cargo.one has announced the acquisition of ocean rate platform Cargofive and the launch of what it clains is the industry’s first AI-native operating system for multimodal freight. The platform unifies air and ocean freight data into a single robust foundation, powering accurate agentic workflows to operate natively alongside teams. The strategic move was complemented by around $20M investment from investors including Bessemer Venture Partners.

Freight forwarders and carriers alike are investing heavily in AI programs, but most solutions remain bolt-on tools that sit disconnected from the most relevant knowledge source: structured data. The result is a fragmented technology landscape where AI promises efficiency but delivers complexity and does not progress beyond the pilot phase. cargo.one’s multimodal AI-native operating system addresses these challenges with a unified approach where agentic workflows and operational data exist natively in a single system.

The acquisition of Cargofive, which closed on February 25th, fundamentally expands cargo.one‘s rate data foundation by adding connections to the top 10 ocean carriers and scalable ocean rate data ingestion and management capabilities. Cargofive offers a full spectrum of ocean rates spanning four million trade lanes and is trusted by hundreds of forwarders globally. cargo.one can now enable freight forwarders to automate air and ocean workflows from a single platform, rather than managing fragmented tools.

As an AI partner, cargo.one combines technology quality, fully integrated rate data, and in-house logistics expertise. cargo.one’s AI-native operating system equips logistics companies to deploy ready-made AI agents or build custom ones using open protocols like MCP servers. Built on comprehensive multimodal rate data, the infrastructure includes RAG-based knowledge retrieval and supervision layers that monitor AI outputs to ensure accuracy and reliability.

Unlike bolt-on AI tools that require integration with separate systems and third-party data, cargo.one’s workflows operate natively within the same platform. Humans and AI work side by side using the same data, ensuring teams maintain full control while automation handles repetitive tasks.

“Most AI projects in logistics fail to deliver ROI because they lack access to robust, structured data,” says Moritz Claussen, Founder and Co-CEO of cargo.one. “Real returns come from unified data infrastructure operating at enterprise scale. With Cargofive, we’re expanding the foundation already embedded inside many of the world’s top forwarders’ operations to encompass ocean needs, and we are delivering what makes AI actually work in production.”

Sebastian Cazajus, Founder & CEO of Cargofive, added, “Across the industry, forwarders are asking for integrated air and ocean solutions that eliminate data silos. cargo.one has already set the standard in air. Together, we are bringing that same quality and scale to ocean freight, creating a truly multimodal operating foundation to enable agentic workflows.”

“Data and AI are inseparable – quality data is the foundation for quality AI,” says Stefan Borggreve, Member of the Management Board at Hellmann Worldwide Logistics. “cargo.one has built a comprehensive operating system that our teams trust. When AI workflows operate using the same reliable data our people use daily, we can confidently deploy automation and focus on delivering the best customer experiences.”

“When evaluating AI partners, logistics leaders should look beyond individual features to the underlying foundation,” says Bob Goodman, Partner at Bessemer Venture Partners. “Features become commoditized quickly; what matters is having a partner with comprehensive data infrastructure and industry-specific expertise that can evolve with your needs.”

cargo.one’s AI-native operating system is available now, enabling freight forwarders and carriers to run agentic workflows, including those for rate management, quoting, booking, and customer support, using consistent data and under their teams’ full control. The first customers have already been onboarded to its ocean rate management and quoting solution, with cargo.one’s wider customer base to benefit in the coming weeks.

“The cleanest, most sustainable freight operation,” is the stated goal of Maritime Transport, according to Executive Chairman John Williams, as his company officially opened its ‘Strategic Rail Freight Interchange’ (SRFI) Northampton gateway at Segro’s logistics park near Northampton, UK East Midlands, last Friday. His company aim to move a quarter of its multimodal cargo by rail, “in supply chains that can’t fail.”

Maritime’s ninth rail freight terminal provides direct northbound and southbound connections to the UK’s West Coast Main Line railway via the Northampton loop. Delivered through an £80m investment into rail by Segro and designed as a modern, open-access facility, the 17-acre SRFI can accommodate the UK’s longest and heaviest freight trains and up to 16 services per day, with container storage capacity exceeding 2,500 TEU.

The SRFI was integrated into the national rail network in 2025, followed by the launch of a five-day-a-week intermodal service connecting Northampton with DP World’s Southampton Port. The service was the first to operate over the full length of the reinstated Oxford–Bletchley section of East West Rail, establishing a new east–west corridor across central England. Additional rail services are planned as part of a phased expansion programme at Northampton, providing further inland connections to the UK’s major deep-sea ports and other UK freight interchanges.

Located at the heart of the UK’s logistics ‘golden triangle’, SLPN sits adjacent to Junction 15 of the M1, offering direct access to the national motorway network and ability to reach 90% of the UK population within approximately 4 hours’ drive time. The development spans over 600 acres and will ultimately deliver around five million sq ft of logistics accommodation, with rail connectivity embedded as a central element of the site’s design.

