merQbiz, C.H. Robinson help companies navigate big changes in the recycling market
Industry collaboration to streamline the buying and selling of recovered paper has timely impact as China's ban on scrap imports forces sellers to find new outlets.
Victoria Kickham started her career as a newspaper reporter in the Boston area before moving into B2B journalism. She has covered manufacturing, distribution and supply chain issues for a variety of publications in the industrial and electronics sectors, and now writes about everything from forklift batteries to omnichannel business trends for DC Velocity.
On Jan. 1, China banned the importation of certain recyclable materials, much of it coming from the U.S., on grounds that they were not environmentally sound. The move, which took effect six months after it was announced, has contributed to a glut of waste in the U.S. market and has sent U.S. waste exporters in search of new global customers.
However, an industry partnership has emerged that may alleviate the crunch. Earlier this year, online marketplace merQbiz joined forces with broker and third-party logistics (3PL) provider C.H. Robinson Worldwide Inc. to streamline the buying and selling of recovered paper (RCP), a process typically mired in red tape and traditionally done by phone, fax, and email between close-knit trading partners. The partnership combines the merQbiz online platform—which connects buyers and sellers in real time with tools that allow them to book, pay for, and track orders—with Robinson's services, allowing buyers and sellers to complete the loop with guaranteed transportation services, an aspect of the business typically left for buyers to manage on their own.
The timing couldn't be better as the RCP market reacts to an oversupply of so-called mixed paper—a broad category that includes magazines and phone books to office paper and packaging—and a desperate need for new places to sell it.
"There are huge impacts within the RCP market out of this [ban]," says John Fox, CEO of Manhattan Beach, Calif.-based merQbiz, which was co-founded last year by German engineering group Voith and Boston Consulting Group's Digital Ventures. "People that relied on the export market as their way of selling material [are] really struggling to find [new customers]."
Fox says the merQbiz/C.H. Robinson collaboration can help by connecting sellers to buyers outside of their traditional networks. "We give [customers] more options," he says, pointing to other parts of Asia as well as South America as places sellers are turning to in the early days of the China ban. "We offer additional market sources. And by having C.H. Robinson on board ... we can provide support for domestic freight as well as the potential to work with [us] for sea transportation."
Scrambling for New Outlets
Adina Renee Adler, senior director of government relations and international affairs
for the Institute of Scrap Recycling Industries (ISRI), echoes Fox's comments about the market difficulties caused by China's ban on scrap materials. Adler says the swiftness of China's actions has exacerbated the problem.
"As a result of this ban ... there is a backup of materials here in the U.S.," Adler adds. "We in our homes and offices and industrial sites are still sending paper to the recyclers, but without a lot of lead time from the Chinese government about the ban, companies were not able to quickly find new customers for that volume."
As a result, mixed paper is being stockpiled and in some cases making its way to landfills. But Adler says there is still strong demand for the product, which is used by paper mills to make everything from cardboard to tissue paper. She says ISRI has seen an uptick in exports to India and Southeast Asia. She adds that there may be potential for sellers to find new markets in North America, as well.
"There is huge potential probably here in North America for that feedstock to be more readily available for paper mills here in the U.S. and Canada," says Adler. "There is some other growth potential, as well. Markets sort themselves out—the challenge was just that China gave us very short notice about it."
Adjusting to Market Changes
The situation is accelerating an existing trend toward cleaner, higher quality materials. Mixed paper is sometimes contaminated, thus explaining China's desire to no longer be considered the world's dumping ground. The U.S. alone processes about 130 million metric tons of scrap materials per year—including paper, plastic, metals, and electronics—a third of which is exported to about 150 countries. Before the ban, China took in roughly 30 to 40 percent of those exports, Adler explains.
It makes sense for China to clamp down on the import of garbage in the interest of cleaning up its environment, Adler says. However, clearer distinctions need to be made between higher quality scrap materials still needed for the country's booming manufacturing business and those that are less desirable.
"We had already started to see a trend in demand for cleaner, high quality material, [so this situation] spurs companies to know that this is a permanent, long-term trend—for materials to be cleaner, separated, and ready to go right into the paper mill," she says. "There are paper processors that are making the needed investments [to do that]."
For Fox and his colleagues, such changes underscore the paper industry's need for efficiency, transparency, and an improved overall transaction experience.
"The China ban has brought increased attention to the international supply chain of recycled paper products and the need for clear visibility," Chris O'Brien, chief commercial officer for Eden Prairie, Minn.-based C.H. Robinson, said in a statement. "For now, it of course increases the current supply available in North America. Long term, markets adjust and in our view merQbiz built their model to deal with all prevailing market conditions by improving the experience."
To that end, in early February merQbiz added an export feature designed to ease the cumbersome documentation process associated with transporting materials around the world.
"This all goes back to addressing a pain point," Fox explains. "Now, not only can I buy and transport the paper, but I have a better way of managing the documentation around that."
"We make the experience of buying and selling RCP better, easier, more transparent—so that whatever the market [conditions], we can provide a better solution and ways to make life easier for the people in this market," he says.
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."