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."
Most of the apparel sold in North America is manufactured in Asia, meaning the finished goods travel long distances to reach end markets, with all the associated greenhouse gas emissions. On top of that, apparel manufacturing itself requires a significant amount of energy, water, and raw materials like cotton. Overall, the production of apparel is responsible for about 2% of the world’s total greenhouse gas emissions, according to a report titled
Taking Stock of Progress Against the Roadmap to Net Zeroby the Apparel Impact Institute. Founded in 2017, the Apparel Impact Institute is an organization dedicated to identifying, funding, and then scaling solutions aimed at reducing the carbon emissions and other environmental impacts of the apparel and textile industries.
The author of this annual study is researcher and consultant Michael Sadowski. He wrote the first report in 2021 as well as the latest edition, which was released earlier this year. Sadowski, who is also executive director of the environmental nonprofit
The Circulate Initiative, recently joined DC Velocity Group Editorial Director David Maloney on an episode of the “Logistics Matters” podcast to discuss the key findings of the research, what companies are doing to reduce emissions, and the progress they’ve made since the first report was issued.
A: While companies in the apparel industry can set their own sustainability targets, we realized there was a need to give them a blueprint for actually reducing emissions. And so, we produced the first report back in 2021, where we laid out the emissions from the sector, based on the best estimates [we could make using] data from various sources. It gives companies and the sector a blueprint for what we collectively need to do to drive toward the ambitious reduction [target] of staying within a 1.5 degrees Celsius pathway. That was the first report, and then we committed to refresh the analysis on an annual basis. The second report was published last year, and the third report came out in May of this year.
Q: What were some of the key findings of your research?
A: We found that about half of the emissions in the sector come from Tier Two, which is essentially textile production. That includes the knitting, weaving, dyeing, and finishing of fabric, which together account for over half of the total emissions. That was a really important finding, and it allows us to focus our attention on the interventions that can drive those emissions down.
Raw material production accounts for another quarter of emissions. That includes cotton farming, extracting gas and oil from the ground to make synthetics, and things like that. So we now have a really keen understanding of the source of our industry’s emissions.
Q: Your report mentions that the apparel industry is responsible for about 2% of global emissions. Is that an accurate statistic?
A: That’s our best estimate of the total emissions [generated by] the apparel sector. Some other reports on the industry have apparel at up to 8% of global emissions. And there is a commonly misquoted number in the media that it’s 10%. From my perspective, I think the best estimate is somewhere under 2%.
We know that globally, humankind needs to reduce emissions by roughly half by 2030 and reach net zero by 2050 to hit international goals. [Reaching that target will require the involvement of] every facet of the global economy and every aspect of the apparel sector—transportation, material production, manufacturing, cotton farming. Through our work and that of others, I think the apparel sector understands what has to happen. We have highlighted examples of how companies are taking action to reduce emissions in the roadmap reports.
Q: What are some of those actions the industry can take to reduce emissions?
A: I think one of the positive developments since we wrote the first report is that we’re seeing companies really focus on the most impactful areas. We see companies diving deep on thermal energy, for example. With respect to Tier Two, we [focus] a lot of attention on things like ocean freight versus air. There’s a rule of thumb I’ve heard that indicates air freight is about 10 times the cost [of ocean] and also produces 10 times more greenhouse gas emissions.
There is money available to invest in sustainability efforts. It’s really exciting to see the funding that’s coming through for AI [artificial intelligence] and to see that individual companies, such as H&M and Lululemon, are investing in real solutions in their supply chains. I think a lot of concrete actions are being taken.
And yet we know that reducing emissions by half on an absolute basis by 2030 is a monumental undertaking. So I don’t want to be overly optimistic, because I think we have a lot of work to do. But I do think we’ve got some amazing progress happening.
Q: You mentioned several companies that are starting to address their emissions. Is that a result of their being more aware of the emissions they generate? Have you seen progress made since the first report came out in 2021?
A: Yes. When we published the first roadmap back in 2021, our statistics showed that only about 12 companies had met the criteria [for setting] science-based targets. In 2024, the number of apparel, textile, and footwear companies that have set targets or have commitments to set targets is close to 500. It’s an enormous increase. I think they see the urgency more than other sectors do.
