Showing posts with label Supply Chain. Show all posts
Showing posts with label Supply Chain. Show all posts

Friday, May 17, 2013

THE ECONOMICS OF “CHEAP LABOR”



AMERICAN RETAILERS HAVE A RESPONSIBILITY
FINDING THE BALANCE IN A GLOBAL ECONOMY
Survivor of a building collapse Reshma Begum receives treatment at a hospital in Savar, near Dhaka, Bangladesh, Saturday, May 11, 2013. The seamstress who survived 17 days before being rescued from a collapsed garment factory building was exhausted, panicked and dehydrated as she recovered in a Bangladeshi hospital Saturday, but she was generally in good shape, according to her doctors. (AP Photo/A.M. Ahad)


 
(Friday May 17, 52nd & Lexington Ave., Manhattan, NYC) There is likely not an American reading these words today who does not have some piece of clothing, some garment or other that was manufactured in Bangladesh.  Second only to China in providing ‘ready-made goods’ to western and particularly the American market, one fifths’ of this profoundly impoverished country’s economy is generated by the manufacture and export of clothing destined for  export.  From coast to coast discount retailers such as Walmart to high end labels that adorn the racks in stores such as Bergdorf Goodman and Neiman Marcus not far from here in Midtown Manhattan, to brands including Gap, Benetton and Calvin Klein, have been produced by cheap labor in abhorrent working conditions half a world distant from here.

For better or worse America today is a huge importer of a mind-bogglingly wide array of goods from foods and clothing, to automobiles and electronics.  There was a time the might of America’s manufacturing base had the United States firmly in the driver’s seat of the rapidly growing global economy.  As the business climate changed and circumstances such as increased regulations, labor costs, and the general expenses of doing business here became onerous to many CEO’s and captains of industry, more and more companies began to take their operations overseas.  After all, in our homegrown brand of Capitalism, the bottom line, stock dividends, and huge corporate profits became the Holy Grail.  They were the benchmarks that analysts, investors, bankers and Wall Street managers pored over in search of more clever ways of increasing those benchmarks.  It was and remains a largely self-propelling feedback loop that began to erode American industry and manufacturing.  After all, why pay for the costs of labor, regulations, employee benefits and the rest if a vast sea of cheap labor in under or unregulated countries sat idle yet eager to work for a wage that would appall American’s? 

The actual causation of the decline and ultimate diminishment of American manufacturing is difficult to identify and subject to contentious, often bitterly partisan argument.  Complex forces in isolated instances began what would soon be a mass evacuation.  As our businesses moved their operations off shore the once solid dominos of our industrial economy began to fall.  And once they began falling, they never stopped.  In little more than two decades went from being one of the world’s largest exporters to one of the largest importers.  Most disturbing was that in specific industrial and manufacturing endeavors that once were a huge source of exports for America such as steel, electronics, digital media and even grain such as soy and corn, we found ourselves in a position of having to now import those very same goods.  One could argue the arcane details of free trade agreements, tariffs and taxes, and would likely have no broader or better understanding of the etiology of our industrial decline than does the average worker who lost her job to “down-sizing” or an employee whose employer who saw “outsourcing” as a cost cutting, revenue generating gravy train.

For the most part the American consumer seems to give little thought to the points of origin for the products that line the shelves and fill the racks of merchants from grocers to the big box discount outlets.  From sportswear to footwear, from accessories to the basics, the overwhelming majority of the consumer goods available to us originate in some of the poorest countries on the face of the Earth.  It is only when catastrophe strikes such as it did last month in Bangladesh that some attention is focused on the disparities inherent in the global supply chain in which we consume far more per capita than we produce. 

INEQUITIES ABOUND

Besha  Regum and the hundreds of her coworkers who were in the factory that collapsed last month claiming over 1,100 lives worked for a wage that is equal to the price an American pays for one Izod or Calvin Klein shirt.  Yes, everything is relative however the inequities in the sprawling global supply chain are so stark that the arguments that support having our goods manufactured overseas ring hollow in reality.  The harsh fact of the matter is that the American consumer exists at a distance so far removed economically from those who produce the goods we purchase that it is difficult to rationalize the disparity away.  The common justification touted by those with vested interests is that the wages paid to these laborers in “third world countries” or, perhaps even more insulting, “developing nations”, is far greater than the median income of their peers.  Using the bleak economic data such as per capita income of countries like Bangladesh does not excuse or explain away what is in reality systemic exploitation. 

