Developing a safe, responsible, and effective system for handling consumer electronics returns isn't just good for the planet. It can also be very, very good for your business.
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.
The images remain troubling long after they've faded from the screen. Vast quantities of toxic electronic waste dumped around villages and cities in countries like Nigeria or China. Workers burning wires in an attempt to recover copper or aluminum for resale, releasing a hazardous stew of chemicals into the air. Young children playing among the scattered, and often carcinogenic, materials.
That's not a vision of a dystopian future, but an everyday reality. Our love affair with electronics—and desire to have the next new thing—has created a surging tide of e-waste. Although some is disposed of responsibly, much of that waste still ends up in local landfills or incinerators, while quite a bit gets shipped overseas by unscrupulous recyclers for "dismantling under horrific conditions," according to the Electronics TakeBack Coalition (ETBC).
The volumes are staggering. In 2010, the latest year for which numbers were available, U.S. consumers and businesses disposed of 2.4 million tons of electronics—some 384 million units, according to statistics compiled by ETBC. And indications are the numbers will only increase.
So it's probably no surprise that manufacturers of consumer electronics as well as the resellers and retailers of those goods face increasing scrutiny from regulators, lawmakers, and the public over just how discarded goods are handled. Dale Rogers, a professor of supply chain management and marketing sciences at Rutgers University who has long studied reverse logistics and sustainability, reports that at least 27 states now have laws governing e-waste.
The challenges of reverse logistics are hardly news to the industry, however. Major electronics OEMs and their retailers have long understood the need for a safe, responsible, and effective system for managing returns. Such programs are important from both a regulatory compliance and social responsibility standpoint, of course. Beyond that, careful and aggressive management of the process enables companies to turn trash into cash, reselling some products and recovering valuable parts and materials from others—essentially, capturing value rather than producing waste.
"Years ago, manufacturers did not look at returns management from a recovery standpoint, but as a cost of doing business," says Joseph King, a vice president at ModusLink Corp., an international third-party logistics and supply chain services company. "We've seen a much greater focus on trying to minimize losses, improve recovery, and ensure that practices are environmentally responsible."
A JOB FOR PROFESSIONALS
But how do you go about setting up a safe, responsible, and effective system for recycling and managing e-waste? Rogers says it begins with the people. "The first thing you need to do is spend time with someone who understands this stuff and where it's going," he says. It's also important to understand that with recycling and sustainability initiatives, you're in in for the long haul, Rogers adds. "This is not just a short-term problem. You need to do this well," he says.
Rogers recommends that any company that must deal with electronics returns devote at least one employee to the problem. He suggests choosing an engineer who is familiar with design and understands the complex mix of components, chemicals, and minerals in today's electronics.
Whether they maintain in-house expertise or not, many companies opt to partner with a qualified expert. There are a number of third-party logistics service providers (3PLs) that specialize in returns management. These 3PLs not only will handle tasks like refurbishment, disassembly, recycling, and disposal on behalf of their clients, but they'll do it in a way that complies with the customer's own business rules, says Mike Baker, vice president of business development for Genco ATC, a third-party logistics company that specializes in product life cycle logistics.
Providers say an important part of their job is establishing systems that carefully track goods from the shipping facility through final disposal. That's partly to ensure that customers receive the full benefit of the resale of any goods or components, and partly to ensure that all materials are handled responsibly throughout the reverse supply chain. "We track every device by serial number and a customer compliance code," says King of ModusLink.
Chad Burke, director of supply chain excellence for Ryder System Inc., also underlines the importance of maintaining a strict chain of custody for every product and commodity from receipt to ultimate disposition. That includes requiring certificates of destruction for goods sent into the waste stream, down to the serial number level.
BACK ON THE MARKET
Whether a shipper opts for the DIY approach or contracts with an expert, the recovery and disposal process will follow the same basic pattern. When goods come into the facility, says King, the initial step is "triage," that is, determining the best way to handle each product.
