Route Optimization That Allows for Constant Change

Route Optimization That Allows for Constant Change

When Layla Shaikley began brainstorming with three classmates, it was to fulfill an assignment in a class on entrepreneurship at MIT. The professor had challenged them to devise a technology that could change a billion lives. Focused on developing countries, the foursome looked at how to use data from volatile zones to draw conclusions about crime and personal safety. They decided to target cell phone data and searched for partners outside the U.S.

But when they began asking around, they learned that companies of all sizes had a more pressing problem: navigating day-to-day deliveries. While routing solutions such as Roadnet® — one of the largest — do exist, these technologies planned routes the night before. They couldn’t make real-time adjustments if a snowstorm hit, traffic got snarled, loading docks filled up or the customer didn’t turn up to receive delivery.

Along with potential customers voicing their needs, MIT advisors noted the same challenge existed in the U.S. Using harvested data as a backbone, the team tackled the complex problem of route optimization for the shipping and logistics industry. Here was the answer to their assignment: a technology to offer nimble routing using big data, machine learning and cell phones.

The first thing they discovered was that most traditional delivery routing systems weren’t accounting for the volume of available open-source data that could reveal historical patterns such as traffic and weather. The team created several algorithms that take in passive data, including historical service times or traffic patterns as well as direct feedback from drivers using their prototype — a straightforward mobile app for drivers to follow, paired with a web-based tool for managers to review.

The students searched for companies willing to share data so they could test it. That part was easy.

“We would cold-call companies on LinkedIn and say, ‘MIT and big data,’” says Shaikley with a laugh. Apparently, that combination was enough to pique interest. To better understand drivers’ challenges, Shaikley rode along with them. “I’d hop in these giant trucks and watch them use our app,” she says. “It was like standing in front of a crowd naked. Drivers are sharp and they know what they’re doing.” And they had immediate feedback: Drivers were critical of the abundance of in-app messaging. How could they deal with a ton of pop-ups while on the road?

After two years of fine-tuning their proof of concept, the team made it official, incorporating the business and naming it Wise Systems. After graduation in 2014, they joined an MIT startup accelerator. When they wrapped that, they searched for paying clients.

Through an advisor at the MIT Center for Transportation and Logistics, they were introduced to Anheuser-Busch. They walked the beer giant through their process, explaining that by using data such as traffic, cancellations, late customers and weather, the Wise algorithms adjust drivers’ schedules on the fly. This means “they can make the most efficient decisions possible” about navigation and order of delivery, according to Chazz Sims, Wise Systems CEO and co-founder.

In 2016, Anheuser-Busch agreed to run a pilot using Wise Systems in two locations: Seattle and San Diego. The company still used Roadnet, its existing technology, for its route pre-planning, but it used Wise for day-of routing. Several months later, when Anheuser-Busch reviewed the metrics — driver satisfaction, shorter routes, quicker work time — they were impressed enough to roll the Wise launch out to every single U.S. wholesaler, plus two locations in Canada.

Wise’s success with the beer giant demonstrates the novelty of their solution — real-time route optimization.

“People think this is solved, but it’s not,” says Sims. Case in point: UPS spent billions to create its in-house system, called Orion. Initiated more than a decade ago, the system didn’t launch until 2016, with the help of 500 staffers working on the technology. In contrast, Wise has a staff of 15. While UPS has incredible numbers — handling 15.8 million packages on an average day — imagine how much technology has changed since Orion was initiated. A UPS spokesperson noted that real-time optimization, including real-time navigation and updates after each stop, won’t be fully deployed until 2019.

Wise’s app makes extensive use of third- party tools — including mapping, weather, traffic and navigation — and focuses solely on the algorithms that take in the data and create flexible day-of schedules.

“We pull real-time traffic, we look at history, we make projections of what the rest of the day will be like,” says Sims. Taking into account that specific route’s history, the software determines that if a driver continues with his or her current route, a delay is likely. At this point, the Wise app alerts the driver to a route change, which the driver can accept or reject based on his or her experience with the trip.