This interconnected sinuously intertwined global economy is a double edged sword that knows no mercy. For those at the top it cuts a prime sirloin of ever increasing wealth while for those at the bottom it slices out a hardscrabble sustenance living.  Prominent among the fallacies that the proponents of outsourcing vociferously assert is the specious and failed economic theory that defined the Reagan Era in American politics.   To believe that “A rising (economic) tide lifts all boats” is akin to asserting that shipping American jobs overseas is good for our domestic economy.  Both are patently false claims.

FINDING BALANCE IN AN UNBALANCED WORLD

As is the case in so many of the thornier issues facing our government and others nations as well is that the “Law of Unintended Consequences” is a potent current undermining the piecemeal efforts to allow developing nations to gain entry in the exclusive club they so desperately seek to join – the “developed” nations sometimes simply referred to as “The West.”  America was permitted to grow unfettered by rules and regulations that have since become the dominant forces that impacted our manufacturing/industrial base.  Our “Industrial Revolution” predated virtually all labor laws and workplace safety regulation that are so prominent and often roundly derided by CEO’s. Human rights groups, environmental activists, and a host of other advocates endeavor to export our particular brand of regulation and protections into countries that produce American products.  As noble an effort as this may be it is not only unrealistic, it seeks to impose a level of structure and rigor to overseas workplaces that is simply not feasible.


The highly regulated American workplace comes with a price to consumers.

Are American’s willing to pay more for goods that come from overseas?



THE GRINDING ECONOMICS OF POVERTY

People the world over possess common aspirations.  Those aspirations have a far better chance of being realized depending, sadly, on one’s birthplace.  Parents love their children and want nothing more than to protect and nurture them and hopefully provide whatever they can so their children have a better life than their own.  America has been a work-in-progress, a grand experiment in republican Democracy, Laissez faire economics, open markets, individual freedoms, and our brilliant and inspired Constitutional rule of law.  But we are a young country; infants in the world community who was blessed to be born on a largely pristine part of the North American continent that afforded us the opportunity for unrestrained growth.  Our two oceanic borders have kept us physically isolated from much of the turmoil that has engulfed various parts of the world since our inception.  Our polyglot nation of immigrants had the privilege to develop, expand, and thrive; a unique trifecta of circumstances unrivaled since the empires of the colonial days.  For the United States to ask other countries to “put the brakes” on their own burgeoning economic engines is unreasonable and, to a degree hubristic.

All that can be done is to exert our influence in the multinational forums that exist for the exchange of ideas, the United Nations, and to engage with our trading partners in their efforts to find the balance between industrialization and individual liberties while combatting endemic corruption and antiquated ideas.  To be responsible members of the Global Community America has certain obligations that are obviously, easier said than done.  However, we must export more than our jobs and cultural media and cannot continue to import goods that are produced in ways that are unacceptable on our shores.  This is the challenge before governments today and it is, let’s be explicitly clear, no easy task.  It is a task fraught with Gordian Knots of issues ranging from taxes and tariffs, to worker safety and health.

Despite the seeming insurmountability of this challenge it must be taken up and taken up in earnest.  There is a wider world that we Americans seem blissfully unaware of until some catastrophe or disaster strikes half a world away and makes our headlines.  But, in spite of our own blissful ignorance and parochialism, most Americans admit that labor conditions and workers’ rights of those in far off places such as Bangladesh have “the right” to most of the same protections and oversight that serve to protect them here in their own jobs.  Actually, in a Gallop Poll taken last Summer a good majority of Americans, 63% said they would be willing to pay a bit more for their clothing that is manufactured overseas in often deplorable conditions with child labor.  That is a start. And, the key towards identifying and implementing solutions takes nothing more than the desire to enact change.


