Could the interim save Christmas?

As supply chains struggle to meet the challenges of a fast-recovering economy, labour scarcity and post-Brexit trading complexity, fears are growing of empty shelves leading into peak season. Rising e-commerce volumes and the driver shortage are creating the perfect storm. Interim managers can provide the skills needed to save Christmas, but firms need to act now to secure the best talent. By Leigh Anderson, Managing Director at Bis Henderson Recruitment.

At almost every point in every supply chain, companies are facing unprecedented levels of change and uncertainty. Challenges from Covid to Brexit, driver shortages to microchip shortages, eCommerce to ethical consumerism, mean that businesses are having to learn, change and adapt their logistics operations at great speed, and often in areas where they lack high-level skills and expertise.

Existing managers and executives may be highly competent within business models that have evolved over decades with clear goals, but they aren’t necessarily well suited to drive through rapid and radical changes, or to identify and implement viable solutions to multiple crises.

Critically, companies need to access the talents of individuals with quite unique skill sets and experience, often at a level that would be considered unaffordable and unjustifiable when stability returns. Nor indeed are these talents possessed by the sort of people who settle down for the long term. In these conditions the professional ‘interim’ manager, executive or technologist comes into his or her own. While pre-Covid, this had been a market in decline; in the past year Bis Henderson Recruitment has seen a very significant uplift in requests by companies seeking our help in making short-term appointments. This is even more pronounced now as supply chains enter the run-up to the crucial Christmas season, with every day bringing a new challenge.

Demand for interim assistance is up by around 500% – and there is a clear correlation with a comparable collapse in responses to advertisements for conventional, long-term employment.

In particular, we are fielding urgent requirements for Warehouse and Operations Managers, Transport Managers and Planners, and Shift Managers to plan and execute additional pick and delivery volumes through the peak.

However, we find that many companies, small and large, are cautious, even fearful about going down the interim route to meet their short-term skill needs. In this paper we explore the reasons for this, and reveal our poll findings that refute some of the myths and misconceptions around interims.

What is an interim?

Firstly, let’s be clear what we mean by an interim manager or executive. This is not a catch-all term for any short or fixed term employment: indeed, technically, it isn’t employment at all.

An interim is someone who brings a particular and rare combination of skills and experience to bear on a specific task, well-defined by goals and duration, typically of a project nature – although the approach can be applied to short-term senior management cover, or in ‘disaster recovery’ situations.

The emphasis is usually on successful implementation on time and to budget, rather than strategic planning and evaluation of options, which is more the realm of a consultancy. In our field the task may be bringing a new DC into operation, or implementing a new WMS, or, very topically, reconfiguring the transport network to make better use of available drivers.

Often, the appointment is additional to, rather than replacing, existing management – the latter of course still have the challenges of the day-to-day running of the business. There is often an expectation of significant skills transfer, to enable the permanent staff to successfully operate the new arrangements after the interim has moved on. Typically, an interim assignment will be for six months or less.

We say ‘assignment’ not ‘employment’ because the interim is not an employee – the relationship is that of a contract for services, not a contract of employment. The interim may be contracted with directly as a self-employed individual or via their own personal service company, or through an intermediate such as Bis Henderson Recruitment.

However, an interim is not a substitute for what would normally be a payroll position. It isn’t a tax avoidance scheme, for either party, although if appropriately applied, an interim appointment can reduce taxation paid. Nor is its purpose to allow the company to avoid non salary labour costs – a sort of gig economy for the higher paid – although reduced employment costs can also be the result.

Importantly, it isn’t appropriate, or lawful, if for example it is envisaged that the same interim will carry out a whole series of back-to-back projects – which has been a common abuse in IT and other fields. Less clear-cut, but it may also not be appropriate when the appointment is simply to ‘hold the fort’ while the search is on for a long-term employee. In these cases, a short or fixed term contract of employment is the way to go and Bis Henderson Recruitment can help here too.

Although our in-box is full with enquiries about interims, we know many companies still have reservations. To better understand the reasons for this we recently ran a survey among our contacts on LinkedIn, with interesting results. Four particular concerns stood out.

Cultural alignment

Nearly a fifth of our respondents cited concerns over the linked themes of ‘Slow Integration’ and ‘Cultural Alignment’.

Worries about the speed at which the interim can be integrated into the organisation are misplaced – one of the virtues of appointing an interim is precisely that these are people who expect to hit the ground running from hour one, day one. This is how they make their reputations. In practice it may be the interim who is more concerned about how quickly the permanent staff that he or she will be working with can come up to the required sense of urgency.

Cultural alignment can be somewhat more problematic, especially since one of the reasons for bringing an interim in may be precisely to over-ride ‘not invented here’, ‘we’ve always done it this way’ attitudes. A lot depends on the ability of the company’s managers and directors to pave the way, explaining why the interim is being brought in and what it is intended should be achieved. This has to be done skillfully, without suggesting that existing staff have in any way failed or are in some sense inferior – after all, they will still be with the business long after the interim has moved on to their next assignment.

