Larry Jones is vice president of operations at Fortna Inc., a provider of software, professional services and equipment for logistics and distribution systems.
It used to be that when you bought appurtenances for your distribution center, you bought equipment, or maybe services. Today, you often buy a "solution." "Solution," of course, is vendor talk for equipment, hardware, software and systems designed to address a specific operating or performance need. If buying solutions sounds harder than just picking out equipment, that's because it is: Not only do you have to choose the right stuff, but you also have to choose the right vendor.
When it comes to material handing equipment, the easiest to buy are the so-called "commodity" items. With commodities, whether it's conveyors or racks and shelving or motorized equipment, you can easily compare features—the roller size, bearing type, gauge of steel, type of paint, capacity. Once you've drawn up a list of products that meet your needs, it's a fairly simple matter to evaluate the vendors: Who will respond quicker to equipment issues? Will they deliver on time? Can I trust this company?
But when you make systems or "value-add" purchases—items requiring specialized engineering, software and software interfaces, or integration with other equipment and software—there are few measurable standards and features to fall back on. And that is not all. With a systems purchase, you're almost certainly entering a relationship of some duration with the vendor, which makes your choice of suppliers all the more critical. Usually anyone can supply equipment that will meet or exceed system capacity requirements. What counts is how well the engineering and technical staff plan, handle the installation, and implement and integrate the software and systems … and what kind of support they provide in the long term.
That's hard—so hard, in fact,that buyers typically retreat to familiar ground. They spend most of their time comparing the commodity parts of a proposed system, while attempting to quantify the basically unquantifiable "soft deliverables," such as support and training.
This is often their biggest mistake. When systems with a high degree of complexity fail, it's rarely related to any particular commodity item provided with that system. Problems with equipment are readily solved by replacing, repairing or adjusting components already on hand. Problems with poor engineering, project management, and software, however, are not so easily addressed.
Though due diligence may seem more like due drudgery, it's important to ask questions from the outset: Who will be responsible for project management? (Every vendor will tell you it provides project and site management, but who will actually perform these functions?) Does the salesman play this role and is he or she trained in these disciplines? Salesmen playing at project management can lead to poor team communication and forgotten functionality. What software is provided to communicate with all the material handling equipment and existing or future WMS packages? Is the software proven, stable and easy to configure? Who will be on site during training? Who is available to support the site and the software long after acceptance?
Then there's the matter of software specifications. Many times, vendors subcontract the spec'ing function to a third-party provider. But this raises the risk of miscommunication and may lead to limited site support . Usually a third-party provider's bid on a project includes a defined number of hours for on-site training and after-startup support. And all too often, the third-party's lack of involvement at the front end of the project, developing the proposal and detailed description of the operations, can cause confusion during delivery related to committed time on site, availability of remote support and missed software functionality.
A hard look at software vendors
Sooner or later, most DC managers will find themselves pulled into the systems purchase process—largely because they know their problems better than any IT staffer—or software vendor—does. Whether it's a warehouse management system (WMS), transportation management system (TMS) or a warehouse control system (WCS), the natural starting point for most buyers is to consider the software's ability to meet project and business requirements. Defining how the software will work may include conducting a detailed, scripted demonstration of the various systems under consideration using real data and simulated processes, or even a complete multi-week conference room pilot to actually test and demonstrate all of the software's capabilities. Spending the time in the beginning to fully understand the functionality reduces problems in the project implementation. And don't just ask whether the software can meet the requirements; ask how the requirements will be met .
Then you have to figure out who can deliver. To do that, you have to consider each software provider's capabilities and size and make some educated guesses as to how well it will work with your project team and organization. Check references, visit active client sites, and find out who will be working on the project as well as how the project will be supported in the long term. The individual people assigned to the project have a great impact on successful implementation. Find out whether vendors will provide detailed documentation on the base software and any special modifications. Ask if it's possible to obtain the source code for the software or whether the vendor will maintain an escrow account so that you have recourse in case of future problems. When discussing the software with references, ask about support and response time for problem resolution during implementation. The rule of thumb here is that every hour spent up front researching the vendors, their products, their personnel and their delivery models will save you three times that during commissioning.
