Mentoring the next generation: interview with Mike Romano
Attracting new talent to the material handling industry—and nurturing that talent—has long been a focus of Mike Romano's efforts, both in his own company and in his work with industry organizations.
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.
Earlier this year, MHI honored Mike Romano, president and CEO of material handling solution specialist Associated, with its first Young Professional Network Mentor Award. The award is given to an MHI member who promotes and encourages professional development in the industry.
MHI, a trade association for the material handling, logistics, and supply chain industry, said at the time it had established the award to recognize a member "who offers professional guidance, instills and nurtures talent, advocates for employees and their professional development, possesses a commitment to the company and its people, and serves as a positive and inspiring role model."
Judging by his record of service to the industry, Romano, a 35-year veteran of the material handling business, certainly fills that bill. He has been an active participant in industry organizations, serving on the Material Handling Equipment Distributors Association's (MHEDA) board of directors and executive committee, including a term as president. He has also served on the College-Industry Council of Material Handling Education (CICMHE) Foundation and MHI's Education Foundation board of directors.
He recently spoke to DCV Editorial Director Peter Bradley about his efforts to attract young talent to the material handling industry and then hold onto that talent.
Q: Tell me a little bit about the mentoring efforts for which you were recently recognized by MHI.
A: I've been in the industry since 1980, but around (the year) 2000, I realized there was a significant shortage of people available to bring into the industry. We recycle people in this industry. That doesn't promote new ideas and creative concepts. So, I made that part of my initiatives as president at MHEDA and formed a committee at MHEDA to address the issue. As we saw it, the problem was that we, as an industry, were fairly transparent to the academic community, to the consumer community, etc. We were kind of behind the scenes, so when kids got out of school, they didn't think about going into the material handling industry the way they might think about going into electronics or retail. That was the biggest part, the lack of visibility.
So we worked with MHI on an industry awareness initiative. It never got a lot of traction, but what it did was at least get people to realize there were two issues that the industry faced. Number one was the shortage of people. The second was the inverse relationship that existed between the price that we get for our services and the value that they provide. We really tried to promote both of those things through that initiative. When that fell by the wayside, we started taking a more micro approach at MHEDA. We started targeting schools to work with, and we asked MHI if we could get involved with CICMHE and sponsor a professor to try to build bridges with the academic community. We did that. MHEDA has continued to be involved with CICMHE.
We have coupled that initiative and our relationships through CICMHE to target schools that we could use as feeder schools, and we actually initiated a program where we started bringing professors and two of their top students to the MHEDA convention every year, which was great. It exposed members to the kind of talent that these schools were producing.
That was on an industry level. On a more micro level, we've done the same thing in our own company. We've developed partnerships with three schools in particular—Loyola Chicago, Robert Morris University - Illinois, and Northern Illinois University—over the last couple of years.
Now, schools and colleges are not the only ones we're working with. Half of our employees have technical backgrounds. We have a whole demographic, the baby boomers, that's retiring. There was a good cross section of blue- and white-collar workers in that generation. It's a different story with the newcomers entering the work force. The parents of those kids pushed them to go to college, which has resulted in a tremendous shortage of blue-collar workers. So we work with two trade schools toward the end of making them, first of all, aware of our industry. At least 80 percent of our new technicians today are from the trade schools. We develop our own talent from the ground up.
Q: The whole idea of attracting young people to the business was the first challenge, but then we have an industry that has a high turnover rate. How do you retain people?
A: Well, each one of them has to have a mentor who is responsible for making their on-boarding and their employment experience a successful one. You can't treat someone who is new to the industry, new to the business world, the same way you treat somebody who is 10 years in. It requires very special handling. Most importantly, the mentor has to be someone other than their boss. It has to be somebody who's going to take them under their wing and show them the way, show them the ropes, and be there to answer any questions and help them overcome any obstacles.
Q: Related to all this, you've been active for a very long time in MHEDA, MHI, CICMHE, and other groups. What drives you to that? Why do you think it's important for professionals to be involved in organizations like that?
A: I believe that giving back, sharing my ideas and best practices with others toward the end of making the industry better, will make each of our businesses better in the long run, because people will appreciate and place a higher value on what we do. The industry in many sectors is commoditized and we need to elevate it beyond that, because when people go to buy something commoditized, they just look for the lowest price. We have too much value to provide and we do provide too much value to be treated that way. So, by working together, not as one organization, but as an industry, I think we can improve our position in the eyes of our customers and by doing that, individually improve each of our organizations. That is my biggest driver. The second driver is, of course, the satisfaction of giving back to something that has provided very well for me and my family and an industry that I am proud of and that I want to see elevated to a higher level.