The dreaded IR35

Some 25% of our respondents voiced concerns about their liabilities under the famous ‘IR35’ rules, which were finally introduced for larger private companies in April this year, after a long period of controversy and, some might say, scaremongering.

Bis Henderson has worked hard to create a seamless process for recruiting interim managers and has taken the hard work and risk out of ensuring that contracts are ‘IR35-proof’.

The rules exist to prevent individuals and companies evading tax, especially National Insurance, by falsely claiming self-employed or contractor status. The rules themselves haven’t changed much – what is new is that whereas it used to be for the individual to assert their self-employed status, for larger companies the onus is now on them to show that they have considered each case and that the self-employed/ contractor status is genuinely ‘outside IR35’ and therefore off the payroll.

Consequently, some businesses have panicked and placed a blanket ban on off-payroll appointments. This is quite unnecessary and, in so far as it denies them access to the skills they need, positively harmful. We can help businesses who are unsure how to navigate the legislation, and find that in practice most cases are fairly obvious. If the assignment is tightly defined, of limited duration and unlikely to be renewed or extended, and it requires skills and experience at a level the company wouldn’t normally need, or can’t maintain in-house, then that should be safely outside IR35.

On the other hand, if it is contemplated that the interim will be tackling a series of back-to-back assignments of a similar nature, or the timescale is open-ended, or a significant part of the task is normally carried out by a salaried employee, then that may well attract the attention of HMRC, which can involve payment of back taxes, penalties, possibly retrospective benefit payments to the ‘employee’ and general unpleasantness. If you really have to go through hoops to justify off-payroll status, then you probably shouldn’t.

In our experience, though, it is a mistake to think just in terms of IR35. If the requirement is indeed ongoing, regular, or recurrent, surely it is a core element of the business – why wouldn’t you make every effort to bring that in house rather than relying on external parties (interims or consultants or various third-party support services) at considerable extra-long term cost.

Cost and value

Which brings us to our clients’ principal concern around interims – that of cost: a worry for 39% of our sample – and therefore, a far bigger concern than the IR35 issue.

Of course, an interim will expect a day rate equating to significantly more than the salary of a full-time employee in a similar role. However, any comparison should consider all the costs.

In the first place, a comparison assumes that similar skills are readily and immediately available on the conventional jobs market, which is less than likely. And the extra money is limited to the short duration of the contract, usually just a few months. It should have no impact on future employment costs once the interim has moved on. In the end, the client company is paying a premium for instant access to high-grade skills. Is it worth making that investment? Is it worth taking the risk of not making the investment?

Your call

And when we look at the bottom line, the cost difference, while still real, is substantially less. As every company director knows, there is a lot more to employment costs than annual salary, and a lot of these disappear under an interim contract for service.

Most obviously, there is no employer’s National Insurance to pay, which would be £30,429 extra on a £140,000 salary. There is no holiday pay. There is no employer contribution to pension schemes. There may be savings on a range of other employment benefits, depending on what the company offers, but these might include bonus schemes, healthcare plans, gym memberships, stock options. The company isn’t paying for a laptop or a company car, or unless otherwise agreed a range of business expenses. Being off payroll, the contract doesn’t increase the firm’s Apprenticeship Levy payments.

Taken all together, the difference in employment cost between an interim and a permanent staffer of comparable abilities, if such were available, looks not unreasonable.

There are other less tangible benefits. There are no extra HR, Payroll and other admin costs (the interim is paid by Bis Henderson Recruitment, and we invoice the client for our services). There should be no training or on-boarding costs. A large part of the recruitment costs, from scoping the requirement to conducting interviews and assessments, are included in our service charge as are necessary background checks, verification of adequate Professional Indemnity insurance, work permits if relevant, and so forth.

Crucially, the interim route delivers results fast – we average seven days from initial client contact to a contract being signed, and there is a negligible learning curve: interims start making a contribution on their first day.

In the current climate and with a Christmas peak looming that may be quite unlike previous years, firms need to be asking themselves some critical questions:

  1. What could possibly go wrong?
  2. Do we have a full management team in place for the peak, with the support they will need?
  3. Are they all battle-ready and war- gamed?
  4. Are we confident that our plan is robust?
  5. Do we have contingencies in place for most eventualities?

If this reveals vulnerabilities, discuss with us the potential for appointing interim managers to reinforce the team.

In summary

We don’t claim that the interim route is the way to go for every situation – we can offer objective advice and indeed, we can help with your short or fixed term employment requirements as well. But in twenty years we have made more than 2,000 very successful high-level appointments, with repeat business from our clients and our interims.

In these turbulent times, logistics and supply chain companies need motivated individuals with the right skills who can quickly understand and augment a rapid response to a given challenge. Interim appointments offer a keyway of achieving the necessary agility quickly – and for many businesses, if they can see past some of the perceived barriers, they might just save Christmas.

