For years, cost and technical issues have kept many smaller companies out of the warehouse management systems market. But the emergence of hosted warehouse systems could change all that.
Like many small warehouse operators, Mike Durand was eager to automate his operation. But technical issues stood in the way: The move would have required him to install a warehouse management system (WMS) and take on responsibility for maintaining and upgrading it.
Then earlier this year, Durand, who is warehouse manager for digital photo finishing lab White House Custom Colour, ran across a company called SmartTurn during an Internet search. The pitch was compelling: For a modest monthly fee, he could use its Web-based warehouse management system to run his operation. The vendor would host and maintain the application, then deliver it as a service. There would be no hardware to buy, no software to install, and no IT staff to maintain.
Though he was initially hesitant about relying on the Internet to serve up the software, that all changed once White House Custom Colour deployed the SmartTurn application in its 14,000-square-foot warehouse. "It worried me a little bit in the beginning," admits Durand, "but after a while, it went to the back of my mind."
White House Custom Colour is just one of a growing number of small and medium-sized businesses (SMBs) that are abandoning paper and spreadsheets and using Web-based software to take their warehouse operations into the digital age. Up until recently, they didn't have that option. WMS applications were not available via the "on demand," or "software-as-a-service," model. If you wanted a warehouse management trickle-down technology system, you had to buy one or write your own. Many small outfits with limited budgets essentially found themselves cut out of the game.
But that's beginning to change. In the past 18 months, software developers like SmartTurn (which is a division of Navis), Click Commerce, and 7Hills have introduced hosted systems designed to help customers take control of their warehouse operations. SmartTurn was the first to market, introducing its ondemand offering in May 2006. 7Hills and Click Commerce quickly followed suit—7Hills with its eBizNETT-WMS software; Click Commerce with its WMX On Demand offering.
Big potential
The concept of hosted software is not new. Software developers have been delivering applications via some type of subscription-based model since the late 1990s. On demand has proved to be a particularly popular delivery model for applications like sales support, transportation management, and even enterprise resource planning. But up until recently, the conventional wisdom held that there was very little demand for WMS delivered over the Internet.
SmartTurn, 7Hills, and Click Commerce think differently. They look at the 600,000 warehouses in the United States and see a huge potential market. The vast majority of those warehouses are small or medium-sized operations, they say. And they're betting that the advantages of the on-demand model—low overhead, low risk, speedy implementation, and access to sophisticated technology—will prove impossible for these small- and mid-sized players to resist.
At least one analyst agrees that it's a viable business model. "There is absolutely a place for low-cost WMS in an on-demand setting," says Steve Banker, director, supply chain management, for ARC Advisory Group.
A study conducted this summer by research firm Aberdeen Group bears that out. Aberdeen's report on the study, Supply Chain On Demand: Enable Flexible Business Processes, showed that while just 7 percent of companies surveyed are currently using an on-demand WMS, 24 percent are planning implementation. That compares to 28 percent who are planning to deploy a traditional warehouse management solution.
Automation with no upfront costs
It's not hard to see the on-demand model's attractions. The first, of course, is cost. With on demand, there are no upfront payments or licensing fees apart from local hardware, such as handheld radio-frequency (RF) terminals and WiFi network infrastructure. Monthly costs are low enough that most operations managers can fund them out of their operating budgets. SmartTurn, for example, charges $500 per site per month.
Another is the promise of quick and easy deployment. SmartTurn says its solutions are typically implemented in two days and require little training. Durand reports that White House Custom Colour was able to configure the solution to fit its needs and deploy RF-enabled handhelds using phone support alone.
Customers are also likely to be pleasantly surprised by the service and support they receive, says Bob Kennedy, vice president of business development at 7Hills. Since an unhappy customer can simply pull up stakes and switch to a rival, the hosting company has a strong incentive to be responsive to that customer's requests. That kind of leverage was rarely available to SMBs in the past, says Kennedy.
The early word has been positive, says Nari Viswanthan, Aberdeen's research director, supply chain and logistics, and author of the report on hosted supply chain software. "Companies using on-demand WMS are saying it exceeded expectations in the cost of software, implementation time, and the cost of ownership," he says.
If White House Custom Colour is any indication, they're pleased with the results as well. Durand says the WMS has streamlined the warehouse's operations, easing the administrative load, reducing the need for physical inventory counts, improving stock visibility, cutting down on stock-outs, and boosting accuracy.