Shaikley calls drivers’ collective experience “tribal knowledge.” A driver who hits the same stop week after week knows some customers have good and bad times for deliveries. Maybe the Coke delivery guy will be there at the same time, maybe parking will be terrible, perhaps the customer is out for his daily coffee.

“They [drivers] can add their own knowledge and insight into the app, and we can take in the feedback,” says Sims, noting that future algorithms for a specific route would include those updates. Shaikley emphasizes their goal of being a driver-first solution.

With several new contracts on the horizon, Wise Systems is making progress expanding the business and plans to capture new market segments in 2018. They will have helped the delivery of 10 million packages by the end of this year by homing in on a single part of the puzzle: flexible routing. For a project that started as a grad school lark, Shaikley says they’re chipping away at the original goal of changing a billion lives by focusing on drivers. “Understanding what is in their heads is the most valuable.”

Wise Systems co-founder Layla Shaikley isn’t your run-of-the-mill MIT architecture grad. Yes, she co-created a tech startup that’s improving the way logistics companies optimize deliveries. But she also interned at NASA, co-founded TEDxBaghdad and co-produced a video featuring #mipsterz, aka Muslim hipsters. Creativity and impact are guiding themes for Layla and key pieces of a lesson her own Muslim parents instilled early on. “They had one rule for me growing up: Do whatever you want, just be the best at it.”

Keep up with the latest in logistics entrepreneurship and follow Layla Shaikley on Twitter @laylool.

Will Trucks Ever Vanish? The Future of Transportation

Will Trucks Ever Vanish? The Future of Transportation

While trains, trucks and ships continue the global movement of our food in what is now a decades-old system, the evolution of that last mile to our front door is vaulting forward. Here are a few innovations that might become old hat within the next few years.

Foodie Robots

Don’t be surprised when you begin to notice your sidewalk cluttered with electronics instead of people. DoorDash, an on-demand food delivery service based in San Francisco, is testing out robots as an addition to its food-delivery workforce. [Read more about DoorDash in our story, “Smarter TV Dinners.”] With pilot programs that began in Redwood City in 2017, the self-driving robots deliver goods to customers within a two-mile radius. The futuristic helpers come from Starship Technologies and look like small refrigerators on wheels. The self-guided machines use nine cameras and sound waves to create an imaginary bubble around them, which allows them to go around objects or make a full stop. It’s not all rose-colored glasses, though, as cities like San Francisco attempt to enact restrictions limiting these pesky bots.

Edible Drones

The future of delivery, according to everyone, is drones. But that reality — drones dropping boxes out of the air — is a long way off, despite stunts pulled off by Google and Amazon. However, two designs are delivering food in meaningful ways. Windhorse Aerospace has developed a one-use drone, nicknamed Pouncer, to bring food and other supplies to disaster zones. The device, made of lightweight plywood that can be used for firewood post-delivery, incorporates meals wrapped in thin plastic that could be reused in disaster shelters once the meals are finished. According to founder Nigel Gifford (above), the drone will feed about 100 people for one day. Inedible components, such as the electronics, are being kept to a minimum. One day, Gifford’s crafty engineers could wrap those components in bouillon cubes. Sounds delicious, right?

Another forward-thinking drone test is happening in our national parks. The pilot program is aimed at rescuing prairie dogs. The cute rodents have been hit by a disease that, if left untreated, could spell disaster for their primary predator, the black-footed ferret, an animal on the brink of extinction. This is where the drones come in: They’re dropping peanut-butter pellets — the size of blueberries — laced with vaccine for the sick prairie dogs on the ground. The beauty of the drones in both examples is the distance they can cover and their ability to serve hard-to-reach spots.

