Peter Bradley is an award-winning career journalist with more than three decades of experience in both newspapers and national business magazines. His credentials include seven years as the transportation and supply chain editor at Purchasing Magazine and six years as the chief editor of Logistics Management.
For a variety of reasons—rising fuel costs, concerns about global warming, a national goal of energy independence, emerging regulations—energy conservation initiatives are getting plenty of attention in the logistics and distribution world. And the focus isn't just on trucks, planes, and trains; warehouses and distribution centers are coming under scrutiny as well.
The reasons aren't hard to understand. A rambling, poorly insulated structure with high ceilings and an inefficient lighting system is likely to leak energy like a sieve. And if its occupants leave dock doors open or unused conveyors and equipment running, so much the worse.
Stanching the losses doesn't have to mean razing the facility and building a new, energy-efficient one in its place, however. Many times, DCs can cut their energy bills simply by adjusting their operations to use energy more efficiently and investing in some well-chosen retrofits.
As for what kind of retrofits, the biggest opportunities for distribution facilities will likely be in motors, heating and cooling, and lighting, says David Voynow, a marketing manager for logistics, cranes and hoists, and material handling for Schneider Electric, an international energy management specialist. Cutting power consumption in these areas could be as simple as adding insulation or as complex as installing sophisticated energy management systems or "cool roofs." Granted, all of these options carry some upfront costs. But an investment in energy-saving equipment or technology is likely to pay for itself many times over in the years to come.
LEED by example
So where to begin? One good place is the U.S. Green Building Council (USGBC), a non-profit organization that promotes sustainable building practices. Although best known for its LEED (Leadership in Energy and Environmental Design) certification program for new building design and construction, the council offers a parallel certification for existing buildings. Called "LEED for Existing Buildings: Operations and Maintenance Certification," the program, which was revised earlier this year, recognizes businesses for physical or operational improvements that conserve "energy, water, and natural resources; improve the indoor environment; and uncover operating inefficiencies."
Although the time, cost, and effort required may deter companies from pursuing LEED certification, facility managers can still use the program's rating system and checklists as reference guides. For example, USGBC offers on its Web site an operations and maintenance projects checklist that covers everything from water efficiency to energy and atmosphere to indoor environmental quality to innovations in operations. (USGBC also offers workshops, online courses, and webinars on LEED.)
It's important to note that LEED for Existing Buildings is a broad-based certification program that's perhaps tailored more to office buildings than industrial sites. "LEED is just not built around DCs," warns Dean Monnin, a senior project manager in the Columbus, Ohio, office of international real estate developer Jones Lang LaSalle. But that can work to a DC's advantage, he adds. For example, a DC might have an easier time achieving a base certification than an office building might because large portions of the facility aren't air conditioned and water usage may be relatively low for a building its size.
Un-Limited savings potential
While water conservation, solid waste management, and indoor air quality initiatives all offer solid savings potential, efforts to reduce energy consumption typically offer the fastest return.
Consider the case of Limited Brands Inc. The parent company of Victoria's Secret, Bath & Body Works, and four other retail chains, Limited Brands says it expects to save $775,000 a year by installing energy-efficient lighting in its five distribution centers in Columbus, Ohio. That represents a 50-percent reduction in the DCs' lighting energy consumption, according to GE Consumer & Industrial, the supplier of the retrofit lighting system.
The installation included new T5 and T8 lamps and T8 ballasts that offer significantly longer life than the older lamps—they are rated for 24,000 hours—plus motion sensors in low-traffic areas that turn lights on only when there is activity in an area. The new lighting offers the added advantage of increasing light levels in many parts of the DCs, which combined, occupy 3.5 million square feet.
The savings include a $650,000 reduction in lighting costs over one year and another $125,000 in reduced maintenance costs due to the new lamps' longer life.
Although not every lighting replacement project will bring these kinds of returns, even relatively new facilities can benefit from swapping out their lighting fixtures, according to Mary Beth Gotti, manager of GE Consumer & Industrial's Lighting and Electrical Institute. Lighting technology has improved markedly in the past few years, she says. "If your system is more than five years old, I know you can do better."
Gotti notes that high-bay lighting of the type used in DCs has been one of the hottest topics at the Cleveland-based institute, which offers workshops, demonstrations, and conferences on lighting technology.
Cool!