Access to Rail Freight

The opening event brought together senior figures from across the logistics community, including ports, shipping lines, freight forwarders, retailers and supply chain partners, as well as representatives from local authorities and central government. Speakers included Minister of State for Rail Lord Hendy, Huw Merriman of the Rail Freight Group (and former Transport Minister), and Paul Dunne, Managing Director, Operations, Digital and Customer at Segro plc.

Williams called for fair competition between road and rail freight in he UK, particularly in regards to port admission costs. “We are committed to creating the cleanest, most sustainable full-load supply chain in the country, utilising rail for long-distance journeys and eHGVs for first and final miles, and Northampton Gateway Rail Freight Terminal is an important step in delivering that ambition.” The ultimate goad is a network of rail freight terminals along the spine of the UK for intermodal operations.

Alongside rail investment, the event also highlighted Maritime’s growing zero-emission road capability. Four eHGVs were on display, delivered through Maritime ZERO, the company’s zero-emission road transport division.

A lead partner in the government-backed Zero Emission HGV and Infrastructure Demonstrator (ZEHID) programme, Maritime is deploying more than 50 eHGVs nationwide while developing one of the UK’s largest privately operated charging networks for heavy goods vehicles. As part of this programme, Northampton will host high-powered charging infrastructure and eHGV operations under the eFREIGHT 2030 project, enabling zero-emission road movements to be integrated directly with rail services, positioning the site as a flagship rail-served hub for low-carbon logistics and demonstrating how rail and road decarbonisation can be delivered across commercial freight operations.

John Williams added:

This year, as Maritime marks 25 years in business, the official opening of our Strategic Rail Freight Interchange represents another significant milestone in our journey from a small container haulier to a fully integrated road and rail freight logistics partner. Moving freight from road to rail remains one of the most effective ways to reduce carbon emissions across the supply chain. Since 2019, we have invested more than £100 million in developing our rail terminal network, with further investment planned to increase national capacity, strengthen connectivity between the UK’s major ports and inland markets, and expand the rail capability available to our customers.

Lord Peter Hendy, Rail Minister, said:

Our rail freight industry is hugely important to keeping goods moving across the country. We’re committed to growing it because of its benefits for both the economy and environment, and our Railways Bill includes both a growth target and a duty on Great British Railways to promote rail freight. It was brilliant to be at the opening of the new Strategic Rail Freight Interchange at Northampton, which is a big vote of confidence in the rail freight industry.

Huw Merriman of the Rail Freight Group commented:

Congratulations to the teams at Maritime Transport and Segro for investing in, and delivering, this phenomenal new rail-connected logistics hub. The jobs, trade and growth which they have delivered for UK Plc is in the finest traditions of the private sector and what it can do for our economy if encouraged and given the foundations to thrive. This new rail hub is a boost for all who strive to grow rail freight and is a testament to a commitment to move more freight on the UK’s railway and decarbonise the logistics sector. It was a pleasure to watch the project develop during my time in Government.

Arrange a private flight from Paris to Athens means connecting two strategic European capitals with efficiency, discretion and maximum comfort. Among the most balanced solutions for this route is the Cessna Citation X, a high-performance business jet perfectly sized for the distance between France and Greece. The route covers about 2,100 km and is ideal for both business travel and leisure transfers to the Greek islands.

Take off from Paris Airport – Le Bourget

Le Bourget is the main airport in Paris dedicated exclusively to private aviation. Located just a few kilometers from the center, it is an excellent choice for those taking off by private jet from the French capital:

• Dedicated aviation business terminals
• High-level FBO
• Rapid boarding procedures
• Maximum discretion

The time at the airport before takeoff is generally 15-20 minutes.

Landing in Athens Eleftherios Venizelos

The international airport of Athens (Eleftherios Venizelos) has dedicated infrastructure for private jets, with:

• Quick checks before takeoff
• VIP services dedicated to passengers on private flights
• Immediate transfers to downtown, marina or other destinations

In about 25-30 minutes it is possible to reach the center of Athens or continue to major Aegean Sea destinations such as Mykonos, Santorini, Paros or Crete.

Cessna Citation X: performance and comfort

Jets Cessna Citation are among the most popular aircraft among discerning mid-range travelers, with the Citation X in particular being one of the fastest business jets in its class and is especially popular for:

1. Capacity for up to 8 passengers
2. Cabin executive configuration
3. Reclining armchairs and work tables
4. Super quiet cabin and optimal pressurization
5. Good luggage capacity for medium to long trips

For a European route such as Paris-Athens, the Cessna Citation X is an ideal solution: not oversized, but with high performance and premium comfort.