Autonomous Pizza

For six weeks in late 2017, Ford partnered with Domino’s to deliver pizzas to randomly selected customers in Ann Arbor, Michigan, via its Ford Fusion Hybrid Autonomous Research Vehicle. Customers who agreed to be a part of the test could track their pizza on the Domino’s delivery app, receiving text messages as the car approached. When it arrived, customers received a text with a unique code to unlock the heating compartment inside the vehicle and retrieve their pizza. Ford’s test cars use lidar, a method for measuring distance to a target using pulsed laser light detected by both radar and camera sensors. While the test did include an engineer behind the wheel, the windows were blacked out so there was no interaction. Despite these depersonalization measures, the team found people wanted to interact with the car, even saying hello to it and waving goodbye. As the second-most-profitable pizza company in the world, behind Pizza Hut, Domino’s is paying close attention to what role self-driving vehicles may play in the future. While Ford won’t begin building its self-driving vehicles until 2021, you can already order a pie from Domino’s simply by tweeting the pizza emoji to your local franchise. [Read more about the self-driving Domino’s vehicles in MIT’s Technology Review.]

Underground Delivery

In the distant future we may see the return of pneumatic tubes making their way back into the world as we know it. Several years ago, Amazon filed for a patent for a dedicated system of underground tunnels that could bring packages closer to home — a system that “may avoid congestion experienced by traditional transportation networks.” Late in 2016, the patent was awarded. Other companies are tinkering with similar ideas: Elon Musk is developing technology to bore tunnels below street level in Los Angeles, and Mole Solutions Ltd, an English company, has tested similar systems with government funding. But there’s another more obvious use for our underground spaces, and that’s for our salad bowl. So far, we’ve got greens growing inside giant warehouses, in shipping containers and on rooftops, and it won’t be long before we see hydroponic cells — microfarms, if you will — cropping up underground. When the lettuce is ready for harvest, it can be delivered quickly to surrounding areas, keeping the carbon footprint as tiny as a microgreen.

Food Movers: Bots in the Cold Chain

Food Movers: Bots in the Cold Chain

The second installment in our series about food bots focuses on tech in use in the cold chain. (Check out Part 1.) It’s not hard to see why robots would be ideal workers within these climate-controlled facilities, where temps often hover just above freezing for most perishable goods. Unlike humans, robots don’t get cold — at least, not yet.

Grocery Getter Bots

Some of the newest bot tech involves what are sometimes called swarms and the hive mind — as in dozens of robots working together (the swarm) to complete complex tasks, wirelessly sharing information in real time (the hive mind). Such is the case with Ocado Smart Platform robots, created by Ocado, a British online grocery retailer that’s working on making their delivery-only business as automated as possible.

Ocado’s squat, square, battery-operated bots zip about on an elevated grid over room-temp or refrigerated crates stacked several levels high. Each crate is filled with one specific type of grocery, such as eggs, organic apple juice or cheddar cheese. The robots work as a team to deliver the crates to “personal shoppers” — mainly humans, though another kind of robot could also do the job — that put together customer orders. If the hive mind sees one shopper needs cheddar, but it’s in a crate beneath the eggs and the apple juice, one robot zips by to move the egg crate, a second moves the juice and a third grabs the cheese and takes it to the proper shopper…all in a matter of seconds.

Thanks to the hive mind, every robot knows where every product is at all times; the robots are also tasked with refilling the tower of crates — aka “the storage hive” — as crates empty. Plus, when the bots themselves are low on charge, they ferry themselves off to a charging bay before rejoining their swarm.

Ocado’s bots zip around a grid built over crates and crates of groceries. They pick their orders and deliver them to humans, who do the final packing.

The bots work together, like a hive mind, to uncover buried crates and access items on lower levels. Their real-time communication also indicates which crates need to be refilled.

The system of robots — which can travel 13 feet per second — can fulfill a 50-item order in less than five minutes.

The stacked grid concept came from the shipping industry, where cranes move containers from place to place.

