John Johnson joined the DC Velocity team in March 2004. A veteran business journalist, John has over a dozen years of experience covering the supply chain field, including time as chief editor of Warehousing Management. In addition, he has covered the venture capital community and previously was a sports reporter covering professional and collegiate sports in the Boston area. John served as senior editor and chief editor of DC Velocity until April 2008.
Life can be tough for lift truck drivers. Vehicles tip over and tumble off docks. Loads topple. Operators risk electrical shock from contact with overhead electric cables as well as exposure to hazardous chemicals, fumes and acid spills (when changing batteries). Many suffer hearing damage because of workplace noise.
The industry's safety record reflects these hazards: According to Toyota Material Handling, more than 68,000 lift truck accidents occur in North America each year. Some of those are fatal. In 1996 and 1997 alone, for example, 225 workers were killed in forklift incidents.
Then there are the ergonomic hazards - all too often, drivers suffer injuries that develop over time due to cumulative exposure to working conditions that tax the human body's capabilities: Trauma disorders to hands and arms from overexerti on when steering; low-back pain caused by prolonged seating in an awkward posture and an ergonomically inadequate seat. Neck pain from awkward positions assumed during reverse driving and from transporting loads that partially obstruct the operator's field of vision. Combine that with spine-jarring bumps every time an operator drives over a dock plate, awkward mounting and dismounting practices, and the potential for slips, and it becomes clear that lift-truck driving is risky business.
But a distribution center doesn't have to be a dangerous place. Beating out 7,300 eligible companies last year, Murphy Warehouse Co., a Minneapolis-based third-party provider, earned a Preferred Partner award from its workers' compensation insurance carrier. What's notable here is that Murphy Warehouse wasn't competing against other warehouses for that distinction. Most of its competitors came from the far less risk-prone office setting.
As for Murphy Warehouse's success, it doesn't hurt that the company takes a strong position on rules enforcement and training. "We enforce all the rules as far as seatbelt use, being tethered on the machine and driving in a safe and efficient manner," says company president Richard T. Murphy. "We take a very stiff stance on it, but it pays off. Though we're up to 20 lift truck machines and three buildings, we've had no serious fork-truck accidents." The company also hires a physical therapist to show operators how best to mount and dismount from the machines.
But a big part of the success story is the equipment the company uses. Murphy has invested in the latest in shock absorbers and ergonomic seats for its fleet of Yale and Hyster trucks. "Drivers used to experience a constant jarring on their backs when they drove over dock plates or rail plates," says Murphy, "but these new absorbers take out 50 to 75 percent of the shock they used to get. That helped tremendously, especially with heavier loads like paper rolls."
Though Murphy acknowledges that productivity will always be a consideration when selecting lift trucks, he's also concerned about his drivers' well-being." Primarily we want to make sure [drivers stay] healthy for the long term ," he says ."We generally keep people for their career after they get through the first couple years because once they are trained, we don't want to lose them . So our program is not focused so much on productivity as it is on safety and health."
Fork in the road
That represents something of a sea change for the industry. "Ten years ago, DC managers looked for the most costeffective product," says Brett Wood,national product development, strategic planning and marketing services manager for Toyota Material Handling, U.S.A., Inc., "but now we hear them saying things like, 'I need a [vehicle] that will be comfortable and safe to operate.'"What's more,they're willing to pay for comfort and safety, he says, citing focus groups and surveys that Toyota conducts frequently."We've seen plant managers show more concern about the operator than ever before, which is wonderful."
It pays off, too. "A comfortable operator is a productive operator,"Wood adds."If they are comfortable eight hours a day on that forklift, they'll be more productive, and that's the name of the game."
Bruce Mantz agrees that there's a direct correlation between driver comfort and productivity. "We have very precise cutoffs for orders and very precise expectations from our customers, so it's very important we give people the right equipment so they can get the job done," says Mantz, director of operations for third-party provider Automated Distribution Systems, which deploys a fleet of lift trucks from Atlet and Raymond Corp.
"I don't want to see 95-percent efficiency during the first four hours, then see that drop down to 75 percent over their last four hours," Mantz says . "We run a very high-volume, high-accuracy operation, and in order for us to get there, we need to give our drivers quality equipment. If we didn't pay attention to ergonomics, we wouldn't be getting the productivity levels we're getting now."