Bis Henderson has seen the supply chain sector through numerous stages of its evolution; from high street to internet, from paper to handheld, from spreadsheets to blockchain. This next era whilst daunting, may just herald the most exciting changes in supply chain recruitment since the emergence of the web.

If you need an Interim to support you during the upcoming Peak Period, someone who can hit the ground running and bring value from day one – our interim recruiters have access to a pool of hand-picked, personally vetted specialists. Act now to secure the top talent you need.

Cascade Corporation acquires Lift-Tek

Cascade Corporation, a global leader in the manufacturing of lift truck attachments, forks and related technologies, has successfully completed the acquisition of mast manufacturer Lift Technologies, Inc. (USA) and Lift-Tek Elecar S.p.A. (Italy) – more commonly known as Lift-Tek – from Calvi Holding S.p.A as wholly owned subsidiaries.

Lift-Tek is a major global manufacturer of masts, including models in two, three, four and five stage configurations, with capacities up to 52t for a wide variety of applications. Products are used on both electric and internal combustion (IC) lift trucks, very narrow aisle lift trucks, Automated Guided Vehicles (AGVs), telehandlers and more.

Established in 1999, Lift-Tek is recognised by OEMs in the industry for high quality mast products and years of expertise in materials handling. With manufacturing facilities located in Westminster, South Carolina, USA and Piacenza, Italy, Lift-Tek currently serves the North American and European markets as well as international customers.

“We look forward to this new chapter in our company’s history,” says Angelo Ceresa, Board Member of Lift-Tek Elecar S.p.A. “We believe working together with Cascade brings excellent new potential to our operations and that our customers will benefit greatly from this development.”

The acquisition gives the company the unique opportunity to bundle Lift-Tek masts with Cascade attachments for those customers who require a custom solution for the front end of their lift truck or automated guided vehicle (AGV). With Lift-Tek’s special engineering capabilities combined with Cascade’s latest attachment technologies, such as mobile weighing and sensing capabilities, the acquisition provides opportunities for synergy and growth when it comes to product development for digitally integrated solutions.

“Lift-Tek’s reputation for quality products makes them a natural fit for the Cascade family,” says Davide Roncari, President & CEO of Cascade Corporation. “Together, we will be able to provide enhanced options for those customers in need of specialized, integrated mast/attachment solutions.”

Lift-Tek will continue normal operations as independent subsidiaries under Cascade Corporation ownership.

Cascade Corporation acquires Lift-Tek

Cascade Corporation, a global leader in the manufacturing of lift truck attachments, forks and related technologies, has successfully completed the acquisition of mast manufacturer Lift Technologies, Inc. (USA) and Lift-Tek Elecar S.p.A. (Italy) – more commonly known as Lift-Tek – from Calvi Holding S.p.A as wholly owned subsidiaries.

Lift-Tek is a major global manufacturer of masts, including models in two, three, four and five stage configurations, with capacities up to 52t for a wide variety of applications. Products are used on both electric and internal combustion (IC) lift trucks, very narrow aisle lift trucks, Automated Guided Vehicles (AGVs), telehandlers and more.

Established in 1999, Lift-Tek is recognised by OEMs in the industry for high quality mast products and years of expertise in materials handling. With manufacturing facilities located in Westminster, South Carolina, USA and Piacenza, Italy, Lift-Tek currently serves the North American and European markets as well as international customers.

“We look forward to this new chapter in our company’s history,” says Angelo Ceresa, Board Member of Lift-Tek Elecar S.p.A. “We believe working together with Cascade brings excellent new potential to our operations and that our customers will benefit greatly from this development.”

The acquisition gives the company the unique opportunity to bundle Lift-Tek masts with Cascade attachments for those customers who require a custom solution for the front end of their lift truck or automated guided vehicle (AGV). With Lift-Tek’s special engineering capabilities combined with Cascade’s latest attachment technologies, such as mobile weighing and sensing capabilities, the acquisition provides opportunities for synergy and growth when it comes to product development for digitally integrated solutions.

“Lift-Tek’s reputation for quality products makes them a natural fit for the Cascade family,” says Davide Roncari, President & CEO of Cascade Corporation. “Together, we will be able to provide enhanced options for those customers in need of specialized, integrated mast/attachment solutions.”

Lift-Tek will continue normal operations as independent subsidiaries under Cascade Corporation ownership.

Horizontal packaging machine with emphasis on efficiency

Microline is an Italian company specialising in the design and marketing of automatic machinery and line-automation solutions. The company possesses a high degree of technological expertise, specialising in Tissue product packaging. This is the target sector of the ECO Wrap 1050, Microline’s latest product: a horizontal packaging machine with the emphasis on efficiency.

Microline believes simplicity need not mean low quality. For years, its construction mantra has been the greatest possible simplification. It claims this means its machines are very sturdy and need less maintenance, without sacrificing any of the care that goes into designing and producing each individual component. The ECO Wrap was created in line with these principles, to meet a specific need voiced by the tissue market: low-speed units, whose key features are reliability and service economy.