TAGS: BANGLADESH FACTORY COLLAPSE, BAGLADESH TEXTILE INDUSTRY, AMERICAN RETAILERS MERCHANDISE PRODUCED IN OVERSEAS “SWEAT SHOPS”, THE COST OF CONSUMER GOODS, THE GLOBAL ECONOMY,





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Copyright The Brooding Cynyx 2013 © All Rights Reserved

Monday, November 5, 2012

TRUCKERS TO THE RESCUE




NYC METRO RELIES ON TRUCKS 24/7
HURRICANE SANDY HIGHLIGHTS REGIONAL VULNERABILITY
 The George Washington Bridge is the primary
artery from I80 in New Jersey into NYC Metro Area
and New England



(Monday November 5, 2012, Cross Bronx Expressway, NYC) Looking to the East and West from the vantage point of the Jerome Avenue Overpass on an average weekday, the six miles of 6 laned pitted, pot-holed Cross Bronx Expressway often resembles a parking lot.  This short stretch of just a half dozen miles of the vast network that traverses America from coast to coast, North to South – The Interstate Highway System -  is the most heavily traveled of any 6 miles in the over 32,000 mile network. 

Just a few blocks from this spot over off Bruckner Boulevard in the South Bronx is Hunts Point Market, the primary distribution center (DC) for edible and perishable goods for New York City.  For all the unique attributes of NYC it has a profound vulnerability that has become painful evident in the wake of the fierce Hurricane Sandy that mercilessly pounded this City and region one week ago week.  Residents of NYC are entirely reliant on the uninterrupted influx of semi-trucks from all over the country delivering the goods needed to sustain us. 

New York City produces little to nothing of what we need to live.  All our food is trucked in from elsewhere as are all our dry goods, household, pharmaceutical, medical, and other vital provisions the availability of which we take for granted when times are “normal”.  NYC Metro area today is about as far from being anywhere near what we know as “normal” as we’ve ever been. 

From previous experiences we all know how a big storm, be it a Nor’easter or blizzard, can bring this mighty City to a halt.  Within hours of a storm hitting there is not a loaf of bread, gallon of milk, jar of baby food, roll of toilet paper, box of Pampers or any of the myriad products that typically fill the shelves of our grocery and drug stores, neighborhood bodegas, shops and diners.  This particular “mega storm” bringing unprecedented devastation, destruction, and chaos across a huge region of the Northeast Corridor poses challenges for those who operate our supply chain, make it work day in and day out.  

BIG WHEELS ROLLIN’

To the motorists on the Cross Island Parkway, the Long Island Expressway, the New Jersey Turnpike or any of the major arteries that weave this region together, they are the bane of the roadways – trucks, big trucks, semi-trucks.  They are seen as lumbering, oversized obstructions to pass, get ahead of, cut off and avoid at all costs.  Yet, without them we would have nothing.  Without the constant influx of 18 wheelers to the major distribution centers (DC’s) of the region and onto smaller and smaller trucks making the local deliveries  to the big chain stores and other retailers, we would have virtually empty shelves, produce, meat and frozen food sections in our stores.   This represents perhaps the most prominent Achilles Heel of urban life.  We produce nothing of our own that we need to subsist; we are not self-sustaining and due to the population density and geography of NYC Metro, this vulnerability can cripple us within a matter of a day.

Truckers, a much maligned group of hard working men and women, have two adages they use in defense of their image and industry.  “If you have it, it was trucked” and “America’s needs move by truck”.  Both of these statements are absolutely true.  Over the Road (OTR) truckers represent the largest and most susceptible to circumstance and conditions link in the supply chain. 

NOT ALL LOGISTICS IS LOCAL

Logistics, unlike politics, is anything but local.  Today it is truly a global network of enormous complexity given how goods make it from point A to point B and ultimately down the line to our local shops, bakeries, restaurants, diners, grocers, and merchants of every type and variety.  In normal times few of us are likely to give the supply chain much, if any thought.  And that is how it should be.  When the links in the chain are all cleanly aligned, when the chain has no kinks and is pulled taut across the seas, rails and roads, it is an amazing feat of manufacturing, processing, production, planning, coordination, inventory management,  and distribution.