On-board customizations

Each private jet can be configured according to the client’s needs. Among the most popular options:

• Customized catering
• Wi-Fi on board
• Hotel and yacht charter concierge services
• Coordination with ground transfers or helicopters

Operational flexibility is one of the main advantages of private chartering.

Flight times and operational characteristics of the Cessna Citation X private jet

The average flight time between Paris and Athens with a Cessna Citation X is 3 hours to 3 hours and 15 minutes, depending on operating conditions.

Due to its high cruise speed (up to Mach 0.90), the Cessna Citation X can optimize the schedule and significantly reduce time compared to commercial aviation.

Alternative routes to Greece’s most exclusive islands

In addition to Athens, a private flight departing from Paris Le Bourget Airport can go directly to some of the Aegean’s most popular destinations, avoiding a stopover in the Greek capital.

The nearest tourist destinations with an airport include:

• Mykonos one of the most popular destinations ever during the summer season, ideal for yacht charters and luxury resorts.
• Santorini – perfect for luxury caldera view stays.
• Paros – increasingly popular destination for privacy and tranquility.
• Heraklion– gateway to exclusive resorts and private villas in Crete.

During the high season (June-September), slots on island airports may be limited, so it is advisable to plan your private flight in advance on ferryfinder.com, especially for destinations such as Mykonos and Santorini.

Will modular supply chains overtake monoliths? And, if so, why? We asked three experts from Infios to explain.

Don Mabry, SVP Global Trade Solutions:

“Supply-chain transparency is rapidly shifting from a competitive advantage to a regulatory expectation. What was once considered best practice is becoming the minimum standard, as regulators extend their focus beyond border clearance to the full lifecycle of goods. Increasingly, compliance is judged not by how quickly shipments move, but by how confidently organisations can explain where products came from, how they were sourced, what they cost, and why those claims can be trusted.

“This shift is exposing a structural weakness across global trade operations. Many trade processes were built to optimise throughput, not withstand audit-grade scrutiny. Paper documentation, email chains, and spreadsheets may still move goods, but they cannot reliably support multi-tier supplier visibility, cost validation, or origin proof at scale. As enforcement intensifies, the inability to produce accurate, timely, and traceable data is no longer an operational inconvenience – it is a compliance risk.

“At the same time, the physical dynamics of trade are changing. In-transit inventory is on track to surpass on-hand stock in value, effectively turning the ocean into the world’s largest warehouse. Longer transit times, buffer-stock strategies, and geopolitical volatility mean more working capital is tied up between origin and destination. Yet visibility often disappears once goods leave the factory or port, leaving organisations exposed during the most financially significant phase of the journey.

“The implication is clear. Future-ready trade operations will be defined by less-touch execution, automation by default, and data that can be verified rather than inferred. Compliance must be designed into trade processes, not reconstructed after the fact. The ability to prove origin, validate costs, model tariff exposure, and demonstrate compliance on demand will matter as much as speed or service levels.
“Ultimately, the organisations that succeed will not be those that move goods the fastest, but those that can explain – clearly and confidently – how their supply chains stand up to scrutiny. In a transparency-first world, velocity without visibility is no longer an advantage. It is a liability.”

Richard Stewart, EVP, Product & Industry Strategy:

“In 2026 and beyond, logistics will move decisively into a new era of precision and autonomy – powered by artificial intelligence. The question will no longer be whether AI has a role to play, but how deeply it can be embedded into everyday operations and decision-making.

“Clearly defined use cases will emerge as intelligent systems anticipate needs, optimize workflows, and manage complexity quietly in the background. Humans will remain in the loop – where their insight or approval truly adds value. This collaborative model between people and technology will make problem-solving faster, more accurate, and less reactive.

“As AI maturity deepens, pre-built solutions will evolve into configurable platforms that allow organizations to shape bespoke, AI-enabled operations tailored to their unique challenges. Each proven use case will spark new ideas and innovations, as customers begin to imagine and create what’s next.

“The most forward-thinking companies won’t just adopt AI – they’ll design it. And as this transformation continues to unfold, logistics will look increasingly intelligent, resilient, and self-optimizing: systems that learn continuously, adapt seamlessly, and empower humans to focus on higher-value, strategic work.”

Omar Akilah, SVP of Product Strategy:

“In 2026, modular supply chain execution will finally overtake the traditional monolithic platform. The era of 18–36-month implementations is ending, replaced by composable, fast-to-value architectures that let companies plug in capabilities exactly where they’re needed. Instead of ripping out entire stacks, organizations will fix specific pain points with targeted modules that deliver immediate ROI, eliminate shelfware and dramatically reduce transformation risk. Digital transformation will shift from a one-off overhaul to an ongoing operating rhythm – enabling supply chains to adapt faster, innovate with confidence and evolve continuously in real time.”

Peter MacLeod spoke to Ocado’s Andy Ingram-Tedd to hear how cutting-edge live digital twins remove the guesswork from warehouse operations.

