Out on the Midwest prairie, the Murphy Warehouse Co. has made major investments in reducing its facilities' impact on the environment. CEO Richard Murphy believes it's the right thing to do for his company and the community.
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.
Out in Minneapolis, you might note on approaching Murphy Warehouse Co.'s distribution centers that the landscaping looks a little different from what you might see at other industrial sites—a mix of native prairie grasses rather than a green lawn. That's the first sign of the many steps the company has taken to conserve resources and invest in sustainability.
The Murphy Co. operates 2.3 million square feet of warehousing space across 13 buildings in the Minneapolis area. It doesn't own all of them, but in those that it does, it has invested heavily in energy conservation, recycling, improved storm water runoff, and more—all aimed at decreasing the warehouses' impact on the environment.
The Murphy Co. and a relative handful of other privately held warehousing companies around the country have made the leap into sustainability in a major way. (See sidebar on The Barrett Companies for another example.)
Richard T. Murphy, president and CEO of the company, has become an evangelist for investing in sustainability. He speaks regularly on the topic and urges business owners to look hard at the long-term benefits for both their businesses and the environment, an argument made more credible by his hard-nosed understanding of business reality and the need for returns on those investments.
Murphy is the fourth generation of his family to run the company, which was founded in 1904. He did not initially set out to become a warehousing executive. He earned degrees in landscape architecture from the University of Minnesota and Harvard University, and taught the subject at Syracuse University and back at his Minnesota alma mater for 25 years.
That training and what he considers his family's legacy inform his commitment to sustainability initiatives. "The Murphy family has always felt that as part of the community, it was important to be a leader. Today, sustainability is one of the areas where it's important to do that," he says. "We want to show the business community what you can do."
Murphy acknowledges that privately held companies have one major advantage over their publicly traded counterparts when it comes to investing capital in sustainability initiatives. And that is that they have greater tolerance for waiting out returns on investment (ROI). But he emphasizes that he takes ROI seriously. "Our perspective is a lot longer than the publicly traded sector's, but we still have to have an ROI in a reasonable amount of time," Murphy says. "We still have to pay the bills and pay our employees."
SEEING THE LIGHT
As for the kind of long-term investments Murphy is talking about, one example is his decision to light his warehouses with LEDs. LEDs (light-emitting diodes) cost twice as much as state-of-the-art T-5 fluorescent lighting, but use far less energy. Last year, the company conducted a lighting analysis on one of its buildings, a 350,000-square-foot warehouse built in the 1980s and purchased by the Murphy Co. in 2012. At the time of the purchase, the building had an antiquated high-pressure sodium lighting system.
The study showed that LEDs with motion sensors offered a 4.4-year ROI, compared with 2.6 years with T-5s. Despite that, the company chose to invest in LEDs—something public companies would have difficulty justifying.
"They are double the cost, but use one-third of the energy," Murphy says. "And we will never touch those lights in our working lifetimes." The LEDs, he says, have an expected life span of 17 years in a two-shift operation, compared with three years for modern fluorescents. The lights it chose, from Lithonia, included diffuse lenses to reduce glare and motion sensors that allow for the lights to remain off in unoccupied areas.
Murphy is also proud of changes made to the building's exterior lighting. The lights operate most of the time at 20 percent of the normal lumen level, but motion sensors bring them up to full when a truck—or an intruder—enters the property. "It works and it's cool," he says. "It makes us a good neighbor and gives us better security."
Murphy hopes the lighting and other investments made in the building will earn it a Platinum LEED certification from the U.S. Green Building Council. (LEED, which is an acronym for Leadership in Energy and Environmental Design, is a Green Building Council program that provides third-party verification of green buildings based on a strict set of standards.) Three other Murphy DCs have already earned LEED certification, two gold and one silver.
He considers the not-insignificant cost of earning LEED certification to be a strategic benefit for his company—largely because a growing number of customers now factor in sustainability when they go to choose a vendor. "We saw a client base that needs our help in reaching their own sustainability goals," Murphy says. He adds that although he hasn't seen any requests for proposals that specifically asked about his company's green credentials, he also knows he has won business because of it.
ALL THE PRETTY FLOWERS
In addition to major operational improvements in lighting and energy use, the Murphy Co. has paid close attention to issues like landscaping and ground water. Richard Murphy's background in landscape architecture has much to do with that.
The deliberate use of native prairie grasses at the facilities is a prime example. "You drive around a lot of industrial parks, you find manicured grass," he says. "It makes no sense environmentally, aesthetically, or economically."
The Murphy Co. began installing prairie flora on its properties in 1994. The company estimates it has saved close to $1 million at two of the facilities since that time as a result of installation and maintenance costs that are far lower than for seeded lawns of sod. Murphy says the ROI for installation is 1.3 years and that annual maintenance costs are one-fifth those of maintaining a cut lawn.