To better understand the particulars of this global logistical apparatus, we recent spoke with a man who plays a role in it.  He was able to provide a depth of insight that clearly illustrates why the NYC Metro Area is still plagued by shortages of goods of all types from gasoline to garbanzo beans.

KLLM Transportation is one of the 5 largest carriers of refrigerated and dry goods in America.  Their fleet of thousands of tractors and trailers travel all 48 of the contiguous United States, Canada, and a segment of Northern Mexico.  One of KLLM’s largest customers is Chiquita Banana.  From the Port of Gulfport Mississippi, ships from South and Central America make their way laden with containers of bananas destined for distribution to points throughout the southeast and as far north as Chicago in the Midwest.  Gulfport is one of the most active ports in the country for receiving edibles from all around the world. 

Mark Whetstine has an often daunting task.  As a vital member of the Port Operations Team for KLLM, he directs all  trucks coming empty into the Port to be loaded and sent on their appointed destination, Whestine choreographs an often clumsy dance considering the size of all the moving parts.  “As soon as a freighter is docked the big gantry cranes begin lifting the containers off.  Then, the bananas must be unloaded and loaded onto refrigerated trailers that will go out and supply the network”, Whetstine explained.  He continued, “We receive the bananas in a “hard” state and they are “gassed” here which starts the clock as far as perishability is concerned. This is automatically “time sensitive” freight and with all the big grocers and DC’s using the “just in time” practice of inventory management and delivery, there is little margin for error or delay”. 

Whetstine knows all too well the pressures and time constraints of the “just in time” process having been a long haul Over the Road Owner Operator for 16 years prior to taking his current position with KLLM.  “Once that driver is under a load, he has a very narrow window for delivery.  Weather, in some parts of the country can really put the driver under a great deal of pressure.  First, if his wheels aren’t turning he is not making any money; drivers are paid by the mile.  So, If a snow storm up in Illinois has him sitting in a truck stop for a few days not only is he not earning, he has a load of perishables that even though they are on a temperature controlled trailer have a limited shelf life.”

Whetstine noted that at the initial indications that Hurricane Sandy would morph into a monstrous Nor’easter, contingency plans were being activated throughout the supply chain of which he serves as a vital link.  “We knew the Port of Wilmington (Delaware) and obviously Ports Elizabeth and Newark in Jersey would not be available to incoming freighters.  Although this may not have a direct, immediate impact on the freight I handle, the ripple effect would surely be felt here in South Mississippi.”  He was forced to divert trucks in route to the NYC Metro Area to other locations in Indiana and Ohio.  “We also truck for “Fresh Express” being the primary carrier of their products for the grocery chain Kroger’s.  So, all my counterparts had similar challenges to contend with.”

FIRST HAND EXPERIENCE: KATRINA, THE DISTANT COUSIN OF SANDY

Saucier Mississippi is approximately 15 miles due north of Gulfport and where Mr. Whetstine resides.  As a resident of the Gulf Coast, he is intimately familiar with tropical depressions, tropical storms and hurricanes.  He and his family have lived through some of the most lethal storms in recent memory including Hurricane Katrina in 2005 that decimated New Orleans and much of the adjacent region.  “As bad a Katrina was, most Port operations resumed after about 5 days.  Hell, I didn’t even get electricity back for 4 days and I’m up here inland.  Hurricanes Ike and Isaac were not as bad as Katrina but still caused some major disruptions in the supply chain.  Some products spoiled as they sat on trucks that could not get out of Southern Mississippi before the storms hit.  Loads of spinach spoiled and some were linked to an outbreak of E. Coli.  So, the pressure is always on.”

