With the new Trump Administration continuing to threaten steep tariffs on Mexico, Canada, and China as early as February 1, supply chain organizations should be prepared to make strategic responses that go beyond either absorbing new costs or passing them on to customers, according to Gartner Inc.
But even as they face what would be the most significant tariff changes proposed in the past 50 years, some enterprises could use the potential market volatility to drive a competitive advantage against their rivals, the analyst group said.
Gartner experts said the risks of acting too early to proposed tariffs—and anticipated countermeasures by trading partners—are as acute as acting too late. Chief supply chain officers (CSCOs) should be projecting ahead to potential countermeasures, escalations and de-escalations as part of their current scenario planning activities.
“CSCOs who anticipate that current tariff volatility will persist for years, rather than months, should also recognize that their business operations will not emerge successful by remaining static or purely on the defensive,” Brian Whitlock, Senior Research Director in Gartner’s supply chain practice, said in a release.
“The long-term winners will reinvent or reinvigorate their business strategies, developing new capabilities that drive competitive advantage. In almost all cases, this will require material business investment and should be a focal point of current scenario planning,” Whitlock said.
Gartner listed five possible pathways for CSCOs and other leaders to consider when faced with new tariff policy changes:
Retire certain products: Tariff volatility will stress some specific products, or even organizations, to a breaking point, so some enterprises may have to accept that worsening geopolitical conditions should force the retirement of that product.
Renovate products to adjust: New tariffs could prompt renovations (adjustments) to products that were overdue, as businesses will need to take a hard look at the viability of raising or absorbing costs in a still price-sensitive environment.
Rebalance: Additional volatility should be factored into future demand planning, as early winners and losers from initial tariff policies must both be prepared for potential countermeasures, policy escalations and de-escalations, and competitor responses.
Reinvent: As tariff volatility persists, some companies should consider investing in new projects in markets that are not impacted or that align with new geopolitical incentives. Others may pivot and repurpose existing facilities to serve local markets.
Reinvigorate: Early winners of announced tariffs should seek opportunities to extend competitive advantages. For example, they could look to expand existing US-based or domestic manufacturing capacity or reposition themselves within the market by lowering their prices to take market share and drive business growth.
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.
WALNUT, CA, Jan. 17, 2025 (GLOBE NEWSWIRE) -- Armlogi Holding Corp. (“Armlogi” or the “Company”) (Nasdaq: BTOC), a U.S.-based warehousing and logistics service provider that offers a comprehensive package of supply-chain solutions related to warehouse management and order fulfillment, today announced the integration of Amazon Shipping into its suite of shipping solutions. This new addition is expected to enhance Armlogi’s shipping capabilities, providing customers with more efficient and cost-effective options for parcel delivery.
Since its launch last week, Amazon Shipping has already enabled Armlogi to handle thousands of parcels daily. This service supports Armlogi’s commitment to offering versatile, reliable logistics solutions by ensuring timely pickup and delivery for a broad range of customer needs. Amazon Shipping is particularly noted for its efficiency and cost-effectiveness, making it an attractive option for businesses looking to optimize their shipping and distribution strategies.
“The adoption of Amazon Shipping marks a significant enhancement in our logistics operations,” said Aidy Chou, Chairman and Chief Executive Officer of Armlogi. “This service is expected to allow us to expand our shipping capabilities and provide our customers with additional low-cost, reliable shipping options. It’s an essential part of our strategy to continually adopt innovations that enhance service quality and operational efficiency.”
This new shipping channel is expected to improve customer satisfaction by providing more flexible delivery options and maintaining the reliability that Armlogi's clients have come to expect. The Company anticipates this enhancement will support ongoing growth and strengthen its position as a leader in the logistics sector.
About Armlogi Holding Corp.
Armlogi Holding Corp., based in Walnut, CA, is a fast-growing U.S.-based warehousing and logistics service provider that offers a comprehensive package of supply-chain solutions relating to warehouse management and order fulfillment. The Company caters to cross-border e-commerce merchants looking to establish overseas warehouses in the U.S. market. With eleven warehouses covering over three and a half million square feet, the Company offers comprehensive one-stop warehousing and logistics services. The Company’s warehouses are equipped with facilities and technology for handling and storing large and bulky items. For more information, please visit www.armlogi.com.
