In Simon & Schuster's fast-paced distribution operations, the warehouse management system may call the shots. But it's the warehouse control system that makes sure things get done.
David Maloney has been a journalist for more than 35 years and is currently the group editorial director for DC Velocity and Supply Chain Quarterly magazines. In this role, he is responsible for the editorial content of both brands of Agile Business Media. Dave joined DC Velocity in April of 2004. Prior to that, he was a senior editor for Modern Materials Handling magazine. Dave also has extensive experience as a broadcast journalist. Before writing for supply chain publications, he was a journalist, television producer and director in Pittsburgh. Dave combines a background of reporting on logistics with his video production experience to bring new opportunities to DC Velocity readers, including web videos highlighting top distribution and logistics facilities, webcasts and other cross-media projects. He continues to live and work in the Pittsburgh area.
Fame can be fleeting in the book publishing industry. A book that's a best-seller one week may be relegated to the half-price rack the next. That means that for book distributors, the pressure's on to whisk hot titles out to stores before they become paper weights.
To keep books flowing smoothly through its DCs, Simon & Schuster, one of the nation's largest book publishing houses, relies on a relatively unknown but powerful technology: a warehouse control system (WCS). Several years back, the publisher installed warehouse control systems from AL Systems at its two U.S. distribution centers to coordinate order fulfillment activities. The warehouse control systems are layered as "middleware" between the facilities' warehouse management systems and their material handling subsystems—conveyors, sorters, and the like. Essentially, the WCS serves as a "go between" or interface between the two, collecting information from the host system and then allocating work and providing specific instructions to the various pieces of material handling equipment.
Simon & Schuster is not alone in turning to a WCS to help run its operations. More and more companies are taking this route these days— usually, but not always, in conjunction with a WMS. (In some facilities, the WCS works directly with order- or inventory-management software.)
The appeal of warehouse control systems is not hard to understand. To begin with, they're affordable—warehouse control systems tend to be significantly less expensive than warehouse management systems. They're also quite versatile—warehouse control systems provide functionality that may not be available in standard warehouse management systems, or at least not without costly modifications. They're also easy to customize.
Compared to a WMS, a WCS is easier and cheaper to modify to meet a facility's individual needs. Also, for facilities with older warehouse management systems in place, a WCS can offer an economical means of upgrading. Oftentimes, a WCS can offer capabilities that older WMS systems lack, filling gaps and controlling processes that would otherwise require the user to upgrade—or even replace—its WMS.
Down to the nitty-gritty
In Simon & Schuster's case, the decision to install warehouse control systems was driven by a desire to gain greater control over its processes, in particular those processes associated with its extensive conveyor systems. "We have a lot of need for speed to the market and have to get our products there quickly," says Dave Schaeffer, the company's vice president of distribution and fulfillment.
The publisher uses the warehouse control systems in conjunction with warehouse management systems from Manhattan Associates at its distribution centers in Bristol, Pa., and Riverside, N.J. The two facilities, located about 11 miles apart, each measure about 600,000 square feet and hold different SKUs. Together, the two buildings provide distribution for all of North America and parts of Europe.
The WCS and WMS work together as part of an integrated system, says Schaeffer. "The warehouse control system controls the movement of cartons through the systems and onto the shipping docks. It works with the warehouse management system. But while the movement within the WMS is more product level, the actual real-time, minute-to-minute handling is done by the warehouse control system."
And that is precisely where warehouse control systems shine. Although warehouse management systems certainly have the capability to direct a number of warehouse processes, they typically perform most of their work at a higher level—for example, collecting orders, tracking and allocating inventory, and generating invoices. In contrast, the WCS is designed expressly to take care of the nitty-gritty operational details, telling the material handling subsystems not just what to do, but also how to do it (for example, directing a conveyor to send a case down a specific chute).
Ability to multi-task
In Simon & Schuster's Riverside facility, the WCS controls the movement of products over five miles of Hytrol conveyors, as well as a sliding-shoe shipping sorter and other subsorters. It also directs cartons through the facility's pick zones. The warehouse management system relays pick information to the warehouse control system, and the WCS then directs the actual picking activities, which for new titles usually involves picking full cases of books.
"The WMS and the WCS really work in partnership," says Schaeffer. "In our case, it really made sense to put more functionality into the WCS because of how the conveyors and the picking are integrated so closely together."
Schaeffer reports that directly linking the picking to the conveyor makes the conveyor more responsive to the picking process. "If there is a short on a pick," he says, "the conveyor can simply direct the carton to another lane before moving it on to shipping."
