E-commerce continues to change the grocery market, as companies seek to meet click-and-collect demands with innovative fulfillment solutions and strategies.
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.
Grocery retailers are taking a closer look at their order fulfillment strategies in the face of a growing consumer appetite for online grocery shopping, a situation that is piquing their interest in automated fulfillment solutions, robotics, and small-scale distribution centers designed to get products closer to customers. But rather than jump full-force into highly advanced systems, industry watchers say, more and more grocery retailers are taking a measured approach to meeting changing consumer needs in this new environment, carefully considering their goals as they seek to improve—and in some cases, develop—their e-commerce strategies.
"[Grocery and foodservice companies] are looking for growth paths," explains Sean O'Farrell, market development director at systems integrator Dematic. "For instance, they may be using a person to operate a pick cell, but seven years from now they want to be able to put a robot in that existing cell. They may not be ready for it now, but they want to make sure the system is designed so that they can add to it in the future."
This forward-thinking approach is in part the result of an increasingly tight labor market and the falling cost of technology, both of which are making it easier for companies to justify the purchase of automated equipment that can speed up fulfillment and improve productivity across the business. But it's also about competition. There's no getting around the Amazon effect in the grocery market, especially in light of the online retail giant's purchase of Whole Foods Market in 2017. Amazon's expansion into the sector has lit a fire under many companies to either develop or step up their direct-to-consumer fulfillment processes.
"Amazon is driving the response time and has really raised the bar [on customer expectations]," says Dean Starovasnik, director of consulting sales for systems integrator Bastian Solutions. "It's really created an energy and buzz around all this."
The pressure is causing grocery retailers to investigate technologies and fulfillment strategies they might not have considered just a few years ago. And although a handful of early adopters are leading the way, there's no denying the industry as a whole is moving toward a more e-centric business model, experts say.
CLICK AND COLLECT TAKES HOLD
U.S. online grocery sales continue to rise, with some estimates predicting growth of as much as 70 percent over the next three years. The growth is being driven in large part by millennials who prefer convenient shopping options, but also by consumers' growing comfort level with online grocery shopping in general. The result is a shift in the way grocery fulfillment is done that mirrors what's been happening in other retail sectors over the last several years.
"E-commerce has really taken the attention of a lot of grocers and foodservice companies," explains O'Farrell. "They are using automation that they can put into their existing operations—the warehouse or the retail store—to fulfill smaller, more frequent orders."
Solutions run the gamut from voice-directed picking systems to more complex automated storage and retrieval systems (AS/RS) as well as automated palletizing solutions, he adds. Much innovation is taking place in the freezer, he says, where automated solutions can yield a faster return on investment by reducing labor costs and improving safety. In such conditions, regulations often require that employees take frequent warming breaks, for instance, which can limit productivity as compared to other parts of the operation.
A few large companies in the grocery industry have begun to pave the way for the use of such advanced solutions. Late last year, Cincinnati-based supermarket chain The Kroger Co. announced plans to build 20 highly automated warehouses for handling e-commerce grocery orders. In a partnership with British retailer and technology provider Ocado Group plc, Kroger will create its first such "customer fulfillment center" (CFC) in suburban Cincinnati this year, the company said. The CFCs incorporate innovative robotics technology for "next-generation automated storage and retrieval," the partners said in November.
But not everyone is moving so swiftly toward advanced automation. Although the cost of technology is coming down, many argue that it's difficult to reduce the human element required in grocery fulfillment to a level that makes the investment worthwhile for many companies. The fragile nature of the items being picked requires a human touch, for example, and is one reason labor costs remain high. And although there is considerable investment in robotic picking systems that can address those challenges, industry watchers say the technology is not quite there yet.
"Robotic picking is still not entirely ready for prime time [in this market]," Starovasnik says. "It's hard to replicate the human hand. For health and beauty items, it's not so much of a problem for robotic arms—at least it's a regular-shaped item with smooth surfaces. But a head of lettuce or an orange is more of a challenge. Those kinds of problems on the fresh [foods] side are a big challenge, [and they] won't be solved tomorrow. But there is work being done."
Some argue that's a large part of why much of the industry is taking a longer-term approach to automating its e-commerce fulfillment systems.
"The grocers are pretty cautious because they don't have a history of doing e-commerce," O'Farrell explains. "We're seeing [customers] want to crawl, then walk, and then run. They are asking what we can do immediately to put them on the journey."
URBAN FULFILLMENT AND THE "LAST MILE"
Hand in hand with the move toward automation is the development of smaller warehouses and fulfillment centers located closer to customers that make it easier for companies to deliver e-commerce orders—whether via click-and-collect or home delivery. Starovasnik and others say companies are exploring ways to utilize such facilities in urban and city center-type environments, incorporating a range of automated, goods-to-person, and vertical storage solutions. Supermarket chains and foodservice companies can place these "micro-fulfillment centers" in a variety of settings, he adds, including inside or near a larger facility where orders can be picked up in a "drive-through" type of setting.
Kevin Reader, director of business development and marketing for logistics solutions provider Knapp, agrees there is a rise in micro-fulfillment centers and points to Waltham, Mass.-based startup Takeoff Technologies as one company that is leading the charge. Takeoff is an e-grocery solutions provider that develops hyperlocal micro-fulfillment centers that incorporate Knapp's robotic shuttle technology to assemble customer orders quickly and at a lower cost than would be possible with traditional manual picking operations, according to Takeoff. Located in high-traffic urban locations, the centers take up less than one-tenth the footprint of a typical supermarket by utilizing robotics and compact vertical spaces. Takeoff announced the launch of its first such center in partnership with one of the largest Hispanic grocers in the U.S., Sedano's Supermarkets, last fall. Its first hyperlocal micro-fulfillment center will serve 14 Sedano's Supermarkets locations throughout Miami, the company said in a statement released in early October.
"We'll certainly see growth in urban fulfillment centers and much smaller centers that are located close to the customer—there's not any doubt about that," Reader says. "We're already seeing it—and [we're seeing] centers that can be deployed relatively quickly."
But Reader adds that the "last mile" in grocery fulfillment—meaning delivery to the customer's residence—remains the biggest question mark on the industry horizon, as companies struggle to find the most cost-effective delivery methods, even if they are located in close proximity to customers.
"Still to be seen is how the home delivery piece is going to fall out because it's the most expensive part of the equation," Reader explains, pointing to companies' ongoing efforts to evaluate delivery options and optimize scheduling and delivery time windows to maximize profitability and cost-efficiency. "That, I think, is the piece that is still very much in play."
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."