ECO Wrap is a machine for wrapping AFH rolls or folded products using plastic film. It is able to use a wide range of packaging materials. The machine creates perfectly sealed bags, allowing a broad series of product configurations. This type of packaging is especially well-suited to pre-packaged paper rolls for industrial use and individually packed folded products. The packaging process does not generate any wrapping material scraps or rejects, which cuts out disposal costs and allows a significant saving of wrapping material.

The ECO Wrap works in accordance with an operating principle that is simultaneously simple and effective. Products coming from the saw or the wrapping machine are fed by a system of conveyors, oriented and taken into the machine in a single line by means of a system that arranges them in the desired configuration. The products are then placed in the lifting unit for layering, if required, and placed in a bag. The bag is closed at the next stage. This is done by overlapping and sealing the packaging material at the top of the bag, before the film is sealed crosswise by folding the flaps inside the bag. This machine can pack up to six bags per minute, in a wide range of configurations.

The ECO Wrap does not merely save packaging material, it also allows energy saving: the flow wrapper creates high-quality bags that are tight-fitting and do not necessarily require the use of a shrink tunnel. Lastly, the one-piece design allows fast commissioning of the machine, which can be very quickly installed. It can also be rapidly configured for start-up. This avoids prolonged line stoppages and improves production efficiency.

Horizontal packaging machine with emphasis on efficiency

Microline is an Italian company specialising in the design and marketing of automatic machinery and line-automation solutions. The company possesses a high degree of technological expertise, specialising in Tissue product packaging. This is the target sector of the ECO Wrap 1050, Microline’s latest product: a horizontal packaging machine with the emphasis on efficiency.

Microline believes simplicity need not mean low quality. For years, its construction mantra has been the greatest possible simplification. It claims this means its machines are very sturdy and need less maintenance, without sacrificing any of the care that goes into designing and producing each individual component. The ECO Wrap was created in line with these principles, to meet a specific need voiced by the tissue market: low-speed units, whose key features are reliability and service economy.

ECO Wrap is a machine for wrapping AFH rolls or folded products using plastic film. It is able to use a wide range of packaging materials. The machine creates perfectly sealed bags, allowing a broad series of product configurations. This type of packaging is especially well-suited to pre-packaged paper rolls for industrial use and individually packed folded products. The packaging process does not generate any wrapping material scraps or rejects, which cuts out disposal costs and allows a significant saving of wrapping material.

The ECO Wrap works in accordance with an operating principle that is simultaneously simple and effective. Products coming from the saw or the wrapping machine are fed by a system of conveyors, oriented and taken into the machine in a single line by means of a system that arranges them in the desired configuration. The products are then placed in the lifting unit for layering, if required, and placed in a bag. The bag is closed at the next stage. This is done by overlapping and sealing the packaging material at the top of the bag, before the film is sealed crosswise by folding the flaps inside the bag. This machine can pack up to six bags per minute, in a wide range of configurations.

The ECO Wrap does not merely save packaging material, it also allows energy saving: the flow wrapper creates high-quality bags that are tight-fitting and do not necessarily require the use of a shrink tunnel. Lastly, the one-piece design allows fast commissioning of the machine, which can be very quickly installed. It can also be rapidly configured for start-up. This avoids prolonged line stoppages and improves production efficiency.

Intelligent conveying and sorting system empowers automation evolution

With the continuous development of the express delivery industry, the demands and requirements of various platforms for automated logistics and transportation is also increasing. An intelligent sorting and conveying system has become rigid requirements for companies in various industries to enhance their competitiveness.

Normally, the efficiency of the current semi-automated sorters (taking the cross-belt sorter as an example) is more than three times that of manual, and the efficiency of an automated sorter is more than six times that of manual sorting. An  intelligent sorting and conveying system can fully reduce manual identification and manual operation. The accuracy is much higher than manual sorting, and it also greatly reduces the loss of goods. Especially when the processing capacity reaches tens of thousands of pieces per day, manual sorting takes up a large area, high errors, and efficiency drops.

According to Logistics IQ, by 2030, the global next-generation supply chain market will reach more than US$100bn. Under such circumstances, China’s automated sorting industry is actively promoting innovation, accelerating product optimisation and equipment iteration, and enhancing user experience.

According to statistics, from 2012 to 2019, China’s automated logistics equipment market has an average annual compound growth rate of 26.8%, and the market size in 2020 had reached RMB175bn, with a compound annual growth rate of more than 25%, of which the market size of automated sorting equipment is about RMB21.35bn, the annual growth rate is about 29%.

China is transforming to a strong country on manufacturing. The automation of the manufacturing industry is increasing, coupled with the rising cost of labour and the declining demographic dividend. It is expected that the scale of domestic automated logistics equipment demand will continue to grow rapidly in the next few years, and the domestic market for automated logistics equipment will reach RMB368bn until 2025.

