James Cooke is a principal analyst with Nucleus Research in Boston, covering supply chain planning software. He was previously the editor of CSCMP?s Supply Chain Quarterly and a staff writer for DC Velocity.
When it comes to warehouse automation, the U.S. grocery industry has long been the final frontier. For decades, grocers' warehouses and distribution centers remained untouched by the wave of automation sweeping through the nation's DCs. While pharmaceutical, electronics, and consumer goods facilities all around them installed the latest automated material handling systems, grocers clung to their manual ways.
Although there were some technical concerns, the reasons were largely financial. In a business known for its paper-thin margins, automation simply wasn't seen as a justifiable expense. "[Grocers] have such a low-margin business, they tend not to put their investment in warehouse technology," says Jeff Waller, president of the Atlanta consulting firm Waller & Associates. "They put it in the storefront."
But now that's starting to change. Within the past five years, several large grocers, including Kroger Co., HEB Grocery, and Stop & Shop Supermarket Co., have embarked on projects to partially or fully automate some of their distribution centers.
As for what's behind the reversal in thinking, it's partly the prospect of long-term labor savings. On top of that, the grocers say they stand to benefit from improved picking accuracy, a reduction in product damage, and higher throughput. But the fact remains, automated systems represent a hefty investment. And while some big players may have capitulated, it's still anything but clear whether their smaller counterparts will follow their lead.
Man vs. machine
A wholesale shift to automation would represent sweeping change for the grocery industry. Grocers' distribution facilities have long been labor-centric operations, with workers handling the distribution process from start to finish. In a typical operation, palletized products from suppliers are unloaded from trucks by workers on forklifts, who ferry the pallets to rack storage. Other workers break the pallets down into cases and later, assemble them into mixed pallet loads for delivery to individual grocery stores.
By and large, this work has been accomplished with little more than forklift trucks and pallet jacks. "The plain old forklift gets the job done quicker and for a lot less money," says Steven W. Simonson, a partner at the Raleigh, N.C.-based consulting firm Tompkins Associates.
Furthermore, up until fairly recently, systems that could handle complex grocery operations—with their thousands of stock-keeping units and diverse array of carton sizes—weren't widely available. For the most part, when grocers deployed technology in their DCs, it was in the form of voice or labor management systems—technology designed to help associates work more efficiently, not to replace them.
But technological advances have altered the equation, leading a few of the big players to start replacing at least some of those workers with machines. "We're seeing a real interest in automation in the grocery industry," says Mike Kotecki, a senior vice president with systems integrator HK Systems of Milwaukee, Wis.
In the past five years, HK has automated about 14 grocery warehouses in the United States, Kotecki reports. One of the first was a 2004 project at Stop & Shop's distribution center in Freetown, Mass., where HK installed automated storage and retrieval systems (AS/RS) that can accommodate both pallet and case picking. The system HK designed features cranes that automatically deposit pallets delivered by forklift into storage and then, when the pallets are needed for orders, remove them from storage and shuttle the loads to a station for loading into outbound trailers. For mixed-case pallets, the crane lowers pallets to floor-level bins, where order pickers select the needed items.
HK has also designed an automated mixed-case picking solution featuring a dynamic pick module for a grocery customer that Kotecki declined to name. At that customer's facility, workers break inbound pallets down into cases, which they deposit into totes or trays for storage by the unit's crane. When items are needed for orders, the crane ferries the trays to pick locations on the sides of the rack. Workers then retrieve the items for assembly into mixed pallet loads.
Case by case
Like HK, systems integrator Witron Integrated Logistics Corp. of Arlington Heights, Ill., has recently seen a flurry of interest in automation among grocery retailers. Within the last five years, Witron has installed its Order Picking Machinery (OPM), a fully automated case picking and palletizing system, at centers operated by big grocery chains like Kroger Co. in the United States and Sobeys Inc. in Canada.
At these facilities, the automated system takes over at receiving. Transfer vehicles whisk incoming pallets to an induction area, where a special machine removes cases from the pallets in layers and loads them onto plastic trays for storage in a mini-load AS/RS. When the cases are needed for orders, cranes remove them from storage and feed them to Witron's Case Order Machines, which assemble them into mixed-load pallets in a store-friendly sequence. In these DCs, the only contact forklifts have with pallets is at the receiving and shipping docks.
These systems come with a high price tag. An automated system of this level of complexity generally costs more than $1 million, says Brian Sherman, a senior engineer and account manager at Witron. And that's not the ceiling. Kotecki of HK says costs can run into the tens of millions for a big, complicated installation, like a fully automated rack-supported system for a hundred-foot-tall building with triple-deep rack storage.
Cost still a barrier
It's that million-plus dollar price tag that remains a sticking point for many grocers, particularly the smaller operations. Marc Wulfraat, director of supply chain strategy at consultant TranSystems Corp. of Kansas City, Mo., has run the numbers for some of his grocery clients. His conclusion: Automation doesn't make sense unless the company is paying its forklift operators $60,000 or more a year.