See these bots in action:

Super PaQ Bots

Palletizing robots might not sound revolutionary — palletizing being the unsexy term for the unsexy process of loading and unloading boxes on and off a pallet — unless you’ve worked in a frigid warehouse. Supplies come in on pallets, and products go out on them, and not always neatly: If a mini-mart orders four cases of sliced turkey, a case of chips and two dozen packs of hot dogs from its supplier, somebody or something there has to put all those boxes together.

Palletizing robots are generally “articulated arm” robots, which means they have a stationary base attached to a robotic arm that can bend and swivel. Hand-like tools attached to the end perform specific tasks — in this case, lifting and moving boxes from one place to another.

A company called Swisslog — they design fully automated warehouses and distribution systems — even makes a palletizing robot called RowPaq that can build a perfect pallet of mismatched boxes in minutes. It’s fitted with a set of giant hand-like grippers that can pick up four different sized boxes at the same time and set them down in a perfect row because it already “knows” how tall, wide and long each box is before it arrives.

Whether in a hot warehouse or a cold refrigerated facility, RowPaq can mix and match cartons, shrink-wrapped or foil-wrapped packages onto a single, stable pallet — up to 1,000 units per hour. It’s the ultimate Jenga player.

See RowPaq in action:

The Well-Below-Zero Bots

Think of the freezer as the final frontier for robotic solutions in the cold chain. Super-cold, sub-zero conditions — as in minus 18 degrees Fahrenheit — are just as hard on the moving parts and lubricants inside robots as they are on people.

The easiest solution is to put your robot in a protective suit, which is why when you do see the rare robot in a freezer, it’s usually sheathed in puffy white sleeves that look like a cross between a wind sock and a lab coat.

Most robots used in freezer conditions are large, sturdy palletizing machines with fewer small moving parts, such as bots used to stack table-sized slabs of frozen fish on a pallet. Other companies use spider-like “pick and place” robots to pack things including frozen meat patties and fish sticks into the proper plastic packaging. These bots are usually mounted over a conveyor belt, and the entire process takes place within a sealed, protective, temperature-controlled enclosure.

Startup Spotlight: 2017 Prize Finalists Keep Sparking Change

Startup Spotlight: 2017 Prize Finalists Keep Sparking Change

Whether they were newly hatched companies or enterprises needing a little help getting to the next level, competitors in the 2017 Food+City Challenge Prize are still going strong. We checked in with several finalists to hear about their progress.

Evaptainers logo

Refrigeration is an invention of the supply chain. You can’t safely transport perishable food without it (unless you employ centuries-old preservation tactics like salt curing or pickling). But in the 100 years since refrigeration technology was invented, it hasn’t changed much, and it almost always requires electricity to work.

In many developing countries, electricity is not assured, and many people suffer from food insecurity because they can’t save or preserve enough food. Nearly half of the produce grown in Africa goes to waste before it reaches the consumer. Evaptainers, a Boston- and Morocco-based startup, has reimagined refrigeration technology and is bringing it to those who need it most.

Evaptainers’ refrigeration systems don’t run on electricity. Instead, they use sunlight and water. A collapsible box, small enough to sit on a countertop, cools food the same way humans cool themselves — through evapotranspiration. In other words, when water evaporates, cooling occurs.

This simple yet revolutionary technology has been garnering lots of attention and gaining traction. Following the capital infusion that came with winning the gold prize at the 2017 Food+City Challenge Prize, the company went on to win more awards: One award at the pitch competition Foodbytes! in San Francisco and a United Nations innovation award at the Seeds and Chips global summit in Milan. They have also been featured in Ag Funder News, The Boston Business Journal and TechCrunch. Their acceleration continues, with support from LAUNCH Food and funding from USAID, and they are finalizing the production of 400 prototypes slated for a field trial in Morocco this summer. A commercial launch is likely in 2018.

In addition to vital funding, a key result from their experience at Food+City’s Challenge Prize has been relationships with other startups.

