The good kind of peer pressure: interview with Adam Schafer
Since 2017, Adam Schafer has overseen Intel’s supply chain sustainability programs. These efforts don’t stop at Intel’s own four walls but also include working with suppliers to adopt more sustainable practices.
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.
Adam Schafer is a believer in the power of positive peer pressure. As director of supply chain sustainability for semiconductor and tech giant Intel, he keeps an eye not just on his own company’s sustainability efforts but also on those of his suppliers and his suppliers’ suppliers.
He does not mind being his suppliers’ keeper; nor is he afraid to use Intel’s influence to nudge them to stay in line with industry standards around such issues as human rights, environmental protection, green chemistry, and diversity. This is no small task: Intel’s supply chain consists of more than 570 supplier factories in approximately 90 countries and involves more than 90 different commodities.
To Intel and Schafer, it’s not simply a matter of Intel’s using its size and clout to browbeat its suppliers into compliance. The company works collaboratively with its suppliers to achieve those goals and is thoughtful about balancing carrots and sticks. One big area of focus is around human rights, particularly in regard to forced and bonded labor, where a person is forced to work in order to pay back a debt such as recruitment fees.
Intel isn’t resting on its laurels. The company last year unveiled its RISE 2030 corporate responsibility strategy, which calls for Intel and its suppliers to step up their efforts to create a “more responsible, inclusive, and sustainable world, enabled through technology and our collective actions.” Some of the RISE 2030 supply chain goals include expanding responsible sourcing efforts beyond conflict minerals, enabling greener and circular chemistry strategies across the industry, and scaling its human rights programs across 100% of contracted tier-1 suppliers and Intel’s higher-risk tier-2 suppliers.
As for Schafer, he has been at Intel for a little over 20 years. While 15 of those years have been in supply chain, he started his career as a process engineer in research and development. He brings this fact-driven engineering and research mindset to his current sustainability role. While he enjoys feeling like the work has a positive impact on the world and the people who work for Intel and its supply chain, he also strongly believes that sustainability makes good business sense.
“It’s a fundamental part of running a viable and valuable supply chain,” he says. “[Supply chain management] is not just ‘are you going to get it there on time and how much is it going to cost.’ There’s much more to it. Sustainability is really a core value-add and a unique function that all supply chains need to do whether they realize it or not.”
Schafer recently talked about Intel’s continuing sustainability efforts with DC Velocity Editor at Large Susan Lacefield.
Q: What are the roots of Intel’s supply chain sustainability program?
A: The semiconductor industry has always been an industry that’s been focused on ethics and business integrity. So, if ethics and integrity are important to the way you do business, then where you’re doing business, how you’re doing business, and how you’re taking care of the people and the communities where you practice is a really important part of that.
When it comes to the supply chain, [sustainability] certainly has become more of a focus and more of a deliberate effort on Intel’s part in the last 15 to 20 years. We really stepped forward in our understanding of sustainability and the supply chain as a result of three things.
The first was the establishment of the Electronic Industry Citizen Coalition (EICC), which is now the Responsible Business Alliance (RBA). The EICC really helped drive the code of conduct for our industry. It aligned our suppliers, our customers, our fellow travelers. [Intel] was one of the founding members in 2004–05, and we have always been among the most active and/or leading companies in that organization. I personally sit on the board now, as did my predecessor.
The second was an emphasis on the area of diversity. This was a real drive from the top at Intel in regard to our workforce diversity—the people we have in our employee base and management. Now, that focus on diversity also includes supplier diversity, or where we are spending our money.
The third thing is the notion of conflict minerals and the issues around tantalum, tungsten, and gold. Before there were standards, due diligence, and smelter audits, we, along with many other important partners, were at the forefront of understanding that this was an issue. That’s really driven a responsible material focus for us. Now, a lot of other companies and industries have either caught up to us or are leading in other ways. For example, the automotive industry is doing really tremendous work in cobalt. We only use a little bit of cobalt. So, where we have led in tungsten, we’re really supporting [automotive companies] and taking advantage of the standards they are developing in cobalt.
Q: How has Intel’s sustainability program evolved over the years?
A: One area that has grown in importance is human rights and [the focus on addressing] forced and bonded labor in the industry. Treating people fairly has always been part of [Intel’s] code of conduct, but it really came to the forefront in 2014–2015. We are now looking at manufacturing outsourcing and saying, “The people in those factories need to be treated according to a code of conduct that we can not only sign up to [ourselves] but also sign our suppliers up to through their contracts.”
Q: What drove this evolution? Was it internal from Intel or external from customers and board members?
A: It was some of each. You had very famous incidents, like the one with FoxConn and the Apple iPhone [the 2010 revelation of substandard working conditions and employee suicides at FoxConn factories where iPhones were manufactured]. [That incident] helped open our eyes and led us to say, “OK, if this is happening there, what else is going on with original equipment manufacturers (OEMs)?” So that was an internal focus of saying, “Hey, what else is out there? Let’s ask some questions.” Through the consortium EEIC, there were a lot of companies asking questions at the same time. The consortium also provided us with tools for due diligence. So not only could we ask the questions, but we could also apply [these tools] to answer the questions and then apply those findings to help drive improvement.
