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Unattributed VC | Alive

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About Hatch

Hatch is releasing a series of smart products and services to help new parents. The company's first product, The Smart Changing Pad, is a modern redesign of the traditional diaper changing pad with a built-in wireless scale that can help new parents track key infant health metrics like weight, feeding amount, and number of diapers. The companion Hatch Baby App can be used on its own, or can be connected with the Smart Changing Pad for seamless tracking of a baby's personalized growth data.

Headquarters Location

3525 Alameda De Las Pulgas Suite D

Menlo Park, California, 94025,

United States

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Research containing Hatch

Get data-driven expert analysis from the CB Insights Intelligence Unit.

CB Insights Intelligence Analysts have mentioned Hatch in 1 CB Insights research brief, most recently on Feb 1, 2021.

Expert Collections containing Hatch

Expert Collections are analyst-curated lists that highlight the companies you need to know in the most important technology spaces.

Hatch is included in 3 Expert Collections, including Baby and Kids Tech.


Baby and Kids Tech

1,278 items

Companies developing tech-enabled products and services that primarily serve babies, children up to approximately 12 years old, and their parents.


Smart Home & Consumer Electronics

1,229 items

This Collection includes companies developing smart home devices, wearables, home electronics, and other consumer electronics.


Sleep Health & Wellness

802 items

These companies aim to assess or improve the quantity/quality of sleep, or use sleep data in the monitoring or diagnosis of other health conditions.

Hatch Patents

Hatch has filed 1 patent.

The 3 most popular patent topics include:

  • Babycare
  • Infancy
  • Autism
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Application Date

