Contributing Editor Toby Gooley is a writer and editor specializing in supply chain, logistics, and material handling, and a lecturer at MIT's Center for Transportation & Logistics. She previously was Senior Editor at DC VELOCITY and Editor of DCV's sister publication, CSCMP's Supply Chain Quarterly. Prior to joining AGiLE Business Media in 2007, she spent 20 years at Logistics Management magazine as Managing Editor and Senior Editor covering international trade and transportation. Prior to that she was an export traffic manager for 10 years. She holds a B.A. in Asian Studies from Cornell University.
For the first time, the weight of a lift truck operator will determine the type of safety lanyards
and harnesses that workers may use to prevent and limit falls from man-up lift trucks, according to a
new standard that takes effect Feb. 23.
The standard, developed by the Industrial Truck Standards Development Foundation and accepted by the American National Standards Institute (ANSI), also makes fixed-length,
nonabsorbing lanyards obsolete. Only energy-absorbing or self-retracting lanyards will now be allowed.
All man-up trucks, whether new or already in service, must comply with the new standard, which is outlined in
clause 4.17 of the ANSI/ITSDF B56.1 standard
(Safety Standard for Low-Lift and High-Lift Trucks).
As of Feb. 23, an operator weighing less than 220 lbs. may use:
A body belt with a self-retracting lanyard
A full-body harness with an energy-absorbing lanyard (maximum 6 feet in length)
A full-body harness with a self-retracting lanyard
An operator weighing between 220 and 310 lbs. may use:
A full-body harness with an energy-absorbing lanyard (maximum 6 feet)
A full-body harness with a self-retracting lanyard
An operator weighing between 311 and 400 lbs. may use:
A full-body harness with a self-retracting lanyard
The new standard specifically states that lift trucks' capacity must be reduced by the weight of
any operator weighing more than 220 lbs., and that self-retracting lanyards used by an operator weighing
more than 310 lbs. must be rated for that operator's weight.
These concerns have come to the fore as operators' average weight has been rising in recent years,
according to Ron Grisez, manager of product safety for Crown Equipment Corp. Grisez served on the subcommittee
task group that updated the standard.
Until now, operators of man-up trucks like order pickers and turret trucks were allowed to use a fixed-length
lanyard to anchor themselves to the operator compartment. But, unlike the self-retracting and energy-absorbing lanyards
available today, fixed-length lanyards cannot absorb any of the force of the body weight in a fall, said Grisez.
Energy-absorbing devices will also limit the length of a fall, and self-retracting lanyards may prevent a fall altogether,
Grisez said. "Fixed-length lanyards have been performing well, but decelerating devices will limit the arresting forces
dramatically," he added.
OSHA WEIGHS IN
Some safety experts question whether body belts are appropriate for use on elevated industrial trucks,
saying that the belts will limit but may not prevent falls. It appears that the Occupational Safety and
Health Administration (OSHA) has similar reservations.
In a Dec. 12, 2002, letter of interpretation, the agency noted that it considers a body belt and
lanyard to be the minimum protection required to protect employees from falling from elevated powered
industrial truck platforms. However, the letter went on to say, "OSHA's newer standards which address
fall hazards call for the use of body harnesses rather than body belts when used as part of a personal
fall arrest system. OSHA has determined in these rulemakings that there are hazards associated with body
belts that are greatly reduced by the substitution of body harnesses. Accordingly, we believe that body
harnesses rather than body belts are the appropriate form of fall protection for employees working on elevated
powered industrial truck platforms."
And in a June 28, 2004, letter of
interpretation, the agency reiterated that although industry standards allow the use of a body belt with a lanyard,
"OSHA strongly encourages employers to use body harnesses in place of body belts."
More information about the ANSI/ITSDF standard is available at www.itsdf.org/pB56.asp, or from the appropriate lift truck
dealer.
EDITOR'S NOTE: This article was updated on Feb. 18, 2013, to include more information.
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.”