Susan Lacefield has been working for supply chain publications since 1999. Before joining DC VELOCITY, she was an associate editor for Supply Chain Management Review and wrote for Logistics Management magazine. She holds a master's degree in English.
With the rise of the environmentally conscious consumer and the growing importance of sustainability to corporate boardrooms, more and more companies are looking to reduce their carbon footprint and the amount of waste they send to the landfill.
One area that is increasingly being viewed through a green lens is packaging. Pallet companies and trade groups have responded by touting their particular type of pallet—wood, corrugated, plastic, or metal—as a sustainable choice. But if you dig a little deeper, you'll find that each material has both strengths and weaknesses.
Here's a rundown of each type of pallet's impact on the planet.
WOOD IS GOOD
Wood is by far the most common type of material being used to make pallets today, and it has a lot to recommend it as far as sustainability goes. Wood is a renewable resource, and, according to the National Wooden Pallet and Container Association (NWPCA), it requires far less energy to produce than any other common type of pallet material. "You plant a tree, you leave it, it grows," says Patrick Atagi, the group's executive vice president of advocacy and external affairs.
Of course, it's not quite as simple as that. Trees do not grow overnight; it takes 30 to 40 years before a tree is large enough to be harvested for wood. But decades of forest management efforts mean that the United States is in little danger of running low on wood, even if housing starts return to the levels seen during the housing bubble. According to the "National Report on Sustainable Forests" published by the U.S. Forest Service in 2010, the number of acres of forest in the United States has remained stable for the last 50 years and the amount of wood being produced per acre has actually increased.
Wood pallets are also reusable and/or recyclable. If damaged, a wooden pallet can easily be repaired—typically, all that's required is to pull off the old board and hammer on a new one. When a pallet can no longer be repaired or remanufactured into a recycled pallet, it can be reprocessed and the wood fibers used in such products as mulch, particleboard, and animal bedding. All of these end-of-life efforts, however, require that the pallet user have effective waste management processes in place, typically working with a pallet recycler. (Companies looking to locate a pallet recycler near their facilities can search the online directory available on NWPCA's website.)
THE INCREDIBLE LIGHTNESS OF CARDBOARD
Not everyone believes that wood pallets are the best choice for the environment. A nonprofit organization launched last year called Change the Pallet is making aggressive claims that switching to corrugated cardboard pallets could greatly reduce carbon emissions. The group was heavily involved in an attempt to pass a bill in Oregon's House of Representatives to require state agencies to switch to cardboard pallets where appropriate. While the bill never made it out of committee, the governor did approve a pilot with the Department of Corrections.
The reason that cardboard pallets lead to reductions in carbon emissions, according to the group's executive director, Adam Pener, is weight. While wood pallets typically weigh around 50 pounds, cardboard pallets weigh about 10. When trucks transport less weight, he says, they consume less fuel.
A case in point is the global furniture company Ikea, which made headlines in 2012 when it announced an initiative to switch from wood pallets to cardboard or paperboard pallets. According to Ikea, since 2012, the company has cut its carbon emissions by more than 300,000 metric tons and reduced the number of trucks it uses by 15 percent, while transporting the same volume of goods.
The one area where cardboard pallets do not measure up to their competitors is in length of life. Although cardboard pallets can be made as strong as wood, they are typically designed to be used only once. Skeptics have also expressed concern about their durability and water resistance, although Pener insists that they can easily be treated with a waterproof coating.
Cardboard pallets, however, are much easier to recycle than other pallet types. According to Pener, companies can simply toss their cardboard pallets into a baler and recycle them along with their other corrugate.
PLASTICS FOR LIFE
In contrast to their counterparts over on the cardboard pallet side, makers of plastic pallets stake their sustainability claims on their pallets' longevity. According to Adam Gurga, national account manager, consumer packaged goods supply chains, for the plastic pallet manufacturer Rehrig Pacific, plastic pallets often last five to six years. "And I've been in some of our customers' facilities where they're still using pallets they purchased 10 years ago," he says.