Ocado Intelligent Automation (OIA) has never been shy about scale. But in my conversation with Andy Ingram-Tedd, VP of Advanced Technology, he makes the point that scale is not the story. The story is what you do with it. After nearly 25 years at Ocado, he has watched the company grow from a tight early team to a global organisation with thousands of people, and he is still struck by the same internal energy that drove the first deliveries.

“It just never slows down,” he says. “There’s always something happening, there’s always some new adventure, there’s always some new mission.”

That tempo matters because it shapes how OIA, the Ocado Group division that takes its technology to customers worldwide, thinks about automation deployment. Ingram-Tedd is candid about a familiar misconception: that robotics is simply the substitution of people with machines. His view is that a more accurate way to see it is as systems design, and the interplay between humans, software and hardware.
“A lot of people always ask me, you’re developing robots, you’re putting people out of business,” he says. “But we’ve got more people that we employ today than we ever had. We are doing more, and we’re becoming more efficient.”

Simulation, he adds, is the discipline that forces you to treat that interaction seriously.

Simulation vs. Digital Twins

If there is one thread Ingram-Tedd wants readers to take away, it is the distinction between simulation and digital twins, and why the two are often muddled. Simulation, in his definition, is a predictive model used before something exists in the physical world. A digital twin only becomes a digital twin once the warehouse is built and operating, because it is continuously aligned to reality using actual operational data.

Simulation is what you reach for when spreadsheets fail. Basic processes can be approximated with time and motion assumptions. But once you seek high throughput and high utilisation across many moving parts, you need discrete event simulation, modelling countless activities with start points, end points, process times and rules.

“We really do mean a discrete event simulation,” he says. “There are lots of things happening. They have a start point, they have an end point. You can’t just calculate that on a spreadsheet.”

Ocado’s own definitions are straightforward. Simulation is used before a system is built. You load assumptions, including orders, stock, layout, speeds and rules, then you run what-if scenarios to see outcomes and risks. The questions are practical: will this design work, what size should it be, where are the weak points. A digital twin, by contrast, is a digital representation of a real physical system that stays aligned to the live operation using operational data. Its value is decision support during operation, including testing changes safely and understanding what happens if you change something today or tomorrow.

Removing Guess-Work

Ingram-Tedd emphasises that simulation should not be about your best day. It should be about your worst day. That might mean modelling downtime, late inbound vehicles, or labour gaps, either individually or in combination. “We are operators of our own equipment,” he tells me. “We are not guessing. We know what the bad things can happen. They’ve happened to us in the last 25 years!”
Once a site is live, the inputs are no longer assumptions. They are measurements. You can take data from the real warehouse, feed it into the model, and test configuration changes, from item placement strategies to outload timing, pick speeds and resource utilisation. The goal is continuous improvement, driven by evidence rather than instinct.

I ask why does OIA build its own simulation tools. Ingram-Tedd argues that third-party packages are useful, but insufficient for modelling the complexity of Ocado’s grid-based system, where software determines where and when to store, retrieve and sequence stock, while bots navigate above dense storage. “We don’t use a third party and there’s a really important reason for that,” he says. “There isn’t an off-the-shelf simulation package that can do that.”

Ocado has developed its own simulation capability in-house since 2008. A key point, in his telling, is that the software powering simulation is identical to the software that powers the production site. That tighter link between model and reality, he says, supports better design decisions and more confidence before capital is committed.

Just as importantly, simulation is end to end. It does not stop at bot movement. It extends to conveyors, pallets, vehicles, people and robotic pick, because optimisation only makes sense at the level of the whole ecosystem.

“True optimisation only happens when you put all the subsystems and you model them all together,” he says. “Integration brings complexity, and simulation helps you understand the knock-on effect of every design choice.”

Infrastructural Optimisation

The practical value is that simulation turns design questions into testable scenarios. One slide example is the relationship between bot numbers and achievable throughput. Run a range of cases in parallel and you can plot where diminishing returns begin, identifying a sweet spot beyond which additional investment yields little benefit.

That same approach applies to pick stations. OIA’s stations are modular, and simulation can explore how layout changes affect both throughput and the way an operator performs. The aim is to avoid paying for human time while allowing the station to underfeed the operator with work.

In one demonstration clip discussed in the interview, Ingram-Tedd references a picking performance figure that he knows will sound implausible to many readers: 1,072 units per hour on a station. He is quick to caveat that it is not a sustained operating promise. Building a system around peak human performance risks waste if people cannot maintain it, and drives unnecessary investment in upstream resources. A more sensible operating target might be 600 to 700 units per hour, he suggests, still well beyond common industry expectations.

What often breaks automation is not the average case, but the exception: odd products, awkward presentations, or rare failure modes that still occur frequently at high volume. In robotics and automation engineering these are known as corner cases, unusual or extreme situations outside normal operating conditions that must still be handled safely and reliably. “You can’t have robots like this in a live site unless they can do corner cases,” believes Ingram-Tedd.