Preferred seating
What ergonomic features do today's trucks offer? Though lift trucks may not be equipped with side air bags yet , the ergonomic features touted by manufacturers will be familiar to anyone who drives a car (or reads the ads): enhanced shocks,seating improvements,steering wheels with memory tilt steering, plush floor mats to reduce noise and vibration, non-slip skid mats and even strategically placed cup holders.
For example, Swedish manufacturer Atlet recently introduced a stand-on stacker truck named "Ergo" for its numerous ergonomic features. Ergo's armrest and control panel are vertically adjustable, as is the steering wheel, which can also be adjusted laterally. Servo steering is standard, enhancing control and maneuverability in tight spaces. The mast lift and lower function is also servo-assisted to give fingertip control. The truck's "floating" floor has resilient rubber suspension and a step height of only 230 millimeters for easy access. The cab even boasts a writing surface and storage space.
With sit-down trucks, by contrast, ergonomic improvements often focus on the driver's seat. Toyota Material Handling, for example, offers full suspension seats that adjust as drivers cruise over obstacles like dock plates. "The suspension seats really cushion the ride for the operator," says Wood. "Once they get in that seat they don't want to go back."
Nearly one-third of American consumers have increased their secondhand purchases in the past year, revealing a jump in “recommerce” according to a buyer survey from ShipStation, a provider of web-based shipping and order fulfillment solutions.
The number comes from a survey of 500 U.S. consumers showing that nearly one in four (23%) Americans lack confidence in making purchases over $200 in the next six months. Due to economic uncertainty, savvy shoppers are looking for ways to save money without sacrificing quality or style, the research found.
Younger shoppers are leading the charge in that trend, with 59% of Gen Z and 48% of Millennials buying pre-owned items weekly or monthly. That rate makes Gen Z nearly twice as likely to buy second hand compared to older generations.
The primary reason that shoppers say they have increased their recommerce habits is lower prices (74%), followed by the thrill of finding unique or rare items (38%) and getting higher quality for a lower price (28%). Only 14% of Americans cite environmental concerns as a primary reason they shop second-hand.
Despite the challenge of adjusting to the new pattern, recommerce represents a strategic opportunity for businesses to capture today’s budget-minded shoppers and foster long-term loyalty, Austin, Texas-based ShipStation said.
For example, retailers don’t have to sell used goods to capitalize on the secondhand boom. Instead, they can offer trade-in programs swapping discounts or store credit for shoppers’ old items. And they can improve product discoverability to help customers—particularly older generations—find what they’re looking for.
Other ways for retailers to connect with recommerce shoppers are to improve shipping practices. According to ShipStation:
70% of shoppers won’t return to a brand if shipping is too expensive.
51% of consumers are turned off by late deliveries
40% of shoppers won’t return to a retailer again if the packaging is bad.
The “CMA CGM Startup Awards”—created in collaboration with BFM Business and La Tribune—will identify the best innovations to accelerate its transformation, the French company said.
Specifically, the company will select the best startup among the applicants, with clear industry transformation objectives focused on environmental performance, competitiveness, and quality of life at work in each of the three areas:
Shipping: Enabling safer, more efficient, and sustainable navigation through innovative technological solutions.
Logistics: Reinventing the global supply chain with smart and sustainable logistics solutions.
Media: Transform content creation, and customer engagement with innovative media technologies and strategies.
Three winners will be selected during a final event organized on November 15 at the Orange Vélodrome Stadium in Marseille, during the 2nd Artificial Intelligence Marseille (AIM) forum organized by La Tribune and BFM Business. The selection will be made by a jury chaired by Rodolphe Saadé, Chairman and CEO of the Group, and including members of the executive committee representing the various sectors of CMA CGM.
The global air cargo market’s hot summer of double-digit demand growth continued in August with average spot rates showing their largest year-on-year jump with a 24% increase, according to the latest weekly analysis by Xeneta.
Xeneta cited two reasons to explain the increase. First, Global average air cargo spot rates reached $2.68 per kg in August due to continuing supply and demand imbalance. That came as August's global cargo supply grew at its slowest ratio in 2024 to-date at 2% year-on-year, while global cargo demand continued its double-digit growth, rising +11%.
