Large software vendors that once cared only about reeling in the big ones are discovering something the smaller WMS vendors have known all along: There's good fishing to be had among the small and medium-sized companies too.
When the phone rang in Margaret Adat's suburban Toronto office on a recent afternoon, she was startled to find a sales rep from the world's largest software company on the line. Adat works for Gentec International, a Markham, Ontario, company that distributes photographic and electronic accessories. Her company's solidly on the growth track (its sales have quadrupled since its founding in 1990), but it's hardly a corporate heavyweight. Yet here was SAP, purveyor of supply chain software to the likes of Colgate-Palmolive and Kraft Foods, inquiring whether it could interest her in a new warehouse management system.
Until recently, warehouse management systems (WMS) were strictly for the big guys. If you didn't have a million bucks to spare (not to mention a battalion of eager IT people to program and maintain your system), you could only dream about a system of your own. Software makers designed their systems with big fish in mind; the little guys were on their own.
But years of fishing have depleted the stocks of big fish. Facing a future of revenues limited to maintenance and upgrades, WMS vendors have turned their attention to a market segment they had long overlooked—small and medium-sized manufacturers, wholesalers and retailers. Many began to market WMS systems scaled down for the smaller fry. And in the process, industry powerhouses like Manhattan Associates (which reported $196.8 million in 2003 revenues) and even billion-dollar SAP discovered what the smaller vendors like HighJump, Radio Beacon, Yantra and Red Prairie had known all along: There's good fishing to be had among small and medium sized companies.
Meanwhile, there's simply more demand from small and medium-sized customers. Business has changed for even the tiniest company if it ships products to very large customers, the Wal-Marts, Targets and Albertsons of the world. Big retailers now demand that suppliers—whatever their size—comply with detailed labeling, packing and shipping requirements or risk being hit with costly charge-backs or even losing the business. "The smaller companies are being forced to compete on the same field of play as the larger companies," says Bobby Collins, vice president of mid-market at Atlanta-based Manhattan Associates. "Even someone shipping 50 boxes a week has to have the right labels on them, or he gets a bill," agrees Dale Jeffries, president of Radio Beacon, a small WMS vendor based in Toronto. "Five years ago, he would have thrown people at the problem," Jeffries adds. "Now, he can get a WMS."
Life support
That's good news indeed, because throwing people at warehouse problems is no longer an option for many mid-sized players. Up until five years ago, Roger Wadsworth of Restaurant Equippers Inc. dealt with surging demand by adding people to get the orders out. But eventually he ran out of room. As staffers struggled to keep operations afloat in an overcrowded facility, accuracy and efficiency plummeted. "We had an order error rate of 7 percent, which was not tolerable," says Wadsworth, who is general manager of the 100-employee company, which distributes everything from salt shakers to freezer chests. "So we had to make [order pickers] work smarter and more efficiently." That meant venturing into scary waters to search for a WMS. And not just any WMS—Wadsworth needed one that could consolidate a shipment consisting of three forks and an eight-burner range but not cost an arm and a leg.
A few days at a trade show netted Wadsworth three prospects, all small vendors that specialized in small and medium-sized customers. But he held off making a decision until he and his team could personally interview each vendor's support people. Without the luxury of an internal IT staff, Restaurant Equippers must rely on the vendor to solve integration and other issues, he explains. "We live and die by that support."
As Wadsworth had foreseen, the interviews helped narrow the field. After one meeting, he recalls asking a colleague: "Was there anyone in that room who you'd want to pick up the phone if you called for support?" "No!" replied the colleague without hesitation. Wadsworth crossed that vendor off the list.
Wadsworth's interviews with the support people at HighJump Software, by contrast, went swimmingly. He ended up buying the Warehouse Advantage system from the Eden Prairie, Minn.-based vendor now owned by 3M (HighJump had $31 million in revenues in 2003, according to Hoovers Inc.). It was the company's support staff that sealed the deal, he admits. "The reason we bought HighJump," he explains, "was not the bells and whistles—although they had what we wanted without a lot of customization—but [that] we were more confident with the people we were talking with."
Beta fish?
Wadsworth is not alone in his insistence on high-quality tech support. When Margaret Adat of Gentec International began searching for a WMS 10 years ago, she confined her search to companies within reach of her Toronto-area office to ensure she could get help quickly if needed. At the time, the company had just added low-value cables and connectors to its line of photographic accessories, which meant it was on a drive to streamline its picking operations. "We had to be very efficient because it takes the same amount of effort to pick a $1.95 cable as it does to pick a $500 lens," she explains.