We have companies that have been working at sustainability for quite a long time. I think the apparel sector has developed a keen understanding of the impacts of climate change. You can see the impacts of flooding, drought, heat, and other things happening in places like Bangladesh and Pakistan and India. If you’re a brand or a manufacturer and you have operations and supply chains in these places, I think you understand what the future will look like if we don’t significantly reduce emissions.
Q: There are different categories of emission levels, depending on the role within the supply chain. Scope 1 are “direct” emissions under the reporting company’s control. For apparel, this might be the production of raw materials or the manufacturing of the finished product. Scope 2 covers “indirect” emissions from purchased energy, such as electricity used in these processes. Scope 3 emissions are harder to track, as they include emissions from supply chain partners both upstream and downstream.
Now companies are finding there are legislative efforts around the world that could soon require them to track and report on all these emissions, including emissions produced by their partners’ supply chains. Does this mean that companies now need to be more aware of not only what greenhouse gas emissions they produce, but also what their partners produce?
A: That’s right. Just to put this into context, if you’re a brand like an Adidas or a Gap, you still have to consider the Scope 3 emissions. In particular, there are the so-called “purchased goods and services,” which refers to all of the embedded emissions in your products, from farming cotton to knitting yarn to making fabric. Those “purchased goods and services” generally account for well above 80% of the total emissions associated with a product. It’s by far the most significant portion of your emissions.
Leading companies have begun measuring and taking action on Scope 3 emissions because of regulatory developments in Europe and, to some extent now, in California. I do think this is just a further tailwind for the work that the industry is doing.
I also think it will definitely ratchet up the quality requirements of Scope 3 data, which is not yet where we’d all like it to be. Companies are working to improve that data, but I think the regulatory push will make the quality side increasingly important.
Q: Overall, do you think the work being done by the Apparel Impact Institute will help reduce greenhouse gas emissions within the industry?
A: When we started this back in 2020, we were at a place where companies were setting targets and knew their intended destination, but what they needed was a blueprint for how to get there. And so, the roadmap [provided] this blueprint and identified six key things that the sector needed to do—from using more sustainable materials to deploying renewable electricity in the supply chain.
Decarbonizing any sector, whether it’s transportation, chemicals, or automotive, requires investment. The Apparel Impact Institute is bringing collective investment, which is so critical. I’m really optimistic about what they’re doing. They have taken a data-driven, evidence-based approach, so they know where the emissions are and they know what the needed interventions are. And they’ve got the industry behind them in doing that.
The global air cargo market’s hot summer of double-digit demand growth continued in August with average spot rates showing their largest year-on-year jump with a 24% increase, according to the latest weekly analysis by Xeneta.
Xeneta cited two reasons to explain the increase. First, Global average air cargo spot rates reached $2.68 per kg in August due to continuing supply and demand imbalance. That came as August's global cargo supply grew at its slowest ratio in 2024 to-date at 2% year-on-year, while global cargo demand continued its double-digit growth, rising +11%.
The second reason for higher rates was an ocean-to-air shift in freight volumes due to Red Sea disruptions and e-commerce demand.
Those factors could soon be amplified as e-commerce shows continued strong growth approaching the hotly anticipated winter peak season. E-commerce and low-value goods exports from China in the first seven months of 2024 increased 30% year-on-year, including shipments to Europe and the US rising 38% and 30% growth respectively, Xeneta said.
“Typically, air cargo market performance in August tends to follow the July trend. But another month of double-digit demand growth and the strongest rate growths of the year means there was definitely no summer slack season in 2024,” Niall van de Wouw, Xeneta’s chief airfreight officer, said in a release.
“Rates we saw bottoming out in late July started picking up again in mid-August. This is too short a period to call a season. This has been a busy summer, and now we’re at the threshold of Q4, it will be interesting to see what will happen and if all the anticipation of a red-hot peak season materializes,” van de Wouw said.
“Unrelenting labor shortages and wage inflation, accompanied by increasing consumer demand, are driving rapid market adoption of autonomous technologies in manufacturing, warehousing, and logistics,” Seegrid CEO and President Joe Pajer said in a release. “This is particularly true in the area of palletized material flows; areas that are addressed by Seegrid’s autonomous tow tractors and lift trucks. This segment of the market is just now ‘coming into its own,’ and Seegrid is a clear leader.”
