While there are advantages to becoming certified for your environmental efforts, you can still reap the same benefits without the official stamp of approval.
David Maloney has been a journalist for more than 35 years and is currently the group editorial director for DC Velocity and Supply Chain Quarterly magazines. In this role, he is responsible for the editorial content of both brands of Agile Business Media. Dave joined DC Velocity in April of 2004. Prior to that, he was a senior editor for Modern Materials Handling magazine. Dave also has extensive experience as a broadcast journalist. Before writing for supply chain publications, he was a journalist, television producer and director in Pittsburgh. Dave combines a background of reporting on logistics with his video production experience to bring new opportunities to DC Velocity readers, including web videos highlighting top distribution and logistics facilities, webcasts and other cross-media projects. He continues to live and work in the Pittsburgh area.
Should green-leaning companies undertake the effort and expense to become LEED-certified or would they be better off simply adopting the program's eco-friendly practices? That depends on the company and what precisely it hopes to gain from its green initiatives.
For those not familiar with the program, LEED stands for Leadership in Energy and Environmental Design. Developed by the U.S. Green Building Council (USGBC), the program recognizes facilities—anything from offices and hospitals to DCs and private residences—that meet specific standards in five key areas: sustainable site development, water efficiency, energy and atmosphere, materials and resources, and indoor environmental quality.
To achieve certification, companies designing new facilities or renovating existing structures submit their plans to the Green Building Certification Institute, which administers the LEED program. Certification is based on a performance credit system that awards points based on an action's potential environmental benefits. Gaining certification basically entails accumulating enough points from a checklist of possible green choices. For instance, when it comes to building construction, points might be awarded for the use of eco-friendly materials, having a water conservation plan in place, and minimizing energy consumption. Based on the points earned, a facility may qualify for one of four certification levels—Certified, Silver, Gold, or Platinum.
For organizations seeking to burnish the corporate image, LEED provides an opportunity to have their green claims validated by an outside party. "The benefits of LEED are that you get a third-party observer who will confirm [that you've carried out your design plan] and the promotional value you get from it," explains Gary Hisel, senior design manager for Gray, a distribution facility design-build company based in Lexington, Ky. Often, the choice to pursue LEED certification is tied to a company's commitment to cut its carbon footprint. "It usually aligns with a corporate value that drives them to fulfill that value with a LEED building," notes James Kirkland, a senior project manager for H&M Construction Co., a commercial builder in Jackson, Tenn.
While LEED recognition carries a great deal of prestige, the process of obtaining a certification is not cheap or easy. "It's not for the faint of heart," observes Richard Murphy, president and CEO of Minneapolis-based Murphy Warehouse Co. His firm is a fourth-generation third-party provider of warehouse services that operates 13 facilities, some owned and some leased. All of the company-owned facilities are LEED certified, with three having attained Gold certification. Murphy says the certification process has cost his company $80,000 to $100,000 per facility. For him, it's a worthwhile investment. As Murphy sees it, it's not just the right thing to do from an environmental standpoint, but it also sets his firm apart.
"As a 3PL, we have to work with clients," Murphy explains. "Our customers have their own green initiatives that they can't meet if their partners can't help them. We want them to say to us, 'What you do green helps us with our corporate goals and that is why we choose you.'"
IT'S ALL IN THE DETAILS
For companies that decide to seek LEED certification, consultants agree that the groundwork should be laid in the earliest stages of the planning process, as it is much harder to go back and make changes later. "You are going to get the biggest bang for the buck at the planning level. That is when the most opportunities are open to you," says Don Derewecki, senior engineer at St. Onge, a supply chain engineering and logistics firm in York, Pa.
The project's point people should also be prepared with a strong business case. "Working toward a LEED certification is the right thing to do," says Lou Cerny, vice president of Sedlak Consultants, a supply chain consulting firm in Highland Hills, Ohio. "It is good citizenship to have a green facility; however, the majority of decisions [when building a facility] are actually based on business reasons."
Often as not, that means decisions come down to money. "Managers want to see some economic benefit," says Dean Starovasnik, practice director, distribution engineering design for Peach State Integrated Technologies, an Atlanta-based engineering and consulting firm.
While green projects can bring significant savings in the long run, their return on investment (ROI) often compares unfavorably with the returns on nongreen expenditures. That can make them a tough sell—particularly to publicly traded companies, which typically seek a return on investment of three years or less. "It usually takes a corporate culture that is willing to extend the ROI out a few more years," Starovasnik observes.