Kengic, a professional smart logistics and intelligent manufacturing solutions provider, focuses on providing domestic and overseas customers with smart logistics and intelligent manufacturing system and products with R&D, design, manufacturing, sales and services. It has many mature and successful conveying and sorting cases around the world, saving labour costs, saving operation space and improving the operational efficiency for many customers.

Take the E-commerce Distribution Project in South Korea as an example. The project covers an area of about 8,500 sq m where 763.2m loop sorting lines, 636 carriers, 10 automatic inductions and 138 spiral chutes are provided. By applying cross-belt sorter system, belt conveyor system, and telescopic belt conveyor system, the project is fully automated from unloading to infeeding and sorting.

In India, Kengic is also involved in the e-commerce and logistics industries. The project combines customer requirements and actual conditions to provide a complete solution. The conveying speed is 2.1m/s, the sorting efficiency is as high as 25000pph, and the accuracy rate is as high as 99.9%.

In addition, it also has very mature experience in the design and implementation of unmanned warehouses, such as the RRS Logistics Unmanned Distribution Center project. Covering an area of 18,000 sq m, the total number of goods is 14,000 and the picking and shipping area is 10,000 sq m.

Relying on a series of interconnected and autonomously controlled intelligent facilities and equipment such as intelligent AS/RS, robots, and AGV, under the scheduling of business operation systems such as WMS, WCS, TMS, etc., the intelligent and efficient operation of various operations in warehousing, transportation and distribution is realised to assist intelligent unmanned transformation and upgrading of bulk logistics.

At present, Kengic’s customers now cover many industries such as express & logistics, e-commerce & new retail, home appliances, furniture, automobiles, communication electronics, equipment manufacturing, national defence and military, medicine and health, materials, energy and chemical industries, etc. It says it has provided stable, flexible and cost-effective solutions for its customers worldwide and that it is committed to building strong partnerships with them in long-term cooperation.

The Intelligent Conveying and Sorting system, comprising a conveying system and sorting system, is an important part of material handling systems. The main equipment selected varies among the goods conveyed. Kengic’s conveying and sorting system is able to accommodate the conveying and sorting needs for a broad range of applications. By designing reasonable routes, Kengic can help customers improve sorting efficiency and accuracy and reduce labour costs.

Kengic says in the future it will continue to adhere to the development concept of “Gathering industry elites, Creating a world brand”, committed to the innovation and development of smart logistics and intelligent manufacturing, insisting on intelligent technology as the driver, independent R&D and innovation as the orientation, and realising smart logistics and intelligent manufacturing for customers to upgrade the system and make every effort to promote the transformation and long-term development of industrial digital intelligence era.

Intelligent conveying and sorting system empowers automation evolution

With the continuous development of the express delivery industry, the demands and requirements of various platforms for automated logistics and transportation is also increasing. An intelligent sorting and conveying system has become rigid requirements for companies in various industries to enhance their competitiveness.

Normally, the efficiency of the current semi-automated sorters (taking the cross-belt sorter as an example) is more than three times that of manual, and the efficiency of an automated sorter is more than six times that of manual sorting. An  intelligent sorting and conveying system can fully reduce manual identification and manual operation. The accuracy is much higher than manual sorting, and it also greatly reduces the loss of goods. Especially when the processing capacity reaches tens of thousands of pieces per day, manual sorting takes up a large area, high errors, and efficiency drops.

According to Logistics IQ, by 2030, the global next-generation supply chain market will reach more than US$100bn. Under such circumstances, China’s automated sorting industry is actively promoting innovation, accelerating product optimisation and equipment iteration, and enhancing user experience.

According to statistics, from 2012 to 2019, China’s automated logistics equipment market has an average annual compound growth rate of 26.8%, and the market size in 2020 had reached RMB175bn, with a compound annual growth rate of more than 25%, of which the market size of automated sorting equipment is about RMB21.35bn, the annual growth rate is about 29%.

China is transforming to a strong country on manufacturing. The automation of the manufacturing industry is increasing, coupled with the rising cost of labour and the declining demographic dividend. It is expected that the scale of domestic automated logistics equipment demand will continue to grow rapidly in the next few years, and the domestic market for automated logistics equipment will reach RMB368bn until 2025.

Kengic, a professional smart logistics and intelligent manufacturing solutions provider, focuses on providing domestic and overseas customers with smart logistics and intelligent manufacturing system and products with R&D, design, manufacturing, sales and services. It has many mature and successful conveying and sorting cases around the world, saving labour costs, saving operation space and improving the operational efficiency for many customers.

Take the E-commerce Distribution Project in South Korea as an example. The project covers an area of about 8,500 sq m where 763.2m loop sorting lines, 636 carriers, 10 automatic inductions and 138 spiral chutes are provided. By applying cross-belt sorter system, belt conveyor system, and telescopic belt conveyor system, the project is fully automated from unloading to infeeding and sorting.

