WMS vendors are pushing software that comes preconfigured to the needs of specific industries, cutting weeks—or even months—out of the installation process. But experts warn it's not for everyone.
James Cooke is a principal analyst with Nucleus Research in Boston, covering supply chain planning software. He was previously the editor of CSCMP?s Supply Chain Quarterly and a staff writer for DC Velocity.
Vendors of Warehouse Management Systems (WMS) get it: What you want these days is a fast and cheap installation. In response, they're pushing the concept of software that comes preconfigured to the needs of specific industries—like retail or automotive or pharmaceuticals. Buy one of these packages, vendors say, and you can skip right over some of the programming work during the installation phase.
For all the hype, the idea of preconfigured WMS packages isn't particularly new. In fact, the consulting firm Coopers & Lybrand (now part of PricewaterhouseCoopers) came up with the idea years ago, according to consultant Steve Mulaik, a partner at the Alpharetta, Ga.-based Progress Group.
Nonetheless, it's clear that vendors believe the time is ripe for a product whose chief selling point is the promise of simple, low-cost installation. "The WMS vendors are really pushing this because everyone is cognizant of the time element and the costs of implementation," says John Sidell, a managing principal at the Kansas City, Mo.-based systems integrator TranSystems ESync.
A big head start
The appeal of a WMS that's tailored to the customer's specific industry isn't hard to see. Terminology, business rules, and practices vary widely from one industry to the next, but within a given sector, there's usually a great deal of commonality. Buying software that's preset to reflect standard industry practices can give a company a big head start when it comes to implementation.
For example, consider the difference between buying a WMS package that's preconfigured to the needs of a pharmaceutical warehouse vs. a generic package. With a generic solution, someone has to program the software to recognize the difference between, say, an apparel industry stock-keeping unit (SKU) number, whose digits might indicate a garment's style, size, and color, and a pharma industry SKU, whose digits might indicate a drug's lot number, batch number, and expiration date. A preconfigured program eliminates that task. On top of that, the preconfigured program doesn't have to be "taught" to use, say, lot expiration dates as a criterion for product selection. Instead, the software will arrive pre-programmed to generate pick lists that ensure that workers fill orders from older batches of medications before drawing on new ones.
But preconfiguration work isn't always about tailoring a WMS to the requirements of a particular industry. It can also include tasks like the creation of programming templates that streamline the process of assigning items to storage locations, says Bill Bastian, president of Indianapolis-based systems integrator Bastian Material Handling. Instead of having to input data for each storage location in the warehouse, he says, integrators can use these templates or "masters" that incorporate common data such as the length, width, and height for all bays. The integrator can then create a unique identifier for each storage location and simply copy and paste the template data. "I want to replicate [common information] using this master as opposed to going one by one and putting in the information," says Bastian.
As for how much time is saved, estimates vary. Sidell of TranSystems ESync says preconfigured modules can cut 20 to 30 percent from the programming time. On top of that, he says, presets can reduce the post-installation testing period by 25 percent. "The less you have to configure, the less you have to test," says Sidell. All told, he says, preset modules can cut the typical implementation period from seven months to five.
Matt Wilkerson, a principal at Tompkins Associates, a Raleigh, N.C.based consultancy with a systems integration practice, has a more conservative estimate. He says preconfiguration work can eliminate three to four weeks from the design phase of a project. Differences among individual operations limit the amount of work that can be done in advance, he explains. "There's too much variation to ever arrive at a standard preconfiguration."
Not for everyone
Although the systems integrators contacted for this article agreed that preconfigured WMS models can cut installation time, they also warned that the software has its drawbacks. For example, some believe buying a preset package discourages users from exploring the software's full range of capabilities. "It can inhibit the clients from learning and understanding the product because you come up with preconfigured opinions on how the system will run," says Rod Wyles, a vice president at Fortna Inc., a Reading, Pa.-based systems integrator. "You can miss out on [features] that may work for your business."
It's important to note that not all DC operations are good candidates for preconfigured software. For example, highly automated distribution centers may not get much benefit from installing a preconfigured package. Operations that use a lot of automated equipment will need to have a lot of interfaces written, canceling out the advantages of preconfiguration.
Integrators say unrealistic expectations on the client's part can lead to disappointment as well. It's not uncommon for customers to opt for a preconfigured package but later decide they don't want to settle for the "standard" features. "The clients often wind up customizing the software package," says Paul Faber, director of software and systems integration at Tompkins Associates. "It takes an awful lot of discipline from a client's management team to stick to base functionality."
And even if a warehouse operation is willing to live by the system's "canned" rules, Wyles says, the company shouldn't assume the package is plug and play. A WMS still must be configured to reflect the facility's own physical layout. "The setup of a WMS is built around the facility," he says, "and that often can't be preconfigured."
Although a preconfigured WMS may not be right for every warehouse operation, prospective customers should still take note of which vendors offer packages tailored to their industry. The mere fact that a software company has designed a program for, say, the retail or the automotive industry indicates that its software is suited to that type of business. "If somebody has a template for a specific market," says Mulaik, "I would have a lot more confidence in buying that system."
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.
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.”
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.
Online grocery technology provider Instacart is rolling out its “Caper Cart” AI-powered smart shopping trollies to a wide range of grocer networks across North America through partnerships with two point-of-sale (POS) providers, the San Francisco company said Monday.
Instacart announced the deals with DUMAC Business Systems, a POS solutions provider for independent grocery and convenience stores, and TRUNO Retail Technology Solutions, a provider that powers over 13,000 retail locations.
Terms of the deal were not disclosed.
According to Instacart, its Caper Carts transform the in-store shopping experience by letting customers automatically scan items as they shop, track spending for budget management, and access discounts directly on the cart. DUMAC and TRUNO will now provide a turnkey service, including Caper Cart referrals, implementation, maintenance, and ongoing technical support – creating a streamlined path for grocers to bring smart carts to their stores.
That rollout follows other recent expansions of Caper Cart rollouts, including a pilot now underway by Coles Supermarkets, a food and beverage retailer with more than 1,800 grocery and liquor stores throughout Australia.
Instacart’s core business is its e-commerce grocery platform, which is linked with more than 85,000 stores across North America on the Instacart Marketplace. To enable that service, the company employs approximately 600,000 Instacart shoppers who earn money by picking, packing, and delivering orders on their own flexible schedules.
The new partnerships now make it easier for grocers of all sizes to partner with Instacart, unlocking a modern shopping experience for their customers, according to a statement from Nick Nickitas, General Manager of Local Independent Grocery at Instacart.
In addition, the move also opens up opportunities to bring additional Instacart Connected Stores technologies to independent retailers – including FoodStorm and Carrot Tags – continuing to power innovation and growth opportunities for retailers across the grocery ecosystem, he said.