In our continuing series of discussions with top industry executives, George Prest talks about the sweeping changes facing the material handling industry and the role of groups like MHI.
David Maloney has been a journalist for more than 35 years and is currently the group editorial director for DC Velocity and Supply Chain Quarterly magazines. In this role, he is responsible for the editorial content of both brands of Agile Business Media. Dave joined DC Velocity in April of 2004. Prior to that, he was a senior editor for Modern Materials Handling magazine. Dave also has extensive experience as a broadcast journalist. Before writing for supply chain publications, he was a journalist, television producer and director in Pittsburgh. Dave combines a background of reporting on logistics with his video production experience to bring new opportunities to DC Velocity readers, including web videos highlighting top distribution and logistics facilities, webcasts and other cross-media projects. He continues to live and work in the Pittsburgh area.
George Prest is the chief executive officer of MHI, the nation's largest material handling, logistics, and supply chain association. In addition to promoting the industry, MHI also organizes the ProMat and Modex trade shows.
Prest has more than 30 years of experience in the material handling industry, including managing material handling companies and even running his own company. Before joining MHI, he was the CEO of Prest Rack Inc.
He has also served as president of both the Rack Manufacturers Institute Inc. (RMI) and the Material Handling Education Foundation Inc. (MHEFI), as executive chairman of MHI, and as a member of the Manufacturers Board of Advisors (MBOA) of the Material Handling Equipment Distributors Association (MHEDA).
Prest is a graduate of the University of Arizona with a B.A. in public administration. He also participated in post-graduate studies at the University of Pennsylvania's Wharton School and the University of Notre Dame.
He recently spoke with DC Velocity Editorial Director David Maloney.
Q: This is an exciting time to be in the material handling industry. What changes have you seen in the industry since you took over the reins of MHI?
A: The pace of material handling and supply chain innovation has been truly astounding, and it's creating real and measurable competitive advantage. E-commerce retail is a big driver of this innovation as it fuels the need for speed, accuracy, and efficiency in supply chain operations. What we are seeing as a result is more interest in robotics, automation, and other digital supply chain solutions as a means to reduce operational and logistical costs and to cut delivery times.
Q: You just completed a successful ProMat show in Chicago and are planning for an even bigger show in 2021, with the addition of the Robotics and Automation Solution Center. To what do you attribute the success of this event?
A: The continued success of ProMat, and of Modex, is a testament not only to the strength of our industry but also to the MHI team's commitment to offering a best-in-class supply chain solution experience. MHI is committed to creating the best environment for exhibitors to showcase their cutting-edge solutions and to constantly improving the educational and networking opportunities these expos offer. This strategy has paid off in the quality and quantity of the expo attendees, which keeps exhibitors and attendees coming back year after year.
Q: In your recent MHI annual industry report, you cited a growing labor shortage as a major challenge for the industry. How big is the problem?
A: According to the U.S. Bureau of Labor Statistics, there are 7 million jobs available and only 6 million people looking for work. The talent gap has been the common thread in the last six MHI annual industry reports, and the rise of digital supply chains only exacerbates this issue. Technologies like AI (artificial intelligence), automation, robotics, IIoT (Industrial Internet of Things), and software are supplementing and augmenting human roles in areas like data analytics, supply chain planning, and order and inventory management. A highly skilled and increasingly "digital" supply chain work force is needed to implement these technologies. In addition to shining a light on this issue via the report, MHI has been focusing on programs for young professionals, women, and other constituencies to educate the next-generation work force on the great job opportunities this industry offers.
Q: What are you seeing as the most interesting emerging technologies affecting manufacturing and distribution?
A: It is clear that data and technology will empower supply chains in the future, but it's not a single technology—it will be a combination of the 11 highlighted in the MHI annual industry report: artificial intelligence, predictive analytics, inventory and network optimization, robotics and automation, wearable and mobile technology, driverless vehicles and drones, 3-D printing, the Internet of Things, cloud computing and storage, sensors and automatic identification, and blockchain.
This combination of these technologies is what interests me most and where I see the most potential. The report defines a pyramid of digital adoption that has four technology stages, starting with the collection of data through digital connectivity, and then moving up the pyramid to generate increasing supply chain value and insights from that base data through automation, advanced analytics, and ultimately, artificial intelligence. The key challenge in all of this is connectivity of all the disparate data.
Q: What does the industry need to do to attract more women to the profession?
A: I am pleased to report that we are seeing more and more women join the industry, but companies need to have programs in place to promote more women overall so we can begin to bridge the supply chain gender gap. This includes getting more girls involved in STEM (science, technology, engineering, and mathematics) programs and more young women involved in career and technical education and university-level programs.
However, I think it starts at the top and leaders need to make a conscious effort to promote more women to executive- and board-level positions so women can see themselves in our industry. And we need to continue to shine a light on this issue with specific programming for women in our industry.
Q: How do you see the future of industry organizations like MHI?
A: MHI's mission is to deliver member value every day. Organizations like MHI are only as strong as our member base, and we have to deliver tangible value to them. As long as we continue to do that, I believe that the future of trade organizations like MHI is very bright.
Q: You will be retiring at the end of 2020. What do you want your legacy to be from your time at MHI?
A: Honestly, I have not thought much about that topic, but when thoughts like that have passed through my mind, it always comes down to what the members and staff think: Do the members feel that I set the table for a brighter future for the next generation? Does the staff feel that we have developed a culture that allowed them to grow and be proud of their accomplishments? In my opinion, that is the fabric of any legacy.
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.
Global trade will see a moderate rebound in 2025, likely growing by 3.6% in volume terms, helped by companies restocking and households renewing purchases of durable goods while reducing spending on services, according to a forecast from trade credit insurer Allianz Trade.
The end of the year for 2024 will also likely be supported by companies rushing to ship goods in anticipation of the higher tariffs likely to be imposed by the coming Trump administration, and other potential disruptions in the coming quarters, the report said.
However, that tailwind for global trade will likely shift to a headwind once the effects of a renewed but contained trade war are felt from the second half of 2025 and in full in 2026. As a result, Allianz Trade has throttled back its predictions, saying that global trade in volume will grow by 2.8% in 2025 (reduced by 0.2 percentage points vs. its previous forecast) and 2.3% in 2026 (reduced by 0.5 percentage points).
The same logic applies to Allianz Trade’s forecast for export prices in U.S. dollars, which the firm has now revised downward to predict growth reaching 2.3% in 2025 (reduced by 1.7 percentage points) and 4.1% in 2026 (reduced by 0.8 percentage points).
In the meantime, the rush to frontload imports into the U.S. is giving freight carriers an early Christmas present. According to Allianz Trade, data released last week showed Chinese exports rising by a robust 6.7% y/y in November. And imports of some consumer goods that have been threatened with a likely 25% tariff under the new Trump administration have outperformed even more, growing by nearly 20% y/y on average between July and September.