In India, Kengic is also involved in the e-commerce and logistics industries. The project combines customer requirements and actual conditions to provide a complete solution. The conveying speed is 2.1m/s, the sorting efficiency is as high as 25000pph, and the accuracy rate is as high as 99.9%.

In addition, it also has very mature experience in the design and implementation of unmanned warehouses, such as the RRS Logistics Unmanned Distribution Center project. Covering an area of 18,000 sq m, the total number of goods is 14,000 and the picking and shipping area is 10,000 sq m.

Relying on a series of interconnected and autonomously controlled intelligent facilities and equipment such as intelligent AS/RS, robots, and AGV, under the scheduling of business operation systems such as WMS, WCS, TMS, etc., the intelligent and efficient operation of various operations in warehousing, transportation and distribution is realised to assist intelligent unmanned transformation and upgrading of bulk logistics.

At present, Kengic’s customers now cover many industries such as express & logistics, e-commerce & new retail, home appliances, furniture, automobiles, communication electronics, equipment manufacturing, national defence and military, medicine and health, materials, energy and chemical industries, etc. It says it has provided stable, flexible and cost-effective solutions for its customers worldwide and that it is committed to building strong partnerships with them in long-term cooperation.

The Intelligent Conveying and Sorting system, comprising a conveying system and sorting system, is an important part of material handling systems. The main equipment selected varies among the goods conveyed. Kengic’s conveying and sorting system is able to accommodate the conveying and sorting needs for a broad range of applications. By designing reasonable routes, Kengic can help customers improve sorting efficiency and accuracy and reduce labour costs.

Kengic says in the future it will continue to adhere to the development concept of “Gathering industry elites, Creating a world brand”, committed to the innovation and development of smart logistics and intelligent manufacturing, insisting on intelligent technology as the driver, independent R&D and innovation as the orientation, and realising smart logistics and intelligent manufacturing for customers to upgrade the system and make every effort to promote the transformation and long-term development of industrial digital intelligence era.

Report: London delivery boom could become unsustainable

With the number of parcels delivered in London expected to double by 2030, a new report has set out an ambitious roadmap to make deliveries and freight journeys more sustainable and efficient. The proposals include introducing 10,000 pick-up points and lockers for parcel deliveries, new mayoral powers to incentivise deliveries to pick-up points instead of homes, and prioritising delivery and servicing vehicles under a London-wide pay-per-mile road user charging scheme.

Published to coincide with COP26, the report by Centre for London highlights the environmental impact of existing delivery methods. Most goods and services are moved by diesel and petrol vans which contribute up to a quarter of London’s carbon emissions and PM2.5 emissions from transport. And fuelled by the deliveries boom during the pandemic, diesel van sales in the UK were up 82% in the year to March 2021, while petrol van sales increased twofold over the same period.

The report argues that consumers need to change their behaviour, but businesses, national and local government must also act to turn the tide on an unsustainable system and reduce the number of polluting van and lorry journeys at all stages of the delivery process.

It calls on the Mayor of London to work with parcel delivery companies to put 90% of Londoners within 250m of a universal parcel pick-up/drop-off point by 2025, equivalent to installing 10,000 in-store pick-up points or lockers across the city. Just 17% of parcels are delivered this way in London at present, despite pick-up options generally being cheaper than home deliveries.

Introducing more of these pick-up points would allow companies to deliver large numbers of parcels at once to fewer locations, reducing vehicle traffic on the roads, and the knock-on-effect on air pollution and congestion. It would also mean that Londoners receive their parcels the first time they’re delivered: an estimated 60% of untimed home deliveries end in failure, and redeliveries increase van traffic on the roads.

If progress on setting up universal pick-up points is too slow, the report also recommends that the Mayor of London is given new powers to incentivise Londoners to use pick-up/drop-off locations. This could include an online sales tax for at-home deliveries which would also encourage delivery companies to set up more pick-up/drop-off locations across the city.

The report also calls on the Mayor of London to do more to prioritise efficient and sustainable deliveries in the capital. It calls on the Mayor to introduce a pay-per-mile road user charging scheme that could give priority to delivery and servicing vehicles. This would help to cut congestion, save time and money for drivers and businesses, and reduce the number of private car trips. The report’s authors welcome the recent extension to the Ultra Low Emission Zone but highlight that many diesel and petrol vans are already compliant with the scheme standards so don’t have to pay the fine.

Alongside the shift to electric vehicles, forecasts suggest that at least 4,000 rapid charging points will be needed in London by 2025, an 800% increase from the 500 in the city at the end of 2020. The report argues that national government should fund the installation of charging facilities at commercial properties such as consolidation centres. The government should also invest in reactivating London’s piers, wharves and rail-road interchanges so that the river and railways are a viable alternative to van and lorry journeys on London’s roads.

The report also highlights how a shortage of land available for logistics in central London can increase the distance that vans have to travel. It calls for the Mayor to work with local authorities to ensure space is available for logistics hubs where delivery companies can consolidate deliveries. London boroughs should also embrace dynamic kerb management to give delivery vehicles reliable access to space for loading and unloading, and avoid unnecessary additional driving.