"We've had huge savings in the warehouse," reports Durand. "We're saving a great deal of time just doing everything online as opposed to paper forms."
Making it work
It's important to point out that the technology is not just taking hold at small operations. It's also starting to show up in larger DCs. Although 7Hills' largest customer to date is a 50,000-square-foot DC, the company has a 100,000-square-foot facility coming online soon. And SmartTurn reports that it's in the process of signing a customer that will use its Web-based software to manage a 300,000-square-foot DC. These applications are designed to be highly scaleable, explains Jim Burleigh, general manager for SmartTurn. "The size, volume, or number of users does not matter," he adds.
Still, hosted warehousing software isn't for everyone. On-demand WMS applications are best suited to simple to moderately complex operations. They're not designed for companies with complex processes or highly customized needs, or for highspeed automation environments—while the slight latency in delivering over the Web is a non-issue for human users, remote communication can't keep pace with super-fast conveyors.
While companies with revenues of under $250 million are the sweet spot, vendors are casting their nets wider than that. They also see potential demand from enterprises that need lower-cost solutions to support the largely unnoticed warehouses that many operate, such as stock rooms, satellite facilities, and supply depots in everything from hospitals to utilities to resorts. "That market is 10 times larger than the traditional warehouse market," says Burleigh.
To adapt their systems for use by a varied base of clients, designers must create a simple user interface and enough configuration options to address everybody's needs. Setup entails turning on and off desired functions, such as one- or twostep putaway, according to Burleigh. Configuration requires knowledge of the company's business processes.
When it comes to configuration, Ian Hobkirk of Aberdeen Group cautions prospective customers to beware of vendors that seem inclined to take shortcuts. "There is a tendency in WMS especially for SMB companies, when the vendor is selling, not to want to spend a lot of time discovering business processes," says Hobkirk, who is a senior analyst in Aberdeen's logistics practice. "They tend to oversimplify. But you've got to do your homework and do a thorough business process review." Hobkirk recommends bringing in some type of adviser or consultant to help oversee this process.
Some vendors provide that assistance themselves. Five Star Transport, a Honolulu distributor and third-party logistics service provider, reports that after it signed on to use 7Hills' hosted WMS, the company dispatched a rep to help with the configuration process. "They sent us somebody … for a week who got a good look at our operations, met with people, and talked about what we do and how," says Michael Hruby, president of Five Star. (Five Star is subscribing to a suite of on-demand supply chain execution applications in a bid to attract and retain customers.) The representative helped Five Star work through the challenges of ensuring data format compliance with a large customer, although Hruby admits the process was not entirely smooth.
Watchful waiting
To Aberdeen's Hobkirk, bumpy installations are a potential red flag. He says that on-demand developers need their early installs to be flawless while they build market awareness—and the cash reserves to tide themselves over until demand takes off. Even then, there's no guarantee of smooth sailing ahead. Once demand reaches a certain point, competition is bound to heat up. "Three to four companies have WMS products ready to roll out once the market hits the tipping point for multi-tenant WMS," he says. "Two to three vendors a week ask me [when] I think" that will happen.
Some of the competitors could be formidable. Though the big tier one WMS vendors have concentrated on custom installs to date, Hobkirk thinks they would have little difficulty creating simpler, more generic multi-user versions of their systems. "If a tier one [developer] makes a commitment, they could bring out a product fairly quickly," says Hobkirk.
In fact, most—if not all—of the big players are already offering some of their products via a subscription-based model, which means it wouldn't be much of a leap to add WMS to the roster. "We're already doing on demand for retail, workforce, and transportation management applications," says Jim LeTart, director of marketing for RedPrairie. "We have the capability to do it [for WMS], but we haven't put it in place because there is not demand for it yet."
What are the implications for SmartTurn, 7Hills, and Click Commerce if the giants invade their turf? "When the model is no longer a competitive advantage, they'll have to compete on features and functions," says Hobkirk. "I advise these three players to get as many sales as they can, and they've got to put money back into R&D."
Few doubt that the on-demand model will take hold for WMS. What remains to be seen is the impact on the larger WMS marketplace. "We'll never get to a RedPrairie or Manhattan, but we'll be pretty close," says SmartTurn's Burleigh. "Will the market be willing to pay a lot for a small delta of functionality? That will be an interesting question."
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."