When Liz Richards joined MHEDA in 1995, there was no email, robots were the stuff of science fiction, and the group’s members were “equipment distributors,” not “integrated solution providers.” As she prepares to retire at the end of the month, we asked her what the future holds for the industry and the group she has led for nearly 29 years.
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.
Liz Richards is the chief executive officer of MHEDA, the Material Handling Equipment Distributors Association. She initially joined MHEDA—a North American trade association whose 600 member companies sell, service, manufacture, and install material handling equipment, systems, and related technologies—as executive vice president in 1995 and was named CEO in 2015. In that post, Richards manages a staff of nine people with an operating budget of $4 million. Last November, she announced that she would step down at the end of this year.
Richards recently spoke with Group Editorial Director David Maloney on DC Velocity’s “Logistics Matters” podcast about her time at MHEDA, the changes she’s seen during her tenure, and how someone with no background in material handling ended up working in this industry—never mind staying for almost three decades.
Q: Liz, for those not familiar with MHEDA, could you talk about the organization and the role it plays in our industry?
A: The Material Handling Equipment Distributors Association was founded in 1954 by nine forklift distributors and grew pretty quickly from there. It was created to serve as the voice of the distributor and to promote manufacturer-distributor relations. Those relations are just as important today as they were back then.
MHEDA provides distributors with information, education, benchmarking reports, and other resources to help them excel in their business, with the aim of giving them the tools they need to grow and strengthen their own distributorship. But it’s equally important for the manufacturers and the suppliers in the industry to be part of MHEDA. They need to know what challenges distributors are facing so they can help them succeed—which will ultimately enable the manufacturers and the end-users to succeed as well.
Q: You’ve been with MHEDA now for almost 29 years. How did you get into this industry?
A: Well, I think that like many people I’ve run into over the years, it kind of just fell into my lap. I was not at all familiar with the material handling industry, and frankly, I was not familiar with associations either. I worked for a trade publishing company, Cahners Publishing, right out of college, which became a big part of this industry as well. When I left there, I went to work for a retirement community, where I spent eight years as a building director. Our attorney there left private law and eventually found his way to MHEDA. When he decided to move on to other things, he encouraged me to meet with the MHEDA search committee, as he thought I had the skill sets necessary. And lo and behold, they hired me.
I remember going to my first ProMat Show and thinking, What in the world is all this stuff? And here I am 28 years later, so it definitely fell into my lap. But it’s been just life-changing. It’s a wonderful industry filled with really great people. And I’ve heard other people say it’s a life sentence—but in a good way. Once you get into this industry, you stay. Working with the association’s board of directors over the years has just been a tremendous experience. I’ve learned so much from these amazing leaders.
Q: I agree. It’s an industry that I fell into as well. And once you get the bug, it is tough to leave. And here we both are more than 25 years later. In your time in the industry, what are the biggest changes you’ve seen?
A: Interestingly, back in 1995 [when I joined MHEDA], we didn’t have email. We’d fax everything, and the pace of change was so different then. Now we have all this technology to make things more efficient. And frankly, I think it’s made us all so much busier. Everybody expects an instant response. And, of course, we want to give everybody an instant response. So just from a pure office-environment perspective, that’s been a big change.
But as far as the changes in the industry, obviously automation. That demand has continued to grow over the last 10 years, especially during Covid and with the rise of e-commerce. That has probably been the biggest thing, along with just the pace of change. I mean, it has gotten crazy, where you can work 24 hours a day and still probably not keep up.
Q: Are there particular material handling technologies that your members have seized upon or view as an important part of the industry’s future?
A: There are a lot of member companies who are seeing escalating demands from customers. They’re not in the automation field just yet, but they’re really trying to learn it. So, we’ve organized automation solutions conferences in the past. And what we realized is that our target audience is those who want to get better-versed in the automation industry. They’re trying to capture as much information as they can in order to understand the risks and the investments required.
Equipment-wise, there are always so many new things coming on the market. There is so much now with robotics and artificial intelligence (AI). I think everybody’s trying to wrap their arms around what makes the most sense and what’s going to help their customers the most. Interestingly, I think there’s been a shift from being an “equipment distributor” to being an “integrated solution provider.”That means different things for different companies, and people are grappling with that right now.
Q: You mentioned AI and other new technologies. Where do you see the industry going in the future?
A: Oh, you know, if I had a crystal ball, I’d tell you, Dave. I just think that it’s going to continue to put a lot of demands on our industry. Those who are willing to make the investment and stay focused on what the customers will demand in the future … I think they’re the ones that are going to be the most successful.
I also think data will play a huge role. Our members need to really understand what the most important data points are for their customers so that they can provide the best solution.