Smaller projects can also offer significant savings. Honda of South Carolina Manufacturing, a maker of all-terrain vehicles and personal watercraft, was able to slash cooling costs by buying ceiling fans. The manufacturer installed 19 Big Ass Fans ceiling units, which operate on small 1- or 2-horsepower motors, in its Timmonsville, S.C., production facilities. The improved air circulation has allowed the company to sharply reduce the use of air conditioners with 40-horsepower motors. The result was an energy savings of about $1,500 a month and an 18-month return on the investment, according to Big Ass Fans.
Jeff O'Neil, a maintenance engineer and supervisor at the Honda factory, reports that the improvements have been particularly noticeable in the watercraft plant, which features a more open layout than the ATV facility. Once the fans began operating, he switched the air conditioners over to automatic mode so they would run only when needed. As it turned out, not all of the air conditioners were needed, O'Neil says. "We had two units that never really turned on all summer."
Jeff McCathern, assistant manager of the facilities department at the plants, reports that because of the fans' cooling effects, the company was also able to increase the temperature in the plants by two degrees, further reducing its reliance on air conditioning. "[The fans] help in the winter as well," he adds. "They move heat [generated by] the lighting down to the floor."
Start with the basics
Although there are many avenues to increasing an operation's energy efficiency, Voynow recommends that DC managers begin with the relatively easy fixes. "Our philosophy is to first fix the basics," he says. That means addressing issues like lighting and building insulation.
From there, he suggests addressing a more complex issue: correcting the DC's "power factor," which is essentially the percentage of the total power coming into a building that's actually put to work (the higher the power factor, the better). Power factor correction, which involves the use of specialized capacitors at appropriate points in the DC, can provide "almost instantaneous payback," he says.
But whatever type of energy-conservation measures a DC chooses, Voynow says, the key to success is follow-up—constant monitoring, maintenance, and refinement. That includes employee training and awareness—emphasizing no-brainer items like turning off lights and closing bay doors.
"If you don't have an ongoing program, you will be right back where you started," he warns. "The thought process has to be part of the management suite, part of a holistic approach, not a one-time program."
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 they pass the remaining requirements 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."
DAT Freight & Analytics has acquired Trucker Tools, calling the deal a strategic move designed to combine Trucker Tools' approach to load tracking and carrier sourcing with DAT’s experience providing freight solutions.
Beaverton, Oregon-based DAT operates what it calls the largest truckload freight marketplace and truckload freight data analytics service in North America. Terms of the deal were not disclosed, but DAT is a business unit of the publicly traded, Fortune 1000-company Roper Technologies.
Following the deal, DAT said that brokers will continue to get load visibility and capacity tools for every load they manage, but now with greater resources for an enhanced suite of broker tools. And in turn, carriers will get the same lifestyle features as before—like weigh scales and fuel optimizers—but will also gain access to one of the largest networks of loads, making it easier for carriers to find the loads they want.
Trucker Tools CEO Kary Jablonski praised the deal, saying the firms are aligned in their goals to simplify and enhance the lives of brokers and carriers. “Through our strategic partnership with DAT, we are amplifying this mission on a greater scale, delivering enhanced solutions and transformative insights to our customers. This collaboration unlocks opportunities for speed, efficiency, and innovation for the freight industry. We are thrilled to align with DAT to advance their vision of eliminating uncertainty in the freight industry,” Jablonski said.
Global trade will see a moderate rebound in 2025, likely growing by 3.6% in volume terms, helped by companies restocking and households renewing purchases of durable goods while reducing spending on services, according to a forecast from trade credit insurer Allianz Trade.
The end of the year for 2024 will also likely be supported by companies rushing to ship goods in anticipation of the higher tariffs likely to be imposed by the coming Trump administration, and other potential disruptions in the coming quarters, the report said.
However, that tailwind for global trade will likely shift to a headwind once the effects of a renewed but contained trade war are felt from the second half of 2025 and in full in 2026. As a result, Allianz Trade has throttled back its predictions, saying that global trade in volume will grow by 2.8% in 2025 (reduced by 0.2 percentage points vs. its previous forecast) and 2.3% in 2026 (reduced by 0.5 percentage points).
The same logic applies to Allianz Trade’s forecast for export prices in U.S. dollars, which the firm has now revised downward to predict growth reaching 2.3% in 2025 (reduced by 1.7 percentage points) and 4.1% in 2026 (reduced by 0.8 percentage points).
In the meantime, the rush to frontload imports into the U.S. is giving freight carriers an early Christmas present. According to Allianz Trade, data released last week showed Chinese exports rising by a robust 6.7% y/y in November. And imports of some consumer goods that have been threatened with a likely 25% tariff under the new Trump administration have outperformed even more, growing by nearly 20% y/y on average between July and September.