Nicolas Bosetti, Head of Data and Insight, at Centre for London said:  “Delivery drivers and service workers need to be able to get from A to B as quickly and efficiently as possible. Londoners may like the convenience of doorstep deliveries but the way we currently move most of our goods comes at a high cost for our health, climate and for the businesses and workers who need to use our roads to get around.

“Many delivery companies already have plans to make their journeys more sustainable, but we need to encourage them to deliver to and from fewer places and support more of them to switch to cleaner vehicles. This means creating space for pick up points, consolidation centres and electric vehicle charging points.

“They won’t be able to do this alone. The Mayor of London and London’s boroughs need to take action to make freight journeys as green and clean as possible, alongside serious investment from the government too.”

Robin Woodbridge, Head of Capital Deployment and Leasing, Prologis UK said:  “With online sales unlikely to drop back to pre-covid levels, cities like London urgently need to find a solution to the last mile delivery problem and the challenge of balancing surging consumer demand for home deliveries with a need to improve air quality and reduce traffic noise and congestion.

“As the UK’s largest developer and owner of logistics parks, we were delighted to support Centre for London to produce this report. This important piece of research shines a light on the complex interdependencies at play when it comes to last mile delivery and proposes key recommendations for businesses, consumers and government to drive positive change.”

Neil Herron, CEO, Grid Smarter Cities said: “We welcome the timing of the report and the key Centre for London research finding that: ‘London boroughs and Transport for London should embrace dynamic kerb management, which would give delivery vehicles safer and more reliable access while minimising impacts on other road users’.

“At present, we have a unique opportunity to showcase London to the world with the implementation of a dynamic, bookable kerbside management solution that reduces congestion, improves air quality and enables businesses and communities to receive goods and services more efficiently.

“In 10 years’ time we will look back and say: Did we really allow delivery companies to fight for kerbspace on a first-come-first-served basis, rather than booking delivery slots that guarantee access?’’

Kate Langford, Programme Director of Impact on Urban Health’s Health Effects of Air Pollution programme, said:  “There is substantial evidence that air pollution disproportionately affects the health of children, older people and people with heart and lung conditions. Air pollution also intersects with other systemic causes of ill health, like unemployment and noise pollution, and so has a disproportionate effect on people who live in lower income neighbourhoods. That’s why rising numbers of polluting vehicles and journeys in our capital is particularly concerning.

“We urgently need to design systems that manage the rise of deliveries and online shopping, and reduce vehicle traffic on the roads. Residents must be engaged in the design of these new systems, to make sure that they protect people’s health and work for everyone.”

Report: London delivery boom could become unsustainable

With the number of parcels delivered in London expected to double by 2030, a new report has set out an ambitious roadmap to make deliveries and freight journeys more sustainable and efficient. The proposals include introducing 10,000 pick-up points and lockers for parcel deliveries, new mayoral powers to incentivise deliveries to pick-up points instead of homes, and prioritising delivery and servicing vehicles under a London-wide pay-per-mile road user charging scheme.

Published to coincide with COP26, the report by Centre for London highlights the environmental impact of existing delivery methods. Most goods and services are moved by diesel and petrol vans which contribute up to a quarter of London’s carbon emissions and PM2.5 emissions from transport. And fuelled by the deliveries boom during the pandemic, diesel van sales in the UK were up 82% in the year to March 2021, while petrol van sales increased twofold over the same period.

The report argues that consumers need to change their behaviour, but businesses, national and local government must also act to turn the tide on an unsustainable system and reduce the number of polluting van and lorry journeys at all stages of the delivery process.

It calls on the Mayor of London to work with parcel delivery companies to put 90% of Londoners within 250m of a universal parcel pick-up/drop-off point by 2025, equivalent to installing 10,000 in-store pick-up points or lockers across the city. Just 17% of parcels are delivered this way in London at present, despite pick-up options generally being cheaper than home deliveries.

Introducing more of these pick-up points would allow companies to deliver large numbers of parcels at once to fewer locations, reducing vehicle traffic on the roads, and the knock-on-effect on air pollution and congestion. It would also mean that Londoners receive their parcels the first time they’re delivered: an estimated 60% of untimed home deliveries end in failure, and redeliveries increase van traffic on the roads.

If progress on setting up universal pick-up points is too slow, the report also recommends that the Mayor of London is given new powers to incentivise Londoners to use pick-up/drop-off locations. This could include an online sales tax for at-home deliveries which would also encourage delivery companies to set up more pick-up/drop-off locations across the city.

The report also calls on the Mayor of London to do more to prioritise efficient and sustainable deliveries in the capital. It calls on the Mayor to introduce a pay-per-mile road user charging scheme that could give priority to delivery and servicing vehicles. This would help to cut congestion, save time and money for drivers and businesses, and reduce the number of private car trips. The report’s authors welcome the recent extension to the Ultra Low Emission Zone but highlight that many diesel and petrol vans are already compliant with the scheme standards so don’t have to pay the fine.