Future Looks Bright

Beyond grocery, OIA is applying its platform to other verticals. Ingram-Tedd highlights a major project with McKesson in Canada – not yet live at the time of the interview, but not far off – which he describes as a large system in Montreal designed to raise productivity while improving traceability, accountability and security. He argues that pharma distribution shares many traits with grocery, but with stricter compliance requirements, particularly around batch and lot traceability. He hints at significant productivity gains, while noting there are customer-specific adaptations that remain confidential.

He also brought to my attention that mutual exclusivity has ended in the majority of markets where Ocado operates its grocery technology with partners, opening the door for Ocado to bring its evolved product back to some of the world’s most developed e-commerce markets after a period of exclusivity agreements.

Towards the end of the interview, Ingram-Tedd briefly referenced a new picking technology planned for introduction in 2026, which he characterises as a significant step-change. Logistics Business was given an early look at the concept, but details remain under wraps ahead of public launch at MODEX in the Spring. We hope to return to this in a future edition, once OIA is ready to speak about it in full.

For now, his message is consistent. Whether the question is how many bots to deploy, how to design a pick station, or how to integrate the next wave of automation, the differentiator is not a single robot. It is the capability to model complex systems accurately, learn from real operations, and keep improving.

stow, a global supplier of industrial storage solutions representing the racking division of the stow Group, announces its participation in LogiMAT 2026. Taking place from March 24 to 26th at Messe Stuttgart, the event will see stow presenting its full range of racking, shelving, and semi-automated solutions at Hall 3, Booth 3B77. The company will be exhibiting alongside Movu Robotics, member of the stow Group, highlighting the Group’s position as a comprehensive provider from static to fully automated warehouse solutions.

As the demand for efficient warehouse space optimization continues to rise, stow aims to demonstrate why it remains an established and trusted partner for businesses seeking to maximize storage density and operational performance.

Comprehensive Racking Portfolio

The stow pallet racking portfolio provides a comprehensive suite of high-density storage solutions designed to maximize warehouse efficiency and optimize space utilization. Featuring conventional pallet racking, drive-in racking, pallet live storage, high-bay racking, and silo systems, these systems are engineered for flexibility, scalability, and durability.

Whether storing standard pallets, bulky goods, perishable products, or high-value items, racking systems allow warehouses to increase storage density without compromising accessibility or operational safety. With over 45 years of experience and thousands of successful installations worldwide, stow can deliver cutting-edge, trusted storage solutions for modern warehouses.

Semi-Automation Portfolio

stow‘s semi-automation solutions are engineered for businesses that demand performance, flexibility, and scalability without fully committing to full automation. These solutions offer a smart middle ground: significantly improving operational efficiency and warehouse capacity while keeping systems intuitive and adaptable.

In a rapidly changing market, solutions help businesses stay agile, compliant, and ready for the future. These solutions allow businesses to optimize space, lower energy and labor costs, and improve inventory control.

The semi-automated product range of stow features two distinct, high-performance pallet systems designed to optimize storage density and operational speed: the versatile stow Mobile system and the newly upgraded stow Atlas® 4.0, both equipped for ambient, chilled and frozen storage environments.

A key highlight of the exhibition will be the presentation of the latest stow Atlas 4.0. This next-generation pallet shuttle system is designed for high-density storage and features enhanced operational efficiency, superior serviceability, and connectivity options that prepare warehouses for future demands. Operating on a LIFO basis, this autonomous shuttle transports pallets within racking channels, significantly reducing forklift traffic and personnel costs.

This updated version delivers tangible advantages that make a real difference to daily operations: higher operational uptime, lower repair costs, and consistent performance due to reliable engineering.

Racking & Automation Offering

Philip Mylle, CSO of stow Group, emphasized the company’s enduring legacy and forward-looking approach: “stow has been a trusted, valued partner for nearly 50 years already. We are the largest in Europe, but still innovating every year, either in our products, such as the renewed stow Atlas 4.0, or in technologies that grow further alongside us, like Movu Robotics for warehouse automation.”

Visitors to the booth will experience stow’s diverse portfolio, including the newly enhanced stow Atlas® 4.0 pallet shuttle system. The joint presence with Movu Robotics underscores the Group’s ability to support customers at every stage of their growth, from manual operations to fully automated facilities.

“stow Group acts as a one-stop shop for all shelving, racking, semi-automated, and fully automated warehouses with Movu Robotics,” said Jos De Vuyst, CEO of stow Group. “We are continuously expanding, now also with a footprint in the United States in Adairsville, Georgia, where we are building a new 240,000 sq feet racking production site, planned to be operational as of April 2026. The launch of our new factory in the USA also enables us to extend the same exceptional service and dedication to our European customers operating in the United States.”