That durability also helps the pallet to better protect the product it is transporting. The less damage that occurs to both the pallet and the product, the fewer resources will be consumed in making replacements. On top of that, companies will be minimizing their carbon footprint because they won't be transporting as many replacement pallets and goods.
No matter how durable a pallet is, however, if you run it over with an 8,000-pound forklift, it's going to break. While some plastic pallets are repairable, most are not. Still, plastic pallets can be recycled, and many plastic pallet companies will even pick up the damaged units from you. The pallets are ground down into plastic resin, which can be reused to make recycled plastic pallets (although the quality is not as high as it is with new ones) or other plastic products.
That said, potential plastic pallet users must weigh the environmental costs of simply manufacturing plastic. Unlike wood or cardboard, plastic pallets are typically made from high-density polyethylene or polypropylene, which requires nonrenewable resources such as oil or natural gas to produce.
Finally, for plastic pallets to be truly sustainable (not just environmentally but also economically), companies either need to use a pooler or have some way of guaranteeing that they can get their pallets back.
ALUMINUM REINCARNATION
The weight of most metal pallets makes them unsuitable for many applications. Aluminum pallets, however, weigh on average less than 40 pounds, and aluminum pallet companies like to tout their environmental benefits.
To be sure, the environmental cost of producing aluminum is high. For starters, the raw material, bauxite, must be mined from the earth. On top of that, processing and manufacturing aluminum consumes a great deal of energy.
However, once it is produced, aluminum is "infinitely recyclable," in the words of Peter Johnson, president of Eco Aluminum Pallets. And unlike the situation with plastic, the recycling process does not degrade the quality of aluminum. So one way to lessen the pallets' environmental impact is to use pallets made out of recycled aluminum. Recycled aluminum is readily available, and Johnson has no concerns about the supply's decreasing.
Aluminum pallets are also durable. Eco Aluminum Pallets, for example, guarantees its pallets for 10 years. While the majority of metal pallets are nonrepairable, Eco Aluminum Pallets has created a repairable version that is riveted together.
Aluminum pallets are not for everyone, however. They are best suited for closed-loop or captive environments, where the company can maintain control of the pallet and runs little risk of losing a valuable asset.
THE THREE Rs
If you take a close look at each type of pallet, you'll see that there are pluses and minuses for each in terms of sustainability. The best advice might be to evaluate which type of pallet makes the most sense for your operation and product. It might be that a change could benefit your particular operation.
But no matter what type of pallet they use, most companies could benefit from thinking about their pallets in terms of the three Rs: reduce, reuse, and recycle.
Companies can start by asking themselves whether there are ways they can reduce the number of pallets they use. For example, can they redesign their pallet load so they can add an extra layer of product on the pallet? The more product you get on one pallet, the fewer pallets you use (and ultimately, the fewer trucks you'll need). This means fewer resources used to create the pallet itself and fewer trucks on the road, which cuts down on carbon emissions. (For a few examples, see "Six small packaging changes that can save big money,"DC Velocity, March 2016.)
When it comes to reuse, are there ways the company can get more use out of its pallets? Could its pallets be designed to last longer, maybe by using a higher-quality material? Many wood pallet companies can use special pallet design software to create a pallet that is optimized to your needs. In addition, effective education on pallet handling—particularly for those who operate pallet jacks and forklift trucks—can reduce the amount of damage that a pallet sustains and the number of replacement pallets needed.
Finally, does the company have an effective recycling program in place for pallets that have reached the end of their life? And do your employees know what that policy is?
Such changes may have as much to do with creating a sustainable pallet operation as the type of material that the pallets are made of.
Think you know a lot about manufacturing? Your hard-won knowledge might be about to pay off in the form of a brand-new pickup truck. No, you don’t have to physically assemble the vehicle. But you could win a Ford F-150 by playing an industry-themed online game.
