Lifting spirits during difficult times: interview with Bobby Burg
Despite significant operating and market disruptions, Southern Glazer’s Wine & Spirits has managed to keep the beverages flowing throughout the pandemic. The secret, says Bobby Burg, is in the planning.
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.
No one was prepared for Covid-19. But some businesses were “readier” than others, particularly those that had experience with disruption and had an emergency plan in place.
Such is the case with Southern Glazer’s Wine & Spirits, one of the nation’s largest distributors of spirits, wine, beer, non-alcoholic beverages, and food products. Like businesses from coast to coast, Southern Glazer’s saw its operations upended when the pandemic hit, bringing a host of operating restrictions and shutting down the bars and restaurants that made up a big chunk of its customer base. But unlike some of the others, the company didn’t have to create an emergency plan on the fly. A decade ago, following a string of natural disasters, Southern Glazer’s had drawn up a detailed crisis management protocol that laid out policies and procedures. And it had more than just the processes in place; it also had the people—in this case, a team it could swiftly mobilize to direct and oversee the company’s response.
The head of that crisis management team is Bobby Burg, who also serves as the company’s senior vice president of operations and chief supply chain officer. Burg recently spoke with DCV Editorial Director David Maloney about the company’s efforts to quickly shift gears when the pandemic hit and the lessons his team learned from the experience.
Q: Could you give us a brief overview of the company and your distribution operations?
A: Southern Glazer’s is a middle-tier marketing, sales, and distribution operation that supplies wine, spirits, water, beers, and food products to stores in 44 states, the District of Columbia, and Canada. As of 2018, we ranked as the 37th largest importer into the U.S.
Our distribution network includes 42 DCs with a total of 14.8 million square feet of space. The facilities are staffed by 6,000 employees and serve some 250,000 customers weekly. To support that operation, Southern Glazer’s maintains a fleet of 2,600 vehicles that make 6.5 million deliveries annually.
Q: You had an established crisis management plan in place when the pandemic hit, with a team ready to swing into action. Can you tell me about its role?
A: The crisis management methodology was adopted by the company about 10 years ago and is overseen by 12 senior leaders representing various functions in the company. I am the team leader, and I am supported by the chief information officer, the chief human resources officer, the senior vice president of operations, the controller of finance, our legal department, and others who represent our labor and customer functions along with communications and social responsibility.
Once the team is activated, these leaders come together to develop, discuss, and promulgate all of the company’s crisis-related policies and protocols. So, the foundation was there, the people were there, and the process was there. We activated the team on March 12. It was the first time the team had been activated for a public health emergency.
Q: Typically, crisis management teams focus on regional events, such as a hurricane or tornado that affects a specific geographic area. But the pandemic has disrupted business throughout the world, including all of your operations in the U.S. and Canada. How did this change your team’s focus?
A: There’s no question it made things much more difficult for us—not only because of the scale of the disruption but also because of a lack of alignment in guidance from public health organizations like the CDC [Centers for Disease Control and Prevention] and World Health Organization and even federal, state, and local governments. So, a lot of stuff we had to develop on our own. Plus, we were operating across a wide swath of states, all with different Covid risk profiles and operating restrictions. We had to do what we thought was best even though a particular safety measure might not be mandated or required in a given market.
Q: During the pandemic, you were designated as an essential business. What did that mean for your operation?
A: A large part of our business is distributing water and foodstuffs in addition to alcoholic beverages and beers, so we were designated as essential by the government. In the beginning of the pandemic, being an essential business meant we weren’t required to adhere to any of the regulations related to closures or even social distancing. Then, things got worse, and state and local jurisdictions began handing down guidelines that didn’t differentiate between essential and nonessential businesses.
Having said that, I should note that we conducted our operations as if we were not an essential business in the sense that we first determined what we needed to do to protect our employees and then decided how we were going to operate with those protective measures in place.
Our business is really made up of two different pieces. We have the “on-premise” piece of the business, which is essentially supplying alcohol to restaurants, bars, and hotels for consumption on site, and then we have the “off-premise” part of our business, supplying beverages to retail stores for off-site consumption. One part of our business did very, very well and continues to be strong. The other part of our business went from a hundred to zero in a matter of weeks because of restaurant and bar closures in most parts of the country.
