Rumblings in the DC: The cost of runaway minimum wages
We can dither about raising the minimum wage all we want. But the laws of supply and demand will have a far bigger effect on pay than anything we decide.
Art van Bodegraven was, among other roles, chief design officer for the DES Leadership Academy. He passed away on June 18, 2017. He will be greatly missed.
All of a sudden, fast-food workers who've been oversampling the wares are marching, particularly in favorable weather, with demands—not requests, mind you—for a new minimum wage, most notably $15 per hour.
They are often joined by warehouse workers and custodial operatives, and anyone else who feels aggrieved by receiving part-time wages for part-time work. The premise that an entry-level position should command a wage that permits home purchase and other major life expenditures is a debate for another day.
That the employed, but possibly underpaid, marchers might not be superproductive, as it is, crosses the mind randomly. And it does raise the question of how all the marching and chanting might be further reducing quality and throughput—another debate for another day.
TRANSLATING THE REALITY TO THE ABSTRACT
Amex Open Forum's weekly e-newsletter, "The Recap," recently featured a discussion of the possible impact(s) of an increased entry-level wage. In it, my friend Steve Mulaik probed some current academic research in the field. Truth to tell, Mulaik has been cosmically involved in matters of distribution center performance for the 20 years I've known him. He dabbles in both esoterica and exotica, and does not hesitate to borrow concepts from academics when he is not coming up with new discoveries and ideas on his own.
His latest explorations call into question the possibility that rising wages and performance are inescapable consequences of a new "minimum" wage approach. Mulaik's contacts suggest that the end game is one in which the cost/earnings of free-market entry-level wages will be lower than the averages today in some cases and higher in many other scenarios.
Interesting, but perhaps overtaken by the cumulative effect of a broad application of a radically different (higher) wage structure.
HOW THE WORLD REALLY WORKS
Mulaik's work has focused on performance optimization and a wide range of enabling concepts for a generation. He is all about throughput, efficient movement, high quality, and measurable results—whatever it takes to achieve them.
One of Mulaik's many brilliant thoughts is the hiring of people with affinity for job-specific attributes, rather than trying to match, or manipulate, a set of operational needs against limitations of human capabilities—reverse ergonomics, so to speak. So, we'd forget providing cues to supplement operational information and concentrate on such things as high reach, stooping/low reach, color recognition, spatial awareness, multitask processing, and so on.
Cool. Even captivating on a good day. But to return to reality ...
WHAT HAPPENS WHEN REGULAR MEALS BECOME AN IMPERATIVE
Experiments, case studies, process flow analyses, and high concepts aside, any distribution center must develop high-performance processes and cost-competitive results. Time to put your big boy pants on and make your way in the world. No matter what research might suggest, when one job pays $15/hour and another pays whatever you can get, you will take the sure thing of $15.
The new "entry-level wage" will become the standard, table stakes for any enterprise to get into the game. No rational employer will provide managerial attention to variations in pay and cost based on abstract research.
So, forklift driver A will enjoy a given uniform pay rate, forklift driver B will have another, a packer/shipper yet another, with shift differentials for each. Within those, there will be pay and tenure grades to permit interim wage rates based on performance.
Come seasonal peaks of hiring, and raw competition will force hiring at a rate greater than the new "minimum." At that point, the "minimum" becomes immaterial, and the task differential becomes impossible to manage.
THE NET BOTTOM LINE
It's simple. Irrespective of the academic explorations involved, the cost of our lowest-compensated, lowest-demand jobs will rise. Period. You've, no doubt, heard of supply and demand. Those concepts work in all phases of life.
Labor costs in distribution centers will resist control—or reduction. Pullin' Cokes at Mickey D's will command the same $15 an hour as puttin' pickles on a White Castle. Those will begin to make jobs as Walmart associates look like attractive career alternatives.
Traditionally low-wage options across industries will no longer be such bargains for enterprises. I think we can figure out what that means—for enterprises, for consumers, for margins.
Let me know how all that works out for you. Seems to me that today's $8-per-hour person will have to become something much more than that in order to afford to scarf down a few singles and fries.
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.
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.
Specifically, the new global average robot density has reached a record 162 units per 10,000 employees in 2023, which is more than double the mark of 74 units measured seven years ago.
Broken into geographical regions, the European Union has a robot density of 219 units per 10,000 employees, an increase of 5.2%, with Germany, Sweden, Denmark and Slovenia in the global top ten. Next, North America’s robot density is 197 units per 10,000 employees – up 4.2%. And Asia has a robot density of 182 units per 10,000 persons employed in manufacturing - an increase of 7.6%. The economies of Korea, Singapore, mainland China and Japan are among the top ten most automated countries.
Broken into individual countries, the U.S. ranked in 10th place in 2023, with a robot density of 295 units. Higher up on the list, the top five are:
The Republic of Korea, with 1,012 robot units, showing a 5% increase on average each year since 2018 thanks to its strong electronics and automotive industries.
Singapore had 770 robot units, in part because it is a small country with a very low number of employees in the manufacturing industry, so it can reach a high robot density with a relatively small operational stock.
China took third place in 2023, surpassing Germany and Japan with a mark of 470 robot units as the nation has managed to double its robot density within four years.
Germany ranks fourth with 429 robot units for a 5% CAGR since 2018.
Japan is in fifth place with 419 robot units, showing growth of 7% on average each year from 2018 to 2023.