Murphy finds the company's experience at its Northtown Logistics campus to be telling. "We run 33,000 trucks in and out of there annually," he says. "And the number one thing we hear from the city is about all the pretty flowers on Main Street. We're saving money, have better carbon sequestration, and visually, it's what people like to look at."
MAKING SOLAR POSSIBLE
Solar power is another area where the Murphy Co. has had success that is contrary to conventional wisdom. Between 2010 and 2012, the Murphy Co. installed eight solar systems on five buildings that combined produce 320 kilowatt-hours of electricity, making it one of the largest producers of solar power in the state. Murphy points out that low utility rates in the Midwest militate against making a straightforward investment in solar power. The company took advantage of several grants to build a business case for the installations. Those included grants from the state and federal governments and the local electric utility.
The final piece of the solar puzzle came in the form of Small Business Administration (SBA) loans—a type of financing not generally available to warehousing companies because they usually don't meet a key lending standard that rates companies on the number of employees per square foot of building space. "When they saw we were investing in solar power, we were instantly in the program," Murphy says. That financing was crucial. The SBA loan provided 95 percent of the financing. He says the long ROI—11 years for the solar power investment—would have prohibited the investment without it.
Putting the sun to work twice
When you drive down the hill toward the Barrett Distribution Centers facility in Franklin, Mass., the building's roof is visible through the trees. You might not notice at first that the roof is unusual in some way—until a bright glint of sunshine catches your eye.
The sun is reflecting off the solar array on the facility's roof, an array that provides 100 percent of the power required by the 260,000-square-foot building.
From the inside of the facility, another investment becomes obvious. Skylights dot the ceiling, shedding light on the work areas below—and reducing the need for electrical lighting.
Barrett has made an aggressive investment in renewable energy. Working with Canadian Solar, one of the world's largest solar companies, the firm has installed over 2,000 295-watt photovoltaic solar panels on the roof of its headquarters building in Franklin. The Barrett roof array will produce 720,000 kilowatt-hours (kwh) annually. This will make the facility entirely self-sufficient and generate a surplus of 300,000 kwh annually to help offset the load at the company's other locations.
In addition, the use of solar power sharply reduces the facility's carbon footprint. Arthur Barrett, president of the company, says that its investments in solar panels, "daylighting," energy-efficient lighting, and energy-efficient chargers for its material handling equipment will result in a zero carbon footprint for the company. According to a report from the environmental consulting firm GXT Green, hired by Barrett to conduct an analysis of the building, the warehouse produced the equivalent of 952,534 pounds of CO2 annually prior to the project. The 720,000 kwh of electricity expected to be generated by the solar panels equates to 1.3 million pounds of CO2, based on a conversion factor of 1.85 pounds of carbon per kwh, the consultant wrote.
The power produced by the Barrett building's solar array will also help National Grid, an electricity supplier for 22 states in the Northeast, meet mandates to provide a portion of its power from renewable energy. Specifically, Barrett will aid National Grid in meeting its obligations by generating Solar Renewable Energy Credits, or SRECs. These credits, which represent the value added by environmental benefits and renewable energy costs versus the conventional coal and natural gas methods, can be sold back to the utility company at market value.
A couple of factors made the Barrett solar project financially feasible. The company was able to take advantage of a 30-percent federal tax grant for investing in renewable energy. Second, Bank of America accepted the tax grant as the firm's equity infusion. In other words, the bank allowed Barrett to use the tax credit as its stake in the project, a stake required for the loan.
While the annual debt service for the project will be $215,000, the company expects a positive cash flow thanks to the reduced energy costs and the value of the SRECs it receives as a result of producing electricity from solar energy. Those will provide a total cash flow of 153 percent of the annual loan payments, the company anticipates. The project is expected to generate a return on investment of 30 percent for the first 11 years.
A second phase of the Barrett initiative involves daylight harvesting—via those windows in the ceiling. Fifty-one Sunoptics Prismatic Skylights installed in the building have reduced Barrett's electric load from lighting by 70 to 80 percent, depending on the season, while reducing the amount of heat generated in the summer months.
The lights offer another advantage, perhaps less measurable than power savings but significant nonetheless. And that is the value of daylight for the workforce. A study sponsored by Pacific Gas and Electric Co. found that students with the most classroom daylight progressed 26 percent faster in reading and 20 percent faster in math than did those students with the least amount. In a warehouse environment, the results can be even more pronounced. Productivity can be improved, as can picking accuracy rates, warehouse damage rates, safety, and security. Morale can be enhanced and absenteeism reduced, simply because a workplace that is well lit is much more pleasant than one that is not.
Editor's note: Clifford Lynch contributed to this article.
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."