A pragmatist's take on sustainability: interview with Yossi Sheffi
It can be hard to find a nuanced discussion of corporate sustainability. But Yossi Sheffi's new book aims to provide just that, offering a clear-eyed take on the challenges and benefits of going green.
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.
Yoshi Sheffi's latest book takes a balanced approach to sustainability.
Throughout his career, Massachusetts Institute of Technology (MIT) Professor Yossi Sheffi has researched and written books on a wide variety of supply chain topics, from resiliency to logistics clusters to urban transportation. "I guess I just get bored easily," he quips.
But none of those books gave him as much trouble to write as his most recent one, Balancing Green: When to Embrace Sustainability in a Business (and When Not To).
Part of the reason may be that, unlike most people who write about the environment and sustainability, Sheffi does not consider himself a "tree hugger" ... but he wouldn't call himself a "climate change denier" either. Instead, he takes a pragmatic approach to sustainability, balancing corporations' responsibility to protect the environment against everything else a business has to accomplish—including making a profit, providing jobs, giving back to the community, and providing goods and services that people want at a price they are willing to pay.
The result is a book that aims to help companies decide what types of sustainability efforts make sense for them from a business standpoint and what efforts do not. To help provide this guidance, Sheffi and his fellow researchers at MIT conducted more than 250 interviews with executives from companies of all types—from giant multinationals like Siemens and Coca-Cola to smaller companies that consider environmentalism part of their corporate mission, like Dr. Bronner's Magic Soaps and Patagonia. The book presents three business rationales for sustainability: cutting costs, reducing risk, and achieving growth.
Sheffi recently took time to talk to DC Velocity Editor at Large Susan Lacefield about the book.
Q: What made this book so difficult to write?
A: In all my other books, I had to explain a phenomenon, talk about it, and give examples. In this book, I felt I had to tread a fine line between what makes sense from a sustainability/global warming point of view and what makes sense from the corporate point of view. I kept going back and forth.
I believe there must be a reasonable cost-benefit balance between what companies are expected to do and what their role in life is—and I'm not talking about profit versus planet. The punch line of the book is that it's not profit versus planet or people versus planet. It's really people versus people: people who are interested in environmental sustainability and social responsibility, and people who are interested in jobs and being able to afford stuff.
My point is that everybody is right. There is no right and wrong. That's where I diverge from the people who hold sustainability as a moral imperative. I'm not buying that. For me, it's a question of what makes sense, what are the costs, what are the dislocation costs, when does it make sense, where does it not make sense, what are companies doing, and what are companies not doing. That's where I'm coming from. That's why it was a little more difficult to write. You won't believe how many versions of the book I went through. It's well over 20. And I'm still not satisfied.
Q: When does it make sense for companies to invest in sustainability initiatives?
A: It makes sense for companies to do something, whether or not they believe [in climate change], for three reasons. One is to cut costs, especially in terms of energy. That's the first thing everyone does. Change the light bulbs. Put speed meters on trucks. Buy better insulation.
This is all fine. There's no reason not to do it.
The second reason is, it doesn't matter what you believe, if your customers believe that sustainability is important, you have to do something. Otherwise, you will be a target for Greenpeace and the media. You may lose sales and lose market value. So there is an element of risk management. You have to do a certain minimum so as not to be the guy who's being attacked.
The third reason is hedging. The world may be changing. Whether you believe [in climate change] or not, there are enough younger people who do and as they enter their spending years, the market may change. So you may want to hedge for that. There are examples of companies that hedge. Clorox started Green Works [a line of eco-friendly cleaning products] as a sideline business. It's small; at $40 million, it's not a big deal for an $8 billion company like Clorox. But it allows the parent company to better understand the [eco-friendly product] marketplace, the cHemiätry, and who the suppliers are in this space.
Q: What are some examples of when companies should not embrace sustainability?
A: When the cost of dislocation of people and jobs is too high. Look, everybody does the easy things like changing light bulbs, putting some solar panels on the roof, and buying some wind power when possible. It doesn't cost much, and sometimes it reduces costs. Fine.