The exhibition will serve as a platform for stow to connect with logistics professionals, demonstrating how its locally manufactured, high-quality systems can solve complex storage challenges. From standard pallet racking to sophisticated semi-automated systems, stow provides scalable solutions tailored to the evolving needs of the global supply chain.

High-throughput sortation on a small footprint has never been possible – until now. Paul Hamblin spoke to EuroSort’s Gerbrand van Schooneveld about the company’s game-changing E-Sort, which will launch at LogiMAT in March.

Like most automation, sortation technology has always been about speed, efficiency and accuracy, enabling larger volumes to be processed cost-effectively to meet demanding customer needs.

Amsterdam-based EuroSort will this year celebrate 25 years of achievement in the arena. Its portfolio of Push Tray, Split Tray, Cross Tray and Push Bar sorters is established at over 500 global sites, and the company boasts a large North American presence and an office in Spain to add to its Dutch core, staffed by over 200 employees. Meanwhile, EuroSort’s in-house integrator DistriSort supplies solutions to end customers while EuroSort itself supplies many of the big European integrators.

EuroSort Technical Strategic Sales Manager Gerbrand van Schooneveld has a dual role, overseeing the Poland and Baltics region in addition to supporting the company’s other sales managers with technical aspects of the sales process. The duality assists the customer in making the right choices for their business and ensuring that the best EuroSort concepts to meet their needs are selected.

Quarter-century of delivery

“Our focus has always been consistent over 25 years,” he reflects. “It’s about high-throughput replenishment and sorting solutions to meet the customer’s needs as closely as possible.”

The dazzling growth of e-commerce has re-modelled the needs of logistics providers, motivating EuroSort engineers to seek innovative solutions to meet those needs.

“E-commerce sortation requires special handling because you are dealing with relatively small orders,” he explains. “To do this effectively, that means you need a large sorter with a high number of exits to enable cost-efficient wave picking – and in traditional sorting, if you have a lot of exits, you need a large footprint to accommodate those exits. So, our customers asked us to find ways to reduce that large and expensive footprint.”

To meet this need, EuroSort ingenuity first created the Chute Pitch Reducer, a simple yet effective idea which enabled narrower chutes thanks to the addition of doors which helped to control items at exit routes and ensure they were not mis-sorted. It reduced the width of the chute for push trays and cross tray sorters by 30%.

“But we wanted to create more exits on a smaller footprint, and still provide that vital increased throughput,” Gerbrand (pictured, below) continues.

LogiMAT launch

The result will be unveiled at LogiMAT at the end of March 2026. Called E-Sort, the company says it can increase the number of exits in a system by 70%, with the double wins of increasing throughput and a much-reduced footprint.

It achieves these aims by combining a put wall with a loop sorter.

“What we have now done is to connect a high-throughput loop sorter to a Smart Wall concept,” he explains. “And the number of exits can be multiplied within a small footprint – for example, on a 3m space we can create almost 100 exits.”

Crucially, the E-Sort concept is modular, which makes it both scalable and cost-effective. Versatility is built in, with the number of exits configurable to the customer. It’s for this reason that the product is squarely aimed at entry-level and medium-sized e-commerce customers as well as the traditional larger players. “We see a lot of growth for E-Sort with customers using semi-automated or fully manual put walls,” he reveals.

The modularity enables each system to be assimilated appropriately with the sortation process preferred by the customer.

“The customer might have a wide range of SKUs, from very small to much larger, and those bigger items would need correspondingly bigger pockets in the put wall,” he points out. “We therefore create the put wall based on those demands. For instance, a half-metre wall might accommodate eight exits, but one requiring larger parcels or items might reduce to four or five larger pockets.”

Another key deliverable for E-Sort is omnichannel suitability.

“The great thing is that we can combine the E-Sort with a conventional sorter for bricks-and-mortar store replenishment so that you can execute both e-commerce, shop replenishment and returns on the same machine. This is the first solution on the market that allows e‑commerce, store replenishment and returns to run on the same machine.”

Retail and e-commerce differences

As a sortation expert how would he describe the differences between e-commerce and ‘standard’ retail sorting procedures?

“There are two main areas to consider,” he replies. “The first is order size. With shop replenishment, you might be looking at 40 to 50 items per order, a big picking wave in a single order, and a fairly efficient process. With e-commerce you are likely to be looking at much smaller orders, perhaps one to five items for a single customer, all needing to be packaged and labelled.

“Then you will have different packaging and labelling needs to suit each order. So the sortation solution needs to provide for that. The E-Sort provides two ways of doing this: the first by packing directly at the sorter exit, with a packing table and packing materials adjacent to it. The second is via a mobile put wall, mounted on a trolley or a cart, kept away from the packing area and moved there when it is full. Different customers have different preferences – it’s their call on how they want to do it and we’re ready for both.”

