Leasing pallets through a pooling system isn't for everyone, but rising disposal costs and landfill restrictions are prompting more companies to jump into the pool.
David Maloney has been a journalist for more than 35 years and is currently the group editorial director for DC Velocity and Supply Chain Quarterly magazines. In this role, he is responsible for the editorial content of both brands of Agile Business Media. Dave joined DC Velocity in April of 2004. Prior to that, he was a senior editor for Modern Materials Handling magazine. Dave also has extensive experience as a broadcast journalist. Before writing for supply chain publications, he was a journalist, television producer and director in Pittsburgh. Dave combines a background of reporting on logistics with his video production experience to bring new opportunities to DC Velocity readers, including web videos highlighting top distribution and logistics facilities, webcasts and other cross-media projects. He continues to live and work in the Pittsburgh area.
It used to be that companies joined pallet pools for one of two reasons: quality or convenience. Joining a pool meant an end to problems caused by cheap, low-quality pallets designed for one-time use. Whether they're made of wood, plastic or metal, the pallets used in pools are designed for repeated use and durability; they also tend to be more uniform in their dimensions than their one-way counterparts.
Joining a pool operated by a third party also relieved pallet users of the costs and administrative hassles of pallet ownership. The pooling company assumes responsibility for managing the pallet "fleet," tracking them, maintaining them, repairing them, collecting them, and when the time comes, disposing of them.
But now companies are discovering other compelling reasons to join a pool. One is cost. Marshall (Mark) White, director of the Center for Unit Load Design at Virginia Tech, reports that the cost per use of a pooled pallet has dropped well below the cost of shipping on one-way pallets. Estimates of the savings vary, but CHEP, the largest pooling company in the world, claims its customers save between $1.50 and $2.50 per move over one-way pallets.
Another consideration is environmental impact. "By virtue of their reuse, pooled pallets produce less solid waste and have a lower material consumption," says White. On top of that, pallet users have had additional pressures brought to bear on them in recent years. They include rising disposal costs at municipal landfills and demands from customers to use reusable containers— including pallets. There are also growing environmental restrictions on how and where pallets can be discarded.
Right now, the regulatory climate in the United States is nowhere near as restrictive as it is in, say, Germany. For the last 15 years, the German Packaging Ordinance has required all manufacturers and distributors to take back all transport packaging, including pallets, and to recycle or reuse the materials. Though there are no such ordinances on the horizon here, some municipalities are beginning to impose restrictions. North Carolina, for instance, adopted legislation last year that bans the disposal of wooden pallets in municipal solid waste landfills by October 2009.
The tough rules in Europe and growing attention to the issue in the United States have gotten business's attention. "Those of our customers that are active in Europe and the United States are starting to ask us a lot of questions on the U.S. side of the pond," says Per Ohstrom, director of marketing in the United States for Australia-based CHEP, which now operates in 48 countries. "They are worrying about regulations that might kick in later."
Got pallets?
Quality, convenience and environmental considerations notwithstanding, pallet pooling isn't for everyone. Some companies are reluctant to turn over control of their pallets to a third party. Others don't have a consistent customer base or have customers mainly in locations too remote to allow for regular pickup. And others already have a well-established relationship with a supplier of one-way pallets that suit their needs, so they see no reason to change.
But for anyone thinking about jumping into pooling, there are also plenty of successful examples.
Take Clay Powell and Jerry Pimental, for instance. Powell is the plant superintendent at Aurora Organic Dairy's facility in Platteville, Colo., which ships 1,200 pallets of milk each week to grocery stores nationwide (the pallets are provided by CHEP). Pimental, who is the director of supply chain strategy and planning for Stop & Shop Supermarkets, a 355-store grocery chain in the Northeast, is one of his customers.
"The pooled pallets have several advantages over one-way pallets," says Pimental. "First, there is consistency. We can count on the pallets' having the same dimensions and the same quality of construction."
That's a major consideration for Pimental's operation. When pallets arrive at Stop & Shop's Assonet, Mass., DC, they're sent directly to the facility's automated storage and retrieval system (AS/RS) to be stored until the products are sent out to the stores. The AS/RS uses sensors to scan the dimensions of each pallet. Any pallets that are out of tolerance are rejected by the system to eliminate the potential for jams or product damage.
