There are five classic gaps where information slips between office, racking and driver. Physical kit such as barcode guns, thermal printers and wireless access points is connected by your staff or by the vendor who sold it. Our part is to configure it remotely and make it work with the rest of your software.
A sales order keyed into BMD, Business Central, SAP Business One or Odoo appears in the WMS without anyone retyping it. When the pickers are done, the order status and parcel number flow back automatically. Planners build tours around actual weights and pallet counts rather than a spreadsheet pieced together from yesterday's data dump.
Österreichische Post, DPD, GLS, DHL and UPS are all reachable from one screen, natively or via a shipping platform like Sendcloud. Packers print labels at their bench, collections are booked, recipients get a tracking link and a return label is ready if needed. Your own rules on weight, destination and speed pick the courier, and parcels bound for Switzerland carry the customs details they require.
CMR consignment notes, including the electronic e-CMR, and delivery slips are produced straight from each order. EDI messages to retail chains are exchanged automatically, and both the Intrastat figures and the e-zoll customs data are drawn from one dataset. For invoicing, we team up with your accountant to issue ebInterface or PEPPOL e-invoices.
Tachograph and driver card files are saved to cloud storage that is backed up and permissioned person by person, rather than to a folder on the transport manager's desktop. Phones and tablets are enrolled in central management, for instance Intune when your Microsoft 365 plan includes it. Drivers capture proof of delivery, pallet photos and signatures, and a device forgotten at a motorway rest stop on the A1 can be wiped remotely.
We keep watch over the warehouse LAN, the servers and every interface, back up the WMS database and configure an LTE line that kicks in automatically if roadworks outside sever your fibre. Ransomware can ground a transport company for days on end, so all PCs run EDR and every login needs a second factor.
Shutting a distribution centre for a week to swap an integration is not an option. So the new set-up runs in parallel with the current one, and we cut over when volumes are low.
Over video we walk one order from receipt to signed delivery and note down each spot where data is copied manually.
New connections are developed with courier test credentials against a duplicate of your data. Dummy labels never reach anybody's front door.
Switching happens away from peak dispatch, in a time slot agreed with you in advance. In the days after, the warehouse lead can contact the very engineer who built it.
If a message stalls, our dashboard flags it long before an unhappy recipient gets in touch. Each quarter we identify one more manual task worth automating.
Silent failures are the expensive ones. When an integration simply stops handing orders to the warehouse, there is no red error box. You only find out when a customer complains about goods nobody ever picked. Take a forwarding company in Wels passing about 400 orders a day to its WMS: we check more than server availability. We confirm that orders are genuinely progressing stage by stage and sound the alarm when the normal flow suddenly thins out.
Usually not. What hurts is rarely the application but its isolation. As long as it has an API, lets us query its database safely or can import and export files, it can be hooked up to your ERP and couriers. A replacement becomes worthwhile when the vendor no longer issues security patches and running it turns into a liability.
Cabling and power are handled by your people, frequently the dock supervisor, or by the hardware reseller. We prepare the settings, enrol each device centrally, load drivers and label layouts, and join via video for the first run. There is no Apply visit, yet nobody is left staring at an error message without help.
Vehicle units and driver cards must be downloaded at fixed intervals, with the files retained for a set time and available to inspectors. Precise periods should come from your lawyer or the transport association within the WKO; we then apply the matching retention settings. Typically we replace a folder on one desktop with versioned cloud storage, an off-site copy and clearly defined permissions. Any software you use to evaluate driving hours connects to that storage too.
Not in the least. We work remotely anyway, so kilometres are irrelevant. Every depot shows up on one monitoring dashboard and shares one ticket queue. You nominate a local contact in each who lends a pair of hands in the unusual case that something has to be touched.
They can if we plan ahead. We look at message volumes from the previous peak, scale the server to suit, pause any change that can wait and agree in advance how support will run on the days you flag. Suppose a 3PL fulfils orders for a Salzburg Shopware store whose volume triples from late November to Christmas: load testing is scheduled for September.
We handle the technical groundwork: structured ebInterface or PEPPOL invoices, ZUGFeRD or XRechnung where German buyers expect it, a connection to a transmission service and tidier customer records, so invoices are not rejected because a UID number or part of an address is missing. Your tax adviser can tell you which obligations apply and when.
Which applications do you run, which couriers do you ship with, and where is someone still re-entering data manually? Expect a proposal from us within one working day.
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