Grant Date


Related Topics




Sensors, Hardness tests, Infancy, Babycare, Computer memory


Application Date


Grant Date



Related Topics

Sensors, Hardness tests, Infancy, Babycare, Computer memory



Latest Hatch News

Freight rail’s Q3 dominated by labor contract uncertainties, service issues

Oct 11, 2022

FreightWaves CSX, Union Pacific kick off Class I earnings season Oct. 20 4 minutes read A Union Pacific train. (Photo: Jim Allen/FreightWaves) A last-minute tentative labor agreement struck by the railroads and the two largest U.S. railroad unions dominated the headlines in the third quarter. But headcount updates, questions about rail service improvements, a surprise announcement that there is a new CEO at CSX and efforts to fully restore service in the wake of Hurricane Ian also are expected to be addressed as the Class I railroads release their Q3 2022 earnings later this month. “These macro events are sort of overwhelming the mundane day-to-day incremental improvement,” said Tony Hatch, a senior transportation analyst and independent consultant. At the start of 2022, the railroads were talking about volume growth. But service disruptions in the first half of the year tempered that optimism. Meanwhile, pandemic-related absences in early 2022 exacerbated the lack of crew availability, which itself was brought about by declines in headcount that have taken place over the last several years. For the second half of 2022, industry observers will be watching for several things. One is how and whether rail service has improved, in part because of aggressive efforts by the Class I railroads to add more train and engine employees so that network capacity can be more nimble. “Service levels continue to be a major issue and that’s especially true now with the STB’s [Surface Transportation Board’s] eyes on the fall grain shipping season ,” said Mike Baudendistel, FreightWaves’ market expert for rail and intermodal. If the railroads have improved their crew availability, particularly in regions where it was harder to find suitable employees, another question is how much of that effort will help grow rail volumes, even as macroeconomic indicators point to a possible global market slowdown. People will be watching “whether getting crews back will stimulate growth,” Hatch said. “Is there pent-up rail demand that wasn’t solved because of the fluidity issue that can be now solved and recaptured when crews get out there? Where are they in terms of the most recent service and operating metrics? What we really hope to see is incremental improvement. And I think we will, for the most part, see that.” Indeed, many of the shipper complaints to STB this year have focused on an inability to get the desired number of railcars, which supports the notion of pent-up demand. “That ‘what is the nature of the pent-up demand’ is a big question to me. And what is the true nature of the Kansas City Southern mantra … [of] service begets growth?” Hatch said. International intermodal volume is down a little from last year and down significantly compared to 2019 and 2020, according to this SONAR chart. (FreightWaves SONAR) To learn more about FreightWaves SONAR, click here . The potential ratification of the outstanding labor agreements — and whether the road to ratification is smooth or bumpy — is another issue that industry observers may be keeping tabs on during third-quarter 2022 earnings calls. On one level, observers might be looking for how the Class I railroads are thinking about their costs, including whether they have reserved enough money for wage increases or back pay. “The biggest question I have going into the 3Q earnings season is whether the railroads have fully accrued for the forthcoming increase in labor costs,” Baudendistel said. “It will also be interesting to see how the Class I management teams address questions about whether higher labor costs give the carriers cause to take pricing up more than they otherwise would.” At another level, there is uncertainty about what will happen once all the unions approve and ratify their contracts, as well as uncertainty over how long it might take for outstanding contract-related issues to resolve, especially as the Brotherhood of Maintenance of Way Employes Division said Monday that its members have voted against ratifying the labor agreement. Do the railroads and unions negotiate on work roles, which could aid the railroads as they try to address technology advances, and how will they address quality-of-life issues so they can reduce attrition? Hatch asked. “These are questions that are going on now that cannot be answered in October in all likelihood. I’m sure they have ideas about this, but they will wait until they have something more concrete,” Hatch said. This SONAR chart shows a drop in domestic intermodal volume that coincided with Norfolk Southern’s (NYSE: NSC) announcement that it would stop in-gating containers ahead of a potential strike. That volume has since recovered roughly to year-ago levels. (FreightWaves SONAR) An additional issue that might be brought up is the effect that a slowdown in U.S. imports and tempering of ocean vessel rates could have on the railroads. “I am interested to see whether the railroads expect a softening ocean shipping market to translate to lower international intermodal volumes and whether the railroads believe that domestic intermodal is losing share to the highway in the more competitive lanes (e.g., CHI-ATL) in light of the soft truckload spot market,” Baudendistel said. With the fourth quarter of 2022 already at hand and the start of 2023 just at the horizon, one question will be what effect having plenty of warehousing and inventory have for the freight rail industry and the broader supply chain, Hatch said. “Everybody’s worked hard to address these issues individually within a supply chain, and you have a big bunch of boxes coming in and a big bunch of warehouses being built and a big bunch of chassis is coming in,” Hatch said. “Are we going to go from significant shortage to surplus in 2023? That’s a better problem than ‘we need a more resilient supply chain.’ But when we swing so much, will the reaction to that swing be to cut back again?”   CSX (NASDAQ: CSX) and Union Pacific (NYSE: UNP) will kick off earnings season for the Class I railroads, with both announcing their third-quarter 2021 financial results on Oct. 20.

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Hatch Frequently Asked Questions (FAQ)

  • When was Hatch founded?

    Hatch was founded in 2012.

  • Where is Hatch's headquarters?

    Hatch's headquarters is located at 3525 Alameda De Las Pulgas, Menlo Park.

  • What is Hatch's latest funding round?

    Hatch's latest funding round is Unattributed VC.

  • How much did Hatch raise?

    Hatch raised a total of $7.25M.

  • Who are the investors of Hatch?

    Investors of Hatch include Amazon Alexa Fund, Chris Sacca, Lowercase Capital, H. Barton Asset Management, True Ventures and 5 more.

  • Who are Hatch's competitors?

    Competitors of Hatch include Owlet Baby Care and 3 more.

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Little Hippo

Little Hippo is the designer of electronic and internet-connected children's products. Their first product, MELLA, is an all-in-one kid's clock and sleep trainer designed to help children sleep and stay in bed longer.

First Ascent

First Ascent is a BabyTech company that develops AI solutions to support childcare. The company's solutions include Papaikuji, a mobile platform that allows parents to record and monitor their baby's health, and CryAnalyzer, a hardware device that analyzes a baby's cry.

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Marani Health

Marani Health creates wearable, digital products aimed at empowering women to understand their health and improve fetal and maternal outcomes. The company's first products are wearable, washable garments with electrocardiogram (ECG) technology, enabled with artificial intelligence (AI) designed to monitor the mother and fetus during pregnancy and labor/delivery. It was founded in 2018 and is based in Oakdale, Minnesota.

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GOGO BAND is a biotechnology start-up focused on a non-invasive biometric, wearable solution that cures chronic pediatric health conditions. It offers a wearable band that helps children monitor their bedwetting occurences and train themselves o recognize nocturnal bladder fullness.

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