When selecting the software vendor, be sure to include the people who will use and maintain the software. If you have no internal support capabilities, arrange to have the vendor provide this service and make sure this is included in all contracts. Keep in mind that the more support the vendor has to provide,the higher the ongoing maintenance costs will be. Support provided in-house helps ensure more rapid problem resolution and keeps the focus on moving product through the material handling system.
As with commodity items, many times software vendors will claim to make a product with the same capabilities as competitors' products; however, taking the time to "look under the covers" can often be the difference between a successful, on-time implementation and a long, drawn-out struggle. Depending on the type of software and the business requirements, most software solutions can eventually be jerry-rigged to work. But there is a major risk that while you're trying to make it work, customers unhappy over your execution may desert you. Software is not a commodity, and very often the difference between success and failure is as simple as asking how a process works and making sure adequate support is provided.
Not so easy picking
A company that's evaluating warehousing or transportation software generally has no illusions about being involved in a complicated systems purchase, but other cases may not be so clear cut. It's not unusual for buyers to be thrown off track by what appears to be a straight forward commodity purchase but is actually a more complex systems purchase. Take picking modules, for example. Whether rack, shelving, or mezzanine-supported, picking modules may appear to be a simple commodity. Exclusive of any powered equipment, they're static structures. They don't require software interfaces or I/O checkout. Most customers choose their picking modules based on the type of product to be stored or operational requirements (pallet flow, carton flow, or piece picking from shelving?). And they're quick to dive into the details: What type of rack upright, capacity, color and type of coating?
But by focusing on what they know—the individual components—they risk overlooking the systems aspect of a functioning module. Given their large number of pieces and components, picking modules are engineering intensive. And though stand-alone, static structures,they interface with operations and the people using them. Though it might not be evident initially, the buyer will undoubtedly face innumerable complex questions. For example, what type of flooring will you need? (Flooring requirements vary, based on the sprinkler requirements and the type of picking.) Or if operators will be picking to cart, what type of wheels do the carts need? Have the operations and engineering staff reviewed any conveyor interfaces related to replenishment, takeaway and trash removal? Where will pallet returns be installed? How many are needed? Are pallet slide rails required? Should pallet flow positions have safety bar grating under each pallet position? Should safety netting be used around stairs and outer walkways? Does the setup conform to government code and site requirements?
These are all things to ask the vendors who come in to bid. And while they're on site, find out whether they have in-house professional project managers, site managers and engineers. Focus on the delivery process of both the integrator and the manufacturer. Make sure the vendors understand the key tasks and the sequence in which they must be completed and verify that these "critical path" elements and their completion deadlines are reflected accurately on the project schedule. Interview the prospective key personnel from both the integrator and the manufacturer. Push for strong individuals with decision-making authority as project managers at the integrator and manufacturer levels. Place a like-minded individual within your organization as the primary contact and key decision maker.
And always, always ask to meet the engineering staff. The quality of the engineering affects not only the structural design but also the functionality. Engineers have to accommodate the client's demands within the limitations of both building and design constraints all the while dealing with the various issues that will touch on available storage and personnel access.
Though at this point, you might be tempted to beat a retreat to familiar ground and concentrate on the rack uprights, rollers and coatings, don't make that mistake. Look past the components; you're buying a relationship.
Autonomous forklift maker Cyngn is deploying its DriveMod Tugger model at COATS Company, the largest full-line wheel service equipment manufacturer in North America, the companies said today.
By delivering the self-driving tuggers to COATS’ 150,000+ square foot manufacturing facility in La Vergne, Tennessee, Cyngn said it would enable COATS to enhance efficiency by automating the delivery of wheel service components from its production lines.
“Cyngn’s self-driving tugger was the perfect solution to support our strategy of advancing automation and incorporating scalable technology seamlessly into our operations,” Steve Bergmeyer, Continuous Improvement and Quality Manager at COATS, said in a release. “With its high load capacity, we can concentrate on increasing our ability to manage heavier components and bulk orders, driving greater efficiency, reducing costs, and accelerating delivery timelines.”