There was just one problem: At that time, nobody had figured out how to make a WMS work for a small outfit. But Adat, who is Gentec's chief financial officer and executive vice president, was not to be deterred in her quest. She found a local company, Radio Beacon, and agreed to become a beta tester of its new system. Adat figured she didn't have much to lose: Radio Beacon's system didn't require full integration with Gentec's enterprise resource planning (ERP) system, which meant she could drop them fairly easily if things didn't work out.
That Adat is still using Radio Beacon's system 10 years later is testimony to its success. Of course, things have changed a bit in a decade's time. Although in the early days the vendor's proximity to its customers was important, for example, today Radio Beacon performs upgrades and maintenance remotely, via the Internet, Adat says. "Now, just about the only time I see them come in is when they're demonstrating the software to someone else."
Though she may not see much of her vendor, Adat remains happy with her choice. "It was reasonably priced for what we were getting," she says. "And the payback came pretty quickly."
In the years following its pilot with Gentec, Radio Beacon steadily built up its market share among small and medium- sized companies by tying its services to widely used distribution and accounting software packages. Integrating its software with programs like Microsoft Business Solutions 'Great Plains, Solomon, Navision and Axapta systems has allowed it to provide high-end functionality scaled down to a reasonable price. But recently it went one better: rather than requiring small customers to buy its full WMS package, the company has broken the various functions into modules that clients can buy separately. "Before, if they wanted dessert, they had to buy the whole meal," says Jeffries. "Now they can skip the entrée." Not surprisingly, that's proved a big draw for the small and the budget conscious. Today, the average client for Radio Beacon manages a 100,000-square-foot warehouse operated by 10 people, Jeffries says. "That's our sweet spot."
The one that got away
That's not to imply that the smaller software vendors concentrate solely on the smaller customers, however. HighJump, for one, has landed some very big fish. Today it serves not just Restaurant Equippers, but customers like Circuit City and Verizon. Radio Beacon has contracts with the U.S. Social Security Administration and the U.S. Marines. Does Wadsworth worry that smaller companies like his will be forced to take a back seat to these larger customers? Not at all. Though he admits that he'll never need 1.75 million square feet of warehouse space like some of HighJump's clients ("We could sell every piece of restaurant equipment needed in the country and wouldn't need that [much] space"),Wadsworth says he likes having the assurance that his system can be scaled up as his business grows.
But just as the smaller vendors have been out casting for big fish, many big vendors have been out angling for smaller fry. Bobby Collins at Manhattan Associates says Manhattan always has an eye out for small customers, not least because they often become large customers—he cites long-time customer Patagonia Inc., the Ventura, Calif., outdoor clothing company whose 2002 revenues topped $220 million, as a case in point. "Some of our largest clients today started as small," Collins says.
But not all of the smaller fish can be lured away by the big guys.When SAP called Adat in hopes of interesting her in a new WMS, she didn't bite. "Frankly, it would take a lot for me to leave Radio Beacon," she says. Looks like SAP will have to write Gentec off as the little one that got away.
tips for swimming with the sharks
Roger Wadsworth emerged from his latest venture into the scary WMS waters triumphant. His choice, HighJump's warehousing management system, has proved an excellent fit with his operation. But Wadsworth, who's been involved in choosing and programming supply chain management systems since the '60s (first at discounter Gold Circle Stores, a division of Federated, and later at Madison's of Columbus, Ohio), says he's had his share of bad experiences. To help other small and medium-sized companies looking for their first WMS avoid some common mistakes, Wadsworth offers this advice:
Insist on meeting the potential vendor's support staff. There's no substitute for a face-to-face interview with the people who will provide the technical support. The installation's success depends on these people, he warns; make sure you can work with them.
Arrange for a tour. The only way to know what you're getting is to actually see the system in action. Wadsworth, who regularly shepherds potential HighJump customers through his facility, strongly recommends that potential buyers tour another customer's site.
Scrutinize the vendor's financials. Why risk getting stuck with an orphaned system a few years down the road? Look for a vendor that's likely to be around for the long term. Wadsworth knows of a company that skimped on the background checks and bought software from a vendor that subsequently went under. "Now they're stuck with a system with no support," he says, "and they can't upgrade it for something like RFID."
Make sure you're quoted the full price up front. "You don't want to get into a situation where you're quoted a price but, to get everything done, they start adding on and adding on," Wadsworth cautions. "Of course [cost is] important to everybody, but it's more important for small companies [to avoid] those budget surprises. [You don't want] to get into a situation where you've got $100,000 invested already and you can't pull the plug on it."
Congestion on U.S. highways is costing the trucking industry big, according to research from the American Transportation Research Institute (ATRI), released today.
The group found that traffic congestion on U.S. highways added $108.8 billion in costs to the trucking industry in 2022, a record high. The information comes from ATRI’s Cost of Congestion study, which is part of the organization’s ongoing highway performance measurement research.
