carriers are really clinging to their assets tightly, so they don’t miss the rebound when it finally comes. The best way to see the market rebound is to see the pie get bigger, so everyone isn’t fighting over the same piece.
Allan Miner: Unfortunately, the macroeconomic impact on the supply chain will continue to impact overcapacity in many shipping lanes and geographic regions.
Julie Van de Kamp: Since deregulation, the freight market naturally corrects itself over time. The latest oversupply was a direct result of an overstimulated economy, and it’s taken longer than typical to correct. One of the great things about the freight market is that it's self-healing, but this also means that it can be volatile and the pendulum swings between over- and under-supply of capacity. All that to say, the current overcapacity will correct within the next few months.
Will lower interest rates help to increase transportation-related investments?
Julie Van de Kamp: Lower interest rates mean that money is cheaper and therefore a wider range of capital projects—some of which may have been on the border of feasibility before—can achieve acceptable rates of return. So, borrowing and investing will be incentivized. Real estate development and construction will be stimulated, as well as homebuying, not to mention other capital expenditures like equipment purchases. For carriers specifically, it will be cheaper to replenish their fleets with new trucks; lease terms will be more favorable. We expect the Fed to keep moving interest rates down as long as inflation stays relatively under control, and it should continue to stimulate borrowing, investment, and economic growth, all of which are positives for transportation demand.
Sal Campos–Ruan: I don’t see that having a major impact for most companies. Transportation companies invest in trucks, trailers, and drivers. Our rolling assets have a finite life cycle, and while we can delay purchases for a while, eventually, you must replenish this rolling stock. It was unfortunate that during COVID—when we all needed assets and interest rates were low—that the manufacturers could not keep up with the demand. Now that interest rates are high, they can build more trucks and trailers than carriers need.
Allan Miner: [Lower interest rates will help] only to the extent that investments in new tractors and trailers will be reduced by three to five years.
Have you introduced artificial intelligence (AI) into any of your operations? In what areas and how has it made an impact?
Allan Miner: Yes, we have begun to use AI in some of our simpler, repetitive tasks that are not too complex.
Sal Campos: As this technology begins to mature, we’ve found two areas show a potential for promising returns. We’ve been using RPA [robotic process automation] for a while in our workflow automations, and AI has allowed us to pick up some nice efficiency gains, especially in the FP&A [financial planning and analysis] areas. On the safety and compliance side, companies have begun to use AI to help parse through enormous amounts of data available to help predict areas of risk so that they can work upstream to prevent them.
Do you expect fuel costs to decline or rise in the coming year, and how will that affect the industry?
Sal Campos: I tell our procurement team all the time that if trucking companies could accurately predict fuel prices, we would sell all of our trucks and just invest in the commodities market. We’d make a lot more money without all the hassle of operating trucks! There are so many factors that drive the supply and demand of diesel that even the most sophisticated experts are often wrong. Our focus is to have fair fuel programs with our suppliers and customers that allow us to hedge against cost changes so that they don’t materially impact us either way. I believe most trucking companies take the same approach.
Julie Van de Kamp: In 2025, fuel prices are expected to decline slightly on a national level. This forecast is supported by OPEC's recent decision to maintain its voluntary production cuts for the remainder of the year, delaying plans of an output hike that would risk further deterioration in oil prices. President-elect Donald Trump campaigned on pro-growth energy policies, including the opening of federal leases for oil and gas, which would add to U.S. production levels that have repeatedly hit record highs over the past 12 months. If the Ukraine situation is resolved quickly, regardless of the specifics, it could lead to the lifting of sanctions on Russian oil, further adding to global supply.
Allan Miner: Fuel costs will be declining as the new federal government reinstitutes domestic oil production incentives and capabilities in North America.
What do you think is the future of electric-powered vehicles (EVs), and has your opinion shifted with current conditions?