Q: Let me go back to your work with young people. Do you see much of a difference between the current generation of young people coming into the workplace and people from a generation ago with respect to what they expect from work and what they're looking for?
A: Sure. We have an internal education program that focuses on the four generations of workers currently in our work force and how managers need to understand each group's needs and wants and characteristics and treat them differently. So part of it is an education program.
As for the up-and-coming workers, we definitely see a difference. For instance, they're less focused on money than on quality of life. It's important to them to have time for themselves, personal time, and a good work/life balance. It is also important to them to have a well-defined career path. Sometimes, they want to start moving down that path too quickly and we need to slow them down and make sure they understand that experience is part of it.
Now, on the other hand, they are much more independent. They are desirous of being empowered to do a job, and they work well independently. Their technical skill is at a much higher level than we could have counted on in prior generations. So we just need to know all the pluses as well as be aware of some of the differences in attitude. There are things that we are used to doing that they may not be willing to do, like working 12-hour days to get a job done. They would rather come up with a way to work smarter and get the job done in eight hours. So it's a matter of just learning about them.
Q: Generally, you are optimistic about the kids who are coming up?
A: Absolutely. I think our only challenge is to provide a visible and sufficiently attractive career path to keep them longer term. That is probably the biggest obstacle because of their impatience, because they want to be managers tomorrow. We see that a lot.
The Port of Oakland has been awarded $50 million from the U.S. Department of Transportation’s Maritime Administration (MARAD) to modernize wharves and terminal infrastructure at its Outer Harbor facility, the port said today.
Those upgrades would enable the Outer Harbor to accommodate Ultra Large Container Vessels (ULCVs), which are now a regular part of the shipping fleet calling on West Coast ports. Each of these ships has a handling capacity of up to 24,000 TEUs (20-foot containers) but are currently restricted at portions of Oakland’s Outer Harbor by aging wharves which were originally designed for smaller ships.
According to the port, those changes will let it handle newer, larger vessels, which are more efficient, cost effective, and environmentally cleaner to operate than older ships. Specific investments for the project will include: wharf strengthening, structural repairs, replacing container crane rails, adding support piles, strengthening support beams, and replacing electrical bus bar system to accommodate larger ship-to-shore cranes.
The Florida logistics technology startup OneRail has raised $42 million in venture backing to lift the fulfillment software company its next level of growth, the company said today.
The “series C” round was led by Los Angeles-based Aliment Capital, with additional participation from new investors eGateway Capital and Florida Opportunity Fund, as well as current investors Arsenal Growth Equity, Piva Capital, Bullpen Capital, Las Olas Venture Capital, Chicago Ventures, Gaingels and Mana Ventures. According to OneRail, the funding comes amidst a challenging funding environment where venture capital funding in the logistics sector has seen a 90% decline over the past two years.
The latest infusion follows the firm’s $33 million Series B round in 2022, and its move earlier in 2024 to acquire the Vancouver, Canada-based company Orderbot, a provider of enterprise inventory and distributed order management (DOM) software.
Orlando-based OneRail says its omnichannel fulfillment solution pairs its OmniPoint cloud software with a logistics as a service platform and a real-time, connected network of 12 million drivers. The firm says that its OmniPointsoftware automates fulfillment orchestration and last mile logistics, intelligently selecting the right place to fulfill inventory from, the right shipping mode, and the right carrier to optimize every order.
“This new funding round enables us to deepen our decision logic upstream in the order process to help solve some of the acute challenges facing retailers and wholesalers, such as order sourcing logic defaulting to closest store to customer to fulfill inventory from, which leads to split orders, out-of-stocks, or worse, cancelled orders,” OneRail Founder and CEO Bill Catania said in a release. “OneRail has revolutionized that process with a dynamic fulfillment solution that quickly finds available inventory in full, from an array of stores or warehouses within a localized radius of the customer, to meet the delivery promise, which ultimately transforms the end-customer experience.”
Commercial fleet operators are steadily increasing their use of GPS fleet tracking, in-cab video solutions, and predictive analytics, driven by rising costs, evolving regulations, and competitive pressures, according to an industry report from Verizon Connect.
Those conclusions come from the company’s fifth annual “Fleet Technology Trends Report,” conducted in partnership with Bobit Business Media, and based on responses from 543 fleet management professionals.
The study showed that for five consecutive years, at least four out of five respondents have reported using at least one form of fleet technology, said Atlanta-based Verizon Connect, which provides fleet and mobile workforce management software platforms, embedded OEM hardware, and a connected vehicle device called Hum by Verizon.