The organization says the game is available to anyone in the continental U.S. who visits the tour’s web page, www.manufacturingexpress.org.
The tour itself ended in October after visiting 80 equipment manufacturers in 20 states. Its aim was to highlight the role that the manufacturing industry plays in building, powering, and feeding the world, the group said in a statement.
“This tour [was] about recognizing the essential contributions of U.S. equipment manufacturers and engaging the public in a fun and interactive way,” Wade Balkonis, AEM’s director of grassroots advocacy, said in a release. “Through the Manufacturing Challenge, we’re providing a unique opportunity to raise awareness of our industry and giving participants a chance to win one of the most iconic vehicles in the country—the Ford F-150.”
Makers of robotic truck-unloading solutions are refining their offerings now that the technology is being used in many warehouses—and that means solutions are getting “smarter” and more adept at handling challenges that arise in real time. Increased handling capabilities, better dexterity, and even more autonomy are at the heart of the updates.
“There are certain behaviors you don’t see in the lab but you do see in the real world,” explains Pete Blair, vice president of product and marketing for Cambridge, Massachusetts-based Pickle Robot, which completed its first commercial installation in the summer of 2023 and now has roughly 12 truck-unloading robots up and running around the country. “We’ve been improving the system over that time period. Right now, [we’re] moving forward with the next generation of the robot.”
As of this past fall, all customers had been upgraded to the new robot, which features better wheels on its custom-built base, a sturdier onboard conveyor, additional sensors, and an improved gripper, according to Blair. The updates are making the robot more efficient and are in line with enhancements other robotic developers are making as well—all in the name of automating one of the toughest jobs in the warehouse.
“This technology is something [warehouses have] wanted for so long,” Blair says, emphasizing the difficulty of manually unloading box after box from a trailer, often in extreme temperatures. “The value at the end of the day is just so big and easy to recognize. [Truck unloading] remains one of the worst jobs in the warehouse … these jobs are getting harder and harder to fill.”
SMOOTHING OUT THE PROCESS
Pickle’s truck-unloading robot consists of a robotic picking arm on a wheeled base, with sensors, cameras, and an advanced software system that enable it to move boxes of different shapes and sizes out of trailers and into the warehouse. The robot, whose gripper can handle cartons measuring up to 36 inches long, 24 inches high, and 24 inches wide, can retrieve boxes weighing up to 60 pounds from high up in the trailer and handle floor-loaded boxes of up to 100 pounds. The robot then places the items on a flexible conveyor that moves them into the warehouse for the next step in the receiving process.
Some of the next-generation updates are part of ongoing refinements to the system—such as the ability to move smaller items, perform multipick moves, and recover boxes that fall on the floor during unloading. Today, Pickle’s robot can grip items as small as six-inch cubes for multipick moves, for example. And it can autonomously respond to changing conditions in the trailer, just as a human would.
“If you pick something and something shifts and falls on the floor, the robot picks it up, just takes care of it,” Blair explains. “We had been field testing that function; now we can do it.
“We’re making the robot smarter, making it do things differently—with more sophisticated path-planning algorithms. Now it can make more sophisticated moves that are more efficient, faster—grabbing two things rather than one, for example.”
Other changes are a direct result of the robots actively working in the field. For example, the robot’s gripper is designed to break away if it’s under too much stress, but users found that the process of reattaching the gripper was difficult and time-consuming—and ultimately slowed the unloading process.
“This has been completely redesigned and is now a one-minute fix,” Blair says.
BUILDING A SYSTEM
Global robotics supplier Mujin is also continuing to refine its truck-unloading solution—TruckBot. Although the developer does not disclose the number of TruckBots in use around the world, company leaders say user feedback from pilot tests and recent rollouts is playing a large role in refining the system. Mujin is working to improve the robot’s capacity—so that it can handle an increasing array of sizes, shapes, and weights—and also ensure that the TruckBot, which is part of a larger effort to automate the entire inbound logistics workflow, can operate effectively alongside other types of warehouse robots, according to Josh Cloer, vice president of sales and marketing.