According to Pajer, Seegrid’s strength in the sector is due to several new technologies it has released in the past six months. They include: Sliding Scale Autonomy, which provides both flexibility and predictability in autonomous navigation and manipulation; Enhanced Pallet and Payload Detection, which enables reliable recognition and manipulation of a broad range of payloads; and the planned launch of its CR1 autonomous lift truck model later this year.
Seegrid’s CR1 unit offers a 15-foot lift height, 4,000-pound load capacity, and a top speed of 5 mph. In comparison, its existing autonomous lift truck model, the RS1, supports six-foot lift height, 3,500 pound capacity, and the same top speed.
The “series D” investment round was funded by existing lead investors Giant Eagle Incorporated and G2 Venture Partners, as well as smaller investments from other existing shareholders.
The report cites data showing that there are approximately 1.7 million workers missing from the post-pandemic workforce and that 38% of small firms are unable to fill open positions. At the same time, the “skills gap” in the workforce is accelerating as automation and AI create significant shifts in how work is performed.
That information comes from the “2024 Labor Day Report” released by Littler’s Workplace Policy Institute (WPI), the firm’s government relations and public policy arm.
“We continue to see a labor shortage and an urgent need to upskill the current workforce to adapt to the new world of work,” said Michael Lotito, Littler shareholder and co-chair of WPI. “As corporate executives and business leaders look to the future, they are focused on realizing the many benefits of AI to streamline operations and guide strategic decision-making, while cultivating a talent pipeline that can support this growth.”
But while the need is clear, solutions may be complicated by public policy changes such as the upcoming U.S. general election and the proliferation of employment-related legislation at the state and local levels amid Congressional gridlock.
“We are heading into a contentious election that has already proven to be unpredictable and is poised to create even more uncertainty for employers, no matter the outcome,” Shannon Meade, WPI’s executive director, said in a release. “At the same time, the growing patchwork of state and local requirements across the U.S. is exacerbating compliance challenges for companies. That, coupled with looming changes following several Supreme Court decisions that have the potential to upend rulemaking, gives C-suite executives much to contend with in planning their workforce-related strategies.”
Stax Engineering, the venture-backed startup that provides smokestack emissions reduction services for maritime ships, will service all vessels from Toyota Motor North America Inc. visiting the Toyota Berth at the Port of Long Beach, according to a new five-year deal announced today.
Beginning in 2025 to coincide with new California Air Resources Board (CARB) standards, STAX will become the first and only emissions control provider to service roll-on/roll-off (ro-ros) vessels in the state of California, the company said.
Stax has rapidly grown since its launch in the first quarter of this year, supported in part by a $40 million funding round from investors, announced in July. It now holds exclusive service agreements at California ports including Los Angeles, Long Beach, Hueneme, Benicia, Richmond, and Oakland. The firm has also partnered with individual companies like NYK Line, Hyundai GLOVIS, Equilon Enterprises LLC d/b/a Shell Oil Products US (Shell), and now Toyota.
Stax says it offers an alternative to shore power with land- and barge-based, mobile emissions capture and control technology for shipping terminal and fleet operators without the need for retrofits.
In the case of this latest deal, the Toyota Long Beach Vehicle Distribution Center imports about 200,000 vehicles each year on ro-ro vessels. Stax will keep those ships green with its flexible exhaust capture system, which attaches to all vessel classes without modification to remove 99% of emitted particulate matter (PM) and 95% of emitted oxides of nitrogen (NOx). Over the lifetime of this new agreement with Toyota, Stax estimated the service will account for approximately 3,700 hours and more than 47 tons of emissions controlled.
“We set out to provide an emissions capture and control solution that was reliable, easily accessible, and cost-effective. As we begin to service Toyota, we’re confident that we can meet the needs of the full breadth of the maritime industry, furthering our impact on the local air quality, public health, and environment,” Mike Walker, CEO of Stax, said in a release. “Continuing to establish strong partnerships will help build momentum for and trust in our technology as we expand beyond the state of California.”