Victoria Kickham started her career as a newspaper reporter in the Boston area before moving into B2B journalism. She has covered manufacturing, distribution and supply chain issues for a variety of publications in the industrial and electronics sectors, and now writes about everything from forklift batteries to omnichannel business trends for DC Velocity.
The mundane tasks associated with warehouse work are often cited as key reasons companies have trouble attracting and retaining help: Warehouse work isn’t glamorous, it’s not exciting, and it can be physically exhausting—whether you’re loading and unloading trucks, picking and packing items for an order, or traipsing up and down aisles to count inventory. But there may be a more practical reason job hunters steer clear of work that requires heavy lifting, bending, reaching, and excessive walking: the risk of injury.
The stress and strain associated with warehouse tasks can cause work-related musculoskeletal disorders (MSDs), which are among the most frequently reported causes of lost or restricted work time, according to the Occupational Safety and Health Administration (OSHA). Common warehouse MSDs include muscle strains, lower back and shoulder injuries, carpal tunnel syndrome, and tendinitis. And today’s fast-paced warehouse environment can exacerbate those problems.
Awareness of the risk of MSDs, along with OSHA standards for mitigating them, has sparked demand for ergonomic tools and equipment designed to ease the stress and strain associated with warehousing jobs. From wearable technologies to step-saving mobile workstations, there are many tools companies can use to create a more comfortable, safe warehouse. Here are examples of two solutions highlighted during the recent Modex material handling conference and trade show, held in Atlanta this past March.
LIGHTENING THE LOAD
Robotic technology has taken hold in warehouses around the world, primarily in the form of autonomous mobile robots (AMRs) and similar equipment designed to do some of the heavy lifting and repetitive movements required in today’s warehouse and distribution center (DC) operations. But there’s another kind of robotic technology designed to make life easier for workers tasked with lifting, twisting, and bending to handle heavy loads in the warehouse: “exosuits.” These are wearable robotics that help workers carry heavy loads by supporting their bodies and lessening the effort required for lifting.
Massachusetts-based robotics firm Verve Motion is making strides in this area, launching its SafeLift exosuit in 2020. It’s a soft, lightweight device that wears like a backpack and combines real-time motion sensing with robotic assistance to ease the load and improve lifting techniques. The battery-powered device contains sensors that collect safety data at the individual and team levels, allowing managers to track and evaluate performance via a cloud-based platform. The SafeLift suit alleviates roughly 40% of the strain on a worker’s back during a typical workday, according to Verve Motion, while helping to reduce injuries by as much as 85% and improve productivity between 3% and 7%.
Verve Motion enhanced the product this year with the addition of Verve Logic, an advanced analytics platform that takes the sensor data and identifies areas that pose injury risk to employees as they work, simultaneously offering coaching assistance to improve performance and reduce the potential for injury.
“The software delivers a sophisticated suite of actionable reports and insights, [homing] in on vital aspects such as ergonomic risk analysis, trend analysis, and exosuit utilization,” the company said in a statement announcing the release of the platform in March. “This powerful software empowers industrial workers and allows companies to optimize their facilities according to the unique demands of their tasks and environment.”
Used together, the exosuit and analytics platform are making a big impact in the warehouse, according to a customer study by Verve Motion. Ninety-seven percent of workers surveyed said the solution helped with daily tasks and enhanced their job performance; 83% said the solution improved their lifting posture, a key factor in reducing workplace injuries and promoting long-term health; and 98% said they would recommend the exosuit to a co-worker.
MOBILIZING FOR SAFETY
Mobile workstations are another way to ease the fatigue that comes from working in the warehouse: They can help reduce workers’ back-and-forth travel time throughout the facility, essentially allowing them to bring the workstation to the work. They’re kind of like a nurse’s cart for the warehouse, explains Kevin Ledversis, vice president of sales for Newcastle Systems, another Massachusetts-based company focused on improving worker safety, health, and efficiency.
Newcastle Systems showcased its Apex Series powered workstations at the Modex show in March. The electric, height-adjustable ergonomic carts provide mobile power to multiple devices—including laptops, tablets, LCDs, touchscreens, barcode printers, and scanners—at the same time and for more than eight hours. Among their benefits, they eliminate the need for costly cable drops and extension cords, reducing the risk of accidents and injuries. And they promote worker comfort: The adjustable height range can accommodate any worker, and the sit/stand option allows workers to alternate between sitting and standing for personal comfort—both of which help minimize physical strain and promote overall well-being.
The carts are frequently used for shipping and receiving tasks and at loading docks, improving processes and productivity, and making workers happier on the job—a factor Ledversis says is critical in today’s competitive work environment.
“For the company, [the carts] save time and money. For the worker, they [help reduce] fatigue,” he explains. “And when you give people [the right] tools, you may retain them longer.”
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.
A Canadian startup that provides AI-powered logistics solutions has gained $5.5 million in seed funding to support its concept of creating a digital platform for global trade, according to Toronto-based Starboard.
The round was led by Eclipse, with participation from previous backers Garuda Ventures and Everywhere Ventures. The firm says it will use its new backing to expand its engineering team in Toronto and accelerate its AI-driven product development to simplify supply chain complexities.
According to Starboard, the logistics industry is under immense pressure to adapt to the growing complexity of global trade, which has hit recent hurdles such as the strike at U.S. east and gulf coast ports. That situation calls for innovative solutions to streamline operations and reduce costs for operators.
As a potential solution, Starboard offers its flagship product, which it defines as an AI-based transportation management system (TMS) and rate management system that helps mid-sized freight forwarders operate more efficiently and win more business. More broadly, Starboard says it is building the virtual infrastructure for global trade, allowing freight companies to leverage AI and machine learning to optimize operations such as processing shipments in real time, reconciling invoices, and following up on payments.
"This investment is a pivotal step in our mission to unlock the power of AI for our customers," said Sumeet Trehan, Co-Founder and CEO of Starboard. "Global trade has long been plagued by inefficiencies that drive up costs and reduce competitiveness. Our platform is designed to empower SMB freight forwarders—the backbone of more than $20 trillion in global trade and $1 trillion in logistics spend—with the tools they need to thrive in this complex ecosystem."