Valencia Deploys Hyster Fuel Cell ReachStacker

Hyster, the global provider of container handling solutions, has developed and shipped a hydrogen fuel cell Reachstacker to the Port of Valencia in Spain. The ReachStacker is part of the H2Ports project, which aims to introduce hydrogen-powered vehicles and equipment in port operations.

This Hyster ReachStacker is an innovative zero-emission solution that uses a Nuvera fuel cell to convert hydrogen into electricity. The hydrogen is stored on-board in high-pressure tanks and can be refilled in 10-15 minutes. The on-board hydrogen fuel cell charges the batteries, which power the electric motors and hydraulic systems enabling the ReachStacker to lift laden containers with similar performance to a diesel alternative.

Thanks to its Nuvera Fuel Cell Engine, the hydrogen fuel cell ReachStacker offers several advantages over its conventional diesel-powered machines. It reduces greenhouse gas emissions, noise pollution and operating costs thanks to the elimination of the diesel engine, transmission and other mechanically-driven components.

The Hyster ReachStacker will be tested and validated in live operation at the MSC terminal in Valencia, one of the largest container terminals in Europe. The H2Ports project, funded by the Fuel Cells and Hydrogen Joint Undertaking (FCH-JU) and coordinated by the Fundación Valenciaport, involves several partners from the port community, industry and academia.

Jan-Willem van den Brand, Director Global Market Development at Hyster, said: “We are proud to be part of the H2Ports project and to contribute to the development of zero-emission solutions for port operations. The hydrogen fuel cell ReachStacker is a breakthrough innovation that demonstrates our commitment to sustainability and customer satisfaction. We look forward to seeing it in action at the Port of Valencia and to receiving valuable feedback from the end-users.”

Climate Change Will Lead to More Disruptions

Delivery delays, bottlenecks, bigger safety stocks, growing logistics costs: In future, climate change will lead to more supply chain disruptions and negative effects on the economy than ever before. This is the prediction of the SCM experts at the Bochum-based software company Setlog on the occasion of the current passage restrictions for ships in the Panama Canal.

Even if the situation in Central America does not have a noticeable impact on the German economy, the experts advise politicians and companies to take precautions for the future-for example, for the transport of raw materials and goods on waterways during low water.

Currently, dozens of cargo ships are jammed on both sides of the Panama Canal due to a lack of water for the lock processes of waiting ships caused by a long drought in Central America. The responsible authority therefore limited the daily transits to 32 ships from the end of July to the beginning of September.

Normally, 36 ships are allowed to go on the waterway each day. The ship draft is limited to 13.41m. As a result, traffic jams are forming, and the media report waiting times of up to three weeks.

According to experts, a total of 200 million litres of water are needed for each passage of a ship through the 12 locks in the 80km-long canal. However, because the region around Lake Gatun, which among other lakes feeds water to the locks, only has had half as much rainfall this year as normal, the Panama Canal Authority decided to take those measures.

The waterway plays an important role in supplying the US economy. Therefore, some companies already sounded the alarm about rising prices for containers as well as transport rates for certain relations on the spot market. Setlog’s cooperation partner Shippeo can also confirm this. Since there is no peak season and enough capacity is available, the Paris-based transport tracking experts assume that many companies that still have time for deliveries will work around the problem. They are changing transport routes and modes.

Setlog board member Ralf Duester can also confirm this after evaluating the flow of goods from US customers in Setlog’s SCM software OSCA: Around 20% of the volume that was originally to be unloaded on the East Coast has been rebooked to the West Coast – primarily to the major ports of Long Beach and Los Angeles. From there, the shipments are transported by rail or truck or, if there is flexibility, to other distribution warehouses. These are mainly consumer goods. For Germany, on the other hand, the Panama Canal congestion and its consequences have virtually no impact, according to Duester: “Not even 2% of exports from German ports are destined for the Pacific coast in North and South America,” he says.

However, he takes the stress test for logistics chains in Panama as an opportunity to draw the attention of politicians and companies to the fact that extreme weather events such as droughts or storms will disrupt supply chains more often and more violently in the future. “Climate change has arrived in logistics. The forecasts of climate researchers show that it is high time for politicians and companies to take precautions,” emphasises Duester.