“We met startups working on different aspects of food and food waste and have learned so much from our conversations with them about the arduous yet fruitful process of growing a small social impact business,” says chief strategy officer Serena Hollmeyer Taylor. Starting a company is often a struggle, as Prize competitors know. The opportunity to interact with others going through similar challenges, who can share knowledge and lessons learned, is a powerful outcome of Prize.

Evaptainers‘ electricity-free refrigeration device, made especially for use in developing countries where the electricity grid is unreliable. Using evapotranspiration, the box keeps produce and other products cool and prevents spoilage.

Nüwiel logo

The Last Mile is a supply chain concept ripe for innovation. It is often the most expensive and complicated leg of the supply chain journey for food products. Narrow roads, city traffic and generally limited space contribute to the challenge of this final stage in the supply chain. Large, cumbersome trucks have traditionally been the go-to mule — and scapegoat — for these deliveries.

Nüwiel, a startup in Hamburg, Germany, has taken on that challenge. The company created electric-powered bicycle trailers specifically for last-mile delivery in urban settings. Their technology knows exactly when to accelerate, decelerate and brake to make last-mile delivery via bicycle more efficient and realistic. In addition to improving delivery efficiency and reducing road traffic, the bike trailers don’t contribute to the pesky urban problems of noise and air pollution.

After winning the bronze prize at the 2017 Food+City Challenge Prize, Nüwiel used the attention to accelerate their development.

“The Prize has certainly helped us a lot. We received significant media attention, getting mentioned not only in Germany but also in the U.S., U.K., Austria and Italy,” says co-founder Natalia Tomiyama.

In the months since Prize, Nüwiel has been accepted to a second stage at the biggest trans-European accelerator, Climate KIC; they’ve scheduled pilot projects with four different partners; attended South By Southwest; updated the design of the trailer; built a prototype; and were selected as to pitch and exhibit at the CUBE Tech Fair in Berlin. Last summer, they got out of the building to bike across Europe — from Hamburg to Italy, passing through the Netherlands, Belgium, France and Spain — and test the durability of their trailer.

Nüwiel’s powered trailer for making urban food deliveries; hooked up behind a bike.

Phenix logo

The issue of food waste is under attack on multiple fronts. Entrepreneurs are coming up with new ways to use food waste, while public awareness campaigns aim to induce behavior change. Some progressive governments have even joined the battle. In France and Italy, laws ban food waste and remove barriers to food donation. This means that French supermarkets can’t throw out unsold produce. While well intentioned, the law leaves French groceries in a bind, with hundreds or thousands of pounds of food that can neither be sold nor thrown away.

Enter Phenix, a 2017 Food+City Challenge Prize finalist, which is addressing that logistical issue in their home country of France. Phenix’s digital platform connects grocery stores with nonprofit organizations whose mission is to feed the underprivileged and food insecure. They organize pick-ups and drop-offs and connect surplus supply with demand in real time, employing their fleet of vehicles to transport the food. Phenix is saving 20 tons of food before it hits landfills, while supplying their charity partners with 27,000 meals — every day.

Since Prize, Phenix was a finalist for the French American Entrepreneurship Award (FAEA). At its headquarters in Europe the company has continued to expand into new regions in France and by finding new segments of the market.

Phenix’s mission goes beyond food waste, which is why they have created a lab to incubate new projects around the circular economy, a system that challenges the more linear system of make-use-dispose by inventing ways of maximizing the value of a resource and regenerating it into another purpose when it reaches its functional end. So instead of trashing unused food, for instance, a circular economy maximizes value buy feeding it to people in need or, when that’s not possible, transform it into a different usable product such as nutrient-rich compost. A planned grocery store with shelves full of strictly unsold products will serve as an example of of this model.