“Truck unloading is only part of the challenge; [you also have to consider] what happens next [in a warehouse’s inbound freight operation],” Cloer explains, pointing to downstream functions such as sorting the unloaded boxes and building pallets. “We focus on areas where we can solve all those problems.”
The company starts with its MujinController, a robotic platform that powers its products and allows them to work autonomously. TruckBot is different from other unloading solutions in that it doesn't use a robotic arm to grab and move boxes—instead, it uses advanced gripper technology attached to a standard telescoping conveyor. Powered by the controller, and using sensors and advanced software, TruckBot can reach as far as 52 feet into the truck trailer, grasping boxes weighing up to 50 pounds from the front and seamlessly transferring them to the conveyor, which transports the packages into the warehouse. Cloer says the design allows for faster unloading so that warehouses can turn those trailers around quickly: TruckBot can move up to 1,000 cases per hour.
Although customers can use TruckBot on its own, the robot is designed to work in concert with Mujin’s other robots—including its automated case-handling solution, called QuickBot, which can depalletize, palletize, and repalletize boxes in the warehouse. The combination allows for a smoother, more efficient inbound process.
“We provide the whole inbound automation solution,” Cloer explains. “We put these processes in parallel—unloading and palletizing really fast and sorting downstream.”
On the human side of the equation, labor can be reallocated from the loading dock to other parts of the warehouse. Cloer notes that many warehouses have multiple workers in a trailer performing the unloading tasks along with another set of workers handling the removal of boxes and building pallets. Automation solves that challenge.
“You can more greatly reduce the [number] of operators you need on the inbound side of the warehouse,” he says.
MAKING STRIDES
Vendors agree that interest in robotic truck unloading is growing as more systems are put in place. Quite simply, the ability to show systems in action, achieving real results, helps seal more deals, according to Blair.
“Being able to show other prospects … just [gives] the whole market confidence that this is ready for prime time,” he says, adding that Pickle just signed three more deals with customers this past summer. “Being able to automate this function—it remains a huge interest for a broad swath of customers.”
Hackers are beginning to extend their computer attacks to ever-larger organizations in their hunt for greater criminal profits, which could drive an anticipated increase in credit risk and push insurers to charge more for their policies, according to the “2025 Cyber Outlook” from Moody’s Ratings.
In Moody’s forecast, cyber risk will intensify in 2025 as attackers switch tactics in response to better corporate cyber defenses and as advances in artificial intelligence increase the volume and sophistication of their strikes. Meanwhile, the incoming Trump administration will likely scale back cyber defense regulations in the US, while a new UN treaty on cyber crime will strengthen the global fight against this threat, the report said.
“Ransomware perpetrators are now targeting larger organizations in search of higher ransom demands, leading to greater credit impact. This shift is likely to increase the cyber risk for entities rated by Moody's and could lead to increased loss ratios for cyber insurers, impacting premium rates in the U.S.," Leroy Terrelonge, Moody’s Ratings Vice President and author of the Outlook report, said in a statement.
The warning comes just weeks after global supply chain software vendor Blue Yonder was hit by a ransomware attack that snarled many of its customers’ retail, labor, and transportation platforms in the midst of the winter holiday shopping surge.
That successful attack shows that while larger businesses tend to have more advanced cybersecurity defenses, their risk is not necessarily diminished. According to Moody’s, their networks are generally more complex, making it easier to overlook vulnerabilities, and when they have grown in size over time, they are more likely to have older systems that are more difficult to secure.
Another factor fueling the problem is Generative AI, which will will enable attackers to craft personalized, compelling messages that mimic legitimate communications from trusted entities, thus turbocharging the phishing attacks which aim to entice a user into clicking a malicious link.