Pimental also praises the CHEP pallets for their strength. Made of harder species of wood than typical white wood pallets, the CHEP pallets provide superior support for heavy cans and bagged products such as sugar and dog food, he says. This sturdy support also makes them safer to handle.
"When lifting a load 20 to 25 feet into the air, using the CHEP pallet provides a safer environment to work in," adds Pimental. "It gives us a nice solid platform for bringing pallets through the supply chain."
In fact, about 85 percent of the dry goods received at the Massachusetts DC arrive on CHEP pallets. Many of these items ship directly to Stop & Shop stores on the same CHEP pallets used by their suppliers. Upon arrival at the retail backrooms, they're unloaded and then returned to the distribution center via the truck making the next delivery.
Once back at the DC, the CHEP pallets are sent to a recycling dock for pickup by CHEP. Because of the volume, CHEP typically sends 12 to 15 trailers (each capable of holding 500 pallets) out to the Assonet facility each day. The pallets are taken to a service center in nearby Norton, Mass., one of about 80 such centers CHEP operates nationwide. There, the pallets are inspected, cleaned and repaired if necessary before being sent out to another CHEP member. If the inspection reveals that a pallet is beyond repair, it's ground up into mulch. "None of our pallets ever end up in landfills," says Kevin Shuba, senior vice president of new business development for CHEP.
That pleases Aurora's Powell. "As an organic company, we are very ecologically conscious," he explains. "We like the idea of having a pallet that can be used over and over again." It saves money, too, he adds. Powell says that Aurora's use of CHEP pallets saves 20 percent over grade one pallets.
One word: Plastic
Though the best-known pallet pools are those operated by third parties like CHEP or Orlando, Fla.-based iGPS, there are also private pallet pools. For example, besides participating in CHEP's pallet pool, Stop & Shop runs a small pallet pool of its own, in what's known as a closed-loop or captive-loop system. The pallets in this pool are plastic pallets that are used to transfer mixed-SKU pallets between the Assonet distribution center and Stop & Shop stores. The pallets, which are owned by Stop & Shop, never leave the loop.
Stop & Shop chose plastic pallets for these "rainbow" loads because of their light weight and durability. As with the wood CHEP pallets, these plastic pallets can be used over and over again for many years.
Private pools can also be set up between a shipper and its carrier or between a customer and its supplier. For example, food titan General Mills has a pooling arrangement in place with one of its suppliers, Huhtamaki, a company that produces injection-molded plastic cups and other types of disposable packaging. Two years ago, General Mills bought 3,500 plastic pallets, which Huhtamaki now uses to ship orders from its plant in New Vienna, Ohio, to General Mills' Cedar Rapids, Iowa, processing facility, which uses the cups to package cake frosting. The pallets remain within the closed, captive pool.
General Mills chose plastic pallets for their uniform size, ease of cleaning, and durability, and they appear to be holding up well. "I can't even begin to tell you how many turns we have had with these pallets in the two years that we have had them," says Jeanette Yankey, planning manager for Huhtamaki. "They are also much safer to have around food products. There are no splinters or nails to worry about."
They're also economical, according to their maker. "Plastic pallets are more expensive initially, but when you look at how many turns you can gain from plastic pallets, you see the huge payback advantages," says Curt Most, national sales manager - pallets, for ORBIS Corp., which supplied the pallets used by Huhtamaki and General Mills. "They become a good investment."
Congestion on U.S. highways is costing the trucking industry big, according to research from the American Transportation Research Institute (ATRI), released today.
The group found that traffic congestion on U.S. highways added $108.8 billion in costs to the trucking industry in 2022, a record high. The information comes from ATRI’s Cost of Congestion study, which is part of the organization’s ongoing highway performance measurement research.
Total hours of congestion fell slightly compared to 2021 due to softening freight market conditions, but the cost of operating a truck increased at a much higher rate, according to the research. As a result, the overall cost of congestion increased by 15% year-over-year—a level equivalent to more than 430,000 commercial truck drivers sitting idle for one work year and an average cost of $7,588 for every registered combination truck.
The analysis also identified metropolitan delays and related impacts, showing that the top 10 most-congested states each experienced added costs of more than $8 billion. That list was led by Texas, at $9.17 billion in added costs; California, at $8.77 billion; and Florida, $8.44 billion. Rounding out the top 10 list were New York, Georgia, New Jersey, Illinois, Pennsylvania, Louisiana, and Tennessee. Combined, the top 10 states account for more than half of the trucking industry’s congestion costs nationwide—52%, according to the research.
