From Metal to Mindset

Peter MacLeod hears how Ocado is reshaping fulfilment through software, data and lived experience.

For decades, the material handling industry has been defined by what you can see. Bigger systems, faster conveyors, taller cranes – it’s this tangible spectacle of automation that has long dominated both exhibitions and editorial coverage. But as I discovered in conversation with Jamie Spencer of Ocado Intelligent Automation, the centre of gravity has shifted decisively away from the visible and into something far more powerful and less tangible.

It’s clear that the starting point has changed. Customers don’t always know what they want, but they do know their challenges. That distinction is increasingly important as retailers and logistics operators move away from prescribing specific technologies and instead seek partners capable of diagnosing complex operational problems.

Over the past 12 to 18 months, Ocado Intelligent Automation has seen a marked shift in how organisations approach automation. Rather than asking for a specific system – a grid, a robot, a particular piece of kit – customers are increasingly focused on outcomes. They want solutions that can evolve alongside their business, flex across different fulfilment models and, crucially, deliver measurable returns.

That shift is opening the door to a broader conversation. It may lead to robotics, automation, in-store fulfilment, or a combination of all three. In many cases, it leads to something more fundamental: a rethinking of how fulfilment itself is structured.

The Invisible Layer

If hardware once dominated the conversation, software and data now define it. Trade shows still showcase the physical – the “metal” – but Spencer (pictured, below) argues that the real differentiation lies behind the scenes. “You can see hardware. You can’t see software,” he says. “But that’s where the real value is being created.”

The pace of change is accelerating. Businesses are becoming more data-driven in their decision-making, reshaping how they evaluate automation partners. It is no longer enough to offer the fastest or tallest system. The critical question is who truly understands the customer’s operation and can prove it using data.

OIA’s heritage plays a central role. Born out of a pure-play online grocery business, it operates in an environment where decisions are driven by data. That DNA now informs how it approaches external customers. Every solution, from manual store picking optimisation through to highly automated fulfilment centres, is underpinned by software architecture designed to integrate across multiple mission types.

This integration is increasingly what customers are looking for. Rather than standalone systems, they want partners capable of influencing the entire operation, from e-commerce strategy to last-mile execution. In Spencer’s words, it is about becoming “a fully integrated partner”, not simply a supplier of automation.

Experience as a Differentiator

Yet for all the focus on technology, Spencer returns to a more human point. The most important interface in any project is still between people. Recruitment challenges remain acute, particularly at warehouse level, where labour scarcity and rising expectations are reshaping the workforce.

Ocado’s approach is rooted in its own operational experience. Unlike many providers, it runs large-scale fulfilment operations itself. Its teams – from engineers to solutions specialists – have lived the same challenges as their customers.

“There’s a level of empathy that comes from having experienced it,” Spencer explains.

This internal-external alignment is central to its positioning. Its first customer remains its own retail business, acting as a proving ground for new technologies. Solutions are developed, tested, scaled internally and only then taken to market, creating a level of trust that is difficult to replicate.

Beyond Grocery

While grocery remains core, growth is increasingly driven by other sectors. Fashion & apparel is one of the fastest-growing areas. The rise of fast fashion, coupled with the complexity of returns, is creating significant demand for automation. Labour constraints are acute, not because companies want to replace people, but because they cannot recruit fast enough to sustain growth.

Pharmaceutical distribution is another key area. Parallels with grocery – particularly basket size and order complexity – make the technology transferable, while additional requirements around accuracy, temperature control and regulation place greater emphasis on software and data.

Alongside these verticals, the company is also seeing strong interest in direct-to-consumer e-commerce operations. The common thread is the need for precision, scalability and resilience in the face of labour shortages.

Perhaps the most significant development is the expansion of Ocado’s solution stack across multiple fulfilment models. Where once it was primarily associated with large automated fulfilment centres, it now offers a continuum from manual in-store operations through to full automation. This includes store-based fulfilment, micro-fulfilment within existing retail spaces and local performance centres supporting rapid delivery.

This reflects a broader shift. Retailers are no longer looking for a single, monolithic solution, but systems that support multiple fulfilment propositions within the same network. The ability to scale technology up or down is a critical differentiator.