But doing things that are really sustainable requires investment and carries higher costs. The question is, does it make sense? Sometimes it does, sometimes it does not. What I am calling for is a clear-eyed analysis of the cost of doing business. There are some companies that are committed to the cause, such as Seventh Generation, Dr. Bronner's, and Patagonia. They are founded by environmentalists and are selling to environmentalists. And they are doing fine, but they are small. It's hard to be Procter & Gamble or Unilever and do the same things these small companies do. It's just too costly.
Most companies are actually doing this [cost analysis]; most companies do not embark on sustainability projects that don't clear their [economic] hurdles. Their corporate marketing brochures may tout the savings in terms of carbon and water and waste, but by and large, it's marginal, it's really quite small. Because doing something major requires a big investment.
Q: What are some of the best tools or methodologies for balancing sustainability against providing jobs and being profitable?
A: Basically, you have to do a benefit-cost analysis. Are the benefits of the sustainability program greater than the costs? When they conduct that analysis, some companies give a discount to programs that are environmentally sustainable. For instance, normally they would ask for a 12-percent return, but if it's environmentally sustainable, it needs to [produce] only a 10-percent return.
The benefit-cost analysis itself should be a comprehensive exercise that considers the impact on reputation, job dislocation, and whether not doing something somewhere will create more problems somewhere else.
Q: What are some examples of big companies that have been able to take a balanced approach to sustainability?
A: There are big companies that care about sustainability to an extent, such as Unilever and Starbucks. Both are working very closely with their suppliers on sustainability. Starbucks works with its coffee suppliers and educates them on how to be both more sustainable and more productive. It teaches them how to cultivate their crops and how to prevent erosion when the crops are grown on mountainsides, and how to rotate their crops regularly. Unilever, which is the world's biggest supplier of tea, has a similar program with its tea growers. Because the programs focus on teaching growers how to be more productive, the cost savings from those efforts help them invest in sustainability efforts. This is one way that companies are able to have their cake and eat it too.
Q: What are some of the most difficult parts of setting up a sustainability program?
A: The classic one is recognizing that sustainability is a supply chain issue. Many companies are dedicated to sustainability within their own company. So, for example, all of Apple's own facilities are carbon-neutral. But that's nothing because Apple doesn't make anything. It's the factories that are the big energy consumers. So the question really is, "How do we make [Apple's contract manufacturer] Foxconn's facilities more sustainable?" And Apple is aware of this.
In many cases, sustainability doesn't mean much unless your suppliers and your suppliers' suppliers are sustainable. Companies have to realize that people are going to judge them not just on their own internal sustainability efforts but on their entire supply chain's sustainability.
You really need to conduct a lifecycle analysis of your product's entire supply chain, and that has to include how the end customer uses the product. It's not going to mean much, for example, if you are able to build cars using sustainable methods but the cars themselves are going to be polluting when the customer is using them. So the product lifecycle analysis has to look from the mine or the raw-material stage up to the point where the product is discarded, and it has to consider how it's being discarded. Are you just dumping it, or are you recycling? It's an entire supply chain issue.
There are more and more tools that enable people to do this type of detailed analysis, but they can be excruciatingly time-consuming. We have done some work at MIT that provides a short-cut analysis that can help companies identify relatively quickly the hot spots in their supply chain that they should pay more attention to—for instance, where in the supply chain they are using the most water or where they have the highest carbon footprint or the most waste. We detail three ways to do this in the book.
Q: What do you think it's going to take for more companies to make large investments in sustainability?
A: At the end of the day, nothing will change until we have a willing consumer. And right now, people like you and me like to order things from Amazon, where products are being shipped out as onesies or twosies with all the packaging that that involves. That's not sustainable. But who is going to give up buying online? That's a question I always ask my students: "Who's willing to pay more for sustainability?" Everybody raises their hands. Then I ask, "Who's willing to stop ordering online because it's not sustainable?" No one raises their hand. Until consumers are willing to give up some convenience, it's not gong to happen, at least not in any scalable way.
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."