Susan Lacefield has been working for supply chain publications since 1999. Before joining DC VELOCITY, she was an associate editor for Supply Chain Management Review and wrote for Logistics Management magazine. She holds a master's degree in English.
With the rise of the environmentally conscious consumer and the growing importance of sustainability to corporate boardrooms, more and more companies are looking to reduce their carbon footprint and the amount of waste they send to the landfill.
One area that is increasingly being viewed through a green lens is packaging. Pallet companies and trade groups have responded by touting their particular type of pallet—wood, corrugated, plastic, or metal—as a sustainable choice. But if you dig a little deeper, you'll find that each material has both strengths and weaknesses.
Here's a rundown of each type of pallet's impact on the planet.
WOOD IS GOOD
Wood is by far the most common type of material being used to make pallets today, and it has a lot to recommend it as far as sustainability goes. Wood is a renewable resource, and, according to the National Wooden Pallet and Container Association (NWPCA), it requires far less energy to produce than any other common type of pallet material. "You plant a tree, you leave it, it grows," says Patrick Atagi, the group's executive vice president of advocacy and external affairs.
Of course, it's not quite as simple as that. Trees do not grow overnight; it takes 30 to 40 years before a tree is large enough to be harvested for wood. But decades of forest management efforts mean that the United States is in little danger of running low on wood, even if housing starts return to the levels seen during the housing bubble. According to the "National Report on Sustainable Forests" published by the U.S. Forest Service in 2010, the number of acres of forest in the United States has remained stable for the last 50 years and the amount of wood being produced per acre has actually increased.
Wood pallets are also reusable and/or recyclable. If damaged, a wooden pallet can easily be repaired—typically, all that's required is to pull off the old board and hammer on a new one. When a pallet can no longer be repaired or remanufactured into a recycled pallet, it can be reprocessed and the wood fibers used in such products as mulch, particleboard, and animal bedding. All of these end-of-life efforts, however, require that the pallet user have effective waste management processes in place, typically working with a pallet recycler. (Companies looking to locate a pallet recycler near their facilities can search the online directory available on NWPCA's website.)
THE INCREDIBLE LIGHTNESS OF CARDBOARD
Not everyone believes that wood pallets are the best choice for the environment. A nonprofit organization launched last year called Change the Pallet is making aggressive claims that switching to corrugated cardboard pallets could greatly reduce carbon emissions. The group was heavily involved in an attempt to pass a bill in Oregon's House of Representatives to require state agencies to switch to cardboard pallets where appropriate. While the bill never made it out of committee, the governor did approve a pilot with the Department of Corrections.
The reason that cardboard pallets lead to reductions in carbon emissions, according to the group's executive director, Adam Pener, is weight. While wood pallets typically weigh around 50 pounds, cardboard pallets weigh about 10. When trucks transport less weight, he says, they consume less fuel.
A case in point is the global furniture company Ikea, which made headlines in 2012 when it announced an initiative to switch from wood pallets to cardboard or paperboard pallets. According to Ikea, since 2012, the company has cut its carbon emissions by more than 300,000 metric tons and reduced the number of trucks it uses by 15 percent, while transporting the same volume of goods.
The one area where cardboard pallets do not measure up to their competitors is in length of life. Although cardboard pallets can be made as strong as wood, they are typically designed to be used only once. Skeptics have also expressed concern about their durability and water resistance, although Pener insists that they can easily be treated with a waterproof coating.
Cardboard pallets, however, are much easier to recycle than other pallet types. According to Pener, companies can simply toss their cardboard pallets into a baler and recycle them along with their other corrugate.
PLASTICS FOR LIFE
In contrast to their counterparts over on the cardboard pallet side, makers of plastic pallets stake their sustainability claims on their pallets' longevity. According to Adam Gurga, national account manager, consumer packaged goods supply chains, for the plastic pallet manufacturer Rehrig Pacific, plastic pallets often last five to six years. "And I've been in some of our customers' facilities where they're still using pallets they purchased 10 years ago," he says.
That durability also helps the pallet to better protect the product it is transporting. The less damage that occurs to both the pallet and the product, the fewer resources will be consumed in making replacements. On top of that, companies will be minimizing their carbon footprint because they won't be transporting as many replacement pallets and goods.
No matter how durable a pallet is, however, if you run it over with an 8,000-pound forklift, it's going to break. While some plastic pallets are repairable, most are not. Still, plastic pallets can be recycled, and many plastic pallet companies will even pick up the damaged units from you. The pallets are ground down into plastic resin, which can be reused to make recycled plastic pallets (although the quality is not as high as it is with new ones) or other plastic products.
That said, potential plastic pallet users must weigh the environmental costs of simply manufacturing plastic. Unlike wood or cardboard, plastic pallets are typically made from high-density polyethylene or polypropylene, which requires nonrenewable resources such as oil or natural gas to produce.
Finally, for plastic pallets to be truly sustainable (not just environmentally but also economically), companies either need to use a pooler or have some way of guaranteeing that they can get their pallets back.
ALUMINUM REINCARNATION
The weight of most metal pallets makes them unsuitable for many applications. Aluminum pallets, however, weigh on average less than 40 pounds, and aluminum pallet companies like to tout their environmental benefits.
To be sure, the environmental cost of producing aluminum is high. For starters, the raw material, bauxite, must be mined from the earth. On top of that, processing and manufacturing aluminum consumes a great deal of energy.
However, once it is produced, aluminum is "infinitely recyclable," in the words of Peter Johnson, president of Eco Aluminum Pallets. And unlike the situation with plastic, the recycling process does not degrade the quality of aluminum. So one way to lessen the pallets' environmental impact is to use pallets made out of recycled aluminum. Recycled aluminum is readily available, and Johnson has no concerns about the supply's decreasing.
Aluminum pallets are also durable. Eco Aluminum Pallets, for example, guarantees its pallets for 10 years. While the majority of metal pallets are nonrepairable, Eco Aluminum Pallets has created a repairable version that is riveted together.
Aluminum pallets are not for everyone, however. They are best suited for closed-loop or captive environments, where the company can maintain control of the pallet and runs little risk of losing a valuable asset.
THE THREE Rs
If you take a close look at each type of pallet, you'll see that there are pluses and minuses for each in terms of sustainability. The best advice might be to evaluate which type of pallet makes the most sense for your operation and product. It might be that a change could benefit your particular operation.
But no matter what type of pallet they use, most companies could benefit from thinking about their pallets in terms of the three Rs: reduce, reuse, and recycle.
Companies can start by asking themselves whether there are ways they can reduce the number of pallets they use. For example, can they redesign their pallet load so they can add an extra layer of product on the pallet? The more product you get on one pallet, the fewer pallets you use (and ultimately, the fewer trucks you'll need). This means fewer resources used to create the pallet itself and fewer trucks on the road, which cuts down on carbon emissions. (For a few examples, see "Six small packaging changes that can save big money,"DC Velocity, March 2016.)
When it comes to reuse, are there ways the company can get more use out of its pallets? Could its pallets be designed to last longer, maybe by using a higher-quality material? Many wood pallet companies can use special pallet design software to create a pallet that is optimized to your needs. In addition, effective education on pallet handling—particularly for those who operate pallet jacks and forklift trucks—can reduce the amount of damage that a pallet sustains and the number of replacement pallets needed.
Finally, does the company have an effective recycling program in place for pallets that have reached the end of their life? And do your employees know what that policy is?
Such changes may have as much to do with creating a sustainable pallet operation as the type of material that the pallets are made of.
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."