Automated Picking

Robotic picking remains one of the most closely watched areas. While progress has been significant, Spencer is candid about the complexity. The goal of fully automated picking – “true life-style fulfilment” – remains aspirational. Different products and packaging mean no single end effector – effectively the business end of the picking arm – can solve every problem.

Instead, Ocado is developing a portfolio of picking technologies for different use cases. Around 50% automated picking by volume has already been achieved in some operations, with higher levels targeted over time. As elsewhere, everything is tested internally before market release. Technologies are developed, validated, deployed at small scale, and then rolled out. Reliability, not novelty, determines success.

Automation as Augmentation

Spencer is keen to challenge the idea that automation replaces people. In practice, it often complements them. The greatest gains come from addressing tasks that are difficult, undesirable or constrained by regulation.

In some cases, the objective is to enable processes to function more effectively. In others, it is about increasing output per labour hour or ensuring continuity despite workforce shortages. The result is a more nuanced view of automation – one that positions technology as a complement to human labour.

Looking to the future, Spencer highlights a structural shift that could prove as significant as any technological advance. In several key markets, exclusivity agreements that previously limited Ocado’s ability to work with certain retailers are coming to an end, reopening those markets.

At the same time, the technology platform has evolved. Investments in robotics, software and acquisitions have expanded capabilities, while advances in simulation and digital twin technology enable more sophisticated planning. Together, these developments point to a business entering a new phase.

Software-Defined Future

With MODEX now behind us, and new platforms and capabilities unveiled, the direction of travel is increasingly clear. Fulfilment is no longer defined by the machinery on the floor, but by the intelligence that orchestrates it.

For Ocado, that means bringing together tasks, teams, tools and technologies into a single, data-driven ecosystem, a theme reinforced by its latest software-led developments. For its customers, it means moving beyond what to buy and focusing on how to operate.

For an industry long captivated by the visible, it marks a decisive shift towards the invisible, which is where the real competitive advantage now seems to lie.

Formula 1 Introduces Rail Freight

The Official Logistics Partner of Formula 1, has successfully completed its first-ever use of rail freight in Formula 1 logistics, marking a milestone pilot program in North America during the 2026 season. DHL Group moved approximately 50 containers, including 46 forty‑foot high‑cube units and four 20‑foot containers, of race equipment by rail from Miami, Florida, to Montreal, Canada, covering nearly 2,000 kilometers. Around 68% of the F1 freight handled by DHL for this leg that would typically be transported by road was instead moved by rail, reducing reliance on more carbon‑intensive transport while meeting Formula 1’s strict timelines.

Introducing rail into our race‑to‑race logistics mix shows how established transport modes can be applied in new ways to support sustainability in a highly time-critical environment… The successful delivery of all freight in this pilot demonstrates that rail can reliably support Formula 1’s demanding schedule while contributing to lower emissions. This reflects how DHL and Formula 1 continue to evolve logistics solutions to reduce the championship’s environmental footprint, while laying the groundwork to scale new approaches.

said Paul Fowler, Head of Global Motorsports Logistics at DHL Global Forwarding.

Throughout the journey, containers were equipped with tracking devices and shock sensors to monitor handling, transit times, and cargo integrity, ensuring the safe and punctual delivery of race equipment. The collected data is now being used to assess key operational criteria and sustainability performance as DHL and Formula 1 explore opportunities to further reduce greenhouse gas emissions in the series.

Building on a long-standing partnership focused on decarbonization

DHL’s pilot of rail freight builds on more than 20 years of partnership between DHL and Formula 1, supporting Formula 1’s Net Zero goal for 2030 and DHL Group’s Net Zero greenhouse gas emissions target by 2050.

Rail now complements DHL’s broader multimodal logistics strategy, alongside other emissions-reduced solutions deployed across the Formula 1 calendar, including:

  • The use of Sustainable Aviation Fuel (SAF) for selected air‑freight operations via book‑and‑claim mechanisms, delivering up to 80% lifecycle greenhouse‑gas emissions reduction compared to conventional jet fuel.
  • More than 50 biofuel-powered trucks supporting European road transport, achieving on average an 83% reduction in greenhouse‑gas emissions compared to traditional diesel trucks.
  • Optimized route planning based on F1’s increased regionalization of race logistics to reduce transport distances and improve efficiency across the season.