According to Duester, Germany must increasingly prepare for low-water situations in inland navigation. The Rhine, for example, must be a particular focus of political attention. In Duisburg alone, Europe’s largest inland port, around 42 million tonnes of freight were handled in 2022. In this context, Duester recalls the difficult situation in the Rhine in the summers of 2018 and 2022. Admittedly, only 5% of goods are transported by inland waterway vessel in this country. “But analyses by the Kiel Institute for the World Economy on the consequences of low Rhine levels have shown that industrial production in Germany falls by around 1% with 30 days of low water in a month. For some sectors, such as the chemical industry, supply by barge is critical,” he says.

He advises companies, on the one hand, to focus on the digitisation of supply chains and, on the other hand, to organise transport alternatives such as land bridges, i.e. the transshipment of goods from ship to rail or truck. In his view, innovative ships must also be used. In this context, he refers to the “Stolt Ludwigshafen” ship, which was bought by BASF in May 2023 and will be able to pass the Rhine even at extremely low water.

As the economy without a doubt should continue to rely on inland waterway ships, politicians need to turn the demands from the industry into reality, according to Duester. They need to consider multiple topics – above all the improvement of water level forecasts as well as the provision of current depth data, the search for hydraulic engineering alternatives and the optimisation of unloading points on the Middle and Lower Rhine.

 

Climate Change Will Lead to More Disruptions

Delivery delays, bottlenecks, bigger safety stocks, growing logistics costs: In future, climate change will lead to more supply chain disruptions and negative effects on the economy than ever before. This is the prediction of the SCM experts at the Bochum-based software company Setlog on the occasion of the current passage restrictions for ships in the Panama Canal.

Even if the situation in Central America does not have a noticeable impact on the German economy, the experts advise politicians and companies to take precautions for the future-for example, for the transport of raw materials and goods on waterways during low water.

Currently, dozens of cargo ships are jammed on both sides of the Panama Canal due to a lack of water for the lock processes of waiting ships caused by a long drought in Central America. The responsible authority therefore limited the daily transits to 32 ships from the end of July to the beginning of September.

Normally, 36 ships are allowed to go on the waterway each day. The ship draft is limited to 13.41m. As a result, traffic jams are forming, and the media report waiting times of up to three weeks.

According to experts, a total of 200 million litres of water are needed for each passage of a ship through the 12 locks in the 80km-long canal. However, because the region around Lake Gatun, which among other lakes feeds water to the locks, only has had half as much rainfall this year as normal, the Panama Canal Authority decided to take those measures.

The waterway plays an important role in supplying the US economy. Therefore, some companies already sounded the alarm about rising prices for containers as well as transport rates for certain relations on the spot market. Setlog’s cooperation partner Shippeo can also confirm this. Since there is no peak season and enough capacity is available, the Paris-based transport tracking experts assume that many companies that still have time for deliveries will work around the problem. They are changing transport routes and modes.

Setlog board member Ralf Duester can also confirm this after evaluating the flow of goods from US customers in Setlog’s SCM software OSCA: Around 20% of the volume that was originally to be unloaded on the East Coast has been rebooked to the West Coast – primarily to the major ports of Long Beach and Los Angeles. From there, the shipments are transported by rail or truck or, if there is flexibility, to other distribution warehouses. These are mainly consumer goods. For Germany, on the other hand, the Panama Canal congestion and its consequences have virtually no impact, according to Duester: “Not even 2% of exports from German ports are destined for the Pacific coast in North and South America,” he says.

However, he takes the stress test for logistics chains in Panama as an opportunity to draw the attention of politicians and companies to the fact that extreme weather events such as droughts or storms will disrupt supply chains more often and more violently in the future. “Climate change has arrived in logistics. The forecasts of climate researchers show that it is high time for politicians and companies to take precautions,” emphasises Duester.

According to Duester, Germany must increasingly prepare for low-water situations in inland navigation. The Rhine, for example, must be a particular focus of political attention. In Duisburg alone, Europe’s largest inland port, around 42 million tonnes of freight were handled in 2022. In this context, Duester recalls the difficult situation in the Rhine in the summers of 2018 and 2022. Admittedly, only 5% of goods are transported by inland waterway vessel in this country. “But analyses by the Kiel Institute for the World Economy on the consequences of low Rhine levels have shown that industrial production in Germany falls by around 1% with 30 days of low water in a month. For some sectors, such as the chemical industry, supply by barge is critical,” he says.

