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."
A move by federal regulators to reinforce requirements for broker transparency in freight transactions is stirring debate among transportation groups, after the Federal Motor Carrier Safety Administration (FMCSA) published a “notice of proposed rulemaking” this week.
According to FMCSA, its draft rule would strive to make broker transparency more common, requiring greater sharing of the material information necessary for transportation industry parties to make informed business decisions and to support the efficient resolution of disputes.
The proposed rule titled “Transparency in Property Broker Transactions” would address what FMCSA calls the lack of access to information among shippers and motor carriers that can impact the fairness and efficiency of the transportation system, and would reframe broker transparency as a regulatory duty imposed on brokers, with the goal of deterring non-compliance. Specifically, the move would require brokers to keep electronic records, and require brokers to provide transaction records to motor carriers and shippers upon request and within 48 hours of that request.
Under federal regulatory processes, public comments on the move are due by January 21, 2025. However, transportation groups are not waiting on the sidelines to voice their opinions.
According to the Transportation Intermediaries Association (TIA), an industry group representing the third-party logistics (3PL) industry, the potential rule is “misguided overreach” that fails to address the more pressing issue of freight fraud. In TIA’s view, broker transparency regulation is “obsolete and un-American,” and has no place in today’s “highly transparent” marketplace. “This proposal represents a misguided focus on outdated and unnecessary regulations rather than tackling issues that genuinely threaten the safety and efficiency of our nation’s supply chains,” TIA said.
But trucker trade group the Owner-Operator Independent Drivers Association (OOIDA) welcomed the proposed rule, which it said would ensure that brokers finally play by the rules. “We appreciate that FMCSA incorporated input from our petition, including a requirement to make records available electronically and emphasizing that brokers have a duty to comply with regulations. As FMCSA noted, broker transparency is necessary for a fair, efficient transportation system, and is especially important to help carriers defend themselves against alleged claims on a shipment,” OOIDA President Todd Spencer said in a statement.
Additional pushback came from the Small Business in Transportation Coalition (SBTC), a network of transportation professionals in small business, which said the potential rule didn’t go far enough. “This is too little too late and is disappointing. It preserves the status quo, which caters to Big Broker & TIA. There is no question now that FMCSA has been captured by Big Broker. Truckers and carriers must now come out in droves and file comments in full force against this starting tomorrow,” SBTC executive director James Lamb said in a LinkedIn post.
The “series B” funding round was financed by an unnamed “strategic customer” as well as Teradyne Robotics Ventures, Toyota Ventures, Ranpak, Third Kind Venture Capital, One Madison Group, Hyperplane, Catapult Ventures, and others.
The fresh backing comes as Massachusetts-based Pickle reported a spate of third quarter orders, saying that six customers placed orders for over 30 production robots to deploy in the first half of 2025. The new orders include pilot conversions, existing customer expansions, and new customer adoption.
“Pickle is hitting its strides delivering innovation, development, commercial traction, and customer satisfaction. The company is building groundbreaking technology while executing on essential recurring parts of a successful business like field service and manufacturing management,” Omar Asali, Pickle board member and CEO of investor Ranpak, said in a release.
According to Pickle, its truck-unloading robot applies “Physical AI” technology to one of the most labor-intensive, physically demanding, and highest turnover work areas in logistics operations. The platform combines a powerful vision system with generative AI foundation models trained on millions of data points from real logistics and warehouse operations that enable Pickle’s robotic hardware platform to perform physical work at human-scale or better, the company says.
Bloomington, Indiana-based FTR said its Trucking Conditions Index declined in September to -2.47 from -1.39 in August as weakness in the principal freight dynamics – freight rates, utilization, and volume – offset lower fuel costs and slightly less unfavorable financing costs.
Those negative numbers are nothing new—the TCI has been positive only twice – in May and June of this year – since April 2022, but the group’s current forecast still envisions consistently positive readings through at least a two-year forecast horizon.
