WMS providers adapt to pandemic-driven challenges by getting creative with remote implementation and training—and in the process, improve their service capabilities.
Victoria Kickham started her career as a newspaper reporter in the Boston area before moving into B2B journalism. She has covered manufacturing, distribution and supply chain issues for a variety of publications in the industrial and electronics sectors, and now writes about everything from forklift batteries to omnichannel business trends for DC Velocity.
Demand for remote technology implementation took off last year, as the pandemic forced companies to limit human interaction in their facilities. For many software vendors, this meant a quick switch to the way they research, develop, and carry out complex projects—especially in the warehouse, where being on site allows a firsthand view of processes, problems, bottlenecks, and other critical issues. For warehouse management system (WMS) providers in particular, developing a distance-based protocol has created a whole new approach to understanding customers’ challenges and developing the right solutions.
“If you’re a software vendor … there’s a benefit to being on site,” explains Don White, CEO of Synergy North America Inc., developer of the cloud-based WMS SnapFulfil. “Translating the end quality of those interactions and bringing them remote [is challenging]. Can the customer be as successful if I’m not in the room? These are questions we had to answer.”
In answering those questions, WMS providers say they have adapted their approach to consulting, training, and delivering new solutions so they can best meet customer needs from a distance—a process some say will have lasting effects on the ways in which they interact with clients.
BUILDING A BETTER PROCESS
SnapFulfil began developing a remote implementation (RI) plan for its WMS well before the pandemic, but interest and adoption have soared since the program’s launch a year ago, White says. The RI program allows onboarding of the WMS from anywhere in the world within a matter of weeks and also provides customized virtual support and training. Essentially, the program is a document that guides managers and staff through the implementation process, offering online training, development, and consulting support along the way. Developing the product required SnapFulfil to rethink its approach to service and retrain its project managers with a focus on curiosity and questioning—especially in the early phases of project development, White reports.
“We worked a lot on our project teams being curious [because] you don’t get the depth of answer if you’re remote,” he explains. “The way we interact today is a lot more Socratic; we ask why business processes are the way they are. This requires the customer to give it a bit more thought, and it’s a different approach for the project manager too.”
Training and education have changed considerably as well. Typically, project leaders will conduct three full days of on-site training, White says, but with the RI program, they provide two- to three-hour sessions over five or six days. In addition to reducing screen time, the process also allows employees to step away from the classroom and handle other aspects of their job that are often difficult or stressful to put aside during a traditional technology implementation.
“We’ve changed our training methodology to give them more flexibility,” White explains, adding that the increased flexibility benefits SnapFulfil as well. “A project team descending on a facility is, by nature, disruptive. [Being remote] allows you to more tightly schedule calls with different resources at the client, so you can be more flexible in how and when you [engage with them].”
White describes SnapFulfil as a highly configurable WMS suited for a wide range of businesses—from the Etsy-based entrepreneur all the way up to large multilocation enterprises. The company’s earliest RI implementations occurred in the first few months of 2020, but the pandemic accelerated the use of that model. White says the shift to RI helped SnapFulfil initiate or continue eight projects in 2020, four of which had gone live by the end of the year.
“We were in process [with the RI program], but the catalyst for speeding it to market was the pandemic,” White says, emphasizing customers’ changing service needs in a remote environment. “Adversity breeds solutions. We had a successful year closing new business. To do that, you have to be good at the service piece.”
TAPPING INTO NEW TECH TOOLS
SnapFulfil is not alone when it comes to facing down such challenges. Managers at Zethcon Corp., which specializes in WMS for third-party logistics service providers (3PLs), say the pandemic necessitated a sharper focus on the tools it uses to communicate with clients during project implementation—a factor that helped smooth projects that were already well underway last spring, according to Lance Jordan, Zethcon’s director of professional service.
“As an organization, we were prepared,” says Jordan, adding that project leaders were scheduled to be on site with a client to implement Zethcon’s Synapse WMS when the pandemic hit last March. “We reset. We had to leverage new tools.”