Q: Are you still feeling the effects from that? Have you had to change your distribution strategy?
A: The interesting thing is that liquor consumption in the U.S. did not decline. When people stopped going to restaurants and bars, they bought more from their local retailers. So, our overall orders actually got bigger, with fewer stops and larger deliveries. You can deliver a whole truckload to Costco, for example, where you might be delivering only 10 cases to your local steak and ale establishment—and because restaurants don’t have much storage space, you might be making multiple deliveries per week. So the number of deliveries declined dramatically, which was the big change. There was definitely a difference in the dynamics of our operations.
Q: Given the lack of consistent government guidance and the patchwork of state and local regulations, how did you develop your processes? Did they vary by location and the severity of Covid in the area?
A: We set a foundational standard across the entire country. While other people and agencies were busy debating whether to, say, make masks mandatory, we came together as a team and agreed we would make our own decisions based on what would provide the best protection for both our employees and our customers. So, there are standard policies, and then we have an enhanced protocol for what we call “hot markets,” where Covid cases are high. We re-evaluate these markets every two weeks to determine whether we need to keep the enhanced protocols in place.
All of Southern Glazer's Wine & Spirits facilities do thermal temperature testing.
Q: Could you tell us about the policies you instituted?
A: In the hot markets, employees who can work from home are required to do so. In the other markets, they are allowed to work from home but not required to. We suspended visitors and vendors from entering any of our buildings. We’ve got thermal temperature testing at all of our facilities. We have a company-sponsored testing program that provides results in two days.
Within the warehouse, we suspended our individual bottle picking through last July because it’s an area that is harder to keep clean. And while that was suspended, we re-slotted the bottle rooms. In other areas, we extended the work zones to increase the distance between workers. We were able to procure aerosol-type equipment to clean those areas both before and after use. We increased the amount of PPE [personal protective equipment] the employees wore in each area, meaning they’re required to wear face shields in addition to face masks and gloves.
We also set protocols for cleaning our equipment—whether it’s hand trucks, the cabs of our delivery vehicles, or the tablets used for deliveries. We no longer require drivers to come into the building to pick up paperwork. We now put it in the truck, so they can go straight from their car into a clean truck.
We’ve also begun making “no-contact” deliveries, meaning that customers no longer have to sign a document or a tablet—or have any contact with our drivers whatsoever. We require our drivers, of course, to wear masks and gloves in all of the delivery establishments.
Q: Are you using technology to help maintain social distancing between pickers?
A: Yes, our technology does the largest part of that distancing. We run voice picking in the bottle room, and we run wireless scan guns in the warehouse, so there are screens on all the forklifts, the order pickers, and other pieces of equipment. Workers in those areas are limited to selecting picks from a single aisle, and we don’t have two pickers in the same aisle.
Automated equipment has allowed SGWS to manage increased volume without putting team members at risk.
We also have automated equipment in our larger markets, which has allowed us to navigate the increases in volume without putting any of our team members in harm’s way. For example, our Northern and Southern California facilities have very large automated storage systems, allowing some 30% to 40% of our volume to be picked mechanically. We also have high-end automation in a new building we opened last year in Katy, Texas.
Q: Given the size of your operation, it’s inevitable that some of your workers will contract Covid-19. How do you deal with those cases?
A: We have a fairly comprehensive protocol for presumptive exposure or positive tests. Employees are required to inform their immediate supervisor and their local HR business partner. That triggers an immediate response by the crisis management team. The team manages an aggregate list of all potential cases.
We also have a robust tracking and tracing system that allows us to determine who that individual might have come in contact with and what surfaces they might have touched—whether it’s in our building, in a truck, or at a customer’s facility. After gathering all of the data, the crisis management team then determines the notification requirements.
As a result, we have a very good track record. In the past 170 days, we’ve canceled only 13 of 4,000 planned “shipping nights” across the country out of safety concerns.
Q: Did you have any trouble getting PPE?
A: Yes. In the early days of the pandemic, we certainly faced shortages of masks and cleaners. One advantage we had was that a lot of our suppliers who produce and distill alcohol were able to convert some of their production from alcohol to hand sanitizer and other cleaners.
After the first four to six weeks, we got our supply chain figured out. We then stocked up pretty aggressively to make sure all of our buildings and all of our people had enough PPE.