The specifications of the E-Sort make it appropriate for both established large-scale needs as well as those of entry-level customers. Weight limit is 5kg, dimensions are 400mm x 600mm x 250mm.

Given the versatility, how does he work with a new customer to determine the right concept for them?

“I’d say to you, give me current figures, what’s your throughput, how many orders are you looking to process per day, how many operators do you need for your picking? If I know your annual volumes and the number of operators you have, I can explore ways for you to save costs on your picking, and move many more items, all in a small footprint.”

As well as the modularity and component standardisation of the technology, he also highlights its ease of use. “It is simple technology, made for easy and quick maintenance. Reliability and maintenance costs are very low, and almost everything can be done on site by the customer.”

The explosion in e-commerce volumes is changing the air cargo market. While many long-established airports have robust cargo facilities that leverage technologies, including powered roller beds to safeguard both cargo and workers, the same cannot always be said of the smaller airports gearing up for additional air cargo, or the fast expanding second line locations being set up specifically to support cargo growth.

The challenge is not only the rise in air cargo volumes, but the highly time-sensitive nature of operations. Companies are under pressure to meet tight deadlines and customer expectations, while there are also clearly defined regulatory processes for handling air cargo. An ever-growing volume has led to congestion at major hubs, creating possibilities for smaller airports to expand into air cargo, or shift from handling cargo in warehouses further away from airports.

Bart Sloot (pictured, below), Sales Manager, Air Cargo Equipment, at Joloda Hydraroll, explains the importance of efficient and safe air cargo handling systems at these airports to improve productivity and build a scalable business operation.

Expanding Market

The explosion in e-commerce business from the Far East continues to increase air cargo, with the Airports Council International’s latest dataset revealing air cargo volumes climbed 9.9% year on year to a record 127m tonnes in 2024. This boom is changing the dynamics of the air cargo industry, especially across Europe. In addition to significant new facilities, which include extensive air cargo facilities, existing airports are also ramping up to support this new business.

The International Air Transport Association (IATA) has clearly defined global standards for air cargo operations, including handling procedures and safety protocols. Yet while there is widespread understanding throughout global aviation about the safe way to process ULDs (Unit Load Devices), such as to meet and manage the demands created by e-commerce, and significant investment from air cargo handlers to increase front line facilities, these often fall short – and demand exceeds capacity.

The result is inevitably slower and reduced throughput, as well as heightened risk of pallet/cargo damage. Efficient ground handling is vital to improve productivity and create the scalability required to maximise profitable growth.

Compliant and Efficient Air Cargo Handling

Effective ground handling is also key to ensuring the safety of both operators and goods. Manual handling of air cargo specifically breaches IATA guidelines, which specify that ULDs should never be moved directly by a forklift truck, for example. They should also never touch the concrete floor to reduce the risk of damage. With the pressures created by increasing volumes, tight turnaround times and the need to ensure a safe working environment, it is vital to use the right material handling equipment and systems. Safe, compliant handling of ULDs requires both powered and unpowered roller beds and a height-adjustable truck dock that uses motorised rollers to accelerate and streamline operations. Installed at the critical interface between the land side and air side, powered roller beds automate the movement of ULDs, improving both the speed and consistency of air cargo transfers. Modular roller beds with powered drive motors can also be retrofitted to existing trailers to propel air cargo continuously and safely between warehouses and trailers.

To manage the movement of air cargo around the warehouse, handlers can use mobile workstations (also known as slave pallets) to allow safe movement. These mobile workstations, which can be moved or removed easily when not in use, allow ULDs to be transported with little effort across the warehouse floor. This minimises the physical strain on workers and speeds up the manual positioning of air cargo units.

Consultative Approach

Adapting to the demands of rapidly escalating e-commerce volumes requires a different approach for air cargo handlers. It requires a risk assessment to ensure processes are undertaken in line with both IATA requirements and, potentially, airline audits. In addition to adopting systems such as roller beds, working with an experienced partner can ensure environments are optimised for efficiency and safety.

This process reduces handling steps and improves process flow, whilst also supporting compliance with health and safety protocols. The consultative approach can also assess the potential for additional innovation, allowing companies to make the best use of busy or constrained warehouse layouts.

It is, of course, operationally possible to handle air cargo at any location. Is it, however, the most efficient approach? Or cost effective? Or scalable? Any processes that place a limit on the volumes that can be handled will inevitably constrain expansion, potentially add workforce risk and challenge regulatory compliance. Ensuring the correct handling equipment and systems are in place is mission critical, underpinning not only safety and efficiency but also compliance with IATA standards.

Adding powered roller beds and mobile workstations to the air cargo handling process can not only transform productivity and throughput, it can also protect staff, equipment and ULDs while providing the foundation for rapid expansion to support new business opportunities.

Edward Hutchison, Managing Director of BITO Storage Systems UK, has announced his retirement, effective at the end of February.