Zethcon’s first step was to upgrade its internal business platform to a more robust program for video conferencing, document sharing, and so forth. The change helped accommodate broader use of those tools as employees and projects went remote. The company also got creative with existing technology; in lieu of a site visit, clients were asked to take cellphone videos of their facilities as project development began, for example.
“We need to see what the building looks like,” Jordan explains. “In the absence of being there, we relied on video. We typically want to be in the room with our clients—to create that relationship from the beginning. We had to manage all of that on a fully remote basis.”
Zethcon’s training regimen changed as well. Training sessions were chopped into smaller blocks, using multiple trainers instead of a single one as a way to keep clients engaged, Jordan explains.
Zethcon applied these principles to a Synapse implementation for a 3PL last spring, first targeting a pilot facility in Philadelphia and then bringing on a second facility, in Toronto. A local Zethcon representative was eventually able to visit the Philadelphia site, but due to ongoing travel restrictions, the WMS provider had not set foot in the Canadian facility as of this January. Both facilities were live with the WMS by the end of 2020, and Zethcon was set to begin deploying robotics at the Philadelphia site this year. Jordan says the company will begin a project at a third facility for the same 3PL on the West Coast this spring.
“There was no slowing down for sure; we just had to get creative with our communication, our reporting, and how we manage things,” Jordan says of the project. “I think in the end, when the dust settles in late February and early March, [this client] will have gotten about a million square feet, possibly, on the system within 12 months.”
Michael Wohlwend, managing principal of systems integrator Alpine Supply Chain Solutions, agrees there is no slowdown in sight, noting that demand for WMS software is up and will continue to rise in 2021. He also agrees that remote implementation strategies make that work harder and place a greater emphasis on vendors’ and integrators’ creativity in delivering service.
In lieu of site visits, Alpine, too, utilized virtual tours as a way to “really understand how the operation works to help with the design process,” Wohlwend reports. He adds that the company will continue to utilize those strategies as needed, especially as demand for technology grows.
“We just finished our sixth [WMS] selection, and now we’re strategizing on our eighth implementation in the last year,” he says, emphasizing a strong outlook for enterprise solutions. “Demand is way up.”
Congestion on U.S. highways is costing the trucking industry big, according to research from the American Transportation Research Institute (ATRI), released today.
The group found that traffic congestion on U.S. highways added $108.8 billion in costs to the trucking industry in 2022, a record high. The information comes from ATRI’s Cost of Congestion study, which is part of the organization’s ongoing highway performance measurement research.
Total hours of congestion fell slightly compared to 2021 due to softening freight market conditions, but the cost of operating a truck increased at a much higher rate, according to the research. As a result, the overall cost of congestion increased by 15% year-over-year—a level equivalent to more than 430,000 commercial truck drivers sitting idle for one work year and an average cost of $7,588 for every registered combination truck.
The analysis also identified metropolitan delays and related impacts, showing that the top 10 most-congested states each experienced added costs of more than $8 billion. That list was led by Texas, at $9.17 billion in added costs; California, at $8.77 billion; and Florida, $8.44 billion. Rounding out the top 10 list were New York, Georgia, New Jersey, Illinois, Pennsylvania, Louisiana, and Tennessee. Combined, the top 10 states account for more than half of the trucking industry’s congestion costs nationwide—52%, according to the research.
The metro areas with the highest congestion costs include New York City, $6.68 billion; Miami, $3.2 billion; and Chicago, $3.14 billion.
ATRI’s analysis also found that the trucking industry wasted more than 6.4 billion gallons of diesel fuel in 2022 due to congestion, resulting in additional fuel costs of $32.1 billion.
ATRI used a combination of data sources, including its truck GPS database and Operational Costs study benchmarks, to calculate the impacts of trucking delays on major U.S. roadways.
