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.
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.