Despite similarities in the ways France and the U.S. treat tax deductions for donations, operating in the U.S. can be difficult because of regulation around food expiration dates. “France has a very detailed and clear framework on what expiration dates mean and what can be donated,” says Sarah Lenoble, director of Phenix USA. “Whereas it is much less clear in the U.S., where there is no real regulation on expiration dates, and every state can have its own regulation.” Phenix is searching for the right partner to launch a pilot program in the U.S.

Phenix workers and partners pick up and recycle or reuse uneaten foods in France.

A worker from Phenix organizes supplies for reuse.

Rise Products logo

There’s a movement brewing that includes turning surplus bread into beer, aquafaba — aka chickpea cooking liquid — into vegan mayonnaise and food waste into new packaging and products. With all the attention food waste is getting, it makes sense that “upcycling,” the process of using a discarded material and creating a valuable product with it, is quickly gaining traction in the marketplace.

Rise Products takes unspent barley from microbreweries in Brooklyn and uses a proprietary process to turn it into flour, which can be used to make the same products as traditional wheat flour. And they’re working with well-known Brooklyn bakery Runner and Stone to develop recipes for all kinds of carby treats. The flavor of the flour Rise produces varies based on what type of beer was produced from the grain — flour from ales tastes nutty and light, while porters create a dark and rich flour that smells like chocolate.

By participating in events like the Zero Waste Food conference and the Make It in Brooklyn Pitch Contest, in which it was selected as a top-five finalist, Rise has firmly entrenched itself in the upcyling-to-beat-food-waste movement.

Since winning a silver award at the 2017 Food+City Challenge Prize, Rise has continued to gain momentum. They completed their time at the Food-X accelerator, gaining valuable mentorship and connections, and came away with a prototype for a production facility. From their spot in the Brooklyn Navy Yard as part of the 1776 Accelerator, Rise is working with the New York Economic Development Board to develop their own production plant.

Making the most of the Prize experience, they have stayed in touch with other startups from the competition, as well as their mentor, Ashley Shaffer of IDEO.

“Participating was an awesome experience for us, especially since we met our mentor, Ashley. We’ve kept in touch with her and with the other participants since then, even meeting some of them recently in Milan during the Seeds & Chips conference,” says COO Ashwin Goutham Gopi.

Bags of ready-to-use Rise Flour, made from spent brewery grains.

Smallhold logo

Some say the future of agriculture is in cities. As the world’s urban population continues to expand, it is easy to imagine how growing food in nontraditional areas, like skyscrapers and downtown warehouses, will benefit the food system. But while vertical farms, urban and rooftop gardens, and shipping container farms are all making progress in the area of urban farming, none has a foothold quite yet.

Distributed farming is the latest idea in this sector. The process enables a business or restaurant to re-route the last food mile and finish growing a product in the location where it will be consumed.

Brooklyn-based Smallhold is leading the charge for distributed farming. At the 2017 Food+City Challenge Prize, co-founders Andrew Carter and Adam Demartino pitched the idea of distributed farming through restaurant mini-farms that produce mushrooms. Today they’re cultivating several unusual varieties of mushrooms, from lion’s mane to yellow and pink oyster, and they plan to expand into other products like leafy greens soon. Top chefs and restaurants in New York are taking notice and endorsing the products.

Since Prize, three new restaurants have come become clients, welcoming Smallhold farms into their kitchens. Smallhold also sells their products directly to grocery stores and intends to use connections from Prize to pursue expansion in major retail stores.

“Food+City introduced us to some amazing stakeholders and thought leaders from places like Whole Food and Walmart, and we are extremely happy we attended,” Carter says. The company is gaining momentum in the tech circles as well. The team benefited from the mentorship and guidance of the TechStars Boston program, which wrapped up in May 2017. They have also seen their team grow 100 percent since Prize and have expanded their farm with a custom-built shipping container to grow more mushrooms.

Mushrooms grown by Smallhold.