Sal Campos: We have adopted electric trucks on a very limited scale and only where it is economically viable for both Ruan and our customers. We believe the yard tractor is the right application to continue electrification/decarbonization efforts. It is a creative, reliable, sustainable transportation solution that improves driver satisfaction and can be lower cost versus diesel deployment. I believe we are not even remotely close to having the technology or infrastructure for wider adoption, especially in heavy-duty Class 8 applications. We would probably need to increase our truck and driver fleets by 50% to accommodate the lowered payload (EVs are much heavier) and long charging times (it only takes 15 minutes to fuel a diesel). Those extra costs would ultimately be passed on to the consumer. We are currently piloting/testing other solutions, including renewable diesel, renewable natural gas, hydrogen fuel cell, etc.
Julie Van de Kamp: Electric-powered vehicles have a bright future, and there are certainly use cases in commercial transportation where they would be a good fit. The very best use cases for electric commercial vehicles are in local delivery—returning to the same motor pool each night simplifies battery recharging. The frequent stopping and starting in urban traffic, which is extremely fuel-inefficient and causes higher emissions, are easily handled by electric vehicles. Over-the-road trucking is a different story: The miles are long, often into unfamiliar regions; the routes are irregular and change frequently; and maximizing shipment weight and range really matter. There are a lot of reasons why long-haul truckers want the range and flexibility from internal combustion engines, so we expect that segment to convert to EVs last, if at all.
How can distributors and shippers better prepare their shipments to help carriers?
Julie Van de Kamp: Distributors and shippers can better help their carriers by making their freight and processes as efficient and driver-friendly as possible. Through conversations with shippers and my experience in working for a carrier, a broker, and now a data company, I’ve learned the following: Aligned strategies and relationships that allow for long-term partnerships and open communication and mutual reliance on more than just transactional freight are the most beneficial [tactics].
Allan Miner: Plan to use standard pallet dimensions, weights, and classifications, so that ease of shipping, transfer, storage, and delivery are harmonious.
Sal Campos: The two most important factors are to provide ample advance notice of pickup and delivery dates/times and to be ready for the pickup and/or the delivery when the driver arrives. Drivers are planned days in advance, so a delay of even a few hours can cause a carrier to rework planning across multiple drivers and trips to account for the cascading effect of the delay.
Manufacturing and logistics workers are raising a red flag over workplace quality issues according to industry research released this week.
A comparative study of more than 4,000 workers from the United States, the United Kingdom, and Australia found that manufacturing and logistics workers say they have seen colleagues reduce the quality of their work and not follow processes in the workplace over the past year, with rates exceeding the overall average by 11% and 8%, respectively.
The study—the Resilience Nation report—was commissioned by UK-based regulatory and compliance software company Ideagen, and it polled workers in industries such as energy, aviation, healthcare, and financial services. The results “explore the major threats and macroeconomic factors affecting people today, providing perspectives on resilience across global landscapes,” according to the authors.
According to the study, 41% of manufacturing and logistics workers said they’d witnessed their peers hiding mistakes, and 45% said they’ve observed coworkers cutting corners due to apathy—9% above the average. The results also showed that workers are seeing colleagues take safety risks: More than a third of respondents said they’ve seen people putting themselves in physical danger at work.
The authors said growing pressure inside and outside of the workplace are to blame for the lack of diligence and resiliency on the job. Internally, workers say they are under pressure to deliver more despite reduced capacity. Among the external pressures, respondents cited the rising cost of living as the biggest problem (39%), closely followed by inflation rates, supply chain challenges, and energy prices.
“People are being asked to deliver more at work when their resilience is being challenged by economic and political headwinds,” Ideagen’s CEO Ben Dorks said in a statement announcing the findings. “Ultimately, this is having a determinantal impact on business productivity, workplace health and safety, and the quality of work produced, as well as further reducing the resilience of the nation at large.”
Respondents said they believe technology will eventually alleviate some of the stress occurring in manufacturing and logistics, however.
“People are optimistic that emerging tech and AI will ultimately lighten the load, but they’re not yet feeling the benefits,” Dorks added. “It’s a gap that now, more than ever, business leaders must look to close and support their workforce to ensure their staff remain safe and compliance needs are met across the business.”