He advises companies, on the one hand, to focus on the digitisation of supply chains and, on the other hand, to organise transport alternatives such as land bridges, i.e. the transshipment of goods from ship to rail or truck. In his view, innovative ships must also be used. In this context, he refers to the “Stolt Ludwigshafen” ship, which was bought by BASF in May 2023 and will be able to pass the Rhine even at extremely low water.

As the economy without a doubt should continue to rely on inland waterway ships, politicians need to turn the demands from the industry into reality, according to Duester. They need to consider multiple topics – above all the improvement of water level forecasts as well as the provision of current depth data, the search for hydraulic engineering alternatives and the optimisation of unloading points on the Middle and Lower Rhine.

 

New Körber CFO of Supply Chain Software

Körber announces the promotion of Jason Russell, Executive Vice President Strategy & Corporate Development, to the position of Chief Financial Officer (CFO) for Körber Business Unit Supply Chain Software. This internal advancement reflects the company’s commitment to recognizing and nurturing talent from within its ranks, marking a significant milestone in Russell’s career journey with Körber.

Having joined Körber in June 2022 as Executive Vice President of Strategy & Corporate Development, Russell has consistently demonstrated a passion for excellence, a keen understanding of the industry and an unwavering dedication to the company’s mission. With a proven track record of driving success, he has played a pivotal role in shaping the organization’s strategies, bolstering operational efficiency and fostering a culture of innovation.

As the newly appointed CFO, Russell assumes a critical leadership role in charting the financial trajectory of Körber’s supply chain software business in a dynamic and ever-evolving market. Leveraging his deep understanding of the company’s values and operations, Russell will be instrumental in driving strategic financial planning, optimizing resource allocation and growth, and enhancing shareholder value.

Chad Collins, Chief Executive Officer Software of Körber Business Area Supply Chain, added, “Körber firmly believes in investing in its employees’ growth and development. It is a fundamental aspect of our ongoing success. The promotion of Jason Russell is a testament to the organization’s commitment to recognize talent from within. We foster a culture of loyalty and dedication among our workforce and remain committed to establishing a work environment that encourages employee growth and advancement.”

Russell said, “I am beyond excited to continue my journey here at Körber. While only being with the company for a short time, I’ve recognized the unique mission that drives Körber and its employees. Customer prioritization, strong culture and a passion for innovation contribute to our success as a company. Körber distinguishes itself in the industry by putting its core values ahead of all else, making this an ideal environment to work.”

More than just Containers on Container Ships

Even if container ships are optimized to handle containers in particular, there are nevertheless good opportunities to ship so-called breakbulk cargo far beyond the limitations of what can fit in a container. Not least on board the very largest container ships offering direct liner service between the Port of Gothenburg and ports in Asia and North America every week.

“We notice that more and more people are discovering the possibility. It’s nice to see that we can expand our customer base and thus also allow them to take advantage of our liner network and see that it is perfectly possible to load and unload almost anything on a container ship,” says Marco Cicola, responsible for breakbulk segment at the shipping company MSC Sweden.

The opportunities using container vessels are numerous. Depending on the size of the ship, cargo can be up to 40 meters in length and up to 12 meters in width. The largest ships that sail directly between Gothenburg and Asia each week are close to 60 meters wide and can load breakbulk cargo of around 40 meters in length. The cranes on the land side at APM Terminals Gothenburg are able to handle cargo of up to 100 tons.

This means that large and heavy breakbulk cargo in the form of e.g., transformers, construction machinery, large inputs for the steel industry are not only possible, but also actual examples of breakbulk cargo shipped to and from the Port of Gothenburg on container ships.

At the Port of Gothenburg and through the various terminals within the port area, there are plenty of possibilities to load and unload breakbulk cargo. The most common approach is to roll the goods on or off the ships at the port’s RO/RO terminals, however this is not the only option, as Richard Mellgren, Senior Business Development Manager at Gothenburg Port Authority explains:

“It is becoming increasingly common to ship breakbulk cargo on container vessels, and it is a good complement for container shipping lines. For project cargo customers, this means that they gain access to an overall broader range of options at the port – especially when it comes to direct calls to Asia and North America. Due to the specialist nature of project cargo, each breakbulk and out-of-gauge shipment is considered on a case-by-case basis, tailoring the solutions around the customers’ unique requirements and using our global service network to deliver their cargo anywhere in the world.”

