As might be expected in an environment of strong economic demand and low employment, Santa will be more generous to warehouse labor this holiday season than in years past.
Warehouse operators are prepared to offer as much as $2 an hour over prevailing average wages to attract and retain workers during the peak holiday season, according to an annual survey of nearly 16,000 hourly workers conducted by Atlanta-based Employ Bridge, whose units, which include ProLogistix, ResourceMFG, and Select, staff and manage hourly warehouse labor to companies nationwide.
The $2-an-hour peak-season premium would be above the prevailing hourly rates for labor, according to Brian Devine, senior vice president at Employbridge and creator of the survey, now in its eleventh year. The average current wage is at $13.30 an hour, up from $12.54 an hour at this time in 2017, according to Devine. The average wage runs the gamut from an entry-level worker to a skilled lifttruck operator, he said.
Devine cautioned that the $2 an hour premium is at the high-end of the premium-pay scale, noting that companies that either don't have a holiday peak, or any peak at all for that matter, may pay nothing. Last year's peak season premium averaged $1.02 an hour, Devine said.
As has been the case every year since the survey was launched in 2007, pay ranked as the most important consideration among warehouse workers. For the first time, at least 65 percent of warehouse workers reported earning hourly rates of $12 or more. That compared to just 26 percent in 2014, according to the survey. Devine said $12 an hour has become the de facto minimum wage inside the four walls.
Devine said there is more room for hourly wages to run, projecting another 80 cent and hour an increase over the next 12 to 18 months. Part of the expected rise is that wages are playing catch-up. From 2002 to 2014, hourly warehouse wages rose only 5.5 percent, while the cost of living grew by 29 percent, according to EmployBridge data.
When it comes to hourly workers' shift preference, two-thirds of respondents say they want to work first shift and prefer 8-hour shifts. Employers looking to expand their applicant pools for seasonal help and beyond should consider implementing 20-hour workweeks, or an increased number of shorter shifts, both of which would appeal to semi-retirees, students and working parents, EmployBridge said.
Companies that require second or third shifts to meet production demands may need to offer higher pay differentials, the firm added. According to the survey, hourly workers on average desire $1 more per hour to accept and stay on second or third shifts, as compared to just 62 cents an hour in 2011.
In a tight labor market, strict adherence to human resources policies from 7 or 8 years ago may no longer make sense, according to the survey. For example, strict absenteeism policies that result in the termination of otherwise competent workers will result in employers' just backfilling those vacancies with people with similar attendance patterns, EmployBridge said.
In addition, companies must recognize low-income earners' need for paid-time off, according to the survey. Warehouse workers canvassed overwhelmingly prefer to receive their current pay plus five days of paid time off (PTO) rather than a $1 pay rate increase with no PTO.
"Just as employers in many other sectors are re-evaluating and relaxing their hiring criteria requirements and other policies to fill production critical positions, supply chain companies are beginning to do the same," said Devine. "This includes maintaining attendance policies that are reasonable and fair and that take into consideration the realities of hourly workers' limitations."
Given that about 10.5 million U.S. workers have less than a high school diploma, many employers are revisiting their education requirements and relaxing background screenings to secure much-needed talent, according to the company.
The survey data was collected between February and April from 15,883 workers. Respondents included job seekers, and workers employed full-time, part-time or on a contingent basis with at least six months of warehouse experience.
Motion Industries Inc., a Birmingham, Alabama, distributor of maintenance, repair and operation (MRO) replacement parts and industrial technology solutions, has agreed to acquire International Conveyor and Rubber (ICR) for its seventh acquisition of the year, the firms said today.
ICR is a Blairsville, Pennsylvania-based company with 150 employees that offers sales, installation, repair, and maintenance of conveyor belts, as well as engineering and design services for custom solutions.
From its seven locations, ICR serves customers in the sectors of mining and aggregates, power generation, oil and gas, construction, steel, building materials manufacturing, package handling and distribution, wood/pulp/paper, cement and asphalt, recycling and marine terminals. In a statement, Kory Krinock, one of ICR’s owner-operators, said the deal would enhance the company’s services and customer value proposition while also contributing to Motion’s growth.