The “2024 Year in Review” report lists the various transportation delays, freight volume restrictions, and infrastructure repair costs of a long string of events. Those disruptions include labor strikes at Canadian ports and postal sites, the U.S. East and Gulf coast port strike; hurricanes Helene, Francine, and Milton; the Francis Scott key Bridge collapse in Baltimore Harbor; the CrowdStrike cyber attack; and Red Sea missile attacks on passing cargo ships.
“While 2024 was characterized by frequent and overlapping disruptions that exposed many supply chain vulnerabilities, it was also a year of resilience,” the Project44 report said. “From labor strikes and natural disasters to geopolitical tensions, each event served as a critical learning opportunity, underscoring the necessity for robust contingency planning, effective labor relations, and durable infrastructure. As supply chains continue to evolve, the lessons learned this past year highlight the increased importance of proactive measures and collaborative efforts. These strategies are essential to fostering stability and adaptability in a world where unpredictability is becoming the norm.”
In addition to tallying the supply chain impact of those events, the report also made four broad predictions for trends in 2025 that may affect logistics operations. In Project44’s analysis, they include:
More technology and automation will be introduced into supply chains, particularly ports. This will help make operations more efficient but also increase the risk of cybersecurity attacks and service interruptions due to glitches and bugs. This could also add tensions among the labor pool and unions, who do not want jobs to be replaced with automation.
The new administration in the United States introduces a lot of uncertainty, with talks of major tariffs for numerous countries as well as talks of US freight getting preferential treatment through the Panama Canal. If these things do come to fruition, expect to see shifts in global trade patterns and sourcing.
Natural disasters will continue to become more frequent and more severe, as exhibited by the wildfires in Los Angeles and the winter storms throughout the southern states in the U.S. As a result, expect companies to invest more heavily in sustainability to mitigate climate change.
The peace treaty announced on Wednesday between Isael and Hamas in the Middle East could support increased freight volumes returning to the Suez Canal as political crisis in the area are resolved.
ReposiTrak, a global food traceability network operator, will partner with Upshop, a provider of store operations technology for food retailers, to create an end-to-end grocery traceability solution that reaches from the supply chain to the retail store, the firms said today.
The partnership creates a data connection between suppliers and the retail store. It works by integrating Salt Lake City-based ReposiTrak’s network of thousands of suppliers and their traceability shipment data with Austin, Texas-based Upshop’s network of more than 450 retailers and their retail stores.
That accomplishment is important because it will allow food sector trading partners to meet the U.S. FDA’s Food Safety Modernization Act Section 204d (FSMA 204) requirements that they must create and store complete traceability records for certain foods.
And according to ReposiTrak and Upshop, the traceability solution may also unlock potential business benefits. It could do that by creating margin and growth opportunities in stores by connecting supply chain data with store data, thus allowing users to optimize inventory, labor, and customer experience management automation.
"Traceability requires data from the supply chain and – importantly – confirmation at the retail store that the proper and accurate lot code data from each shipment has been captured when the product is received. The missing piece for us has been the supply chain data. ReposiTrak is the leader in capturing and managing supply chain data, starting at the suppliers. Together, we can deliver a single, comprehensive traceability solution," Mark Hawthorne, chief innovation and strategy officer at Upshop, said in a release.
"Once the data is flowing the benefits are compounding. Traceability data can be used to improve food safety, reduce invoice discrepancies, and identify ways to reduce waste and improve efficiencies throughout the store,” Hawthorne said.
Under FSMA 204, retailers are required by law to track Key Data Elements (KDEs) to the store-level for every shipment containing high-risk food items from the Food Traceability List (FTL). ReposiTrak and Upshop say that major industry retailers have made public commitments to traceability, announcing programs that require more traceability data for all food product on a faster timeline. The efforts of those retailers have activated the industry, motivating others to institute traceability programs now, ahead of the FDA’s enforcement deadline of January 20, 2026.