Q: Can you give a few concrete examples of ways you’ve worked with your suppliers to handle human rights issues?
A: There are many examples, but one big one is the work we’ve done with some of our big suppliers that [employ] a lot of people at sites around world. There are suppliers with 90 to 100 different factories all under one company name. There are times when we have audited one site, and we have found issues. There may be fees, overtime, whatever it is. We have not only worked with them to perform the audit and address the findings but, with some of our very best OEM suppliers, we have also worked with them to help provide materials to share around their sites. So when we find something at one of their sites and we go to the next site, they’re prepared, and then we go to the next site, and they’re prepared. That kind of structural sharing of information not only within companies but also across companies has helped [us address] a number of issues over the years. So that today, we are seeing only10% of [the issues] we saw seven to eight years ago. We’re still working on that 10%, but our path to finding and solving problems is much faster than it ever was, and that’s something we as an industry can be proud of.
Q: Do you think part of the reason why your suppliers are so open to working with you on sustainability is that the industry as a whole is so focused on this issue of forced labor and fees?
A: Absolutely. They now know that if a problem is found and it becomes public, we and other companies are going to come knocking on their door saying, “Is this kind of thing going on at the site where I’m operating?” They are more and more prepared to answer these questions.
For example, there were issues around a particular site for the large OEM of a consumer electronics company last October. As part of our work with them directly and our work with them on behalf of the RBA, we drove a plan to audit all of their sites across China to proactively ask questions not only about the issue that became public but throughout that environment. The willingness to do that and step up at a corporate level really was driven by that collective leverage that we have.
Q: What would your recommendation be for companies that don’t have the size or influence of Intel?
A: For most industries, you should be able to find a consortium that can help give you that force-multiplier. If you can’t find it through a consortium, you can probably find it through one end or the other of your value chain. It is very powerful for companies to say “I need you, as a supplier, to perform to this code of conduct.” But it’s much more powerful to say “I signed up to a code of conduct, you signed up to a code of conduct, and up the chain—even at the retailer level—there’s a code of conduct. That’s what we are demanding. We’re not asking you to do it for us; we’re asking you to do it for our customers.” That would be an approach I would take if I were starting from scratch.
Q: There seem to be many different definitions of sustainability out there. How would you recommend that companies define sustainability?
A: There are a lot of definitions. It really does matter what is material to your company and what business you’re in. If you’re a manufacturer, it may mean something very different than if you’re a retailer or an integrator or whatever.
The second [factor in how you define sustainability] is who your stakeholders are and where you are in the value chain. Are you only concerned about what your customers care about? Or are you also concerned about what investors and nongovernmental organizations (NGOs) care about?
For example, Intel is a big brand, so NGOs pay attention to us. But we’re not necessarily a big consumer brand, so they’re going to go after the shinier consumer brands first. But we do get those pressures. In short, that stakeholder map of who cares, how much, and why, is really important in deciding what [sustainability] means to you.
Q: Why do you think the supply chain profession has taken on such an important role in sustainability?
A: I think supply chain has gotten more attention across the board as being where issues are, particularly in the area of human rights. You have great brands from the U.S. and Europe that have risk and exposures in their [external] supply chain that they don’t have at the home office. And that’s a reality that NGOs, media, and others have come to understand. It presents not just a representational risk but also a business continuity risk, a quality risk, and other hard risks to the business. So, whether or not you simply want to do the right thing, it’s also a risk to your business, and that’s where supply chain has become more prominent.
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.
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.
DAT Freight & Analytics has acquired Trucker Tools, calling the deal a strategic move designed to combine Trucker Tools' approach to load tracking and carrier sourcing with DAT’s experience providing freight solutions.
Beaverton, Oregon-based DAT operates what it calls the largest truckload freight marketplace and truckload freight data analytics service in North America. Terms of the deal were not disclosed, but DAT is a business unit of the publicly traded, Fortune 1000-company Roper Technologies.
Following the deal, DAT said that brokers will continue to get load visibility and capacity tools for every load they manage, but now with greater resources for an enhanced suite of broker tools. And in turn, carriers will get the same lifestyle features as before—like weigh scales and fuel optimizers—but will also gain access to one of the largest networks of loads, making it easier for carriers to find the loads they want.
Trucker Tools CEO Kary Jablonski praised the deal, saying the firms are aligned in their goals to simplify and enhance the lives of brokers and carriers. “Through our strategic partnership with DAT, we are amplifying this mission on a greater scale, delivering enhanced solutions and transformative insights to our customers. This collaboration unlocks opportunities for speed, efficiency, and innovation for the freight industry. We are thrilled to align with DAT to advance their vision of eliminating uncertainty in the freight industry,” Jablonski said.