Q: What are some of the lessons you’ve learned, and what would you do differently?
A: I think we probably should have started accumulating supplies and developing pandemic-specific protocols a little bit earlier—maybe in February versus the middle of March. We had taken our guidance from some others who didn’t think this was going to be a big problem.
We also ran into staffing issues due to the expanded unemployment benefits. With the $600 federal stimulus payment added to the checks, unemployment benefits exceeded workers’ actual pay, which made it tough to get people to come to work. So, there were quite a few instances where we had to initiate what I would call “hero pay” in order to boost attendance so we could complete our mission. In retrospect, that’s probably something we should have addressed a bit sooner.
Then there’s the technology aspect. Although our technology is good, I do think we need to improve some of our methods of internal communication. A lot of our employees get the information they need from our internal website, but some of them—like drivers and warehousemen—don’t have internet access at work, so we probably need to develop a multi-pronged approach to communication.
One of the nice things is that the leadership and ownership of our company really took a hands-off approach. It is quite unusual for somebody at my level in a company to make those types of widespread decisions with their full endorsement. That kind of support was pretty extraordinary.
Q: Let’s talk about what happens once we get past Covid. Will your business model change?
A: I believe our industry is forever changed. There’s a good possibility that as many as 30% of the on-premise independent restaurants, local neighborhood restaurants and bars, and even chain restaurants in the U.S. may never reopen. It has been devastating for them.
In July, the on-premise channel was down 50% compared with a year ago. That number is now about 48%. I don’t think anybody can really say what things will be like 12 months from now, but it definitely will not be the same as it was at the start of 2020.
After a dismal 2023, the U.S. economy finished 2024 in pretty good shape—inflation was in retreat, transportation fuel costs had fallen, and consumer spending remained strong. As we begin the new year, there’s a lot about the economy to like, says acclaimed economist Jason Schenker. But that’s not to suggest he views the future with unbridled optimism. As the year unfolds, he says he’ll be keeping a wary eye on several geopolitical and supply chain risks that have the potential to spoil the party.
Schenker, who serves as president of Prestige Economics and chairman of The Futurist Institute, is considered one of the best economic minds in the business. Bloomberg News has ranked him the #1 forecaster in the world in 27 categories since 2011. LinkedIn named him an official “Top Voice” in 2024, and almost 1.3 million students have taken his LinkedIn Learning courses on economics, finance, risk management, and leadership.
Schenker is also the author of more than 30 books, including 15 bestsellers on supply chain, finance, energy, and the economy. He has been interviewed several times by this magazine, including a Q&A on the 2024 economic outlook last February, and has been a guest on DCV’s “Logistics Matters” podcast. In addition, he has provided economic and material handling forecasts for the trade association MHI since 2014.
Last month, Schenker spoke with DC Velocity Group Editorial Director David Maloney on the 2025 outlook for the economy in general and the supply chain and material handling sectors in particular.
Q: Jason, you joined us last year at about this time to share your outlook for 2024. And I have to say that your projections were pretty much spot on.
A: That’s very kind of you to say. I had expected we would see payrolls slow but still be positive, and that the unemployment rate would rise. We actually saw all of those things. We also predicted positive GDP [gross domestic product] growth, a slow easing of inflation rates, and a move toward interest rate cuts. And you know, we’ve seen all of those things, too.
2024 was a year that was, in the end, a pretty good year for the economy. GDP looks solid. Jobs gains are still continuing, although they’ve slowed. The unemployment rate has gone up, but it’s still low. So it was still a really positive year.
And, of course, our biggest concerns going into 2024 were around the political and geopolitical risks, making the swift and decisive end to the U.S. presidential election really important for reducing economic uncertainty and the risk of political violence. But that still leaves geopolitical risks, which are likely to hang over our heads in 2025.
Q: As you said, the U.S. economy is in fairly good shape. But as we begin 2025, what’s your outlook for the new year?
A: I think we’re probably going to see GDP grow at a modest pace, although the pace could slow a bit from what we saw in the past year in the U.S. I think we’re going to see interest rates go down. Inflation will probably ease, although I think we could see the inflation rate pop up briefly in the near term. Still, by some time in the second quarter, the year-on-year inflation rates are likely to be quite a bit lower. We also see interest rates easing. So it’s not a horrible outlook, because as interest rates go down, we’re also likely to see more business investment, manufacturing activity, and material handling spending.