Whetstine did have a few comments directly for the residents of the battered New Jersey Coast, New York City neighborhoods in Brooklyn and Queens and Staten Island.  “All I can tell ‘em is, to not hold their breath or think that FEMA’s gonna come in writin’ checks.    And if you’ve got homeowners’ insurance, FEMA is gonna kick you back to your insurer.  I just hope they all get about what they got to do. I'd advise them to not be like the people of New Orleans waiting for FEMA and the Feds to help them out.  Be more like the people here in Mississippi and help each other out.”

NOT THE TIME FOR THE “NEW YORK MINUTE”

Almost an entire week has transpired since Sandy made landfall and delivered a scale and scope of destruction and devastation of Biblical proportions.  Even this far removed many hundreds of thousands of people from Staten Island to Hoboken, from Far Rockaway to Atlantic City, from Brooklyn to Westchester, Orange and Rockland Counties and many points in between remain without power or access to the essentials such as clean potable water, food, shelter, and hope.  This is a time for patience although it is far easier to say than do. 

Some of the area’s DC’s are beginning to restock and come back to life while others, in cities like Edison, New Jersey, home to the main DC for the Shop-Rite food chain and in Industrial Parks housing warehouse complexes in central New Jersey, many remain essentially  severely weakened if not broken links in the supply chain. 

Antonio D’Attlio, of the Port Authority is the Operations Director for the George Washington Bridge.  From his command center located on the New Jersey side of the mighty span things “seem to be getting better.  The truck traffic is picking up by the hour so at least we know goods are getting in to the Metro Area and Hunts Point.  But, I couldn’t comment beyond that.  I hear varying reports from other Port Authority facilities.”

SHIPS AHOY

In 1860 Michael Moran started Moran Towing which is today still one of the largest providers of tug boat service for the hundreds of ships and barges that travel the waterways from New York Harbor and the East and Hudson Rivers.  From gigantic ocean liners to the huge oilers that off load on Staten Island, Moran tug boats maneuver these ocean going ships into and out of ports, docks and terminals.  Known for their red boats with the big white “M” painted on the smokestacks, Moran tugs play anther vital role in the supply chain.  “I know there have been tankers full of crude and fuel anchored south of the Island (Staten) and as far as 20 miles off the coast of New Jersey for over a week.  Slowly but surely we’re getting them where they need to be”, commented Patrick O’Dwyer a Moran harbor Master.  Port Elizabeth and Port Newark are among the busiest commercial freight ports in the country receiving goods such as automobiles from the Far east, to bulk and finished materials of every kind.  "Once we get the go ahead from the Port Authority to begin docking operations, we'll be hard at it especially with another bad storm literally on the horizon", noted O'Dwyer.

LET THEM TRUCKERS ROLL

As for the truckers, while most typically loathe the idea of having to take a load into the NYC Metro Area, they seem to be pleased just to be rolling and in their own anonymous way helping the region and residents recover.  Many of the main surface arteries are still suffering from some degree of occlusion, despite the many obstacles, closed and washed out roads the truckers are getting in.  Just as a human heart will infarct when the coronary arteries that supply that vital muscle with its internal blood supply become blocked by plague, so too the heart that beats silently nourishing our insatiable need for goods of all kinds,  is beginning to resume its normal rhythm and beat.  The clogs are beginning to clear and the lifeblood – the trucks that nourish and supply our City - trucks are once again coursing through our region.

Whatever far away day it is that we once again are able to conduct “normal” lives, if you find yourself out on U.S. Hwy 1&9, or I-95, I-80, The Throgs Neck Bridge or any other roadway and you find yourself cursing the lumbering semi alongside of you, stop and think for a minute that without them, we’d be without.


TAGS:  HURRICANE SANDY, NYC METRO AREA, SUPPLY CHAIN, TRUCKING, HUNTS POINT MARKET, CROSS BRONX EXPRESSWAY, GWB, PORT AUTHORITY OF NY & NJ, PORT OF MISSISSIPPI AT GULFPORT, KLLM TRANSPORTATION INC., LOGISTICS, MARK WHETSTINE, “JUST IN TIME” DELIVERY, PERISHABLE GOODS, NYC VULNERABILITY




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Copyright The Brooding Cynyx 2012 © All Rights Reserved