Terms of the deal were not disclosed, but it follows another deployment of DriveMod Tuggers with electric automaker Rivian earlier this year.
Manufacturing and logistics workers are raising a red flag over workplace quality issues according to industry research released this week.
A comparative study of more than 4,000 workers from the United States, the United Kingdom, and Australia found that manufacturing and logistics workers say they have seen colleagues reduce the quality of their work and not follow processes in the workplace over the past year, with rates exceeding the overall average by 11% and 8%, respectively.
The study—the Resilience Nation report—was commissioned by UK-based regulatory and compliance software company Ideagen, and it polled workers in industries such as energy, aviation, healthcare, and financial services. The results “explore the major threats and macroeconomic factors affecting people today, providing perspectives on resilience across global landscapes,” according to the authors.
According to the study, 41% of manufacturing and logistics workers said they’d witnessed their peers hiding mistakes, and 45% said they’ve observed coworkers cutting corners due to apathy—9% above the average. The results also showed that workers are seeing colleagues take safety risks: More than a third of respondents said they’ve seen people putting themselves in physical danger at work.
The authors said growing pressure inside and outside of the workplace are to blame for the lack of diligence and resiliency on the job. Internally, workers say they are under pressure to deliver more despite reduced capacity. Among the external pressures, respondents cited the rising cost of living as the biggest problem (39%), closely followed by inflation rates, supply chain challenges, and energy prices.
“People are being asked to deliver more at work when their resilience is being challenged by economic and political headwinds,” Ideagen’s CEO Ben Dorks said in a statement announcing the findings. “Ultimately, this is having a determinantal impact on business productivity, workplace health and safety, and the quality of work produced, as well as further reducing the resilience of the nation at large.”
Respondents said they believe technology will eventually alleviate some of the stress occurring in manufacturing and logistics, however.
“People are optimistic that emerging tech and AI will ultimately lighten the load, but they’re not yet feeling the benefits,” Dorks added. “It’s a gap that now, more than ever, business leaders must look to close and support their workforce to ensure their staff remain safe and compliance needs are met across the business.”
The “2024 Year in Review” report lists the various transportation delays, freight volume restrictions, and infrastructure repair costs of a long string of events. Those disruptions include labor strikes at Canadian ports and postal sites, the U.S. East and Gulf coast port strike; hurricanes Helene, Francine, and Milton; the Francis Scott key Bridge collapse in Baltimore Harbor; the CrowdStrike cyber attack; and Red Sea missile attacks on passing cargo ships.
“While 2024 was characterized by frequent and overlapping disruptions that exposed many supply chain vulnerabilities, it was also a year of resilience,” the Project44 report said. “From labor strikes and natural disasters to geopolitical tensions, each event served as a critical learning opportunity, underscoring the necessity for robust contingency planning, effective labor relations, and durable infrastructure. As supply chains continue to evolve, the lessons learned this past year highlight the increased importance of proactive measures and collaborative efforts. These strategies are essential to fostering stability and adaptability in a world where unpredictability is becoming the norm.”
In addition to tallying the supply chain impact of those events, the report also made four broad predictions for trends in 2025 that may affect logistics operations. In Project44’s analysis, they include:
More technology and automation will be introduced into supply chains, particularly ports. This will help make operations more efficient but also increase the risk of cybersecurity attacks and service interruptions due to glitches and bugs. This could also add tensions among the labor pool and unions, who do not want jobs to be replaced with automation.
The new administration in the United States introduces a lot of uncertainty, with talks of major tariffs for numerous countries as well as talks of US freight getting preferential treatment through the Panama Canal. If these things do come to fruition, expect to see shifts in global trade patterns and sourcing.
Natural disasters will continue to become more frequent and more severe, as exhibited by the wildfires in Los Angeles and the winter storms throughout the southern states in the U.S. As a result, expect companies to invest more heavily in sustainability to mitigate climate change.