Marco Cicola concludes: “As customers begin to focus more intently on sustainability, transport solutions at sea are becoming increasingly interesting, even for project loads. Moving transport from land to sea is a good way for customers to reduce their carbon footprint, and it can also prove cost-effective, so they are more and more open to new solutions that make this possible.”

Facts: Breakbulk with MSC in the Port of Gothenburg:
Departures: 1/w to and from Asia + 1/w to and from North America + 1/w to and from Antwerp.
Destinations in Asia on direct service: Singapore, Shanghai, Dalian, Xingang, Busan, Ningbo. Destinations in North America: New York, Philadelphia, Norfolk, Jacksonville.
Other destinations: Worldwide with transshipment in Antwerp.
Load dimensions: Max 40 x 12 meters.
Load weight: Up to 100 tons.

More than just Containers on Container Ships

Even if container ships are optimized to handle containers in particular, there are nevertheless good opportunities to ship so-called breakbulk cargo far beyond the limitations of what can fit in a container. Not least on board the very largest container ships offering direct liner service between the Port of Gothenburg and ports in Asia and North America every week.

“We notice that more and more people are discovering the possibility. It’s nice to see that we can expand our customer base and thus also allow them to take advantage of our liner network and see that it is perfectly possible to load and unload almost anything on a container ship,” says Marco Cicola, responsible for breakbulk segment at the shipping company MSC Sweden.

The opportunities using container vessels are numerous. Depending on the size of the ship, cargo can be up to 40 meters in length and up to 12 meters in width. The largest ships that sail directly between Gothenburg and Asia each week are close to 60 meters wide and can load breakbulk cargo of around 40 meters in length. The cranes on the land side at APM Terminals Gothenburg are able to handle cargo of up to 100 tons.

This means that large and heavy breakbulk cargo in the form of e.g., transformers, construction machinery, large inputs for the steel industry are not only possible, but also actual examples of breakbulk cargo shipped to and from the Port of Gothenburg on container ships.

At the Port of Gothenburg and through the various terminals within the port area, there are plenty of possibilities to load and unload breakbulk cargo. The most common approach is to roll the goods on or off the ships at the port’s RO/RO terminals, however this is not the only option, as Richard Mellgren, Senior Business Development Manager at Gothenburg Port Authority explains:

“It is becoming increasingly common to ship breakbulk cargo on container vessels, and it is a good complement for container shipping lines. For project cargo customers, this means that they gain access to an overall broader range of options at the port – especially when it comes to direct calls to Asia and North America. Due to the specialist nature of project cargo, each breakbulk and out-of-gauge shipment is considered on a case-by-case basis, tailoring the solutions around the customers’ unique requirements and using our global service network to deliver their cargo anywhere in the world.”

Marco Cicola concludes: “As customers begin to focus more intently on sustainability, transport solutions at sea are becoming increasingly interesting, even for project loads. Moving transport from land to sea is a good way for customers to reduce their carbon footprint, and it can also prove cost-effective, so they are more and more open to new solutions that make this possible.”

Facts: Breakbulk with MSC in the Port of Gothenburg:
Departures: 1/w to and from Asia + 1/w to and from North America + 1/w to and from Antwerp.
Destinations in Asia on direct service: Singapore, Shanghai, Dalian, Xingang, Busan, Ningbo. Destinations in North America: New York, Philadelphia, Norfolk, Jacksonville.
Other destinations: Worldwide with transshipment in Antwerp.
Load dimensions: Max 40 x 12 meters.
Load weight: Up to 100 tons.