FOOD + CITY CHALLENGE PRIZE

Innovation in food takes all forms, from making improvements to pallets to creating new avenues for delivering food or designing packaging that increases the shelf life of a food. Since 2015, we’ve hosted a challenge prize for startups in the food space that are challenging our notions of how the supply chain works. The 2018 Challenge Prize will be awarded on March 13, 2018. Be sure to visit foodandcity.org/prize to watch this year’s entrants become finalists and compete at SXSW Interactive 2018.

Food Movers: Staple or Delicacy, It’s in the Can

Food Movers: Staple or Delicacy, It’s in the Can

What do you need in a bomb shelter? Water, flashlights, blankets, a radio and, of course, canned food.

In the 1950s and early 1960s, many a family fallout shelter was stocked with canned food, including Multi-Purpose Food (MPF), a low-cost, shelf-stable, protein- and nutrient-rich food supplement manufactured by General Mills to be consumed “in case of emergency or disaster.” MPF, first conceived in the 1940s as a remedy for widespread hunger in postwar Europe, became a symbol of Cold War preparedness.

Since the mid-20th century, canned food has been a staple of the American diet. According to the Can Manufacturers Institute, the average American household has 24 cans of food in their pantry. And while the technology of canned food focuses on creating a shelf-stable product, the significance of canned food in food culture is anything but fixed.

For as long as people have moved food from its production location to market, packaging has played a key role, from product durability and trade efficiency to product differentiation and marketing. Canned food — durable, stackable and completely sealed — has transformed multiple links along the food supply chain since its first appearance nearly 250 years ago. Military campaigns, with their widely distributed provisioning requirements, have often led to innovations in the processing, packaging and distribution of food, particularly sources of protein. Credit goes to the Dutch Navy for being the first, in the late 18th century, to package hot beef covered with hot fat in tinned iron canisters.

The first to publish on the process of canning — preserving food in sealed containers — was Frenchman Nicolas Appert in 1809, writing about a technique using glass containers. Fellow Frenchman Phillipe de Girard devised a canning process using tin and collaborated with Englishman Peter Durand, who obtained a patent in 1810. Durand promptly sold the patent to the British company Donkin, Hall and Gamble, which provided meat in tinned wrought-iron cans for the British Army and Royal Navy.

CONTAINER MATTERS

Now a pantry staple, canned food was initially conceived for use beyond a conventional kitchen. Metal cans could function as a serving container and, in a pinch, be heated over open flame. The sealed and opaque quality of the container prevented oxygen and light from breaking down food and protected it from contamination, thereby extending the product’s shelf life. Advances in metallurgy eventually helped cans become the cost-effective, disposable food containers now commonplace in kitchens and pantries.

Lexicon Icon MULTI-PURPOSE FOOD (MPF)

a low-cost, shelf-stable, protein- and nutrient-rich product made by General Mills for use in “emergency or disaster.”

Cans are easily stacked and difficult to destroy, criteria that make them indispensible to military food supply chains. Contents can be cooked right inside the can, offering the prospect of a warm meal to anyone with access to a flame.

Three types of metals are now commonly used for cans. Tinplate is made by coating steel with a thin layer of tin, which is highly corrosion resistant. Cans made of aluminum — corrosion resistant and highly malleable — can be fabricated from two rather than three pieces. Electrolytic chromium-coated steel (ECCS, also known as tin-free steel), introduced in the 1960s to respond to fluctuations in the supply and cost of tin, has a higher melting point than tinplate but is less resistant to corrosion.

As the fabrication processes for rolling, shaping, soldering and welding metal improved, so did cans. They became thinner and more durable. Sealing methods evolved, too — some early cans were soldered closed with lead. A firmer understanding of microorganisms also has changed canning practices. Botulism from commercially produced canned food is now a rarity. Sustained high heat in processing kills spores of the Clostridium botulinum bacterium, which can otherwise survive in low-oxygen environments.