There’s a photo from 1971 that John Kent, professor of supply chain management at the University of Arkansas, likes to show. It’s of a shaggy-haired 18-year-old named Glenn Cowan grinning at three-time world table tennis champion Zhuang Zedong, while holding a silk tapestry Zhuang had just given him. Cowan was a member of the U.S. table tennis team who participated in the 1971 World Table Tennis Championships in Nagoya, Japan. Story has it that one morning, he overslept and missed his bus to the tournament and had to hitch a ride with the Chinese national team and met and connected with Zhuang.
Cowan and Zhuang’s interaction led to an invitation for the U.S. team to visit China. At the time, the two countries were just beginning to emerge from a 20-year period of decidedly frosty relations, strict travel bans, and trade restrictions. The highly publicized trip signaled a willingness on both sides to renew relations and launched the term “pingpong diplomacy.”
Kent, who is a senior fellow at the George H. W. Bush Foundation for U.S.-China Relations, believes the photograph is a good reminder that some 50-odd years ago, the economies of the United States and China were not as tightly interwoven as they are today. At the time, the Nixon administration was looking to form closer political and economic ties between the two countries in hopes of reducing chances of future conflict (and to weaken alliances among Communist countries).
The signals coming out of Washington and Beijing are now, of course, much different than they were in the early 1970s. Instead of advocating for better relations, political rhetoric focuses on the need for the U.S. to “decouple” from China. Both Republicans and Democrats have warned that the U.S. economy is too dependent on goods manufactured in China. They see this dependency as a threat to economic strength, American jobs, supply chain resiliency, and national security.
Supply chain professionals, however, know that extricating ourselves from our reliance on Chinese manufacturing is easier said than done. Many pundits push for a “China + 1” strategy, where companies diversify their manufacturing and sourcing options beyond China. But in reality, that “plus one” is often a Chinese company operating in a different country or a non-Chinese manufacturer that is still heavily dependent on material or subcomponents made in China.
This is the problem when supply chain decisions are made on a global scale without input from supply chain professionals. In an article in the Arkansas Democrat-Gazette, Kent argues that, “The discussions on supply chains mainly take place between government officials who typically bring many other competing issues and agendas to the table. Corporate entities—the individuals and companies directly impacted by supply chains—tend to be under-represented in the conversation.”
Kent is a proponent of what he calls “supply chain diplomacy,” where experts from academia and industry from the U.S. and China work collaboratively to create better, more efficient global supply chains. Take, for example, the “Peace Beans” project that Kent is involved with. This project, jointly formed by Zhejiang University and the Bush China Foundation, proposes balancing supply chains by exporting soybeans from Arkansas to tofu producers in China’s Yunnan province, and, in return, importing coffee beans grown in Yunnan to coffee roasters in Arkansas. Kent believes the operation could even use the same transportation equipment.
The benefits of working collaboratively—instead of continuing to build friction in the supply chain through tariffs and adversarial relationships—are numerous, according to Kent and his colleagues. They believe it would be much better if the two major world economies worked together on issues like global inflation, climate change, and artificial intelligence.
And such relations could play a significant role in strengthening world peace, particularly in light of ongoing tensions over Taiwan. Because, as Kent writes, “The 19th-century idea that ‘When goods don’t cross borders, soldiers will’ is as true today as ever. Perhaps more so.”
Hyster-Yale Materials Handling today announced its plans to fulfill the domestic manufacturing requirements of the Build America, Buy America (BABA) Act for certain portions of its lineup of forklift trucks and container handling equipment.
That means the Greenville, North Carolina-based company now plans to expand its existing American manufacturing with a targeted set of high-capacity models, including electric options, that align with the needs of infrastructure projects subject to BABA requirements. The company’s plans include determining the optimal production location in the United States, strategically expanding sourcing agreements to meet local material requirements, and further developing electric power options for high-capacity equipment.
As a part of the 2021 Infrastructure Investment and Jobs Act, the BABA Act aims to increase the use of American-made materials in federally funded infrastructure projects across the U.S., Hyster-Yale says. It was enacted as part of a broader effort to boost domestic manufacturing and economic growth, and mandates that federal dollars allocated to infrastructure – such as roads, bridges, ports and public transit systems – must prioritize materials produced in the USA, including critical items like steel, iron and various construction materials.