The Miami–Montreal rail pilot successfully demonstrates the potential of rail freight as part of Formula 1’s logistics network and represents a foundation for future expansion, with DHL and Formula 1 jointly evaluating opportunities to scale rail usage in North America from the 2027 season onward, subject to calendar structure, operational feasibility, and performance results from the 2026 trial.

Container terminal in Republic of the Congo expands fleet

An expanding container terminal in the Republic of the Congo has ordered a package of Konecranes equipment to support continued growth in container volumes. The order was booked in Q1 2026, with delivery scheduled for H2 2026.

Located on the country’s west coast, the terminal supports regional container flows across Central Africa. Previous deliveries of Konecranes reach stackers and empty container handlers between 2021 and 2025 have established a reliable handling fleet at the site. This latest investment will support further business growth.

The five Konecranes Liftace 4532 TCE5 reach stackers are designed to support efficient container movement across the yard, while the six Konecranes Liftace E 6/7 ECC9 empty container handlers deliver dedicated capacity for stacking and repositioning empty containers. All these lift trucks combine high performance with strong safety and ergonomic standards, ensuring a comfortable and efficient operator environment. Local delivery and lifecycle support for the lift trucks will be provided through Konecranes distributor Paterson Simons. The distributor’s technical team will maintain an on-site presence for eight months, supporting commissioning and initial operations.

Our long-standing cooperation with the terminal group, together with Paterson Simons’ local presence, creates the conditions for smooth commissioning and dependable lifecycle support. The result is a fleet designed to improve operational efficiency and sustain performance,

says Patrik Lundbäck, VP, Sales & Distribution, Lift Trucks, Konecranes.

Complementing the quay fleet, the Konecranes Gottwald ESP.7 mobile harbor crane will support efficient loading and unloading of container and general cargo at the terminal. With a lifting capacity of up to 125 tons and an outreach of up to 51 meters, the crane is engineered to provide reliable performance across a wide range of handling tasks, as well as on vessels up to the post Panamax class.

All 11 lift trucks and the mobile harbor crane are equipped with TRUCONNECT Premium Remote Monitoring, providing real-time insights to support preventive maintenance and maximize equipment uptime.

When customers choose Konecranes for both yard and quay equipment, they benefit from a consistent approach across the terminal. With our digital services delivering performance insights for the full fleet, operators gain the visibility to support efficiency over the longer term,

says Antoine Bosquet, VP Sales, Quay, Konecranes.

A strong focus on customers and commitment to business growth and continuous improvement make Konecranes a material handling industry leader. This is underpinned by investments in digitalization and technology, plus our work to make material flows more efficient with solutions that support the decarbonization of the economy and advance circularity and safety.

eBook: Building Trust into Freight

As volatility and uncertainty continue to reshape the European freight market, trust, visibility, and financial security are becoming increasingly important across the supply chain.

In partnership with Trans.eu, Logistics Business has published a new eBook, Building Trust into Freight, exploring how digital freight platforms are evolving beyond traditional load boards into more intelligent, secure, and accountable logistics ecosystems.

Featuring insights from Ewa Węgorkiewicz, Chief Commercial Officer at Trans.eu, the eBook examines key industry trends including AI-driven risk analysis, guaranteed payment protection, smarter freight matching, and the growing role of trust in modern road transport operations.

The publication also looks at how technology is helping carriers, shippers, and logistics providers improve operational efficiency while reducing financial and transactional risk in an increasingly complex market environment.

With more than 41,000 verified companies and 9.5 million monthly freight offers processed through the platform, Trans.eu continues to play a significant role in the evolution of freight collaboration across Europe.

Download the eBook to discover how trust and intelligent automation are helping shape the future of freight.

The Ripple Effect on Middle East Shipping Disruption


More than half of UK exporters
 say they have been affected by shipping disruption in the Red Sea. What began as a security crisis in a contested stretch of water has since become one of the most significant tests of global supply chain resilience in recent memory. 

Since November 2023, Houthi attacks on Red Sea and Gulf of Aden shipping have driven freight and insurance costs sharply higher, with the majority of vessels now rerouting via the Cape of Good Hope. 