The second reason for higher rates was an ocean-to-air shift in freight volumes due to Red Sea disruptions and e-commerce demand.
Those factors could soon be amplified as e-commerce shows continued strong growth approaching the hotly anticipated winter peak season. E-commerce and low-value goods exports from China in the first seven months of 2024 increased 30% year-on-year, including shipments to Europe and the US rising 38% and 30% growth respectively, Xeneta said.
“Typically, air cargo market performance in August tends to follow the July trend. But another month of double-digit demand growth and the strongest rate growths of the year means there was definitely no summer slack season in 2024,” Niall van de Wouw, Xeneta’s chief airfreight officer, said in a release.
“Rates we saw bottoming out in late July started picking up again in mid-August. This is too short a period to call a season. This has been a busy summer, and now we’re at the threshold of Q4, it will be interesting to see what will happen and if all the anticipation of a red-hot peak season materializes,” van de Wouw said.
The report cites data showing that there are approximately 1.7 million workers missing from the post-pandemic workforce and that 38% of small firms are unable to fill open positions. At the same time, the “skills gap” in the workforce is accelerating as automation and AI create significant shifts in how work is performed.
That information comes from the “2024 Labor Day Report” released by Littler’s Workplace Policy Institute (WPI), the firm’s government relations and public policy arm.
“We continue to see a labor shortage and an urgent need to upskill the current workforce to adapt to the new world of work,” said Michael Lotito, Littler shareholder and co-chair of WPI. “As corporate executives and business leaders look to the future, they are focused on realizing the many benefits of AI to streamline operations and guide strategic decision-making, while cultivating a talent pipeline that can support this growth.”
But while the need is clear, solutions may be complicated by public policy changes such as the upcoming U.S. general election and the proliferation of employment-related legislation at the state and local levels amid Congressional gridlock.
“We are heading into a contentious election that has already proven to be unpredictable and is poised to create even more uncertainty for employers, no matter the outcome,” Shannon Meade, WPI’s executive director, said in a release. “At the same time, the growing patchwork of state and local requirements across the U.S. is exacerbating compliance challenges for companies. That, coupled with looming changes following several Supreme Court decisions that have the potential to upend rulemaking, gives C-suite executives much to contend with in planning their workforce-related strategies.”
Stax Engineering, the venture-backed startup that provides smokestack emissions reduction services for maritime ships, will service all vessels from Toyota Motor North America Inc. visiting the Toyota Berth at the Port of Long Beach, according to a new five-year deal announced today.
Beginning in 2025 to coincide with new California Air Resources Board (CARB) standards, STAX will become the first and only emissions control provider to service roll-on/roll-off (ro-ros) vessels in the state of California, the company said.
Stax has rapidly grown since its launch in the first quarter of this year, supported in part by a $40 million funding round from investors, announced in July. It now holds exclusive service agreements at California ports including Los Angeles, Long Beach, Hueneme, Benicia, Richmond, and Oakland. The firm has also partnered with individual companies like NYK Line, Hyundai GLOVIS, Equilon Enterprises LLC d/b/a Shell Oil Products US (Shell), and now Toyota.
Stax says it offers an alternative to shore power with land- and barge-based, mobile emissions capture and control technology for shipping terminal and fleet operators without the need for retrofits.
In the case of this latest deal, the Toyota Long Beach Vehicle Distribution Center imports about 200,000 vehicles each year on ro-ro vessels. Stax will keep those ships green with its flexible exhaust capture system, which attaches to all vessel classes without modification to remove 99% of emitted particulate matter (PM) and 95% of emitted oxides of nitrogen (NOx). Over the lifetime of this new agreement with Toyota, Stax estimated the service will account for approximately 3,700 hours and more than 47 tons of emissions controlled.
“We set out to provide an emissions capture and control solution that was reliable, easily accessible, and cost-effective. As we begin to service Toyota, we’re confident that we can meet the needs of the full breadth of the maritime industry, furthering our impact on the local air quality, public health, and environment,” Mike Walker, CEO of Stax, said in a release. “Continuing to establish strong partnerships will help build momentum for and trust in our technology as we expand beyond the state of California.”