DC VELOCITY readers who responded to a survey asking about their outlook for the next 12 months are of two minds. While one-third are pessimistic and 29 percent are unsure about what the future holds, 38 percent say they're optimistic about the coming year.
Or then again, maybe not. DC VELOCITY readers who responded to a survey asking about their outlook for the next 12 months are of two minds. While one-third are pessimistic and 29 percent are unsure about what the future holds, 38 percent say they're optimistic about the coming year.
When it comes to the U.S. economy's prospects for growth, however, the survey respondents are significantly less optimistic. Only 19 percent expect strong growth, 44 percent expect the economy to be flat, and 37 percent expect growth will be weak.
As it turns out, economists don't see much cause for optimism either, at least until the second half of the year. That much was clear during Global Insight's World Economic Outlook Conference in Boston in late October, when economists and invited speakers cited several risks to the economy.
In his top 10 economic predictions for 2008, released after the conference, Global Insight Chief Economist Nariman Behravesh essentially sided with the pessimists. "The U.S. economy is now in the danger zone," he wrote.
Behravesh predicted that the pace of economic growth in the United States would be the slowest since 2002, when the nation was recovering from the 9/11 terrorist attacks and the dot-com implosion. He said he expects growth of no more than 1.9 percent and that it could be even lower. Growth in the first half of the year will be particularly sluggish, he predicted, inching upward at an annual rate of 1.3 percent.
Could the nation slide into recession? Though Behravesh stopped short of saying that, he did warn that the risk is there. "The combination of the housing/subprime crisis and higher oil prices could be enough to push growth into negative territory," he wrote in his post-conference predictions. (Global Insight places the probability of a U.S. recession at 40 percent.)
Behravesh believes the housing slump could slow real growth in the U.S. gross domestic product (GDP) by a full percentage point. And he expects the slowdown to have repercussions for economies in other parts of the world.He also said he believes that the housing slump will bottom out at mid-year, when housing starts will be just half of what they were in 2005. Housing prices, though, will continue to fall through 2009, he predicted.
The second major risk to the economy is the price of oil, which stood at more than $91 a barrel in mid-December. Behravesh told conference attendees that he expects oil prices will ease to somewhere around $75 to $80 a barrel, but that he does not foresee prices falling much below $75. He added the proviso that in an era of tight supply, any sort of disruption could send prices soaring again.
Will exports save the day?
Exports may be the only saving grace for the U.S. economy. Behravesh predicts exports will contribute 0.9 percent to the U.S. economy's growth—accounting for almost half of the expected total increase. Nigel Gault, managing director of Global Insight's North American Macroeconomics Group, said at the conference that his firm expects exports to grow by 9.5 percent this year,more than double the 3.4 percent rate expected for imports.
The strong export outlook may help explain why respondents to DC VELOCITY's survey are essentially bullish about their own companies' prospects, yet bearish about the U.S. economy as a whole.Nearly half (47 percent) of the respondents say they expect their employers will see strong growth.
Furthermore, half of those surveyed expect to increase their spending on material handling products, freight transportation, information technologies, and other logistics-related products and services this year. In fact, 65 percent anticipate that their spending on those areas will increase by 3 to 9 percent. Not all of that money will be channeled into new equipment and technology, of course: Fully 92 percent say the cost of fuel has been a significant factor in rising freight expenses.
Meanwhile, Behravesh expects that rising exports (a result of the weak dollar) combined with slowing imports (a result of the sluggish economy) will help shrink the nation's current-account deficit. That net flow of capital out of the country—a consequence of the nation's longstanding pattern of importing far more than it exports—has long worried economists. Even with some correction coming, Global Insight expects the deficit will be $659 billion in 2008, compared to $755 billion in 2007.
The current-account deficit for the second quarter of 2007—the latest number available at press time—was $190.8 billion, or about 5.5 percent of GDP. To be considered healthy, Behravesh said, that number should not exceed 3 percent.
The economy's relative weakness is likely to keep inflation in check, Behravesh continued. He anticipates it will fall from 2.0 percent in 2007 to 1.8 percent this year for the "core personal consumption deflator" (a measure of the average increase in prices for all domestic personal consumption), and from 2.3 percent to 2.1 percent for the Consumer Price Index (a measure of prices for a fixed basket of goods). He also believes the Federal Reserve will continue to cut interest rates.
Looking beyond U.S. borders, Behravesh foresees a difficult year for Europe, resulting from the overall global slowdown, a strong euro, the international credit crunch, its own housing crisis, and high oil prices. Meanwhile, China's economy will grow at a 10.8-percent clip, though the Chinese government is expected to tighten credit after next year's Beijing Olympics, which could lead to a "hard landing" there. Still, he noted, when you consider the nation's current rate of growth, a hard landing for China would still mean growth in the range of 5 to 6 percent.
Back in October, Behravesh characterized the risk of a U.S. recession as relatively low. But the odds of a recession have certainly increased since then. As he told the conference audience in what could turn out to be an understatement: "There are a lot of risks out there."
RJW Logistics Group, a logistics solutions provider (LSP) for consumer packaged goods (CPG) brands, has received a “strategic investment” from Boston-based private equity firm Berkshire partners, and now plans to drive future innovations and expand its geographic reach, the Woodridge, Illinois-based company said Tuesday.
Terms of the deal were not disclosed, but the company said that CEO Kevin Williamson and other members of RJW management will continue to be “significant investors” in the company, while private equity firm Mason Wells, which invested in RJW in 2019, will maintain a minority investment position.