Jungheinrich Acquires all Shares in Magazino

Hamburg-based intralogistics pioneer Jungheinrich is fully taking over Magazino, a Munich-based robotics specialist. In addition to its shareholding, which has existed since 2020 and was increased to 21.7 percent in 2022, Jungheinrich is acquiring all shares held by the founders as well as the previous co-shareholders, a.o. Cellcom, Fiege Logistik, and Körber. The transaction took effect immediately upon signing this week. The parties have agreed not to disclose the purchase price. Magazino will continue to grow as an independent company within the Jungheinrich Group and also in particular make use of the Group’s global sales and service network. The company will remain under the management of both Co-Founders Frederik Brantner and Lukas Zanger as well as Dr Moritz Tenorth.

For Jungheinrich, the full takeover of Magazino is another strategically important step towards strengthening its automation expertise. Founded in 2014, Magazino employs around 130 people and has one of the largest mobile robotics development teams in Europe. The company offers a powerful technology platform that enables logistics robots to also operate in a mixed human-machine environment. As a result, robots are able to intelligently navigate in the warehouse as well as selectively pick up and transport needed objects. Magazino’s system and robots are already in use in warehouses of various industrial customers, online retailers and logistics service providers. The control software for robots in complex logistics environments is also already integrated in Jungheinrich’s EAEa, a fully automated low-lift truck that was initially presented at this year’s LogiMAT intralogistics trade fair.

For Jungheinrich, the merger is an ideal addition as part of the expansion of its business with automated and autonomous vehicles. Going forward, Magazino’s software and development expertise will be even more closely integrated into Jungheinrich’s product development. Magazino gains access to Jungheinrich’s international sales and service network and becomes part of a broad portfolio of intralogistics products and solutions. The Magazino brand will be retained and the company will continue to work with external integration partners and customers.

“We’ve been working closely with Magazino for several years now, we are on par with each other and communicate well. The chemistry is simply right. Now we are taking the next logical step in our cooperation and acquire Magazino in full”, said Dr Lars Brzoska, Chairman of the Board of Management of Jungheinrich. “Magazino is a successful company with a very good management and top experts in the market. It has outstanding software competencies and has developed solutions that have the potential to shape the future of intralogistics in the long term. In the Group, we will leverage these competencies to jointly drive the further development of innovative automation and robotics solutions.”

Frederik Brantner, CEO and Co-Founder of Magazino: “The need for warehouse automation is growing constantly. By steering robots in this complex environment, we have developed a unique expertise that we want to further expand. We would like to thank our previous investors for the trust they have placed in us and for the many years of successful cooperation. They have supported us strategically and financially to date and have made a significant contribution to the further development of our business. Together we have laid the foundation for the next chapter in Magazino’s success story. With Jungheinrich, we will continue to extend our intralogistics technology leadership and expand internationally.”

Jungheinrich Acquires all Shares in Magazino

Hamburg-based intralogistics pioneer Jungheinrich is fully taking over Magazino, a Munich-based robotics specialist. In addition to its shareholding, which has existed since 2020 and was increased to 21.7 percent in 2022, Jungheinrich is acquiring all shares held by the founders as well as the previous co-shareholders, a.o. Cellcom, Fiege Logistik, and Körber. The transaction took effect immediately upon signing this week. The parties have agreed not to disclose the purchase price. Magazino will continue to grow as an independent company within the Jungheinrich Group and also in particular make use of the Group’s global sales and service network. The company will remain under the management of both Co-Founders Frederik Brantner and Lukas Zanger as well as Dr Moritz Tenorth.

For Jungheinrich, the full takeover of Magazino is another strategically important step towards strengthening its automation expertise. Founded in 2014, Magazino employs around 130 people and has one of the largest mobile robotics development teams in Europe. The company offers a powerful technology platform that enables logistics robots to also operate in a mixed human-machine environment. As a result, robots are able to intelligently navigate in the warehouse as well as selectively pick up and transport needed objects. Magazino’s system and robots are already in use in warehouses of various industrial customers, online retailers and logistics service providers. The control software for robots in complex logistics environments is also already integrated in Jungheinrich’s EAEa, a fully automated low-lift truck that was initially presented at this year’s LogiMAT intralogistics trade fair.

For Jungheinrich, the merger is an ideal addition as part of the expansion of its business with automated and autonomous vehicles. Going forward, Magazino’s software and development expertise will be even more closely integrated into Jungheinrich’s product development. Magazino gains access to Jungheinrich’s international sales and service network and becomes part of a broad portfolio of intralogistics products and solutions. The Magazino brand will be retained and the company will continue to work with external integration partners and customers.