Q: Of course, the gorilla in the room—as we speak in December—is the president-elect’s proposed tariffs and their potential impact on supply chains. We’ve heard China, Mexico, and Canada mentioned as possible targets for tariffs. Is this just a negotiating tactic, or are those really serious proposals by the incoming administration?
A: I think there are a couple of things to consider. One of the graduate degrees I did was in negotiation and conflict resolution. In terms of negotiation tactics, president-elect Trump is trying to position himself as a “distributive negotiator,” which means there’s going to be a push for a winner-takes-all kind of outcome.
Now, in reality, that’s not what’s likely to happen, right? But strong posturing may be enough to spur some of the change he’s looking for. In other words, what he actually wants probably isn’t blanket tariffs on all Canadian and Mexican goods. I think his real focus is on halting the trans-shipment of goods from China through Mexico in order to circumvent U.S. tariffs. I believe that’s a top priority for him—along with addressing things like the border crisis and fentanyl imports.
So if you start off a bit blustery and people are unsure of how things are going to go, they may be more willing to collaborate to get to a deal. And I think what we’re really seeing from the incoming administration is posturing that’s designed to spur quick action. But I also think that while politicians say many things, what they actually end up doing is often very different from what they pledged or promised or threatened. What we do know is that with President Trump’s first administration, that kind of posturing and threat-making got results.
Q: So how should supply chain professionals prepare for these proposed tariffs? We know that many companies stepped up their imports in the final months of 2024 to get ahead of new tariffs. Should companies rethink their supply chains and the amount of inventory they carry overall?
A: Well, there are a couple of things I’d say to this point. The first is, if we look at the MHI BAI [the Material Handling Industry Business Activity Index by Prestige Economics], which is a monthly economic indicator Prestige Economics produces in conjunction with MHI, it shows that inventories have actually fallen a lot in the last couple of years. So even though we see the values of inventories going up, especially in some of the government data, what we actually see in the survey data—which is based on responses from leading material handling and supply chain executives—is that they’ve been running down their WIP (work-in-progress) inventory. They are also running down their backlog to get shipments out the door.
So in terms of how the industry should be thinking about inventory, I think there are some important factors to keep in mind. One is that the U.S. and China very much seem to be on a collision course. For all the huffing and puffing and bluster around tariffs being imposed on a whole host of countries—whether it’s Canada, Mexico, or any of our global allies and key trade partners in Europe and Asia—the situation with China is very different. I think that’s where the hammer is most likely to come down.
I would contend that being exposed to China in your supply chain is going to be risky business going forward, because of a high potential for a kinetic conflict with China over Taiwan at some point in the near to medium term.
Q: The post-election polls revealed that a lot of Americans voted with their wallets. They felt prices were too high, and that led them to vote the way they did. Do you think prices will drop under the new administration, as many hope?
A: Nope.
So here’s the thing, there’s price and there’s inflation. If you’re expecting prices to go down, that’s deflation, and that almost never happens. By the way, no one wants that—deflation is actually worse than inflation.
So let me lay it out. In the Q3 2024 U.S. GDP report, consumption—people buying stuff—accounted for a full 68.9% of U.S. GDP. Well, that’s really good news—jobs are plentiful, wages are at record highs, and the stock market and home prices are at record highs. So everybody’s out there spending, which is great. With inflation, the dollars you have today will be worth less in the future, which means you’re actually a bit incentivized to spend them now.
However, you don’t want rampant inflation, because that makes it very difficult for businesses to plan, and there are also massive social impacts. That’s what happened in 2024 when grocery prices went through the roof, right? But a little inflation is OK, because it incentivizes you to spend now and not hoard your money.
But now let’s flip it on its head. Let’s say prices all go down. Well, if you know that you’re going to be able to buy more stuff with your dollars in the future—because your dollars will be worth more tomorrow than they are today—you will want to hoard your money and not spend now. But that’s really bad if 68.9% of your GDP is from people buying stuff. You could then get a massive contraction in GDP.
Now, do I think inflation rates are going to go down? Yeah. And so, here’s the rub. This is where the American public had some real challenges with communications going into the election. Because while prices are still going up, they’re rising at a slower pace than before. You’re telling the American public that inflation’s going down—but wait a minute, my grocery bill is still really high, and it keeps going up. And because prices aren’t going down, they feel they’re being lied to.