Government figures from the Department for Transport confirm that around 85% of UK international freight by weight and 55% by value is moved by sea, which means any prolonged disruption to major maritime corridors carries major consequences for British businesses. 

The instinct is to treat something like this as a temporary problem that will correct itself once the situation changes… But supply chains do not snap back overnight. When major global shipping routes are disrupted at this scale, the knock-on effects can run for months or years after the immediate cause is resolved.

says Richard Gray, Chief Operations and Commercial Officer at Cleveland Containers.

What Rerouting Around Africa Means in Pounds and Days

Ships choosing to avoid the Suez Canal and take the longer route around the Cape of Good Hope add seven to ten days to their transit times, at an additional cost of approximately $1 million per voyage. Emergency surcharges of between $500 and $1,500 per container have been imposed by major carriers including Maersk and ZIM, with those costs working their way through supply chains from raw materials to finished goods. 

As well as the issue of delays, when ships take longer routes, the same vessels are in circulation for extended periods, reducing the overall capacity available to global trade. Available shipping capacity was estimated to be down between 15% and 20% in the second quarter of 2024 as a result of extended voyages, creating port congestion, equipment shortages, and knock-on delays across supply chains. 

“Businesses often calculate the cost of disruption in terms of the direct shipping increase… What they tend to underestimate is what happens when the ripple reaches their own operation. A delayed shipment of materials can stall a project, push back a production run, or leave a client short. That’s where the commercial damage accumulates.”

says Gray.

Why Construction Feels Disruption Faster Than Most

The construction sector is among those most exposed to shipping disruption. Government data shows that 60.2% of UK construction material imports came from the EU, highlighting how delays or restrictions affecting major trade routes can quickly feed into project costs, delivery schedules, and material availability.

For contractors and developers managing tight programme commitments, a delay in structural steel, insulation board, or specialist fixings arriving from overseas can trigger a chain of downstream cost implications. When materials are late, labour may be standing idle, plant hire continues to accrue, and subcontractor schedules are disrupted. The financial exposure from a single delayed shipment can far exceed the value of the materials themselves.

Construction operates on programmes… When materials are late, everything else moves. Most contracts carry penalty clauses, and most subcontractors carry their own costs. The exposure adds up quickly, and procurement teams may not be building in enough contingency for what is now a genuinely volatile shipping environment.

says Gray.

The Effects That Will Outlast the Conflict

Industry assessments suggest the Red Sea crisis will carry on throughout 2026, with carrier risk aversion remaining high even during lulls in attacks, because insurance markets continue to price in elevated premiums and shipping companies have adapted to the longer route as a de facto standard. 

Even if the geopolitical situation stabilises, the structural effects on global shipping will take time to unwind. For example, Port infrastructure that has absorbed months of rerouted traffic will not clear instantly. Also, shipping schedules that have been reconfigured around the Cape of Good Hope will not revert to normal in weeks. No one knows how long it will take for the effects of Red Sea shipping disruptions to ease, or how long a return to normal operations could realistically take. 

The businesses that will come out of this best are the ones that stopped waiting for things to normalise and started planning around the new reality… That means reviewing lead times, reassessing supplier geography, and thinking seriously about how much stock they can absorb on site if a shipment is late.

explains Gray.

How Businesses are Building Flexibility into Their Operations

Businesses are increasingly investing in measures designed to improve supply chain resilience, including diversifying sourcing strategies, nearshoring production where feasible, and adopting digital tools to improve visibility across supply networks. Storage is also becoming a more important consideration, with some businesses exploring more flexible, on-site options that allow them to hold additional stock without committing to long-term infrastructure investment. 

For construction firms in particular, the ability to receive and secure materials on site ahead of scheduled installation windows, reduces their vulnerability. Having adequate, secure storage capacity available means a delayed shipment becomes an inconvenience to manage rather than a programme-critical failure.

Resilience is not a theoretical exercise… It is about having enough flexibility in your operation that when something goes wrong upstream, you are not immediately at the mercy of it. The businesses that are navigating this period well are the ones that built that flexibility in before they needed it.

adds Gray.