Outside of some unionized operations in big cities, most grocers don't pay their forklift drivers those kinds of salaries, Wulfraat says. Indeed, April 2009 figures from the Web site salary.com put the average pay for a forklift operator in the United States at $30,292.
Although the numbers alone may not justify automation, there are other factors that may come into play. For example, in Kroger's case, automation helped solve some longstanding employee recruitment and retention problems, says Simonson of Tompkins Associates. "They weren't finding quality employees, and turnover was killing them," he says.
For the most part, however, grocers still seem inclined to put their capital into technology that boosts sales in the store rather than in the distribution center. "Grocery companies tend to be behind the technology curve in distribution compared to Wal-Mart, who's on the leading edge," says Waller. "But competitive pressures will get them there eventually."
“The past year has been unprecedented, with extreme weather events, heightened geopolitical tension and cybercrime destabilizing supply chains throughout the world. Navigating this year’s looming risks to build a secure supply network has never been more critical,” Corey Rhodes, CEO of Everstream Analytics, said in the firm’s “2025 Annual Risk Report.”
“While some risks are unavoidable, early notice and swift action through a combination of planning, deep monitoring, and mitigation can save inventory and lives in 2025,” Rhodes said.
In its report, Everstream ranked the five categories by a “risk score metric” to help global supply chain leaders prioritize planning and mitigation efforts for coping with them. They include:
Drowning in Climate Change – 90% Risk Score. Driven by shifting climate patterns and record-high temperatures, extreme weather events are a dominant risk to the supply chain due to concerns such as flooding and elevated ocean temperatures.
Geopolitical Instability with Increased Tariff Risk – 80% Risk Score. These threats could disrupt trade networks and impact economies worldwide, including logistics, transportation, and manufacturing industries. The following major geopolitical events are likely to impact global trade: Red Sea disruptions, Russia-Ukraine conflict, Taiwan trade risks, Middle East tensions, South China Sea disputes, and proposed tariff increases.
More Backdoors for Cybercrime – 75% Risk Score. Supply chain leaders face escalating cybersecurity risks in 2025, driven by the growing reliance on AI and cloud computing within supply chains, the proliferation of IoT-connected devices, vulnerabilities in sub-tier supply chains, and a disproportionate impact on third-party logistics providers (3PLs) and the electronics industry.
Rare Metals and Minerals on Lockdown – 65% Risk Score. Between rising regulations, new tariffs, and long-term or exclusive contracts, rare minerals and metals will be harder than ever, and more expensive, to obtain.
Crackdown on Forced Labor – 60% Risk Score. A growing crackdown on forced labor across industries will increase pressure on companies who are facing scrutiny to manage and eliminate suppliers violating human rights. Anticipated risks in 2025 include a push for alternative suppliers, a cascade of legislation to address lax forced labor issues, challenges for agri-food products such as palm oil and vanilla.
That number is low compared to widespread unemployment in the transportation sector which reached its highest level during the COVID-19 pandemic at 15.7% in both May 2020 and July 2020. But it is slightly above the most recent pre-pandemic rate for the sector, which was 2.8% in December 2019, the BTS said.
For broader context, the nation’s overall unemployment rate for all sectors rose slightly in December, increasing 0.3 percentage points from December 2023 to 3.8%.
On a seasonally adjusted basis, employment in the transportation and warehousing sector rose to 6,630,200 people in December 2024 — up 0.1% from the previous month and up 1.7% from December 2023. Employment in transportation and warehousing grew 15.1% in December 2024 from the pre-pandemic December 2019 level of 5,760,300 people.
The largest portion of those workers was in warehousing and storage, followed by truck transportation, according to a breakout of the total figures into separate modes (seasonally adjusted):
Warehousing and storage rose to 1,770,300 in December 2024 — up 0.1% from the previous month and up 0.2% from December 2023.
Truck transportation fell to 1,545,900 in December 2024 — down 0.1% from the previous month and down 0.4% from December 2023.
Air transportation rose to 578,000 in December 2024 — up 0.4% from the previous month and up 1.4% from December 2023.
Transit and ground passenger transportation rose to 456,000 in December 2024 — up 0.3% from the previous month and up 5.7% from December 2023.
Rail transportation remained virtually unchanged in December 2024 at 150,300 from the previous month but down 1.8% from December 2023.
Water transportation rose to 74,300 in December 2024 — up 0.1% from the previous month and up 4.8% from December 2023.
Pipeline transportation rose to 55,000 in December 2024 — up 0.5% from the previous month and up 6.2% from December 2023.
Parcel carrier and logistics provider UPS Inc. has acquired the German company Frigo-Trans and its sister company BPL, which provide complex healthcare logistics solutions across Europe, the Atlanta-based firm said this week.