Safe Harbor Statement
This press release contains forward-looking statements. In addition, from time to time, we or our representatives may make forward-looking statements orally or in writing. We base these forward-looking statements on our expectations and projections about future events, which we derive from the information currently available to us. Such forward-looking statements relate to future events or our future performance, including: our financial performance and projections; our growth in revenue and earnings; and our business prospects and opportunities. You can identify forward-looking statements by those that are not historical in nature, particularly those that use terminology such as “may,” “should,” “expects,” “anticipates,” “contemplates,” “estimates,” “believes,” “plans,” “projected,” “predicts,” “potential,” or “hopes” or the negative of these or similar terms. In evaluating these forward-looking statements, you should consider various factors, including: our ability to change the direction of the Company; our ability to keep pace with new technology and changing market needs; and the competitive environment of our business. These and other factors may cause our actual results to differ materially from any forward-looking statement. Forward-looking statements are only predictions. We are not obligated to publicly update or revise any forward-looking statement, whether as a result of uncertainties and assumptions. The forward-looking events discussed in this press release and other statements made from time to time by us or our representatives, may not occur, and actual events and results may differ materially and are subject to risks, uncertainties, and assumptions about us.
Shippers today are praising an 11th-hour contract agreement that has averted the threat of a strike by dockworkers at East and Gulf coast ports that could have frozen container imports and exports as soon as January 16.
The agreement came late last night between the International Longshoremen’s Association (ILA) representing some 45,000 workers and the United States Maritime Alliance (USMX) that includes the operators of 14 port facilities up and down the coast.
Details of the new agreement on those issues have not yet been made public, but in the meantime, retailers and manufacturers are heaving sighs of relief that trade flows will continue.
“Providing certainty with a new contract and avoiding further disruptions is paramount to ensure retail goods arrive in a timely manner for consumers. The agreement will also pave the way for much-needed modernization efforts, which are essential for future growth at these ports and the overall resiliency of our nation’s supply chain,” Gold said.
The next step in the process is for both sides to ratify the tentative agreement, so negotiators have agreed to keep those details private in the meantime, according to identical statements released by the ILA and the USMX. In their joint statement, the groups called the six-year deal a “win-win,” saying: “This agreement protects current ILA jobs and establishes a framework for implementing technologies that will create more jobs while modernizing East and Gulf coasts ports – making them safer and more efficient, and creating the capacity they need to keep our supply chains strong. This is a win-win agreement that creates ILA jobs, supports American consumers and businesses, and keeps the American economy the key hub of the global marketplace.”
The breakthrough hints at broader supply chain trends, which will focus on the tension between operational efficiency and workforce job protection, not just at ports but across other sectors as well, according to a statement from Judah Levine, head of research at Freightos, a freight booking and payment platform. Port automation was the major sticking point leading up to this agreement, as the USMX pushed for technologies to make ports more efficient, while the ILA opposed automation or semi-automation that could threaten jobs.
"This is a six-year détente in the tech-versus-labor tug-of-war at U.S. ports," Levine said. “Automation remains a lightning rod—and likely one we’ll see in other industries—but this deal suggests a cautious path forward."
Specifically, the two sides remain at odds over provisions related to the deployment of semi-automated technologies like rail-mounted gantry cranes, according to an analysis by the Kansas-based 3PL Noatum Logistics. The ILA has strongly opposed further automation, arguing it threatens dockworker protections, while the USMX contends that automation enhances productivity and can create long-term opportunities for labor.
In fact, U.S. importers are already taking action to prevent the impact of such a strike, “pulling forward” their container shipments by rushing imports to earlier dates on the calendar, according to analysis by supply chain visibility provider Project44. That strategy can help companies to build enough safety stock to dampen the damage of events like the strike and like the steep tariffs being threatened by the incoming Trump administration.
Likewise, some ocean carriers have already instituted January surcharges in pre-emption of possible labor action, which could support inbound ocean rates if a strike occurs, according to freight market analysts with TD Cowen. In the meantime, the outcome of the new negotiations are seen with “significant uncertainty,” due to the contentious history of the discussion and to the timing of the talks that overlap with a transition between two White House regimes, analysts said.