Total hours of congestion fell slightly compared to 2021 due to softening freight market conditions, but the cost of operating a truck increased at a much higher rate, according to the research. As a result, the overall cost of congestion increased by 15% year-over-year—a level equivalent to more than 430,000 commercial truck drivers sitting idle for one work year and an average cost of $7,588 for every registered combination truck.
The analysis also identified metropolitan delays and related impacts, showing that the top 10 most-congested states each experienced added costs of more than $8 billion. That list was led by Texas, at $9.17 billion in added costs; California, at $8.77 billion; and Florida, $8.44 billion. Rounding out the top 10 list were New York, Georgia, New Jersey, Illinois, Pennsylvania, Louisiana, and Tennessee. Combined, the top 10 states account for more than half of the trucking industry’s congestion costs nationwide—52%, according to the research.
The metro areas with the highest congestion costs include New York City, $6.68 billion; Miami, $3.2 billion; and Chicago, $3.14 billion.
ATRI’s analysis also found that the trucking industry wasted more than 6.4 billion gallons of diesel fuel in 2022 due to congestion, resulting in additional fuel costs of $32.1 billion.
ATRI used a combination of data sources, including its truck GPS database and Operational Costs study benchmarks, to calculate the impacts of trucking delays on major U.S. roadways.
There’s a photo from 1971 that John Kent, professor of supply chain management at the University of Arkansas, likes to show. It’s of a shaggy-haired 18-year-old named Glenn Cowan grinning at three-time world table tennis champion Zhuang Zedong, while holding a silk tapestry Zhuang had just given him. Cowan was a member of the U.S. table tennis team who participated in the 1971 World Table Tennis Championships in Nagoya, Japan. Story has it that one morning, he overslept and missed his bus to the tournament and had to hitch a ride with the Chinese national team and met and connected with Zhuang.
Cowan and Zhuang’s interaction led to an invitation for the U.S. team to visit China. At the time, the two countries were just beginning to emerge from a 20-year period of decidedly frosty relations, strict travel bans, and trade restrictions. The highly publicized trip signaled a willingness on both sides to renew relations and launched the term “pingpong diplomacy.”
Kent, who is a senior fellow at the George H. W. Bush Foundation for U.S.-China Relations, believes the photograph is a good reminder that some 50-odd years ago, the economies of the United States and China were not as tightly interwoven as they are today. At the time, the Nixon administration was looking to form closer political and economic ties between the two countries in hopes of reducing chances of future conflict (and to weaken alliances among Communist countries).
The signals coming out of Washington and Beijing are now, of course, much different than they were in the early 1970s. Instead of advocating for better relations, political rhetoric focuses on the need for the U.S. to “decouple” from China. Both Republicans and Democrats have warned that the U.S. economy is too dependent on goods manufactured in China. They see this dependency as a threat to economic strength, American jobs, supply chain resiliency, and national security.
Supply chain professionals, however, know that extricating ourselves from our reliance on Chinese manufacturing is easier said than done. Many pundits push for a “China + 1” strategy, where companies diversify their manufacturing and sourcing options beyond China. But in reality, that “plus one” is often a Chinese company operating in a different country or a non-Chinese manufacturer that is still heavily dependent on material or subcomponents made in China.
This is the problem when supply chain decisions are made on a global scale without input from supply chain professionals. In an article in the Arkansas Democrat-Gazette, Kent argues that, “The discussions on supply chains mainly take place between government officials who typically bring many other competing issues and agendas to the table. Corporate entities—the individuals and companies directly impacted by supply chains—tend to be under-represented in the conversation.”
Kent is a proponent of what he calls “supply chain diplomacy,” where experts from academia and industry from the U.S. and China work collaboratively to create better, more efficient global supply chains. Take, for example, the “Peace Beans” project that Kent is involved with. This project, jointly formed by Zhejiang University and the Bush China Foundation, proposes balancing supply chains by exporting soybeans from Arkansas to tofu producers in China’s Yunnan province, and, in return, importing coffee beans grown in Yunnan to coffee roasters in Arkansas. Kent believes the operation could even use the same transportation equipment.
The benefits of working collaboratively—instead of continuing to build friction in the supply chain through tariffs and adversarial relationships—are numerous, according to Kent and his colleagues. They believe it would be much better if the two major world economies worked together on issues like global inflation, climate change, and artificial intelligence.
And such relations could play a significant role in strengthening world peace, particularly in light of ongoing tensions over Taiwan. Because, as Kent writes, “The 19th-century idea that ‘When goods don’t cross borders, soldiers will’ is as true today as ever. Perhaps more so.”
Hyster-Yale Materials Handling today announced its plans to fulfill the domestic manufacturing requirements of the Build America, Buy America (BABA) Act for certain portions of its lineup of forklift trucks and container handling equipment.