“ICR is highly complementary to Motion, adding seven strategic locations that expand our reach,” James Howe, president of Motion Industries, said in a release. “ICR introduces new customers and end markets, allowing us to broaden our offerings. We are thrilled to welcome the highly talented ICR employees to the Motion team, including Kory and the other owner-operators, who will continue to play an integral role in the business.”
Terms of the agreement were not disclosed. But the deal marks the latest expansion by Motion Industries, which has been on an acquisition roll during 2024, buying up: hydraulic provider Stoney Creek Hydraulics, industrial products distributor LSI Supply Inc., electrical and automation firm Allied Circuits, automotive supplier Motor Parts & Equipment Corporation (MPEC), and both Perfetto Manufacturing and SER Hydraulics.
The move delivers on its August announcement of a fleet renewal plan that will allow the company to proceed on its path to decarbonization, according to a statement from Anda Cristescu, Head of Chartering & Newbuilding at Maersk.
The first vessels will be delivered in 2028, and the last delivery will take place in 2030, enabling a total capacity to haul 300,000 twenty foot equivalent units (TEU) using lower emissions fuel. The new vessels will be built in sizes from 9,000 to 17,000 TEU each, allowing them to fill various roles and functions within the company’s future network.
In the meantime, the company will also proceed with its plan to charter a range of methanol and liquified gas dual-fuel vessels totaling 500,000 TEU capacity, replacing existing capacity. Maersk has now finalized these charter contracts across several tonnage providers, the company said.
The shipyards now contracted to build the vessels are: Yangzijiang Shipbuilding and New Times Shipbuilding—both in China—and Hanwha Ocean in South Korea.
Specifically, 48% of respondents identified rising tariffs and trade barriers as their top concern, followed by supply chain disruptions at 45% and geopolitical instability at 41%. Moreover, tariffs and trade barriers ranked as the priority issue regardless of company size, as respondents at companies with less than 250 employees, 251-500, 501-1,000, 1,001-50,000 and 50,000+ employees all cited it as the most significant issue they are currently facing.
“Evolving tariffs and trade policies are one of a number of complex issues requiring organizations to build more resilience into their supply chains through compliance, technology and strategic planning,” Jackson Wood, Director, Industry Strategy at Descartes, said in a release. “With the potential for the incoming U.S. administration to impose new and additional tariffs on a wide variety of goods and countries of origin, U.S. importers may need to significantly re-engineer their sourcing strategies to mitigate potentially higher costs.”
The New Hampshire-based cargo terminal orchestration technology vendor Lynxis LLC today said it has acquired Tedivo LLC, a provider of software to visualize and streamline vessel operations at marine terminals.
According to Lynxis, the deal strengthens its digitalization offerings for the global maritime industry, empowering shipping lines and terminal operators to drastically reduce vessel departure delays, mis-stowed containers and unsafe stowage conditions aboard cargo ships.
Terms of the deal were not disclosed.
More specifically, the move will enable key stakeholders to simplify stowage planning, improve data visualization, and optimize vessel operations to reduce costly delays, Lynxis CEO Larry Cuddy Jr. said in a release.
Cowan is a dedicated contract carrier that also provides brokerage, drayage, and warehousing services. The company operates approximately 1,800 trucks and 7,500 trailers across more than 40 locations throughout the Eastern and Mid-Atlantic regions, serving the retail and consumer goods, food and beverage products, industrials, and building materials sectors.
After the deal, Schneider will operate over 8,400 tractors in its dedicated arm – approximately 70% of its total Truckload fleet – cementing its place as one of the largest dedicated providers in the transportation industry, Green Bay, Wisconsin-based Schneider said.
The latest move follows earlier acquisitions by Schneider of the dedicated contract carriers Midwest Logistics Systems and M&M Transport Services LLC in 2023.