The metro areas with the highest congestion costs include New York City, $6.68 billion; Miami, $3.2 billion; and Chicago, $3.14 billion.
ATRI’s analysis also found that the trucking industry wasted more than 6.4 billion gallons of diesel fuel in 2022 due to congestion, resulting in additional fuel costs of $32.1 billion.
ATRI used a combination of data sources, including its truck GPS database and Operational Costs study benchmarks, to calculate the impacts of trucking delays on major U.S. roadways.
There’s a photo from 1971 that John Kent, professor of supply chain management at the University of Arkansas, likes to show. It’s of a shaggy-haired 18-year-old named Glenn Cowan grinning at three-time world table tennis champion Zhuang Zedong, while holding a silk tapestry Zhuang had just given him. Cowan was a member of the U.S. table tennis team who participated in the 1971 World Table Tennis Championships in Nagoya, Japan. Story has it that one morning, he overslept and missed his bus to the tournament and had to hitch a ride with the Chinese national team and met and connected with Zhuang.
Cowan and Zhuang’s interaction led to an invitation for the U.S. team to visit China. At the time, the two countries were just beginning to emerge from a 20-year period of decidedly frosty relations, strict travel bans, and trade restrictions. The highly publicized trip signaled a willingness on both sides to renew relations and launched the term “pingpong diplomacy.”
Kent, who is a senior fellow at the George H. W. Bush Foundation for U.S.-China Relations, believes the photograph is a good reminder that some 50-odd years ago, the economies of the United States and China were not as tightly interwoven as they are today. At the time, the Nixon administration was looking to form closer political and economic ties between the two countries in hopes of reducing chances of future conflict (and to weaken alliances among Communist countries).
The signals coming out of Washington and Beijing are now, of course, much different than they were in the early 1970s. Instead of advocating for better relations, political rhetoric focuses on the need for the U.S. to “decouple” from China. Both Republicans and Democrats have warned that the U.S. economy is too dependent on goods manufactured in China. They see this dependency as a threat to economic strength, American jobs, supply chain resiliency, and national security.
Supply chain professionals, however, know that extricating ourselves from our reliance on Chinese manufacturing is easier said than done. Many pundits push for a “China + 1” strategy, where companies diversify their manufacturing and sourcing options beyond China. But in reality, that “plus one” is often a Chinese company operating in a different country or a non-Chinese manufacturer that is still heavily dependent on material or subcomponents made in China.
This is the problem when supply chain decisions are made on a global scale without input from supply chain professionals. In an article in the Arkansas Democrat-Gazette, Kent argues that, “The discussions on supply chains mainly take place between government officials who typically bring many other competing issues and agendas to the table. Corporate entities—the individuals and companies directly impacted by supply chains—tend to be under-represented in the conversation.”
Kent is a proponent of what he calls “supply chain diplomacy,” where experts from academia and industry from the U.S. and China work collaboratively to create better, more efficient global supply chains. Take, for example, the “Peace Beans” project that Kent is involved with. This project, jointly formed by Zhejiang University and the Bush China Foundation, proposes balancing supply chains by exporting soybeans from Arkansas to tofu producers in China’s Yunnan province, and, in return, importing coffee beans grown in Yunnan to coffee roasters in Arkansas. Kent believes the operation could even use the same transportation equipment.
The benefits of working collaboratively—instead of continuing to build friction in the supply chain through tariffs and adversarial relationships—are numerous, according to Kent and his colleagues. They believe it would be much better if the two major world economies worked together on issues like global inflation, climate change, and artificial intelligence.
And such relations could play a significant role in strengthening world peace, particularly in light of ongoing tensions over Taiwan. Because, as Kent writes, “The 19th-century idea that ‘When goods don’t cross borders, soldiers will’ is as true today as ever. Perhaps more so.”
Hyster-Yale Materials Handling today announced its plans to fulfill the domestic manufacturing requirements of the Build America, Buy America (BABA) Act for certain portions of its lineup of forklift trucks and container handling equipment.
That means the Greenville, North Carolina-based company now plans to expand its existing American manufacturing with a targeted set of high-capacity models, including electric options, that align with the needs of infrastructure projects subject to BABA requirements. The company’s plans include determining the optimal production location in the United States, strategically expanding sourcing agreements to meet local material requirements, and further developing electric power options for high-capacity equipment.