Alongside the shift to electric vehicles, forecasts suggest that at least 4,000 rapid charging points will be needed in London by 2025, an 800% increase from the 500 in the city at the end of 2020. The report argues that national government should fund the installation of charging facilities at commercial properties such as consolidation centres. The government should also invest in reactivating London’s piers, wharves and rail-road interchanges so that the river and railways are a viable alternative to van and lorry journeys on London’s roads.

The report also highlights how a shortage of land available for logistics in central London can increase the distance that vans have to travel. It calls for the Mayor to work with local authorities to ensure space is available for logistics hubs where delivery companies can consolidate deliveries. London boroughs should also embrace dynamic kerb management to give delivery vehicles reliable access to space for loading and unloading, and avoid unnecessary additional driving.

Nicolas Bosetti, Head of Data and Insight, at Centre for London said:  “Delivery drivers and service workers need to be able to get from A to B as quickly and efficiently as possible. Londoners may like the convenience of doorstep deliveries but the way we currently move most of our goods comes at a high cost for our health, climate and for the businesses and workers who need to use our roads to get around.

“Many delivery companies already have plans to make their journeys more sustainable, but we need to encourage them to deliver to and from fewer places and support more of them to switch to cleaner vehicles. This means creating space for pick up points, consolidation centres and electric vehicle charging points.

“They won’t be able to do this alone. The Mayor of London and London’s boroughs need to take action to make freight journeys as green and clean as possible, alongside serious investment from the government too.”

Robin Woodbridge, Head of Capital Deployment and Leasing, Prologis UK said:  “With online sales unlikely to drop back to pre-covid levels, cities like London urgently need to find a solution to the last mile delivery problem and the challenge of balancing surging consumer demand for home deliveries with a need to improve air quality and reduce traffic noise and congestion.

“As the UK’s largest developer and owner of logistics parks, we were delighted to support Centre for London to produce this report. This important piece of research shines a light on the complex interdependencies at play when it comes to last mile delivery and proposes key recommendations for businesses, consumers and government to drive positive change.”

Neil Herron, CEO, Grid Smarter Cities said: “We welcome the timing of the report and the key Centre for London research finding that: ‘London boroughs and Transport for London should embrace dynamic kerb management, which would give delivery vehicles safer and more reliable access while minimising impacts on other road users’.

“At present, we have a unique opportunity to showcase London to the world with the implementation of a dynamic, bookable kerbside management solution that reduces congestion, improves air quality and enables businesses and communities to receive goods and services more efficiently.

“In 10 years’ time we will look back and say: Did we really allow delivery companies to fight for kerbspace on a first-come-first-served basis, rather than booking delivery slots that guarantee access?’’

Kate Langford, Programme Director of Impact on Urban Health’s Health Effects of Air Pollution programme, said:  “There is substantial evidence that air pollution disproportionately affects the health of children, older people and people with heart and lung conditions. Air pollution also intersects with other systemic causes of ill health, like unemployment and noise pollution, and so has a disproportionate effect on people who live in lower income neighbourhoods. That’s why rising numbers of polluting vehicles and journeys in our capital is particularly concerning.

“We urgently need to design systems that manage the rise of deliveries and online shopping, and reduce vehicle traffic on the roads. Residents must be engaged in the design of these new systems, to make sure that they protect people’s health and work for everyone.”

Vertical storage lift planning tool launched

Vertical storage lift company Randex is claiming an industry first for its rollout of a free online service that organisations can use to generate CAD drawings and specifications for their automated handling using vertical storage.

“By sharing our vertical storage technology freely with organisations and the supply chain community in this way we are helping to democratise business planning,” says Randex director James Roberts.

Manufacturing, logistics and other supply chain users of the ‘Compact Configurator’ service tool enter key data including their building height, storage and picking needs. The tool then generates a customised CAD drawing and specification showing their vertical storage lift height and footprint, optimum storage capacity and other information. An additional, warehouse optimisation questionnaire can also be accessed HERE.

Compact Vertical Storage Lifts save up to 90% of floor space compared to standard shelving and pallet racking, says Randex, minimising the floor area while maximising storage volume, and can manage loads of up to 100 tonnes. Their load tray system enables warehouse operatives to complete up to four times more picks than in a traditional warehouse, with greater accuracy and without the need to search for goods, which are automatically presented to the picker.

The ‘Compact Twin’ also doubles any picking rate by utilising two load trays simultaneously – thought to be unique in the industry. Compact Vertical Storage Lifts can be integrated with all leading WMS and other business systems and typically pay for themselves within a year, based on Randex user feedback.

Randex is the sole UK distributor for Compact Vertical Storage Lifts, manufactured in Sweden by Weland Solutions, a member of the privately-owned, global group Weland AB.

The new vertical storage lift planning tool is available HERE.

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