Innovation Power in Forklift Tech

Linde Material Handling is much more than a forklift manufacturer. Paul Hamblin spoke to senior executives Ulrike Just and Torsten Rochelmeyer at LogiMAT.

Remember a simpler world? When you ordered goods to be delivered by the postman, accompanied by the familiar incantation, ‘Please Allow 28 Days for Delivery’? The days when forklift truck manufacturers built forklift trucks?

Those simpler days are long gone and while some may rue their passing, we can only step back in admiration and gratitude at some of the myriad benefits. For instance, order something today and get it…. Today.

Of course, forklift truck manufacturers still very much conceive, develop and build forklift trucks. But they also do a great deal more than make trucks. Why?

“We’re moving with our customers, because customers today don’t just need a truck, they need someone to solve very strong needs in their warehouse,” says Ulrike Just, EVP Sales and Service EMEA for Linde MH and a recent head of Linde MH in the UK and Ireland.

“On a basic level, customers need safety, and they need energy solutions to operate in an effective way. As they move towards automation they need a trusted partner alongside. Then you need orchestration, you need the software to make it all happen, you need the software to combine manual and automated trucks.”

It’s a fact that the world of logistics provision is much more complex today than it was even a decade ago. “Exactly, and we need to provide the commercial solutions to help our customers run their warehouses effectively.”

The logic is unarguable. But is the famous ‘red one’ still a truck maker at heart?

“The truck is still the core of the Linde brand,” offers Torsten Rochelmeyer, Senior Director Strategy and Solution Portfolio. “The challenges for the customer today are rising costs, managing complexity, volatility. To meet those challenges, it’s not enough to be able to get from A to B in the warehouse. You need to integrate solutions, and productivity and performance are at the heart of that. To answer your question, yes, the truck is the core, but the accompanying solutions bring essential customer value.”

To the outsider, it might appear that Linde MH has developed this holistic expertise in an impressively short period of time. How have they done it so quickly?

“I wouldn’t say it’s been a quick process,” counters Ulrike Just. “For years we’ve been the number one for safety solutions, the number one for energy solutions. Building this expertise around automation and software was something in which we invested massively. We started with partnerships, but it became clear that we had to build up expertise in-house.”

Global partnerships

Linde MH’s global footprint has an important role to play in the story.

“Obviously we have a very strong footprint in Europe but now we also have an extremely strong footprint in China,” she continues. “And China is really leading innovation especially in automation and software, so this combination enables us to develop around the clock, around the globe, 24/7. We have that twin radical approach – knowing what is needed in Europe but also on the other hand that very radical Asian approach, pushing forward relentlessly. This speed gives us a lot of innovation power.”

One view of Chinese innovation might be that it provides competitively-priced copies of premium European machines, often to the detriment of first-class European manufacturers, of which Linde MH is clearly one. UIrike Just does not subscribe to this view, pointing out that the Linde brand is the only international forklift provider with a significant market share in China, adding to its strong manufacturing, R&D and collaborative presence in the territory.

She also points to the company’s potentially game-changing partnerships. A key partnership with Nvidia, announced in 2025, aims to take industrial automation to the next level with the support of Nvidia’s Omniverse AI platform.

Partnerships bring benefits across many levels, says Just:

“Our partnerships help us to develop quickly, and also push us out of our comfort zone. It’s about picking the best of both worlds and meeting the demands of each market. We are extremely proud of our portfolio.”

Rochelmeyer adds: “We were established in China in 1993, so we’ve been a player for over three decades there. And we benefit from that on a global scale.”

Linde MH have been impressive in identifying future trends in logistics and then developing the solutions to meet emerging needs. How do they see the future?

Ulrike Just: ‘We will see warehouses orchestrated, with some manual resources and many automated, humanoid robots flawlessly working together pretty autonomously.

“Another change is on the commercial side – we may see more customers buying as a service, for instance where the service is for an agreed number of picks, rather than simply buying a truck or an AGV. Logistics is something our customers would like to give to another party to take care for them, while they focus on their core business, or on marketing or development.

Torsten Rochelmeyer adds: “Tomorrow’s warehouse will be automated and digital, because those are the levers to achieve the next level of performance. AI will leverage those processes. At the same time, our world is becoming more agile and complex, so the ability to plan something for the long term will be less and less feasible. Resilience will be about flexibility, so that is what we will need to deliver for our customers.”