Burke warns that this involves more than an at-a-glance assessment of the incoming items. Ryder, for example, goes through an extensive testing and disposition process for products returned to facilities it manages for clients, including a functional and cosmetic evaluation to determine whether a product is worth refurbishment or repair. As part of that process, it compares the estimated resale value with the cost of getting it to market.
Burke notes that as much as 50 to 75 percent of the electronics goods returned to manufacturers have nothing functionally wrong with them, and that as much as 70 to 80 percent of their value can be recovered in resale. But to recapture that value, you have to act quickly, he warns. Given the short life cycle of many of today's consumer electronics products, getting refurbished goods back on the market right away is imperative.
Many of the products that come back through the reverse logistics chain can be resold nearly as is, or with some refurbishment. But there's one step that can't be skipped: The party responsible for refurbishment must scrub every last bit of the previous owner's data from the device before it is returned to the market.
"One of the programs we're seeing explode is trade-ins for handsets, tabletop computers, and laptops," King says. "The big thing there is data wiping. There's a lot of liability around that."
PARTS HARVESTING
Products that don't make the cut then go through an extensive process to recover as much value as possible from components—circuit boards, power supply, plastics, ferrous metals, copper or aluminum, chemicals, and minerals—what King calls "parts harvesting."
This isn't just a matter of squeezing every last penny from returns. It's also about conserving minerals that are crucial to electronics manufacturing but are becoming increasingly difficult to obtain. For example, China has imposed export restrictions on rare earths used in high-tech products. While a significant proportion of electronics manufacturing takes place in China, mitigating the issue to some degree, manufacturers are nonetheless concerned about access to that important source of supply.
Further limiting the availability of materials needed for manufacturing is the recent crackdown on the use of "conflict minerals"—minerals that come from areas associated with conflict or human rights abuses, such as the Congo. In August, the Securities and Exchange Commission issued a rule requiring companies to disclose the use of conflict minerals that originated in the Democratic Republic of the Congo or adjoining countries. "Electronics companies are going to have to show where their minerals come from and prove that nobody was harmed in mining them," Rogers says.
Both of these developments have created powerful incentives to recover as many minerals as possible from existing products. "One of the big issues in reverse logistics is the potential shortage of rare earth," says Alan Amling, vice president of marketing, global logistics, and distribution for UPS Supply Chain Solutions. "This is where over the long term, we have to look at the concept of bringing sustainability and conservation of resources into reverse logistics. How do we tie reverse logistics back into the manufacturing process? How can we connect reclaimed materials like rare earths with manufacturing at the point where they are needed?"
TAKE CHARGE OF YOUR WASTE
Once a company has harvested everything of value from the returned product, there may still be waste to recycle or dispose of. Although plenty of contractors offer recycling and disposal service for electronic products, just picking a provider at random is a lot like playing Russian roulette. "Ownership of the waste is important because manufacturers can be held liable for improper disposal," says Amling. That means they must make it their business to know just how those recyclers handle products.
Fortunately, at least two programs for certifying electronics recyclers can help point the way.
Best known is the Responsible Recycling Practices, or R2 program. The R2 certification is a program offered by R2 Solutions, a nonprofit company that promotes environmentally responsible practices in the electronics recycling industry. To date, more that 200 facilities around the world have attained the certification.
The second is the e-Stewards Standards, created by the Basel Action Network, a Washington state-based nonprofit that focuses on environmental and sustainability issues.
The Environmental Protection Agency (EPA) has endorsed both initiatives, noting on its website that "these programs are based on strong environmental standards which maximize reuse and recycling, minimize exposure to human health or the environment, ensure safe management of materials by downstream handlers, and require destruction of all data on used electronics." Both certifications require companies to be audited by independent third parties.
It's important to note that when you go to contract for recycling services, you need not steer clear of a third-party service provider just because it isn't certified. While 3PLs may not be certified themselves, many make it a point to work with certified recycling companies on behalf of their customers.
Editor's note: Senior Editor Toby Gooley contributed to this report.
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.
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.