Implementing a new WMS across a network of DCs carries big risks and big rewards. Two shippers that are going through it tell how they're avoiding pitfalls and achieving success.
Contributing Editor Toby Gooley is a writer and editor specializing in supply chain, logistics, and material handling, and a lecturer at MIT's Center for Transportation & Logistics. She previously was Senior Editor at DC VELOCITY and Editor of DCV's sister publication, CSCMP's Supply Chain Quarterly. Prior to joining AGiLE Business Media in 2007, she spent 20 years at Logistics Management magazine as Managing Editor and Senior Editor covering international trade and transportation. Prior to that she was an export traffic manager for 10 years. She holds a B.A. in Asian Studies from Cornell University.
It's hard to imagine a more daunting prospect than implementing a new warehouse management system (WMS) in more than two dozen warehouses and DCs, some company-owned and some outsourced. And it's all the more intimidating when each facility has its own approach to doing business, not to mention a unique combination of software, material handling equipment, products, and customers.
Yet more companies are doing just that. After taking a hard look at their operations, they've decided the potential benefits—accurate data, consistent service levels, and big cost reductions across an entire distribution network—outweigh the challenges and risks.
Two such companies are Kimberly-Clark Corp. and Loblaw Companies Ltd. Both are in the midst of projects to standardize their warehouse management systems across complex distribution networks. And while each has encountered a few hiccups along the way, they now have implementation down to a science. Here's a look at some of the steps they've taken to ensure success.
A "proven, repeatable implementation model"
Kimberly-Clark (K-C), the consumer and medical products titan, is in the middle of a major software upgrade—one that entails switching 21 sites over from a 12-year-old version of RedPrairie's WMS to the current version (v. 2011.2) over a period of 20 months. Of those 21 sites, 10 are field DCs run by third-party logistics companies (3PLs), and 11 are plant-attached DCs, two of which are run by 3PLs.
The facilities themselves range in size from 300,000 to 1.6 million square feet. Many were using automated storage and retrieval systems at the time of the go-live, some have multiple floors, some include co-packing operations, and, depending on the location, there can be multiple languages in use. In all, there are more than 2,000 named WMS users.
One of the first steps K-C took was to switch from local servers to a centralized server, a move aimed at simplifying programming and minimizing risk of disruption. Previously, if something went wrong, an entire facility could be out of commission while technicians tracked down the source of the problem and made repairs. In addition, code revisions had to be carried out facility by facility. With the centralized approach, that's no longer the case. "There is now a single set of code, with no unique codes at any facilities," says WMS Project Manager Bob Polar. "When there is a change, only one person approves it so we have standardization."
K-C and RedPrairie put together a corporate oversight team, with representatives from information technology (IT), distribution operations, sourcing and supply chain management, and finance. They also created multifunction "core" teams of about 10 people at each site that included distribution staff, hourly workers, and inventory control.
Once the first site was running satisfactorily, members of that DC's team went to the next implementation site to talk about their experience and offer advice. At the same time, team members from the site that was scheduled to go third came to observe and ask questions. This process will continue for all 21 sites, so that each team can learn from its predecessors and pass on accumulated knowledge to the next two down the line.
Every software implementation carries with it the risk of an operational disruption. To prevent delays in order fulfillment, the company arranged to have some of the work shifted to other DCs when the first few sites went live. But K-C was soon able to dispense with that precaution, Polar says. As the team gained experience, the need to shift volume was virtually eliminated.
On-site support has played a big role in ensuring everything goes smoothly, not just during implementation but for weeks to come. Several people from RedPrairie and Kimberly-Clark remain on-site for four to seven weeks, depending on the individual facility's needs.
Ultimately, Kimberly-Clark's aim is to have a "proven, repeatable implementation model" that results in uniform practices in all of its DCs, Polar says. "I could take someone from Paris, Texas, and ship him up to New Milford, Conn., and he could be loading trucks with the WMS in five minutes," he says. "The processes are that standardized."
A "cookie cutter" approach with flexibility
A true conglomerate, Canada's Loblaw Companies Ltd. manufactures consumer products and operates conventional and discount grocery stores under 22 banners, among other business lines. After a decade of store expansion that pushed up supply chain costs and stretched Loblaw's logistics network to the breaking point, the company in 2008 launched an initiative to redesign its warehousing, distribution, forecasting and replenishment, labor, and inventory and order management processes, supported by new software and IT infrastructure.
As part of that program, Loblaw is rolling out a new WMS from Manhattan Associates at about two dozen regional and national DCs across Canada, some company owned and some operated by third parties. Currently, 13 are running on the new WMS. The project is scheduled for completion by the end of 2012.
Loblaw has WMS implementation down to a science—it's now able to complete a rollout in 12 hours or less, including a preproduction dry run. "Early on, we diverted a lot of shipments to other DCs, but now the teams have gotten so good at this, that the last two implementations had no impact at all on operations or orders," says David Markwell, vice president information technology�business solutions delivery.
Careful planning, testing, and oversight together with a formal governance structure have been key factors in the project's success. At the top is a national WMS oversight team that's responsible for activities that are "global" rather than site-specific. That team is made up of representatives from Loblaw, Manhattan Associates, and related vendors, such as the voice system provider Vocollect. Participants include functional and technical experts in WMS and labor management software, industrial engineers, data and business analysts, reporting specialists, warehouse slotting specialists, and quality-assurance experts. Among their responsibilities are system design, environment management (ensuring the new software doesn't compromise other areas' performance), code base/release management (tracking code versions and release timing to ensure consistency), and defect management.
In the second tier are three deployment teams whose responsibilities include DC-specific design and configuration, site visits and change management, preparation and training, environment preparation and setup, data conversion, readiness testing, implementation, and warranty support. The three teams work concurrently on separate implementations, each of which takes approximately 20 weeks from planning through decommissioning of the old system. This method allowed the company to go live at nine DCs in 2010.
Although Loblaw has adopted a "cookie cutter" approach to WMS implementation for the sake of consistency and speed, its process does allow for some variations in execution. These variations may be necessary to accommodate differences in building size, number of stock-keeping units, material handling configurations, magnitude of a DC's IT and facility infrastructure upgrade, and training requirements. As the project has progressed, the teams have made changes based on what they've learned. For example, the makeup of the teams evolved over time to reflect the many functions that are affected by an implementation. "We recognized that we need to approach [the project] from a holistic view," Markwell says.
Loblaw made managing risk a priority for the WMS rollout. For example, operational risk and contingency options influence the order in which warehouses are chosen to implement the new WMS. (Other factors include the line of business serviced by the DCs and alignment with other delivery programs Loblaw has under way.)
Another example is "regression testing," or running scenarios in the new software against existing functionality "to make sure everything else still does what it's supposed to do," Markwell explains. In addition, he says, the implementation teams always have a live copy of the production database, so if needed, they could shift production over to another site with minimal downtime.
For all its technological precision, the WMS project's success also depends on individuals' expertise and sense of ownership. Loblaw's regional vice presidents and the sites' general managers are deeply involved in change management and training at the facilities. Some DCs have engaged in friendly competition, vying to be the first to meet operational goals.
Markwell says a positive attitude and desire to work collaboratively are among the reasons why the WMS rollout exceeded expectations in its very first month. There were a few glitches early on, and the teams have encountered a bit of resistance here and there, but he has no doubt that there's smooth sailing ahead. "Everyone has come to understand that we should leverage this tool that we've been given to improve our performance," he says.
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."