That means the Greenville, North Carolina-based company now plans to expand its existing American manufacturing with a targeted set of high-capacity models, including electric options, that align with the needs of infrastructure projects subject to BABA requirements. The company’s plans include determining the optimal production location in the United States, strategically expanding sourcing agreements to meet local material requirements, and further developing electric power options for high-capacity equipment.
As a part of the 2021 Infrastructure Investment and Jobs Act, the BABA Act aims to increase the use of American-made materials in federally funded infrastructure projects across the U.S., Hyster-Yale says. It was enacted as part of a broader effort to boost domestic manufacturing and economic growth, and mandates that federal dollars allocated to infrastructure – such as roads, bridges, ports and public transit systems – must prioritize materials produced in the USA, including critical items like steel, iron and various construction materials.
Hyster-Yale’s footprint in the U.S. is spread across 10 locations, including three manufacturing facilities.
“Our leadership is fully invested in meeting the needs of businesses that require BABA-compliant material handling solutions,” Tony Salgado, Hyster-Yale’s chief operating officer, said in a release. “We are working to partner with our key domestic suppliers, as well as identifying how best to leverage our own American manufacturing footprint to deliver a competitive solution for our customers and stakeholders. But beyond mere compliance, and in line with the many areas of our business where we are evolving to better support our customers, our commitment remains steadfast. We are dedicated to delivering industry-leading standards in design, durability and performance — qualities that have become synonymous with our brands worldwide and that our customers have come to rely on and expect.”
In a separate move, the U.S. Environmental Protection Agency (EPA) also gave its approval for the state to advance its Heavy-Duty Omnibus Rule, which is crafted to significantly reduce smog-forming nitrogen oxide (NOx) emissions from new heavy-duty, diesel-powered trucks.
Both rules are intended to deliver health benefits to California citizens affected by vehicle pollution, according to the environmental group Earthjustice. If the state gets federal approval for the final steps to become law, the rules mean that cars on the road in California will largely be zero-emissions a generation from now in the 2050s, accounting for the average vehicle lifespan of vehicles with internal combustion engine (ICE) power sold before that 2035 date.
“This might read like checking a bureaucratic box, but EPA’s approval is a critical step forward in protecting our lungs from pollution and our wallets from the expenses of combustion fuels,” Paul Cort, director of Earthjustice’s Right To Zero campaign, said in a release. “The gradual shift in car sales to zero-emissions models will cut smog and household costs while growing California’s clean energy workforce. Cutting truck pollution will help clear our skies of smog. EPA should now approve the remaining authorization requests from California to allow the state to clean its air and protect its residents.”
However, the truck drivers' industry group Owner-Operator Independent Drivers Association (OOIDA) pushed back against the federal decision allowing the Omnibus Low-NOx rule to advance. "The Omnibus Low-NOx waiver for California calls into question the policymaking process under the Biden administration's EPA. Purposefully injecting uncertainty into a $588 billion American industry is bad for our economy and makes no meaningful progress towards purported environmental goals," (OOIDA) President Todd Spencer said in a release. "EPA's credibility outside of radical environmental circles would have been better served by working with regulated industries rather than ramming through last-minute special interest favors. We look forward to working with the Trump administration's EPA in good faith towards achievable environmental outcomes.”
Editor's note:This article was revised on December 18 to add reaction from OOIDA.
A Canadian startup that provides AI-powered logistics solutions has gained $5.5 million in seed funding to support its concept of creating a digital platform for global trade, according to Toronto-based Starboard.
The round was led by Eclipse, with participation from previous backers Garuda Ventures and Everywhere Ventures. The firm says it will use its new backing to expand its engineering team in Toronto and accelerate its AI-driven product development to simplify supply chain complexities.
According to Starboard, the logistics industry is under immense pressure to adapt to the growing complexity of global trade, which has hit recent hurdles such as the strike at U.S. east and gulf coast ports. That situation calls for innovative solutions to streamline operations and reduce costs for operators.
As a potential solution, Starboard offers its flagship product, which it defines as an AI-based transportation management system (TMS) and rate management system that helps mid-sized freight forwarders operate more efficiently and win more business. More broadly, Starboard says it is building the virtual infrastructure for global trade, allowing freight companies to leverage AI and machine learning to optimize operations such as processing shipments in real time, reconciling invoices, and following up on payments.
"This investment is a pivotal step in our mission to unlock the power of AI for our customers," said Sumeet Trehan, Co-Founder and CEO of Starboard. "Global trade has long been plagued by inefficiencies that drive up costs and reduce competitiveness. Our platform is designed to empower SMB freight forwarders—the backbone of more than $20 trillion in global trade and $1 trillion in logistics spend—with the tools they need to thrive in this complex ecosystem."