RJW is an asset-based transportation, logistics, and warehousing provider, operating more than 7.3 million square feet of consolidation warehouse space in the transportation hubs of Chicago and Dallas and employing 1,900 people. RJW says it partners with over 850 CPG brands and delivers to more than 180 retailers nationwide. According to the company, its retail logistics solutions save cost, improve visibility, and achieve industry-leading On-Time, In-Full (OTIF) performance. Those improvements drive increased in-stock rates and sales, benefiting both CPG brands and their retailer partners, the firm says.
"After several years of mitigating inflation, disruption, supply shocks, conflicts, and uncertainty, we are currently in a relative period of calm," John Paitek, vice president, GEP, said in a release. "But it is very much the calm before the coming storm. This report provides procurement and supply chain leaders with a prescriptive guide to weathering the gale force headwinds of protectionism, tariffs, trade wars, regulatory pressures, uncertainty, and the AI revolution that we will face in 2025."
A report from the company released today offers predictions and strategies for the upcoming year, organized into six major predictions in GEP’s “Outlook 2025: Procurement & Supply Chain” report.
Advanced AI agents will play a key role in demand forecasting, risk monitoring, and supply chain optimization, shifting procurement's mandate from tactical to strategic. Companies should invest in the technology now to to streamline processes and enhance decision-making.
Expanded value metrics will drive decisions, as success will be measured by resilience, sustainability, and compliance… not just cost efficiency. Companies should communicate value beyond cost savings to stakeholders, and develop new KPIs.
Increasing regulatory demands will necessitate heightened supply chain transparency and accountability. So companies should strengthen supplier audits, adopt ESG tracking tools, and integrate compliance into strategic procurement decisions.
Widening tariffs and trade restrictions will force companies to reassess total cost of ownership (TCO) metrics to include geopolitical and environmental risks, as nearshoring and friendshoring attempt to balance resilience with cost.
Rising energy costs and regulatory demands will accelerate the shift to sustainable operations, pushing companies to invest in renewable energy and redesign supply chains to align with ESG commitments.
New tariffs could drive prices higher, just as inflation has come under control and interest rates are returning to near-zero levels. That means companies must continue to secure cost savings as their primary responsibility.
Freight transportation sector analysts with US Bank say they expect change on the horizon in that market for 2025, due to possible tariffs imposed by a new White House administration, the return of East and Gulf coast port strikes, and expanding freight fraud.
“All three of these merit scrutiny, and that is our promise as we roll into the new year,” the company said in a statement today.
First, US Bank said a new administration will occupy the White House and will control the House and Senate for the first time since 2016. With an announced mandate on tariffs, taxes and trade from his electoral victory, President-Elect Trump’s anticipated actions are almost certain to impact the supply chain, the bank said.
Second, a strike by longshoreman at East Coast and Gulf ports was suspended in October, but the can was only kicked until mid-January. Shipper alarm bells are already ringing, and with peak season in full swing, the West coast ports are roaring, having absorbed containers bound for the East. However, that status may not be sustainable in the event of a prolonged strike in January, US Bank said.
And third, analyst are tracking the proliferation of freight fraud, and its reverberations across the supply chain. No longer the realm of petty criminals, freight fraudsters have become increasingly sophisticated, and the financial toll of their activities in the loss of goods, and data, is expected to be in the billions, the bank estimates.
Specifically, 48% of respondents identified rising tariffs and trade barriers as their top concern, followed by supply chain disruptions at 45% and geopolitical instability at 41%. Moreover, tariffs and trade barriers ranked as the priority issue regardless of company size, as respondents at companies with less than 250 employees, 251-500, 501-1,000, 1,001-50,000 and 50,000+ employees all cited it as the most significant issue they are currently facing.
“Evolving tariffs and trade policies are one of a number of complex issues requiring organizations to build more resilience into their supply chains through compliance, technology and strategic planning,” Jackson Wood, Director, Industry Strategy at Descartes, said in a release. “With the potential for the incoming U.S. administration to impose new and additional tariffs on a wide variety of goods and countries of origin, U.S. importers may need to significantly re-engineer their sourcing strategies to mitigate potentially higher costs.”
A measure of business conditions for shippers improved in September due to lower fuel costs, looser trucking capacity, and lower freight rates, but the freight transportation forecasting firm FTR still expects readings to be weaker and closer to neutral through its two-year forecast period.
Bloomington, Indiana-based FTR is maintaining its stance that trucking conditions will improve, even though its Shippers Conditions Index (SCI) improved in September to 4.6 from a 2.9 reading in August, reaching its strongest level of the year.
“The fact that September’s index is the strongest since last December is not a sign that shippers’ market conditions are steadily improving,” Avery Vise, FTR’s vice president of trucking, said in a release.
“September and May were modest outliers this year in a market that is at least becoming more balanced. We expect that trend to continue and for SCI readings to be mostly negative to neutral in 2025 and 2026. However, markets in transition tend to be volatile, so further outliers are likely and possibly in both directions. The supply chain implications of tariffs are a wild card for 2025 especially,” he said.
The SCI tracks the changes representing four major conditions in the U.S. full-load freight market: freight demand, freight rates, fleet capacity, and fuel price. Combined into a single index, a positive score represents good, optimistic conditions, while a negative score represents bad, pessimistic conditions.