Q: You noted earlier that your members have expanded their focus beyond simply distributing equipment to providing “solutions” for their customers. How important is establishing a relationship with a dealership to someone who’s looking to launch an automation project or even just conduct day-to-day business as a distributor?
A: There are some integrators that are way ahead of the curve, where they can provide everything from the controls to the installation, the wiring, the equipment—everything. But there are not that many that can do all of that. And so, a lot of alliances and partnerships have been created, which I think is a really important part of the future. I think people need to understand that they have to work with one another. And they have to find the right partners in order to meet their customers’ demands and solve their challenges.
Q: Liz, you will be retiring at the end of the year, after almost 29 years. What one thing are you most proud of achieving during your tenure at MHEDA?
A: I think our biggest strength has been taking time out each year to identify trends in the industry and the major challenges facing our members. We go through a strategic planning process every year, which I refer to as our “organizational engine.” We really focus on the future while executing the current year’s plans.
And so, when we define these trends, we’re able to provide our members with information, resources, educational programs, white papers, and various services to help them address those trends. I think over the years, that has been a big part of MHEDA’s success.
We have a team of 10 individuals who work at MHEDA. And combined, we have a tenure of 164 years at the organization. And that’s without two recent retirees with a combined 40-year tenure. So, to me, that just speaks volumes. We’ve all come to really love the material handling industry and its members.
The other really big achievement is we’ve hired my successor, Jeanette Walker, who comes with over 20 years of experience in the industry. She started in July, and the knowledge-transfer process and transition have been absolutely seamless. She’s got great plans for the future. And to me, that’s a big achievement because MHEDA is near and dear to my heart. I wanted to make sure we had the right person in place—we went through a very long search process, and Jeanette rose to the top. I’m super excited for her and for MHEDA’s future with her at the helm.
Q: As you mentioned, this industry is one big family. A lot of us know each other and have known each other for decades. On behalf of all of us, I want to thank you for the work you’ve done for almost three decades in serving MHEDA and the material handling industry.
A: Thank you, Dave. It’s been a real pleasure. I’m definitely going to miss it. I am looking forward to retirement. But the thing that I’ll miss the most are the people. The people in this industry are just phenomenal, and I count so many of them as friends, and hopefully, we’ll stay in touch.
The Port of Oakland has been awarded $50 million from the U.S. Department of Transportation’s Maritime Administration (MARAD) to modernize wharves and terminal infrastructure at its Outer Harbor facility, the port said today.
Those upgrades would enable the Outer Harbor to accommodate Ultra Large Container Vessels (ULCVs), which are now a regular part of the shipping fleet calling on West Coast ports. Each of these ships has a handling capacity of up to 24,000 TEUs (20-foot containers) but are currently restricted at portions of Oakland’s Outer Harbor by aging wharves which were originally designed for smaller ships.
According to the port, those changes will let it handle newer, larger vessels, which are more efficient, cost effective, and environmentally cleaner to operate than older ships. Specific investments for the project will include: wharf strengthening, structural repairs, replacing container crane rails, adding support piles, strengthening support beams, and replacing electrical bus bar system to accommodate larger ship-to-shore cranes.
Commercial fleet operators are steadily increasing their use of GPS fleet tracking, in-cab video solutions, and predictive analytics, driven by rising costs, evolving regulations, and competitive pressures, according to an industry report from Verizon Connect.
Those conclusions come from the company’s fifth annual “Fleet Technology Trends Report,” conducted in partnership with Bobit Business Media, and based on responses from 543 fleet management professionals.
The study showed that for five consecutive years, at least four out of five respondents have reported using at least one form of fleet technology, said Atlanta-based Verizon Connect, which provides fleet and mobile workforce management software platforms, embedded OEM hardware, and a connected vehicle device called Hum by Verizon.
The most commonly used of those technologies is GPS fleet tracking, with 69% of fleets across industries reporting its use, the survey showed. Of those users, 72% find it extremely or very beneficial, citing improved efficiency (62%) and a reduction in harsh driving/speeding events (49%).
Respondents also reported a focus on safety, with 57% of respondents citing improved driver safety as a key benefit of GPS fleet tracking. And 68% of users said in-cab video solutions are extremely or very beneficial. Together, those technologies help reduce distracted driving incidents, improve coaching sessions, and help reduce accident and insurance costs, Verizon Connect said.
Looking at the future, fleet management software is evolving to meet emerging challenges, including sustainability and electrification, the company said. "The findings from this year's Fleet Technology Trends Report highlight a strong commitment across industries to embracing fleet technology, with GPS tracking and in-cab video solutions consistently delivering measurable results,” Peter Mitchell, General Manager, Verizon Connect, said in a release. “As fleets face rising costs and increased regulatory pressures, these technologies are proving to be indispensable in helping organizations optimize their operations, reduce expenses, and navigate the path toward a more sustainable future.”