According to UPS, the move extends its UPS Healthcare division’s ability to offer end-to-end capabilities for its customers, who increasingly need temperature-controlled and time-critical logistics solutions globally.
UPS Healthcare has 17 million square feet of cGMP and GDP-compliant healthcare distribution space globally, supporting services such as inventory management, cold chain packaging and shipping, storage and fulfillment of medical devices, and lab and clinical trial logistics.
More specifically, UPS Healthcare said that the acquisitions align with its broader mission to provide end-to-end logistics for temperature-sensitive healthcare products, including biologics, specialty pharmaceuticals, and personalized medicine. With 80% of pharmaceutical products in Europe requiring temperature-controlled transportation, investments like these ensure UPS Healthcare remains at the forefront of innovation in the $82 billion complex healthcare logistics market, the company said.
Additionally, Frigo-Trans' presence in Germany—the world's fourth-largest healthcare manufacturing market—strengthens UPS's foothold and enhances its support for critical intra-Germany operations. Frigo-Trans’ network includes temperature-controlled warehousing ranging from cryopreservation (-196°C) to ambient (+15° to +25°C) as well as Pan-European cold chain transportation. And BPL provides logistics solutions including time-critical freight forwarding capabilities.
Terms of the deal were not disclosed. But it fits into UPS' long term strategy to double its healthcare revenue from $10 billion in 2023 to $20 billion by 2026. To get there, it has also made previous acquisitions of companies like Bomi and MNX. And UPS recently expanded its temperature-controlled fleet in France, Italy, the Netherlands, and Hungary.
"Healthcare customers increasingly demand precision, reliability, and adaptability—qualities that are critical for the future of biologics and personalized medicine. The Frigo-Trans and BPL acquisitions allow us to offer unmatched service across Europe, making logistics a competitive advantage for our pharma partners," says John Bolla, President, UPS Healthcare.
The supply chain risk management firm Overhaul has landed $55 million in backing, saying the financing will fuel its advancements in artificial intelligence and support its strategic acquisition roadmap.
The equity funding round comes from the private equity firm Springcoast Partners, with follow-on participation from existing investors Edison Partners and Americo. As part of the investment, Springcoast’s Chris Dederick and Holger Staude will join Overhaul’s board of directors.
According to Austin, Texas-based Overhaul, the money comes as macroeconomic and global trade dynamics are driving consequential transformations in supply chains. That makes cargo visibility and proactive risk management essential tools as shippers manage new routes and suppliers.
“The supply chain technology space will see significant consolidation over the next 12 to 24 months,” Barry Conlon, CEO of Overhaul, said in a release. “Overhaul is well-positioned to establish itself as the ultimate integrated solution, delivering a comprehensive suite of tools for supply chain risk management, efficiency, and visibility under a single trusted platform.”
Shippers today are praising an 11th-hour contract agreement that has averted the threat of a strike by dockworkers at East and Gulf coast ports that could have frozen container imports and exports as soon as January 16.
The agreement came late last night between the International Longshoremen’s Association (ILA) representing some 45,000 workers and the United States Maritime Alliance (USMX) that includes the operators of port facilities up and down the coast.
Details of the new agreement on those issues have not yet been made public, but in the meantime, retailers and manufacturers are heaving sighs of relief that trade flows will continue.
“Providing certainty with a new contract and avoiding further disruptions is paramount to ensure retail goods arrive in a timely manner for consumers. The agreement will also pave the way for much-needed modernization efforts, which are essential for future growth at these ports and the overall resiliency of our nation’s supply chain,” Gold said.
The next step in the process is for both sides to ratify the tentative agreement, so negotiators have agreed to keep those details private in the meantime, according to identical statements released by the ILA and the USMX. In their joint statement, the groups called the six-year deal a “win-win,” saying: “This agreement protects current ILA jobs and establishes a framework for implementing technologies that will create more jobs while modernizing East and Gulf coasts ports – making them safer and more efficient, and creating the capacity they need to keep our supply chains strong. This is a win-win agreement that creates ILA jobs, supports American consumers and businesses, and keeps the American economy the key hub of the global marketplace.”
The breakthrough hints at broader supply chain trends, which will focus on the tension between operational efficiency and workforce job protection, not just at ports but across other sectors as well, according to a statement from Judah Levine, head of research at Freightos, a freight booking and payment platform. Port automation was the major sticking point leading up to this agreement, as the USMX pushed for technologies to make ports more efficient, while the ILA opposed automation or semi-automation that could threaten jobs.
"This is a six-year détente in the tech-versus-labor tug-of-war at U.S. ports," Levine said. “Automation remains a lightning rod—and likely one we’ll see in other industries—but this deal suggests a cautious path forward."
Editor's note: This story was revised on January 9 to include additional input from the ILA, USMX, and Freightos.