This has a lot to do with the fact that math is hard, and half of Americans read at or below the eighth-grade level. And now you need to explain calculus to them for them to understand the difference between prices and inflation?
So are prices going to drop? I don’t think so. We just want the prices to stop going up at a crazy pace. And I think that is going to happen.
Q: Let’s talk a bit about the material handling and supply chain sectors. What’s your outlook for these markets in 2025?
A: I think the outlook for 2025 is pretty good for material handling and supply chain—and for material handling equipment manufacturers. If interest rates go down, that’s going to incentivize people to spend. Plus, it seems very likely that we’ll see corporate tax cuts again. Low sustained corporate tax rates, falling interest rates, record-high equity markets, and record-high home prices—all that stuff’s really good for spending.
I think material handling equipment manufacturers have been burning off a backlog for the last two years, as have almost all manufacturers—something that’s reflected in the ISM [Institute for Supply Management] Manufacturing Index. But now as interest rates go down, I think there’s a chance you’re going to see a pop in new orders. And then with a low tax rate, you’ve got all the incentive in the world to spend, right? All those things are really positive for growth. So I think we probably have a good year ahead of us. I am optimistic about 2025 and also 2026.
Q: Well, that would be welcome. I know that people have held onto their cash and taken a wait-and-see attitude for the last couple of years. So, hopefully, we’re beyond that, and people are ready to spend.
A: Well, that’s right. A lot of businesses respond to these types of incentives, right? This is why the Fed raises interest rates—to cool demand. Demand had been so hot with folks out there spending like crazy. And when demand exceeds supply, prices rise.
Raising interest rates dampens demand, and when you dampen demand, the prices ease off. This is how the Fed manages inflation with interest rates. But now, hopefully, as inflation eases and interest rates fall, you’re going to get more activity on the business investment side. So that’s pretty exciting.
Q: Let’s talk about supply chain investments. Do you see any particular areas where companies will be looking to spend money this year?
A: I think there are a number of different areas. E-commerce is probably going to hit record levels in 2025—and we may even see e-commerce’s share of total retail sales hit an all-time high. During the Covid lockdowns, in the second quarter of 2020, e-commerce’s share of all retail sales spiked to 16.4%. I think that in one of the quarters this year, we may surpass that and hit a new record percentage. That would be good news for material handling and supply chain.
I also see the labor market remaining bifurcated, with very different outlooks for knowledge workers versus laborers. Knowledge workers may still struggle to find jobs, whereas employers looking to fill physically demanding, in-person jobs will struggle to find workers. That includes jobs in warehousing, transportation, wholesale, and manufacturing, which means we’ll also likely see record levels of demand for automated equipment throughout supply chain, material handling, and warehousing. All of those things will probably mean pretty good opportunities for material handling equipment manufacturers in the year ahead.
The one caveat I do want to leave readers with is to be wary of those geopolitical and supply chain risks that extend globally because, in my mind, that’s really the only thing that could spoil what would otherwise be a pretty big party in 2025.
It’s probably safe to say that no one chooses a career in logistics for the glory. But even those accustomed to toiling in obscurity appreciate a little recognition now and then—particularly when it comes from the people they love best: their kids.
That familial love was on full display at the 2024 International Foodservice Distributor Association’s (IFDA) National Championship, which brings together foodservice distribution professionals to demonstrate their expertise in driving, warehouse operations, safety, and operational efficiency. For the eighth year, the event included a Kids Essay Contest, where children of participants were encouraged to share why they are proud of their parents or guardians and the work they do.
Prizes were handed out in three categories: 3rd–5th grade, 6th–8th grade, and 9th–12th grade. This year’s winners included Elijah Oliver (4th grade, whose parent Justin Oliver drives for Cheney Brothers) and Andrew Aylas (8th grade, whose parent Steve Aylas drives for Performance Food Group).
Top honors in the high-school category went to McKenzie Harden (12th grade, whose parent Marvin Harden drives for Performance Food Group), who wrote: “My dad has not only taught me life skills of not only, ‘what the boys can do,’ but life skills of morals, compassion, respect, and, last but not least, ‘wearing your heart on your sleeve.’”
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.”