Businesses engaged in international trade face three major supply chain hurdles as they head into 2025: the disruptions caused by Chinese New Year (CNY), the looming threat of potential tariffs on foreign-made products that could be imposed by the incoming Trump Administration, and the unresolved contract negotiations between the International Longshoremen’s Association (ILA) and the U.S. Maritime Alliance (USMX), according to an analysis from trucking and logistics provider Averitt.
Each of those factors could lead to significant shipping delays, production slowdowns, and increased costs, Averitt said.
First, Chinese New Year 2025 begins on January 29, prompting factories across China and other regions to shut down for weeks, typically causing production to halt and freight demand to skyrocket. The ripple effects can range from increased shipping costs to extended lead times, disrupting even the most well-planned operations. To prepare for that event, shippers should place orders early, build inventory buffers, secure freight space in advance, diversify shipping modes, and communicate with logistics providers, Averitt said.
Second, new or increased tariffs on foreign-made goods could drive up the cost of imports, disrupt established supply chains, and create uncertainty in the marketplace. In turn, shippers may face freight rate volatility and capacity constraints as businesses rush to stockpile inventory ahead of tariff deadlines. To navigate these challenges, shippers should prepare advance shipments and inventory stockpiling, diversity sourcing, negotiate supplier agreements, explore domestic production, and leverage financial strategies.
Third, unresolved contract negotiations between the ILA and the USMX will come to a head by January 15, when the current contract expires. Labor action or strikes could cause severe disruptions at East and Gulf Coast ports, triggering widespread delays and bottlenecks across the supply chain. To prepare for the worst, shippers should adopt a similar strategy to the other potential January threats: collaborate early, secure freight, diversify supply chains, and monitor policy changes.
According to Averitt, companies can cushion the impact of all three challenges by deploying a seamless, end-to-end solution covering the entire path from customs clearance to final-mile delivery. That strategy can help businesses to store inventory closer to their customers, mitigate delays, and reduce costs associated with supply chain disruptions. And combined with proactive communication and real-time visibility tools, the approach allows companies to maintain control and keep their supply chains resilient in the face of global uncertainties, Averitt said.
Bloomington, Indiana-based FTR said its Trucking Conditions Index declined in September to -2.47 from -1.39 in August as weakness in the principal freight dynamics – freight rates, utilization, and volume – offset lower fuel costs and slightly less unfavorable financing costs.
Those negative numbers are nothing new—the TCI has been positive only twice – in May and June of this year – since April 2022, but the group’s current forecast still envisions consistently positive readings through at least a two-year forecast horizon.
“Aside from a near-term boost mostly related to falling diesel prices, we have not changed our Trucking Conditions Index forecast significantly in the wake of the election,” Avery Vise, FTR’s vice president of trucking, said in a release. “The outlook continues to be more favorable for carriers than what they have experienced for well over two years. Our analysis indicates gradual but steadily rising capacity utilization leading to stronger freight rates in 2025.”
But FTR said its forecast remains unchanged. “Just like everyone else, we’ll be watching closely to see exactly what trade and other economic policies are implemented and over what time frame. Some freight disruptions are likely due to tariffs and other factors, but it is not yet clear that those actions will do more than shift the timing of activity,” Vise said.
The TCI tracks the changes representing five major conditions in the U.S. truck market: freight volumes, freight rates, fleet capacity, fuel prices, and financing costs. Combined into a single index indicating the industry’s overall health, a positive score represents good, optimistic conditions while a negative score shows the inverse.
Specifically, the new global average robot density has reached a record 162 units per 10,000 employees in 2023, which is more than double the mark of 74 units measured seven years ago.
Broken into geographical regions, the European Union has a robot density of 219 units per 10,000 employees, an increase of 5.2%, with Germany, Sweden, Denmark and Slovenia in the global top ten. Next, North America’s robot density is 197 units per 10,000 employees – up 4.2%. And Asia has a robot density of 182 units per 10,000 persons employed in manufacturing - an increase of 7.6%. The economies of Korea, Singapore, mainland China and Japan are among the top ten most automated countries.
Broken into individual countries, the U.S. ranked in 10th place in 2023, with a robot density of 295 units. Higher up on the list, the top five are:
The Republic of Korea, with 1,012 robot units, showing a 5% increase on average each year since 2018 thanks to its strong electronics and automotive industries.
Singapore had 770 robot units, in part because it is a small country with a very low number of employees in the manufacturing industry, so it can reach a high robot density with a relatively small operational stock.
China took third place in 2023, surpassing Germany and Japan with a mark of 470 robot units as the nation has managed to double its robot density within four years.
Germany ranks fourth with 429 robot units for a 5% CAGR since 2018.
Japan is in fifth place with 419 robot units, showing growth of 7% on average each year from 2018 to 2023.