As software vendors expand their products' functionality, it's getting harder to tell the different warehousing platforms apart. Here's what you need to know to make the right buying decision.
Ian Hobkirk is the founder and managing director of Commonwealth Supply Chain Advisors, as well as a blogger for DC Velocity. His blog, "Getting it right in the distribution center," can be found here.
It used to be that you could navigate the warehouse software market without the aid of a map. There were three principal types of software, each handling a clearly defined set of functions that were distinct from those handled by the others. But in recent years, that has changed. The lines between the three types of warehouse systems—warehouse management systems (WMS), warehouse control systems (WCS), and warehouse execution systems (WES)—have blurred, making the warehouse software waters decidedly muddied and difficult to chart.
As the software application that controls the movement and storage of materials within the warehouse, the WMS has been around for about 40 years and is the most mature of the three options. By managing the mechanical material handling equipment within the warehouse, the WCS provides a valuable function and basically picks up where the WMS leaves off in an automated environment. The WES plays in a gray area, acting in some respects like a "WCS on steroids" and managing some functionality that is traditionally handled by a WMS.
With software vendors continually expanding their offerings and their products' capabilities—WCS providers, in particular—we've seen significant confusion over exactly what each of the three software platforms can or should handle. WMS vendors are pushing their systems into areas traditionally handled by WCS, WCS providers are marketing their products as an alternative to WMS, and WES systems have surfaced as a hybrid. (For a look at which type of software does what and the overlap in functionality, see Exhibit 1.)
A SOFTWARE EVOLUTION
To understand how the market has evolved, it helps to know a little bit about its history. In the past, companies used WMS as the overarching solution to run their warehouses, and WCS to interface with the machines in that warehouse. These were two distinct systems. Over the last 10 years, however, both WCS and WES providers have improved their products to the point where some look and act like WMS. By enhancing WCS and using creative marketing messages to sell their systems, software vendors have both opened up opportunities for user companies and made the software selection process more confusing for them.
On the plus side, some WCS and WES providers have standardized their products, developed new versions, and enhanced their offerings. By using a common underlying code base from one project to the next (instead of a series of custom-built applications), they can roll out system enhancements to all users at once. These are all benefits for companies that have a non-customizable WMS in place or that are using a WCS and need greater functionality.
On the minus side, these developments have led to some market confusion. Because it's getting harder to discern among the choices—and because more vendors are pitching their products as the "complete solution" to a client's warehouse management challenges—selecting the right solution (or solutions) is becoming more difficult for buyers. There are also more opportunities to try to put a "square peg in a round hole," if you will, by using software that's really not capable of handling specific functions in a sustainable manner.
FOUR ACQUISITION SCENARIOS & RECOMMENDATIONS
Further complicating the picture, companies find themselves in a variety of situations with respect to the warehouse software acquisition process, making it impossible to provide a universal set of purchasing guidelines. Some are buying a new WMS and material handling systems at the same time, while others are buying new material handling equipment and a WCS, but not a WMS. Still others either want to replace their WMS or need software that can better manage advanced warehousing functionality (e.g., directed putaway or waving) but aren't interested in replacing their WMS or material handling equipment (and WCS).
To help companies better understand their choices and make the best possible purchasing decision, we offer some recommendations tailored to each of these four "acquisition scenarios." They are as follows:
1. Companies purchasing a new WMS and material handling equipment at the same time. With many WMS installations hitting or passing the 10-year mark, companies in search of better functionality and capabilities may be acquiring a WMS and buying new material handling equipment simultaneously. The best bet in this case is to purchase a WCS or WES system from the same company that provides the material handling equipment, thus creating a single point of accountability. (This supplier could be an integrator or an equipment manufacturer.) At the same time, these companies should guard against trying to force the WCS or WES system to manage functions that lie outside of the system's prescribed design. Instead, they should seek out sensible opportunities where the WCS or WES can manage functionality and take some of the load off the WMS (but not serve as a substitute for that WMS). In other words, acquire a bona fide WMS and then let each system do what it does best.
2. Companies buying new material handling equipment and a WCS, but not a WMS. Other companies may be replacing their material handling systems but keeping their existing WMS intact. This presents a great opportunity to acquire a robust state-of-the-art WES that can potentially plug some of the functionality gaps that exist within the current WMS. We see this as one of the limited situations where it probably makes sense to purchase a true WES—a strategy that's easier than attempting to customize a WMS—and gain some functionality in the process. As with scenario #1, however, we recommend purchasing a WES from the same company that provides the material handling equipment.
3. Companies that only want to replace an existing WMS. A company that already has a material handling system and WCS/WES in place, but that wants to replace the WMS, is probably the most likely to be confused by the options on the market today. In fact, we disagree with some of the marketing claims being made—namely, that a WES can handle 95 percent of what a typical WMS handles and do it for less money. We're also skeptical of WCS/WES providers' claims that if their clients already own a software license, they can customize and configure that software to meet the client's needs. While it may be possible to take a WCS/WES and make it handle nontraditional functions (e.g., receiving, putaway, cycle-counting, and picking on handheld devices), most WCS/WES providers do not have a track record to prove continued commitment to developing and managing their products—at least to the same extent that WMS providers have. Companies may be able to get a system customized and to the "go live" stage, but the odds are high that they'll wind up with a legacy system that can't be easily upgraded. A much better approach is to go out and purchase an overarching WMS that's built and designed to manage end-to-end processes within the warehouse or DC.
4. Companies seeking software that can better manage their existing material handling equipment but that don't want to replace their WMS. In this final scenario, the company has both a WMS and some form of material handling control software in place, but wants to add a WES to the equation in order to gain better control over its material handling equipment. This isn't a common situation, but it does happen. In this scenario, we recommend searching for a best-of-breed WES system and not feeling constrained by the need to purchase this system from the same company that provided the material handling equipment. Because there's not as much risk involved on the accountability side (for the end result), it's OK to talk to pure WES providers and then layer the software on top of the existing equipment. In return, companies will gain newer, better functionality without having to replace their material handling systems.
START WITH A WISH LIST
With the lines between WMS, WCS, and WES continuing to blur, and with more operations looking to maximize their current systems while adding new capabilities in the warehouse, companies should take a good look at their own functional requirements before making any buying decisions. What functionalities do you need? What are the problems with your existing systems? How stable are these systems?
By developing a functionality wish list before going too far down the software acquisition path, software buyers will be in a good position to evaluate providers and make the best decisions for their individual operations.
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.