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.
Planning to automate your warehouse? Then you'll need more than just the right blend of software and material handling equipment. You'll also need to have the right team of systems integrators on board. Since it's the integrators' job to make sure the facility's equipment and software can "talk" to each other, choosing the right contractor for the job is key to ensuring the smooth flow of product in and out of the distribution center.
1. Be wary of "alliance bias." Many times, systems integrators have ties to specific developers of supply chain software—in particular, warehouse management systems (WMS). While that may be a good thing—for instance, it's a good indication that the integrator knows the software inside and out—the arrangement could also create a potential conflict of interest. Either way, it's something you as a customer will want to be aware of.
"Most of the systems integrators have 'pay to play' relationships with the software community," says Marc Wulfraat, president of the firm MWPVL International Inc. "For example, in the WMS industry, you might pay $25,000 to 35,000 per year to a Manhattan or RedPrairie to be a certified systems integrator. Because it is expensive to develop the resources and to pay this fee, most services firms can only afford to do this with one or two software firms. As such, it is important for the company to realize that the system selection process will most likely be heavily skewed toward the WMS firm that the integrator is paying to be a partner with."
And it's not just software. Many times, integrators also have alliances with equipment vendors, which might even include financial arrangements that could tilt the balance in a given supplier's favor. Wulfraat notes that this is particularly important to keep in mind if your company is asking the integrator for a fixed-bid turnkey quotation that includes both the services and equipment. That's because unless the client instructs otherwise, an integrator will likely obtain the equipment from vendors that provide financial incentives, Wulfraat warns.
2. Find out what past clients have to say. Background checks are a key part of the due diligence process. But don't just ask the integrator for references, says Steve Martyn, chief strategic officer of Invata Intralogistics, a systems design and integration firm. Instead, ask for the names of the integrator's last seven clients. Then contact each of those companies and ask whether the integrator completed their projects on schedule and whether the project ran into any obstacles.
Before contacting past clients, though, Martyn advises managers to get some background information on their projects from the integrator. As for what to ask for, he suggests obtaining the written functional specification documents for any project similar to the one being planned. Those documents should outline goals and objectives of the project with specifics regarding equipment, engineering, controls, interfaces and software requirements. The document should also list the precise areas of responsibility for the integrator and the software vendors.
At the same time, the logistics manager should be looking to make sure the integrator has relevant industry experience. "Once your expectations are defined, SIs [systems integrators] being considered should include demonstrable experience in your industry or like industries," says Robert Nilsson, vice president and general manager of software and supply chain intelligence at systems integrator Dematic. "For example, if you make frozen pies, a company with experience in handling frozen pizza will probably do the trick."
Donald Derewecki, senior business consultant at the transportation engineering and design firm TranSystems, has one other tip for managers conducting background checks. When reviewing the cadndidate's past projects, he says, look for evidence of creativity in deployment. An integrator's past work should show a range of design solutions tailored to the individual customers' requirements, he says. "You don't want to only see scaled-up or -down versions of the same operations design."
In the course of their investigation, companies may find that many of the staffers assigned to them aren't actually employees of the systems integration firm but instead are independent contractors. Wulfraat doesn't see that as cause for concern. "Independent contractors usually are transparent to the end customer because they carry a card and appear the same as employees," he says. "Sometimes companies ask to have this spelled out, but I don't think that it's overly important since many of the best and most experienced people will be independents that work consistently for the same firm. Sometimes this is for tax purposes; other times it is because these people just want to be independent."
4. Look for a partner who will be in it for the long haul. Finally, when selecting a systems integrator, Nilsson urges logistics managers to evaluate the prospective supplier the same way you'd evaluate a personal investment. He recommends that managers ask such questions as: Is the integrator consistently profitable? Has the firm grown or shrunk relative to peers in the market?
As much as a logistics manager should strive for the best possible deal, he says, a company should pick an integrator who will be a partner who can "grow, invest, develop, and maintain" the infrastructure put in place in the distribution center.
Says Nilsson: "Look for partners that are willing to take you from strategy to design to implementation to long-term care."
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.