Opening metal cans initially required brute force and assumed the availability of heavy tools. The first metal can openers weren’t patented until the 1850s — some 50 years after the container itself came into use. Subsequently, market expansion led to the engineering of new opening strategies, which in turn made cans increasingly popular. Key-wind opening systems, which include a key with which to pull away a strip of metal (usually on the top of a can or tin), and later, easy-open ring tabs, made for portable, pocket-sized, accessory-free foodstuffs.

Like other products now considered relatively common, such as chocolate, 19th-century canned food took on special significance for a growing middle class. Take, for instance, ready-to-eat seafood “delicacies.” Comparable to predecessors such as salt cod and pickled herring, seafood cooked (or smoked) and packed in cans or tins offered a way to expand the market for seafood harvested in a specific location.

Canned sardines are but one example of a product that emerged as a delicacy and then became a crucial wartime ration during the two world wars. At its peak in 1939, the central California fishery associated with Cannery Row in Monterey landed 460,000 tons of sardines for the year. Today, canned sardines and anchovies, as well as other canned seafood products, cover a broad market range, from in-house brands for major supermarket chains to restaurants offering carefully selected tinned fish delicacies.

Cans have come a long way — evolving from opaque metal vessels to the TruVue clear plastic can, a kind of jar hybrid.

Before canned food, groceries were full-service stores, where grocers measured and gathered your order together. Prepackaged cans, with labels as built-in advertising, enabled consumers to choose and pick up goods themselves.

In 1917, the Piggly Wiggly market chain opened the first self-service grocery in Memphis, moving cans out from behind the counter into displays, and then shelves. This image is from the mid-1950s.

THE ART OF THE SELL

Food science and packaging technology created canned food, but grocers introduced it to the American household. Canned food transformed the role of grocers as well as the design of stores. As a prepackaged good of consistent weight, with labels as built-in advertising, canned food could practically sell itself. In 1917, the Piggly Wiggly market chain opened the first self-service grocery in Memphis, moving cans out from behind the counter into displays, and then shelves, where consumers could pick up cans, read labels and put them into carts. After World War II, the housing boom, the expansion of supermarkets, the practice of driving to shop for groceries, and the greater number of women working outside the home all helped normalize canned food as part of the modern American diet.

Artful labeling and package design is an integral part of branding, particularly for products sold in opaque containers. The rounded corners of rectangular metal tins of fish are practical, as well as emblematic of product contents. Streamlined form and graphic design evoke a sense of efficiency. Many original label motifs persist as recognizable brands today. In 1962, Andy Warhol painted the first of his Campbell’s cans series — 32 paintings that represent each offering in the Campbell’s brand — elevating the Campbell’s soup can into Pop Art.

The most money ever paid for a can of soup was $11.7 million for Andy Warhol’s Small Tom Campbell Soup Can (Torn Pepper Pot), one of 32 paintings in his soup can series, first exhibited in 1962.

NUTRITION: IS IT IN THE CAN?

In 1990, Congress passed the Nutrition Labeling and Education Act (NLEA) requiring all packaged food to list nutritional information relative to Recommended Dietary Allowances (RDA). For the first time, consumers could compare the nutritional content of foods before buying them. Since then, processing improvements have enabled the use of fewer preservatives and increased nutrient retention. Nutrition research has also been important, for instance, in clarifying that canned fruits and vegetables do not make up a major source of sodium in the American adult diet.

For many people, canned food is a more nutritious choice than other food options, especially when accounting for seasonal availability. New packaging technologies — such as bisphenol A (BPA)–free see-through plastic cans now coming on the market — prompt the question: Does being able to see what’s in the can ensure that it is fresh, flavorful and healthy? The market will decide.

From newfangled packaging for military rations to convenience-food wonder for postwar households, the simple can ensured that foods grown or produced in one location could safely be consumed many hundreds of miles away. And while its status may have ebbed and flowed — from nifty new technology to cheap holder of less-than-fresh ingredients, and back to retro packaging of exotic delicacies — canned food remains a staple for pantries and fallout shelters the world over.

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