“We’ve been working closely with Magazino for several years now, we are on par with each other and communicate well. The chemistry is simply right. Now we are taking the next logical step in our cooperation and acquire Magazino in full”, said Dr Lars Brzoska, Chairman of the Board of Management of Jungheinrich. “Magazino is a successful company with a very good management and top experts in the market. It has outstanding software competencies and has developed solutions that have the potential to shape the future of intralogistics in the long term. In the Group, we will leverage these competencies to jointly drive the further development of innovative automation and robotics solutions.”

Frederik Brantner, CEO and Co-Founder of Magazino: “The need for warehouse automation is growing constantly. By steering robots in this complex environment, we have developed a unique expertise that we want to further expand. We would like to thank our previous investors for the trust they have placed in us and for the many years of successful cooperation. They have supported us strategically and financially to date and have made a significant contribution to the further development of our business. Together we have laid the foundation for the next chapter in Magazino’s success story. With Jungheinrich, we will continue to extend our intralogistics technology leadership and expand internationally.”

Line Marking and Floor Tags in new Healthcare DC

The new DSV distribution centre (DC) at Brackmills Gateway is an important milestone in DSV’s ambitious growth plans within the pharmaceutical and healthcare sector in the UK and Europe. The facility, a 380,000 sq. ft. temperature controlled DC, is BREEAM (Building Research Establishment Environmental Assessment Method) ‘Outstanding’ certified and is located in the prestigious Midlands ‘Golden Logistics Triangle.’

“This advanced DC will add key capacity to our healthcare offering and ensure a more robust supply of healthcare and pharmaceutical products to the sector,” enthuses DSV Brackmills’ assistant general manager, Tom Oake. He continues, “Not only will it provide a more flexible, high quality service, but it also incorporates best practices in waste management and energy conservation to improve the facility’s carbon footprint and environmental impact.

“Both health & safety and operational efficiency are mission critical to the business. It was vital, therefore, that all the DC signage and line marking – both internal and external – was first class. DSV had not used inotec before, however, in previous roles I had experienced excellent results working with them and so felt it would be advantageous to see what they could offer. As a relative newcomer to DSV, I wanted to ensure we signed up with the best possible partner to deliver our line marking and signage.

“Consequently, we put the contract out to tender to three companies, including inotec and the incumbent supplier. The team here at DSV were impressed with the professional way inotec approached the project. All the people at inotec have a massive amount of experience in the logistics market and their professional, almost understated approach is very refreshing.”

A partnership based on trust

“After due consideration, the decision was made to partner with inotec. We felt we could trust them to work with us to deliver the best possible solution for the Brackmills site. Whilst competitive, their price wasn’t the cheapest, but inotec’s solutions are first class and you have the peace of mind that they are durable and will stand the test of time.

“It was great to have their knowledge and experience to fall back on when planning the line marking and signage. With a large DC like our Brackmills site, it can be challenging to visualise how all the walkways, forklift truck lanes, meeting areas and signage will work together. The guys at inotec were able to add clarity to our initial plans and their installation team flagged up any issues they felt needed attention, they didn’t just blindly follow instructions.

“With regard to inotec’s floor tags, they are a big bonus. My experience is that other suppliers tend to use stickers on the floor, but they just get ripped up almost immediately. Back in 2007, at a previous company, I had inotec install floor tags and those original tags are still working perfectly today. Shortly after inotec installed the 36 floor tags in the Brackmills site, we had visitors over from Belgium. They were so impressed with these tags they took pictures to get their supplier to install something similar in their own warehouse.“

Branded as Floortags®, inotec’s floor tags are constructed using an extremely durable aluminium plate with the barcode or readable text photocomposed into the metal. During installation, the plate is recessed slightly below the floor surface and sealed with a tough polyester resin. The strong materials make the Floortags® extremely resistant to damage from heavy truck movements, foot traffic and industrial cleaning products.

