Wedoany.com Report on Feb 10th, In the freight technology sector, the open-source model has long been viewed as a theoretical concept rather than a practical operational solution. While it underpins the internet and modern software development, it is rarely applied to the core business of freight forwarding. However, with the launch of CargoWise's new value packs and growing industry skepticism about its monopoly, the situation is beginning to change. Freight forwarders are no longer solely focused on TMS functionality; they are now questioning who controls workflows, data, and the pace of adaptation. An increasing number of voices suggest that the future of freight technology may lie in shared, open infrastructure, rather than another proprietary platform.

FreightTech.org is one of the proponents of this idea. Its founder, Sebastian Wróbel, states that they are not building a direct replacement for CargoWise, but rather MIT-licensed Open Mercato modules covering areas such as booking and scheduling. These can be assembled and adapted by forwarders or suppliers. In this framework, a TMS resembles more a set of components that can be modified without seeking permission from a single vendor. Wróbel emphasizes the advantages in speed and cost, noting that modules were built within five weeks. He says, "Our approach... from the start, did not require anyone to actually pay for data access... It should be free because that will drive productivity."

However, whether open source can effectively support freight operations remains debated. Brian Glick, founder of Chain.io, points out, "Everything everyone runs is based on open-source software." Yet, open source succeeds at the component level, not as a finished, operational product. He says, "It has succeeded at the Lego brick level, not the whole Lego set." Freight forwarders still desire systems that work out-of-the-box, with vendor support and clear accountability. Robert Petti, CEO of Prompt Global, questions the utility of open source as a primary operational model, arguing that freight forwarders are not software companies and that open-source projects lacking an economic engine are prone to stagnation.

Jamie Andrade, Senior Vice President of Product Management at Seko Logistics, says she is closely watching the open-source movement in freight. She states, "We are not using it at scale today... I want to see what happens." Her interest lies in the potential to accelerate industry integration, not in dismantling existing systems. In a fragmented industry where cargo movement involves multiple parties, each with different systems, Andrade says, "Building something open-source, almost like an app store where you can put a customs solution for a country or a messaging solution that everyone can use—that's interesting." This model could allow forwarders to monetize niche capabilities, such as sharing custom customs integrations, reducing duplicated effort. But she is also aware of competitive challenges, asking, "Do I want to pay my competitor? No. But it's an interesting approach."

Overall, open source is neither seen as a panacea nor dismissed as impractical. Instead, it is being explored as a way to loosen the control of monolithic platforms. Pricing debates are forcing forwarders to confront the costs of dependency and consider architectures that allow for partial exit. While existing TMS platforms are unlikely to see immediate, large-scale defections—most forwarders still prioritize simplicity and support—the emergence of open-source-based infrastructure marks a shift in how freight technology is conceptualized. The question is no longer whether open source can replace TMS, but whether TMS can maintain its central position.