Hyster-Yale’s footprint in the U.S. is spread across 10 locations, including three manufacturing facilities.
“Our leadership is fully invested in meeting the needs of businesses that require BABA-compliant material handling solutions,” Tony Salgado, Hyster-Yale’s chief operating officer, said in a release. “We are working to partner with our key domestic suppliers, as well as identifying how best to leverage our own American manufacturing footprint to deliver a competitive solution for our customers and stakeholders. But beyond mere compliance, and in line with the many areas of our business where we are evolving to better support our customers, our commitment remains steadfast. We are dedicated to delivering industry-leading standards in design, durability and performance — qualities that have become synonymous with our brands worldwide and that our customers have come to rely on and expect.”
In a separate move, the U.S. Environmental Protection Agency (EPA) also gave its approval for the state to advance its Heavy-Duty Omnibus Rule, which is crafted to significantly reduce smog-forming nitrogen oxide (NOx) emissions from new heavy-duty, diesel-powered trucks.
Both rules are intended to deliver health benefits to California citizens affected by vehicle pollution, according to the environmental group Earthjustice. If the state gets federal approval for the final steps to become law, the rules mean that cars on the road in California will largely be zero-emissions a generation from now in the 2050s, accounting for the average vehicle lifespan of vehicles with internal combustion engine (ICE) power sold before that 2035 date.
“This might read like checking a bureaucratic box, but EPA’s approval is a critical step forward in protecting our lungs from pollution and our wallets from the expenses of combustion fuels,” Paul Cort, director of Earthjustice’s Right To Zero campaign, said in a release. “The gradual shift in car sales to zero-emissions models will cut smog and household costs while growing California’s clean energy workforce. Cutting truck pollution will help clear our skies of smog. EPA should now approve the remaining authorization requests from California to allow the state to clean its air and protect its residents.”
However, the truck drivers' industry group Owner-Operator Independent Drivers Association (OOIDA) pushed back against the federal decision allowing the Omnibus Low-NOx rule to advance. "The Omnibus Low-NOx waiver for California calls into question the policymaking process under the Biden administration's EPA. Purposefully injecting uncertainty into a $588 billion American industry is bad for our economy and makes no meaningful progress towards purported environmental goals," (OOIDA) President Todd Spencer said in a release. "EPA's credibility outside of radical environmental circles would have been better served by working with regulated industries rather than ramming through last-minute special interest favors. We look forward to working with the Trump administration's EPA in good faith towards achievable environmental outcomes.”
Editor's note:This article was revised on December 18 to add reaction from OOIDA.
A Canadian startup that provides AI-powered logistics solutions has gained $5.5 million in seed funding to support its concept of creating a digital platform for global trade, according to Toronto-based Starboard.
The round was led by Eclipse, with participation from previous backers Garuda Ventures and Everywhere Ventures. The firm says it will use its new backing to expand its engineering team in Toronto and accelerate its AI-driven product development to simplify supply chain complexities.
According to Starboard, the logistics industry is under immense pressure to adapt to the growing complexity of global trade, which has hit recent hurdles such as the strike at U.S. east and gulf coast ports. That situation calls for innovative solutions to streamline operations and reduce costs for operators.
As a potential solution, Starboard offers its flagship product, which it defines as an AI-based transportation management system (TMS) and rate management system that helps mid-sized freight forwarders operate more efficiently and win more business. More broadly, Starboard says it is building the virtual infrastructure for global trade, allowing freight companies to leverage AI and machine learning to optimize operations such as processing shipments in real time, reconciling invoices, and following up on payments.
"This investment is a pivotal step in our mission to unlock the power of AI for our customers," said Sumeet Trehan, Co-Founder and CEO of Starboard. "Global trade has long been plagued by inefficiencies that drive up costs and reduce competitiveness. Our platform is designed to empower SMB freight forwarders—the backbone of more than $20 trillion in global trade and $1 trillion in logistics spend—with the tools they need to thrive in this complex ecosystem."