Looking for ways to fight the labor shortage and keep employees from jumping ship? Technology that makes work easier and more enjoyable may be the answer.
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.
It takes more than a paycheck to keep workers happy on the job, especially in logistics, where work can be physically demanding and good help hard to find. The good news is that technology is playing an increasingly prominent role in the industry—and when it comes to workforce retention, tech-based solutions may be just what managers need to keep their people focused, productive, and happy in their jobs.
“This is a big topic. We are constantly having discussions with customers about labor in one form or another,” says Ken Ramoutar, chief marketing officer at warehouse technology solutions provider Lucas Systems. He says the issue is especially acute in warehousing and distribution, where labor-intensive and mundane tasks can dampen morale and cause workers to jump ship, creating a host of production problems. “[Labor] retention has a really big downstream impact. If you’re constantly having to replace workers—or if people don’t show up and you can’t get work done—there’s a domino effect. We hear that pretty universally across our customer base and prospect base. They need new and innovative ways to solve this retention problem.
“And you can’t keep escalating pay,” he adds. “Having technology that can make their jobs easier is what [workers] want.”
Innovative technology is also what managers across the supply chain want. These leaders are adapting their worker retention strategies and focusing on technology adoption to combat what supply chain technology developer Descartes Systems Group recently characterized as a “notable workforce shortage” throughout the industry. More than half of 1,000 industry leaders surveyed by Descartes said as much: According to an April report titled What Are Companies Doing to Survive the Supply Chain and Logistics Workforce Challenge? that detailed the survey’s findings, 54% of supply chain and logistics leaders said they are focused on automating nonvalue-added and repetitive tasks with technology to improve worker productivity and combat labor shortages. And more than a third said that adopting the latest technologies in their operations is a top strategy for employee retention.
“The workforce problem is pervasive, and the study confirms that most supply chain and logistics organizations have made changes to their operational, technology, recruitment, and retention strategies to help combat the issue,” Chris Jones, Descartes’ executive vice president for industry, said in a statement announcing the report’s findings. “Based on the results of the study, we believe that employers should continue to invest and evolve to get the most they can from their existing resources and focus on more than money to hire and retain a capable workforce.”
To that end, tools that can streamline tasks and boost workforce engagement are helping companies create more attractive workplaces and capitalize on their labor investments.
THE CASE FOR A GAMIFIED WORKPLACE
Lucas Systems provides a range of warehouse technology tools aimed at streamlining operations; among them is its voice-picking software called Jennifer, an artificial intelligence (AI)-based system that verbally tells workers where to go and what to do when they get there, freeing their eyes and hands for picking tasks. Proponents of voice-based warehouse solutions say they both ease and speed operations throughout facilities, adding that they can be applied to other processes as well, including receiving, sortation, and replenishment. Today, Lucas is building on those capabilities by incorporating “gamification” features into the product, including configurable games and competitions, leaderboards, and the like. Ramoutar says these features will drive even more efficiency and promote camaraderie in the warehouse, both of which will help boost worker retention.
“Everyone [is familiar] with games—whether [it’s] online gaming or board games—so it’s not a new concept. It’s just a new concept in the workplace,” he explains. “People get it; they’re not afraid of it. And they want the workplace to be as much fun as possible.”
Research backs up those claims. Earlier this year, Lucas Systems released the results of a gamification study in the third installment of its Voice of the Warehouse Workerwhite-paper series. The study, which asked 750 on-floor workers in the U.S. and Great Britain about their fears, expectations, and perceptions on the job, found that, overwhelmingly, warehouse workers value team-based competition in the workplace and want to work for companies that incorporate contests into the daily grind of warehouse and distribution center work. Nearly 84% of the workers surveyed said they were more likely to stay with a company that develops workplace competitions around their day-to-day tasks, with many saying they would be eager to participate if it meant earning recognition or prizes.
“We learned in the study that folks like games, they like competition, they like the camaraderie, they like teamwork—they like so many things about gaming,” Ramoutar says. “And we felt that’s a really strong indicator that workers value engagement in the workplace in such a way that they want to work at places that are thinking about doing things to help [make the] work easier, faster, [and more enjoyable]—because warehouse work is tough work.”
Implementing gaming in the warehouse requires more than just the will to do it, however. Ramoutar says managers need a system that allows them to easily set up competitions and that also provides an interface where workers can connect. That’s where technology comes in. He says Lucas has those elements in place already—through its voice-based Jennifer interface and the system’s management console, which allows managers to view and track worker activity in real time.
Ramoutar says the task now is to add functionality that will allow managers to easily get games up and running. Lucas’ developers are creating programs that will do just that, including gaming configurators, leaderboards, and enhancements to the voice system that will give workers real-time feedback on how they’re performing.
Lucas expects to introduce some of those programs to the market later this year, Ramoutar says. But he also notes that gamification is just one part of a larger tech-based strategy to address labor retention issues.
“[Companies] are looking for more creative ways to make their workplace the workplace of choice,” he says. “Gamification is one way—but just bringing in new technology is another way.”
TECH THAT ATTRACTS
The Descartes study underscores the value of bringing new technologies to the logistics workforce: More than a third of logistics industry leaders surveyed said flexibility and technology adoption are top strategies for attracting new talent. But money still matters: The study also found that compensation for on-the-job training (35%) and higher pay (34%) are top strategies for retaining workers.
Mike Horvath, executive vice president and chief marketing officer for transportation management systems (TMS) provider Revenova, says technology can address both issues. Revenova offers a cloud-based TMS for brokers, shippers, carriers, and logistics service providers built on the customer relationship management (CRM) platform Salesforce.com. He says demand for creative incentive pay solutions is especially high among freight brokers and that technology can help satisfy that need.
“We provide tools for helping our customers put together interesting compensation models to incent their people to be successful and earn a lot of money,” he explains. “Any retention play [will have] people looking at how much they are making and how much can they make. Our TMS helps companies implement and execute those plans.”
And just like in the warehouse, gamification is a key component. Revenova offers a workflow tool for creating competitions that drive incentive pay, but companies can also access apps through the Salesforce.com platform to set up contests to reward top performers. Horvath says flexibility in designing those programs is key, noting that customers can tailor programs to performance metrics that meet their needs. He adds that this is just one aspect of the TMS that focuses on employee retention; the system also offers AI-based programs that streamline work throughout the fleet management process, from the office to the road. Revenova’s newest fleet management module, for instance, enables real-time collaboration and provides a single console view for all fleet operations, along with dynamic trip planning functionality no matter how many drivers, legs, assets, or loads. That means route planners can more easily tailor trips to meet drivers’ specific needs—making the truck driver’s job a little easier, as just one benefit.
“Driver quality of life is a big thing. It’s a big, big thing,” especially among larger transportation carriers, Horvath says.
All of these tech-driven strategies, he adds, “lead to happier employees and better retention.”
And that’s good news, according to Ramoutar, who says the worker retention problem is here to stay.
“Those who are thinking the hiring and retention problem was a Covid issue, that’s not true,” he says, pointing to a retiring baby boomer generation and less-populous generation Z as key barriers to building up the logistics workforce. “This problem is going to be around for quite a while.”
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.