The most commonly used of those technologies is GPS fleet tracking, with 69% of fleets across industries reporting its use, the survey showed. Of those users, 72% find it extremely or very beneficial, citing improved efficiency (62%) and a reduction in harsh driving/speeding events (49%).
Respondents also reported a focus on safety, with 57% of respondents citing improved driver safety as a key benefit of GPS fleet tracking. And 68% of users said in-cab video solutions are extremely or very beneficial. Together, those technologies help reduce distracted driving incidents, improve coaching sessions, and help reduce accident and insurance costs, Verizon Connect said.
Looking at the future, fleet management software is evolving to meet emerging challenges, including sustainability and electrification, the company said. "The findings from this year's Fleet Technology Trends Report highlight a strong commitment across industries to embracing fleet technology, with GPS tracking and in-cab video solutions consistently delivering measurable results,” Peter Mitchell, General Manager, Verizon Connect, said in a release. “As fleets face rising costs and increased regulatory pressures, these technologies are proving to be indispensable in helping organizations optimize their operations, reduce expenses, and navigate the path toward a more sustainable future.”
Businesses engaged in international trade face three major supply chain hurdles as they head into 2025: the disruptions caused by Chinese New Year (CNY), the looming threat of potential tariffs on foreign-made products that could be imposed by the incoming Trump Administration, and the unresolved contract negotiations between the International Longshoremen’s Association (ILA) and the U.S. Maritime Alliance (USMX), according to an analysis from trucking and logistics provider Averitt.
Each of those factors could lead to significant shipping delays, production slowdowns, and increased costs, Averitt said.
First, Chinese New Year 2025 begins on January 29, prompting factories across China and other regions to shut down for weeks, typically causing production to halt and freight demand to skyrocket. The ripple effects can range from increased shipping costs to extended lead times, disrupting even the most well-planned operations. To prepare for that event, shippers should place orders early, build inventory buffers, secure freight space in advance, diversify shipping modes, and communicate with logistics providers, Averitt said.
Second, new or increased tariffs on foreign-made goods could drive up the cost of imports, disrupt established supply chains, and create uncertainty in the marketplace. In turn, shippers may face freight rate volatility and capacity constraints as businesses rush to stockpile inventory ahead of tariff deadlines. To navigate these challenges, shippers should prepare advance shipments and inventory stockpiling, diversity sourcing, negotiate supplier agreements, explore domestic production, and leverage financial strategies.
Third, unresolved contract negotiations between the ILA and the USMX will come to a head by January 15, when the current contract expires. Labor action or strikes could cause severe disruptions at East and Gulf Coast ports, triggering widespread delays and bottlenecks across the supply chain. To prepare for the worst, shippers should adopt a similar strategy to the other potential January threats: collaborate early, secure freight, diversify supply chains, and monitor policy changes.
According to Averitt, companies can cushion the impact of all three challenges by deploying a seamless, end-to-end solution covering the entire path from customs clearance to final-mile delivery. That strategy can help businesses to store inventory closer to their customers, mitigate delays, and reduce costs associated with supply chain disruptions. And combined with proactive communication and real-time visibility tools, the approach allows companies to maintain control and keep their supply chains resilient in the face of global uncertainties, Averitt said.
Bloomington, Indiana-based FTR said its Trucking Conditions Index declined in September to -2.47 from -1.39 in August as weakness in the principal freight dynamics – freight rates, utilization, and volume – offset lower fuel costs and slightly less unfavorable financing costs.
Those negative numbers are nothing new—the TCI has been positive only twice – in May and June of this year – since April 2022, but the group’s current forecast still envisions consistently positive readings through at least a two-year forecast horizon.
“Aside from a near-term boost mostly related to falling diesel prices, we have not changed our Trucking Conditions Index forecast significantly in the wake of the election,” Avery Vise, FTR’s vice president of trucking, said in a release. “The outlook continues to be more favorable for carriers than what they have experienced for well over two years. Our analysis indicates gradual but steadily rising capacity utilization leading to stronger freight rates in 2025.”
But FTR said its forecast remains unchanged. “Just like everyone else, we’ll be watching closely to see exactly what trade and other economic policies are implemented and over what time frame. Some freight disruptions are likely due to tariffs and other factors, but it is not yet clear that those actions will do more than shift the timing of activity,” Vise said.
The TCI tracks the changes representing five major conditions in the U.S. truck market: freight volumes, freight rates, fleet capacity, fuel prices, and financing costs. Combined into a single index indicating the industry’s overall health, a positive score represents good, optimistic conditions while a negative score shows the inverse.