The peace treaty announced on Wednesday between Isael and Hamas in the Middle East could support increased freight volumes returning to the Suez Canal as political crisis in the area are resolved.
The French transportation visibility provider Shippeo today said it has raised $30 million in financial backing, saying the money will support its accelerated expansion across North America and APAC, while driving enhancements to its “Real-Time Transportation Visibility Platform” product.
The funding round was led by Woven Capital, Toyota’s growth fund, with participation from existing investors: Battery Ventures, Partech, NGP Capital, Bpifrance Digital Venture, LFX Venture Partners, Shift4Good and Yamaha Motor Ventures. With this round, Shippeo’s total funding exceeds $140 million.
Shippeo says it offers real-time shipment tracking across all transport modes, helping companies create sustainable, resilient supply chains. Its platform enables users to reduce logistics-related carbon emissions by making informed trade-offs between modes and carriers based on carbon footprint data.
"Global supply chains are facing unprecedented complexity, and real-time transport visibility is essential for building resilience” Prashant Bothra, Principal at Woven Capital, who is joining the Shippeo board, said in a release. “Shippeo’s platform empowers businesses to proactively address disruptions by transforming fragmented operations into streamlined, data-driven processes across all transport modes, offering precise tracking and predictive ETAs at scale—capabilities that would be resource-intensive to develop in-house. We are excited to support Shippeo’s journey to accelerate digitization while enhancing cost efficiency, planning accuracy, and customer experience across the supply chain.”
Donald Trump has been clear that he plans to hit the ground running after his inauguration on January 20, launching ambitious plans that could have significant repercussions for global supply chains.
As Mark Baxa, CSCMP president and CEO, says in the executive forward to the white paper, the incoming Trump Administration and a majority Republican congress are “poised to reshape trade policies, regulatory frameworks, and the very fabric of how we approach global commerce.”
The paper is written by import/export expert Thomas Cook, managing director for Blue Tiger International, a U.S.-based supply chain management consulting company that focuses on international trade. Cook is the former CEO of American River International in New York and Apex Global Logistics Supply Chain Operation in Los Angeles and has written 19 books on global trade.
In the paper, Cook, of course, takes a close look at tariff implications and new trade deals, emphasizing that Trump will seek revisions that will favor U.S. businesses and encourage manufacturing to return to the U.S. The paper, however, also looks beyond global trade to addresses topics such as Trump’s tougher stance on immigration and the possibility of mass deportations, greater support of Israel in the Middle East, proposals for increased energy production and mining, and intent to end the war in the Ukraine.
In general, Cook believes that many of the administration’s new policies will be beneficial to the overall economy. He does warn, however, that some policies will be disruptive and add risk and cost to global supply chains.
In light of those risks and possible disruptions, Cook’s paper offers 14 recommendations. Some of which include:
Create a team responsible for studying the changes Trump will introduce when he takes office;
Attend trade shows and make connections with vendors, suppliers, and service providers who can help you navigate those changes;
Consider becoming C-TPAT (Customs-Trade Partnership Against Terrorism) certified to help mitigate potential import/export issues;
Adopt a risk management mindset and shift from focusing on lowest cost to best value for your spend;
Increase collaboration with internal and external partners;
Expect warehousing costs to rise in the short term as companies look to bring in foreign-made goods ahead of tariffs;
Expect greater scrutiny from U.S. Customs and Border Patrol of origin statements for imports in recognition of attempts by some Chinese manufacturers to evade U.S. import policies;
Reduce dependency on China for sourcing; and
Consider manufacturing and/or sourcing in the United States.
Cook advises readers to expect a loosening up of regulations and a reduction in government under Trump. He warns that while some world leaders will look to work with Trump, others will take more of a defiant stance. As a result, companies should expect to see retaliatory tariffs and duties on exports.
Cook concludes by offering advice to the incoming administration, including being sensitive to the effect retaliatory tariffs can have on American exports, working on federal debt reduction, and considering promoting free trade zones. He also proposes an ambitious water works program through the Army Corps of Engineers.