In addition to overseeing the picking of full cases of new titles, the WCS directs the split-case picking of older or "back list" titles—relaying picking instructions to workers via the company's Voxware voice system. Although the warehouse management system also has a module capable of directing the voice picking activities, Simon & Schuster chose to have the WCS manage its voice operations. Again, the advantage is that the WCS ties more closely into the related picking and material handling systems.
"The WCS has all of the components needed to direct voice," says Schaeffer. "The WCS can be molded easily and is just a better fit for the functionality." He adds that if Simon & Schuster someday decided to convert to, say, a pick-to-light system, it would be a simple matter to modify the WCS to handle that task.
In addition to picking, the WCS oversees quality control activities, which include check weighing (a process in which cartons are automatically weighed and their weight compared to the expected weight for the contents) and the selection of cartons for random inspection. It also handles all of the manifesting of orders.
As for Simon & Schuster's Bristol facility, the WCS there plays much the same role as its counterpart at Riverside. That is, it controls the movement of products through picking on the conveyors, full-case sortation, split-case sortation with weight verification, and the manifest stations. It also directs voice picking activities.
Ease of revision
All in all, Simon & Schuster believes the WCS is a good fit for its operations. For one thing, the WCS ensures that the operations and the associated equipment are tightly integrated, which allows both products and information to move swiftly and efficiently throughout the facilities. And when it comes time to make a change in any of the processes, the WCS can easily adapt.
"By its nature, the WCS is easy to upgrade," notes Schaeffer. "It is less complicated and is a more economical solution than upgrading a WMS."
Container traffic is finally back to typical levels at the port of Montreal, two months after dockworkers returned to work following a strike, port officials said Thursday.
Today that arbitration continues as the two sides work to forge a new contract. And port leaders with the Maritime Employers Association (MEA) are reminding workers represented by the Canadian Union of Public Employees (CUPE) that the CIRB decision “rules out any pressure tactics affecting operations until the next collective agreement expires.”
The Port of Montreal alone said it had to manage a backlog of about 13,350 twenty-foot equivalent units (TEUs) on the ground, as well as 28,000 feet of freight cars headed for export.
Port leaders this week said they had now completed that task. “Two months after operations fully resumed at the Port of Montreal, as directed by the Canada Industrial Relations Board, the Montreal Port Authority (MPA) is pleased to announce that all port activities are now completely back to normal. Both the impact of the labour dispute and the subsequent resumption of activities required concerted efforts on the part of all port partners to get things back to normal as quickly as possible, even over the holiday season,” the port said in a release.
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.
ReposiTrak, a global food traceability network operator, will partner with Upshop, a provider of store operations technology for food retailers, to create an end-to-end grocery traceability solution that reaches from the supply chain to the retail store, the firms said today.
The partnership creates a data connection between suppliers and the retail store. It works by integrating Salt Lake City-based ReposiTrak’s network of thousands of suppliers and their traceability shipment data with Austin, Texas-based Upshop’s network of more than 450 retailers and their retail stores.
That accomplishment is important because it will allow food sector trading partners to meet the U.S. FDA’s Food Safety Modernization Act Section 204d (FSMA 204) requirements that they must create and store complete traceability records for certain foods.
And according to ReposiTrak and Upshop, the traceability solution may also unlock potential business benefits. It could do that by creating margin and growth opportunities in stores by connecting supply chain data with store data, thus allowing users to optimize inventory, labor, and customer experience management automation.
"Traceability requires data from the supply chain and – importantly – confirmation at the retail store that the proper and accurate lot code data from each shipment has been captured when the product is received. The missing piece for us has been the supply chain data. ReposiTrak is the leader in capturing and managing supply chain data, starting at the suppliers. Together, we can deliver a single, comprehensive traceability solution," Mark Hawthorne, chief innovation and strategy officer at Upshop, said in a release.
"Once the data is flowing the benefits are compounding. Traceability data can be used to improve food safety, reduce invoice discrepancies, and identify ways to reduce waste and improve efficiencies throughout the store,” Hawthorne said.
Under FSMA 204, retailers are required by law to track Key Data Elements (KDEs) to the store-level for every shipment containing high-risk food items from the Food Traceability List (FTL). ReposiTrak and Upshop say that major industry retailers have made public commitments to traceability, announcing programs that require more traceability data for all food product on a faster timeline. The efforts of those retailers have activated the industry, motivating others to institute traceability programs now, ahead of the FDA’s enforcement deadline of January 20, 2026.