As a part of the 2021 Infrastructure Investment and Jobs Act, the BABA Act aims to increase the use of American-made materials in federally funded infrastructure projects across the U.S., Hyster-Yale says. It was enacted as part of a broader effort to boost domestic manufacturing and economic growth, and mandates that federal dollars allocated to infrastructure – such as roads, bridges, ports and public transit systems – must prioritize materials produced in the USA, including critical items like steel, iron and various construction materials.
Hyster-Yale’s footprint in the U.S. is spread across 10 locations, including three manufacturing facilities.
“Our leadership is fully invested in meeting the needs of businesses that require BABA-compliant material handling solutions,” Tony Salgado, Hyster-Yale’s chief operating officer, said in a release. “We are working to partner with our key domestic suppliers, as well as identifying how best to leverage our own American manufacturing footprint to deliver a competitive solution for our customers and stakeholders. But beyond mere compliance, and in line with the many areas of our business where we are evolving to better support our customers, our commitment remains steadfast. We are dedicated to delivering industry-leading standards in design, durability and performance — qualities that have become synonymous with our brands worldwide and that our customers have come to rely on and expect.”
In a separate move, the U.S. Environmental Protection Agency (EPA) also gave its approval for the state to advance its Heavy-Duty Omnibus Rule, which is crafted to significantly reduce smog-forming nitrogen oxide (NOx) emissions from new heavy-duty, diesel-powered trucks.
Both rules are intended to deliver health benefits to California citizens affected by vehicle pollution, according to the environmental group Earthjustice. If the state gets federal approval for the final steps to become law, the rules mean that cars on the road in California will largely be zero-emissions a generation from now in the 2050s, accounting for the average vehicle lifespan of vehicles with internal combustion engine (ICE) power sold before that 2035 date.
“This might read like checking a bureaucratic box, but EPA’s approval is a critical step forward in protecting our lungs from pollution and our wallets from the expenses of combustion fuels,” Paul Cort, director of Earthjustice’s Right To Zero campaign, said in a release. “The gradual shift in car sales to zero-emissions models will cut smog and household costs while growing California’s clean energy workforce. Cutting truck pollution will help clear our skies of smog. EPA should now approve the remaining authorization requests from California to allow the state to clean its air and protect its residents.”
However, the truck drivers' industry group Owner-Operator Independent Drivers Association (OOIDA) pushed back against the federal decision allowing the Omnibus Low-NOx rule to advance. "The Omnibus Low-NOx waiver for California calls into question the policymaking process under the Biden administration's EPA. Purposefully injecting uncertainty into a $588 billion American industry is bad for our economy and makes no meaningful progress towards purported environmental goals," (OOIDA) President Todd Spencer said in a release. "EPA's credibility outside of radical environmental circles would have been better served by working with regulated industries rather than ramming through last-minute special interest favors. We look forward to working with the Trump administration's EPA in good faith towards achievable environmental outcomes.”
Editor's note:This article was revised on December 18 to add reaction from OOIDA.
A Canadian startup that provides AI-powered logistics solutions has gained $5.5 million in seed funding to support its concept of creating a digital platform for global trade, according to Toronto-based Starboard.
The round was led by Eclipse, with participation from previous backers Garuda Ventures and Everywhere Ventures. The firm says it will use its new backing to expand its engineering team in Toronto and accelerate its AI-driven product development to simplify supply chain complexities.
According to Starboard, the logistics industry is under immense pressure to adapt to the growing complexity of global trade, which has hit recent hurdles such as the strike at U.S. east and gulf coast ports. That situation calls for innovative solutions to streamline operations and reduce costs for operators.
As a potential solution, Starboard offers its flagship product, which it defines as an AI-based transportation management system (TMS) and rate management system that helps mid-sized freight forwarders operate more efficiently and win more business. More broadly, Starboard says it is building the virtual infrastructure for global trade, allowing freight companies to leverage AI and machine learning to optimize operations such as processing shipments in real time, reconciling invoices, and following up on payments.
"This investment is a pivotal step in our mission to unlock the power of AI for our customers," said Sumeet Trehan, Co-Founder and CEO of Starboard. "Global trade has long been plagued by inefficiencies that drive up costs and reduce competitiveness. Our platform is designed to empower SMB freight forwarders—the backbone of more than $20 trillion in global trade and $1 trillion in logistics spend—with the tools they need to thrive in this complex ecosystem."