Complex supply chains further compound the problem, since cybercriminals often find the easiest attack path is through third-party software suppliers that are typically not as well protected as large companies. And by compromising one supplier, they can attack a wide swath of that supplier's customers.
In the face of that rising threat, a new Republican administration will likely soften U.S. cyber regulations, Moody’s said. The administration will likely roll back cybersecurity mandates and potentially curtail the activities of the US Cybersecurity and Infrastructure Security Agency (CISA), thus heightening the risk of cyberattack.
Even worse, many managers are overconfident in their data. The majority (91%) of supply chain managers believe they are equipped to drive accurate supply chain visibility, but the reality is that only a third (33%) consistently obtain accurate, real-time inventory data.
And in turn, that gap also hinders supply chain managers’ ability to address challenges such as counterfeit goods, shrink and theft, misload and delivery errors, meeting sustainability requirements, and effectively implementing AI within their organization’s supply chain. Those results came from Seattle-based Impinj’s “Supply Chain Integrity Outlook 2025” report, which was based on a survey of 1,000 US supply chain managers.
“Supply chain managers continue to face data blind spots that prevent them from ensuring secure, reliable, and adaptable supply chains,” Impinj Chief Revenue Officer Jeff Dossett said in a release. “It’s essential that organizations address the data accuracy gap by putting technology in place to surface accurate data that fuels the real-time, actionable insights and visibility needed to ensure supply chain resilience.”
In additional findings, the study showed that over half (52%) of supply chain managers face challenges responding to rapid peaks in customer demand driven by social media- and influencer-driven trends. Nearly half (47%) of supply chain managers also report that changes in customer demand due to growth in social media storefronts (49%) and the rise of the thrift movement (47%) are among the top challenges for their organization’s supply chain.
The survey also identified the most significant supply chain integrity challenges and priorities for several sectors:
in retail: 65% of supply chain managers agree it’s a challenge for their organization to reduce the amount of counterfeit goods entering the supply chain
also in retail: 60% of retail supply chain managers surveyed also agree that reducing rates of shrink and theft is a challenge for their organization, and 99% are investing in measures to mitigate these concerns
in the food, grocery, and restaurant sector, 82% of supply chain managers report challenges reducing shrink, which is primarily due to shoplifting (45%), food spoilage (37%), and food waste (35%)
in transportation and logistics, 74% of surveyed supply chain managers are concerned about growing volumes of Load Planning Problems (LPPs), misloads, and delivery errors
As the old adage goes, everything old is new again. For evidence of that, you need look no farther than cargo ships, which are looking to a 5,000-year-old technology as an eco-friendly source of propulsion—the sail.
But today’s sails bear little resemblance to the papyrus or animal-skin sails used in ancient times or the billowing cotton or linen sails of 19th-century clipper ships. These are thoroughly modern, high-tech devices designed to reduce ship operators’ reliance on costly marine fuels and help curb greenhouse gas emissions—and they’re sprouting up on freight vessels around the world.
One example is the “rotor sail,” a cylindrical unit that’s mounted inside a flagpole-shaped device. When installed on a cargo ship’s deck, the sail can reduce the vessel’s fuel consumption and carbon dioxide emissions by 6% to 12%, users say. Last month, the Japanese marine freight carrier NS United Kaiun Kaisha Ltd.announced plans to install five rotor sails manufactured by Anemoi Marine Technologies Ltd. on the 1,184-foot-long iron ore carrier ship NSU Tubarao over the next year.
But the story doesn’t end with rotor sails. Companies are experimenting with other types of high-tech sails as well. For instance, the Dutch heavy-lift cargo ship Jumbo Jubileehas been outfitted with two mechanical sails known as wind-assisted ship propulsion (WASP) units in a bid to boost fuel efficiency and cut carbon. And the Dutch maritime gas carrier Anthony Vederhas deployed two “VentoFoil” sails made by Econowind on its ethylene carrier Coral Patula, with plans to add two similar sails to its sister ship Coral Pearl later this year.