Hutchison has led BITO Storage Systems since 1 January 2001. During his 25-year tenure, the company has grown into one of the UK’s leading providers of innovative storage and intralogistics solutions. As one of the few single-source suppliers in the sector, BITO offers racking, shelving, bins and containers, as well as picking and transportation systems for customers across a wide range of industries.

BITO Storage Systems is the UK subsidiary of BITO-Lagertechnik Bittmann GmbH, the internationally operating manufacturer of storage and order-picking systems. With more than 70,000 customers worldwide, the BITO Group is among Europe’s leaders in its field. Headquartered in Meisenheim, Germany, the family-owned company has been in existence for over 180 years and is guided by strong core values of quality, service and long-term partnership, placing people at the centre of its business philosophy.

BITO established its UK subsidiary in 1999. Following his arrival in January 2001, Hutchison built the business from the ground up, creating a robust and sustainable operating model. This included enabling customers to order via catalogue or online and supplying storage solutions to logistics operations across all UK sectors. Under his leadership, the business achieved consistent growth, recording its highest ever UK sales turnover in 2024 and establishing BITO as a recognised name for innovative storage technology.

In 2016, Hutchison oversaw the company’s relocation to its purpose-built headquarters at Helmsdale Business Park in Nuneaton. The modern facility includes a showroom, experience centre and distribution hub, housing a comprehensive range of intralogistics solutions such as pallet racking and ‘Carton Live’, alongside a wide selection of fast-moving stock items including shelving, bins and containers. The site also provides a high-tech, modern workplace and offers customers the opportunity to experience and test solutions first-hand.

Edward Hutchison commented:

“It has been an incredible 25 years, and I am extremely proud of everything the BITO team has achieved during my time with the company. I would like to thank my colleagues in Nuneaton and the BITO Group management in Germany for their continued support, as well as our suppliers, partners and customers with whom we have delivered many outstanding storage and picking projects over the years. As I approach my 67th birthday, and after more than 50 years in work, I am grateful to be in good health and very much looking forward to the next chapter of my life with my wife and family.”

Winfried Schmuck, CEO of BITO-Lagertechnik Bittmann GmbH, said:

“On behalf of the entire BITO Group, I would like to sincerely thank Edward for his outstanding leadership and significant contribution over the past 25 years. He has built a highly capable and committed team in Nuneaton and has consistently driven growth in the UK business. We are deeply grateful for his dedication and the lasting impact he has had on BITO’s values, vision and long-term success. We wish Edward all the very best and a thoroughly enjoyable retirement.”

The BITO Group has already secured a successor for the UK Managing Director role and looks forward to sharing further details shortly.

META Storage Solutions, a provider of engineered warehouse storage solutions, will be exhibiting at MHI’s MODEX 2026 in Atlanta. Attendees are invited to visit the META team to learn more about storage systems designed to support efficient, scalable, and automation-ready warehouse operations.

With a strong and growing footprint across North America, META Storage Solutions supports distribution centres, manufacturing facilities, energy providers, and third-party logistics operations throughout the United States and Canada. Through its North American operations, META delivers localized project management, engineering expertise, and installation support, ensuring customers receive responsive service and solutions tailored to regional building codes, operational requirements, and industry standards.

MODEX is one of the supply chain industry’s premier trade shows, bringing together professionals focused on innovation, efficiency, and future-ready technology. META Storage Solutions’ presence reflects its commitment to helping organizations optimize warehouse performance through intelligent design, structural integrity, and flexible storage solutions that evolve alongside automation advancements and business growth.

At Booth #B13957, attendees can explore:
• High-density storage systems that maximize cubic space and improve operational flow
• Automation- and robotics-ready storage designs engineered to integrate seamlessly with AS/RS, AMRs, and conveyor systems
• Scalable solutions for distribution, manufacturing, and energy-focused facilities across North America
• Expert consultation on engineered racking, mezzanines, multi-level systems, and custom storage configurations

MODEX 2026 will attract supply chain and logistics leaders from around the world, offering valuable insights into the future of material handling and warehouse design. META’s participation underscores its dedication to delivering structurally sound, forward-thinking storage systems that help North American operations increase capacity, enhance safety, and prepare for long-term growth.

META has built and refined its core competence in metal working for over 100 years. Our main products, a wide variety of shelving and racking systems, are ‘Made in Germany’ and are successfully marketed worldwide. META develops designs, produces and installs stationary and dynamic shelving and racking systems tailored to specific project needs. META’s product range includes shelving systems,
long-span, pallet and cantilever racking systems, as well as mobile racks and flow racks.

With a full range of storage solutions and the modular nature of its systems META and its partners provide complete logistics systems for warehouses, distribution centres and manufacturing facilities. From the initial concept and the customer-focused determination of requirements to the planning and customer support, through to the delivery and implementation, META always offers its customers complete and sophisticated solutions.