GOING GREEN ONE STEP AT A TIME
While obtaining a LEED certification gives a company a certain cachet, it's not for everyone. Many companies are deterred by the time, cost, and effort involved. But that doesn't mean they have to give up on their environmental dreams. Though they won't receive formal accreditation for their efforts, they can still pursue a green program on their own. As Michael Stewart, project engineer at St. Onge, puts it, "They [might decide they] want to be more energy efficient, but they don't need that LEED plaque on the wall."
"A lot of things can be done to make a building more efficient [outside of] LEED," adds Dale Harmelink, executive vice president at Tompkins International, a supply chain consulting and implementation firm.
So how do you go about making your DC operations more sustainable? Whether you intend to apply for LEED certification or not, there are many actions you can take to reduce the operation's environmental impact. Here are some things to consider:
Site selection and facility construction: When choosing a location for your facility, look for a site that won't require extensive site alteration or construction of a lengthy road to reach the building. As for building materials, use local products that don't have to be transported long distances to reach the site, saving fossil fuels. Wherever possible, select eco-friendly building materials or, better yet, recycled materials. Collect and sort construction waste by category, and introduce the materials into the recycling stream.
Landscaping: When choosing plantings for the building site, opt for natural grasses that don't require regular watering. Natural grasses reduce storm-water runoff and require significantly less maintenance than traditional lawns (think less mowing and less mower exhaust). Murphy, who began his career as a landscape architect, says that "cut" grass is 7.3 times more expensive than native grasses. He has saved almost $1 million on two facilities in two years using native grasses and flowering plants. Adding trees also helps limit water runoff, and the trees provide a more attractive visual buffer for neighbors who would otherwise stare at dock doors.
Employee well being: Such amenities as an onsite gym, shower facilities, and walking trails on the property will go a long way toward promoting healthy lifestyles. Similarly, providing bicycle racks and parking spaces for hybrid and electric vehicles helps underline a company's commitment to employee fitness and air quality.
Air quality/water conservation: To minimize indoor air pollution, choose nontoxic paints and floor coverings. Promote water conservation by using waterless urinals and low-flush toilets. Adopt cleaning practices that limit the use of water, and choose cleaning solvents that are environmentally friendly.
Energy management: To reduce energy loss, install insulated wall panels. If the facility includes automated storage areas, don't cool or heat these sections unless the product requires it. In addition, consider painting the facility's roof—white in hot climates and black in colder climates—which will either reflect or trap heat from the sun.
To keep heated or cooled air from escaping through loading dock doors, install dock seals. Murphy Warehouse Co. takes the added step of placing insulated blankets on the steel dock plates when not in use in order to reduce air leaks. As a result, the company's docks are now 10 degrees warmer during frigid Minnesota winters. The use of large circulating fans also helps even out temperatures within buildings—pushing warm air down in the winter and reducing reliance on air conditioning in summer.
Facility lighting: The use of energy-efficient lighting can produce big savings over time. Costs for technologies such as LED have dropped significantly in recent years, allowing companies to recoup their investments more quickly. For instance, Richard Murphy expects a payback on the LED fixtures installed in several of his warehouses in just over four years. As an added bonus, he won't have to touch the bulbs for 17 more years, saving many man hours usually spent replacing lamps. An alternative to LED is fluorescent lighting such as T-5. Compared with LED, fluorescent lighting offers a more favorable ROI (less than three years) but it requires bulb replacement every three years. Adding motion sensors to turn off lights when no one is present also saves a great deal of energy.
Energy/power production: Some facilities have taken to creating their own power. For instance, gas wells on site may provide heat. For his part, Murphy installed solar panels on his facilities to collect additional power and to feed batteries that are used for emergency lighting. It's important to bear in mind that solar and wind projects currently have a very long return on investment. Most of the facilities that have gone down this path have relied on government incentives to help fund the installation and offset the lengthy payback period.
Material handling equipment: Choose equipment with an eye toward energy efficiency. For instance, MDR (motor driven roller) conveyors significantly reduce energy consumption and can power down when there's no product present to convey. Efficient battery management and fast charging can help reduce a lift truck fleet's power consumption. Alternative fuels for lift trucks, such as hydrogen, are also gaining ground, albeit slowly. Designing the facility to lessen long lift truck runs can reduce energy consumption as well as wear and tear on the vehicles.
Whether you opt to take the LEED certification route or not, going green can bring big payoffs. All of these efforts to reduce waste, save energy, and generally adopt sustainable practices can make a huge impact on your business and on the planet. Richard Murphy sums up his mission this way: "Are we changing the world with what we are doing? We are trying."
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."