“Aside from a near-term boost mostly related to falling diesel prices, we have not changed our Trucking Conditions Index forecast significantly in the wake of the election,” Avery Vise, FTR’s vice president of trucking, said in a release. “The outlook continues to be more favorable for carriers than what they have experienced for well over two years. Our analysis indicates gradual but steadily rising capacity utilization leading to stronger freight rates in 2025.”
But FTR said its forecast remains unchanged. “Just like everyone else, we’ll be watching closely to see exactly what trade and other economic policies are implemented and over what time frame. Some freight disruptions are likely due to tariffs and other factors, but it is not yet clear that those actions will do more than shift the timing of activity,” Vise said.
The TCI tracks the changes representing five major conditions in the U.S. truck market: freight volumes, freight rates, fleet capacity, fuel prices, and financing costs. Combined into a single index indicating the industry’s overall health, a positive score represents good, optimistic conditions while a negative score shows the inverse.
Specifically, the new global average robot density has reached a record 162 units per 10,000 employees in 2023, which is more than double the mark of 74 units measured seven years ago.
Broken into geographical regions, the European Union has a robot density of 219 units per 10,000 employees, an increase of 5.2%, with Germany, Sweden, Denmark and Slovenia in the global top ten. Next, North America’s robot density is 197 units per 10,000 employees – up 4.2%. And Asia has a robot density of 182 units per 10,000 persons employed in manufacturing - an increase of 7.6%. The economies of Korea, Singapore, mainland China and Japan are among the top ten most automated countries.
Broken into individual countries, the U.S. ranked in 10th place in 2023, with a robot density of 295 units. Higher up on the list, the top five are:
The Republic of Korea, with 1,012 robot units, showing a 5% increase on average each year since 2018 thanks to its strong electronics and automotive industries.
Singapore had 770 robot units, in part because it is a small country with a very low number of employees in the manufacturing industry, so it can reach a high robot density with a relatively small operational stock.
China took third place in 2023, surpassing Germany and Japan with a mark of 470 robot units as the nation has managed to double its robot density within four years.
Germany ranks fourth with 429 robot units for a 5% CAGR since 2018.
Japan is in fifth place with 419 robot units, showing growth of 7% on average each year from 2018 to 2023.
Progress in generative AI (GenAI) is poised to impact business procurement processes through advancements in three areas—agentic reasoning, multimodality, and AI agents—according to Gartner Inc.
Those functions will redefine how procurement operates and significantly impact the agendas of chief procurement officers (CPOs). And 72% of procurement leaders are already prioritizing the integration of GenAI into their strategies, thus highlighting the recognition of its potential to drive significant improvements in efficiency and effectiveness, Gartner found in a survey conducted in July, 2024, with 258 global respondents.
Gartner defined the new functions as follows:
Agentic reasoning in GenAI allows for advanced decision-making processes that mimic human-like cognition. This capability will enable procurement functions to leverage GenAI to analyze complex scenarios and make informed decisions with greater accuracy and speed.
Multimodality refers to the ability of GenAI to process and integrate multiple forms of data, such as text, images, and audio. This will make GenAI more intuitively consumable to users and enhance procurement's ability to gather and analyze diverse information sources, leading to more comprehensive insights and better-informed strategies.
AI agents are autonomous systems that can perform tasks and make decisions on behalf of human operators. In procurement, these agents will automate procurement tasks and activities, freeing up human resources to focus on strategic initiatives, complex problem-solving and edge cases.
As CPOs look to maximize the value of GenAI in procurement, the study recommended three starting points: double down on data governance, develop and incorporate privacy standards into contracts, and increase procurement thresholds.
“These advancements will usher procurement into an era where the distance between ideas, insights, and actions will shorten rapidly,” Ryan Polk, senior director analyst in Gartner’s Supply Chain practice, said in a release. "Procurement leaders who build their foundation now through a focus on data quality, privacy and risk management have the potential to reap new levels of productivity and strategic value from the technology."