A professional approach with quality products

Oake added, ”Over the years I have built up a strong working relationship with inotec’s sales manager in the south, Steve Towler. He has a no nonsense approach; he takes the brief, provides a quote and then is happy to answer any questions you may have. There’s no hard sell, no hassling, just straightforward advice, facts and figures to help you make the right decision. In terms of line marking, inotec uses its ‘Rapidshield’ paint system which is designed to withstand heavy traffic over a projected lifespan of five years. The benefit of the system is the ultraviolet topcoat which cures instantly, reducing downtime to under two hours. That means painted areas can be handed back within a working day for immediate use. All in all, here at DSV we are delighted with the work inotec has done in the Brackmills DC. There is no doubt we will be working with them on future sites as we expand our network of healthcare DCs in the UK and Europe” concludes Oake.

Line Marking and Floor Tags in new Healthcare DC

The new DSV distribution centre (DC) at Brackmills Gateway is an important milestone in DSV’s ambitious growth plans within the pharmaceutical and healthcare sector in the UK and Europe. The facility, a 380,000 sq. ft. temperature controlled DC, is BREEAM (Building Research Establishment Environmental Assessment Method) ‘Outstanding’ certified and is located in the prestigious Midlands ‘Golden Logistics Triangle.’

“This advanced DC will add key capacity to our healthcare offering and ensure a more robust supply of healthcare and pharmaceutical products to the sector,” enthuses DSV Brackmills’ assistant general manager, Tom Oake. He continues, “Not only will it provide a more flexible, high quality service, but it also incorporates best practices in waste management and energy conservation to improve the facility’s carbon footprint and environmental impact.

“Both health & safety and operational efficiency are mission critical to the business. It was vital, therefore, that all the DC signage and line marking – both internal and external – was first class. DSV had not used inotec before, however, in previous roles I had experienced excellent results working with them and so felt it would be advantageous to see what they could offer. As a relative newcomer to DSV, I wanted to ensure we signed up with the best possible partner to deliver our line marking and signage.

“Consequently, we put the contract out to tender to three companies, including inotec and the incumbent supplier. The team here at DSV were impressed with the professional way inotec approached the project. All the people at inotec have a massive amount of experience in the logistics market and their professional, almost understated approach is very refreshing.”

A partnership based on trust

“After due consideration, the decision was made to partner with inotec. We felt we could trust them to work with us to deliver the best possible solution for the Brackmills site. Whilst competitive, their price wasn’t the cheapest, but inotec’s solutions are first class and you have the peace of mind that they are durable and will stand the test of time.

“It was great to have their knowledge and experience to fall back on when planning the line marking and signage. With a large DC like our Brackmills site, it can be challenging to visualise how all the walkways, forklift truck lanes, meeting areas and signage will work together. The guys at inotec were able to add clarity to our initial plans and their installation team flagged up any issues they felt needed attention, they didn’t just blindly follow instructions.

“With regard to inotec’s floor tags, they are a big bonus. My experience is that other suppliers tend to use stickers on the floor, but they just get ripped up almost immediately. Back in 2007, at a previous company, I had inotec install floor tags and those original tags are still working perfectly today. Shortly after inotec installed the 36 floor tags in the Brackmills site, we had visitors over from Belgium. They were so impressed with these tags they took pictures to get their supplier to install something similar in their own warehouse.“

Branded as Floortags®, inotec’s floor tags are constructed using an extremely durable aluminium plate with the barcode or readable text photocomposed into the metal. During installation, the plate is recessed slightly below the floor surface and sealed with a tough polyester resin. The strong materials make the Floortags® extremely resistant to damage from heavy truck movements, foot traffic and industrial cleaning products.

A professional approach with quality products

Oake added, ”Over the years I have built up a strong working relationship with inotec’s sales manager in the south, Steve Towler. He has a no nonsense approach; he takes the brief, provides a quote and then is happy to answer any questions you may have. There’s no hard sell, no hassling, just straightforward advice, facts and figures to help you make the right decision. In terms of line marking, inotec uses its ‘Rapidshield’ paint system which is designed to withstand heavy traffic over a projected lifespan of five years. The benefit of the system is the ultraviolet topcoat which cures instantly, reducing downtime to under two hours. That means painted areas can be handed back within a working day for immediate use. All in all, here at DSV we are delighted with the work inotec has done in the Brackmills DC. There is no doubt we will be working with them on future sites as we expand our network of healthcare DCs in the UK and Europe” concludes Oake.

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