Author Archives: just2bruce

Reviving the Reshoring Debate

This is an interesting article referring to a study of reshoring in 2014. It seems to be the case that there is a lot of talk about it, but lots of times companies decide not to do it.  And those that do often don’t add anywhere as many jobs as they give up abroad.  That’s often due to automation.

It is also consistent with the labor economics.  What the offshore enterprises have to offer is labor, and they have a shortage of capital. Offshoring from the US lets them use their comparative advantage in labor. And they will probably use more workers, or at least a similar number, as the facilities that were replaced in the US.  But if those jobs are again imported by the firm through reshoring, there will not be as many created, since the US has a comparative advantage in capital.  We’ll use more robots and automated facilities, and require less jobs in the manufacturing sector.

Source: Reviving the Reshoring Debate

Two questions arise.

First, how do we measure the benefit of reshoring, if we can’t just count the jobs?  These new facilities may create jobs in other sectors such as robot repair, software, automated equipment maintenance, and perhaps also in higher skilled jobs required to supervise the automated factories.  Which sectors should we look in?  We presented some research recently that attempts to answer this question, though it was oriented toward transportation and logistics clusters rather than manufacturing. Manufacturing is a bit more complex, I think.

Second, is there a game going on? One opportunity to wring concessions out of US communities and states is to offer to reshore some jobs.  Politicos are very sensitive to this kind of pitch, and if a firm tries enough locations, they may find one offering a huge tax break or other concessions to locate there.  Those might buy down the cost of reshoring to make it look short run attractive.  But it might not be a good investment for the community.

The one constant in globalization has been firms increasing their flexibility in where they operate.  Firms now actively seek to position themselves so they can take advantage of short term local dislocations in cost and currencies to shift production around at will.  What that implies is a lot more variability in the stock of jobs at a given place.  This trend will go on without question.

So regional and local planners had better think about the fact that the game is a repeated one, and giving away too much up front may result in pain later on.  It’s certain the firms are thinking that way.

New Article with Chris Clott

Chris Clott and I just published a new article on Chicago freight transport supply chain integration in Journal of Transport Geography.  There’s a link below to the PDF which can be accessed for a while.

In this article we look at six cases of infrastructure improvement in the Chicago mega region and how they have contributed (or failed to) to supply chain integration.  Using a Pareto analysis we identify the major supply chain connections to Chicago both domestic and export-import. Our thesis is that regional planners for freight infrastructure should be focusing on the paths and modes to and from the region used by most supply chains.  Political and pecuniary support for the improvements will come from stakeholders who are connected with these major supply chain routes.   Knowing where they are helps find and convince partners to get involved and stay involved.

 

  • Christopher Clott, Bruce C. Hartman.  Supply chain integration, landside operations and port accessibility in metropolitan Chicago. Journal of Transport Geography, Volume 51, February 2016, Pages 130–139

 

The permanent DOI is   doi:10.1016/j.jtrangeo.2015.12.005

Link to PDF (available for a short time)

Abstract

Seaports have traditionally been the focus of maritime logistics supply chains. Changing production patterns demanding greater end to end visibility by customers and accessibility to key inland population centers assume greater importance in the organization and design of transport resources and cargo flows. While synchronization of all aspects of the supply chain has become an operational necessity for firms, it is often held hostage to the efficiency of hinterland networks who must respond to a large group of stakeholders with sporadic coordination. This is particularly true when looking at the central US city and region of Chicago, a critical intermodal exchange point for truck, air and river barge traffic domestic and global, as well as a major central distribution location. This paper analyzes supply chain integration (SCI) efforts in the metropolitan Chicago region and considers efforts by public and private actors to collaborate for region-wide SCI improvements. Pareto analysis suggests that concentrated freight corridors exist, influencing freight planning for regional transportation networks more directly than diffused regional freight movements. If the corridor service becomes less responsive or congested the corridor will move to different end nodes within the broad region. Regional planning must thus address national, regional, and local moves. Private/public sector infrastructure firms should address functional cooperation on SCI by focusing on corridors as well as local improvements.

Reefer Containers to see highest growth

Refrigerated container shipping is seeing high growth and it’s expected to continue.

Global Market Study on Shipping Containers: Reefers Segment to Witness Highest Growth by 2021

Source: Global Market Study on Shipping Containers | The Shipping Tribune