Don’t Go Blind in the Yard

Transport and warehouse operations are increasingly connected through TMS, WMS and real-time visibility. Yet between these two environments sits a critical gap: the yard. The yard is still logistics’ biggest blind spot, writes Gerry Daalhuisen (pictured, below), Senior Director of Dock & Yard / Fleet Products at Trimble.

Despite being the point where road and warehouse operations meet, the yard remains one of the least digitised parts of the supply chain. In many operations, it still runs on phone calls, spreadsheets and paper-based processes. The result is a disconnect between disparate systems that otherwise perform at a high level, and a steady accumulation of inefficiencies that are often underestimated.

In other words: while both transport and warehousing operations become increasingly data-driven, the yard still behaves like an information black hole, where plans turn into guesswork. ⁠Better visibility and coordination can unlock significant operational gains for operators.

Gap between systems

The challenge is not simply that yard processes are manual. It is that they sit outside the digital flow of information. Transport teams know when a truck is dispatched. Warehouse teams know what needs to be loaded or unloaded. But without a connected yard, that information doesn’t travel with the vehicle – so decisions are still made with incomplete or outdated data.

However, the real issue isn’t only manual work. It’s the lack of a shared, real-time operational picture across transport, the gate, and the dock.

This disconnect is widely recognised in practice. Even in highly developed logistics markets, fewer than 12% of companies use advanced data analytics for processing satellite or location data from vehicles and portable devices. The result is uncertainty the moment a truck approaches a site: What is arriving? When exactly will it get there? Which dock is available? In many cases, the answers only become clear once the vehicle is already at the gate. By then, the opportunity to optimise has already passed.

Cost of poor visibility

What happens next is familiar to most operators. Trucks arrive early, late, or in clusters. Time slots are missed. Queues build at the gate. Yard teams react as best they can. The impact is measurable. Around 11% of loading and unloading activities are rescheduled every day due to missed or misaligned slots. Waiting times of 60 to 120 minutes are common in nearly half of warehouse operations, with a proportion exceeding two hours.

These delays do not stay within the yard. They ripple across the entire supply chain, and in a UK market where road freight carries vast amounts of domestic cargo every day, these inefficiencies scale quickly. Even small delays at the site level can have a disproportionate impact on network performance. These are not isolated incidents. They are repeated daily across sites and networks.

Control point, not a bottleneck

Addressing this does not require a complete overhaul of operations. Instead, it requires extending visibility and coordination into the yard itself. The starting point is earlier engagement. For example, instead of managing trucks only once they arrive, operations can begin hours or even days in advance.

Time slot booking is a key part of this. Giving carriers the ability to reserve slots creates a more predictable flow of arrivals. However, booking alone is not enough. The real value comes when slot management is combined with real-time visibility. With accurate ETAs, teams can see early/late/on-time arrivals before they reach the gate — and proactively reassign docks, prioritise urgent loads, and fill gaps when delays occur.

It also changes how warehouses and carriers work together as decisions become faster and more consistent. Carriers can plan their next jobs based on expected departure times rather than estimates, improving utilisation across the network.

Friction at the gate

A site’s point of entry is often done manually and can be very time-consuming and prone to miscommunication. This is particularly true for the likes of international operations where language barriers are common. This is where digitalisation comes into its own as a practical solution. By connecting with drivers via mobile devices, registrations and safety checklists can be completed in advance.

Pre-registration allows drivers to submit details before arrival, including shipment data and compliance checks. On-site, automated licence plate recognition can validate entry and based on appointment and shipment details, direct drivers straight to the correct dock. The result is a faster and more predictable flow through the yard, with less congestion and reduced administrative workload — even when exceptions occur, such as unscheduled arrivals.

Paperless processes reinforce this further. Digital transport documents provide instant confirmation of what has been loaded or delivered which helps to reduce delays in invoicing and dispute resolution while improving transparency for all parties involved. But digitising the gate is only the start. The bigger win comes when every step in the yard is tracked through real-time milestones — from arrival and check-in, to dock assignment, loading start/end, and departure. This enables proactive decisions before delays cascade across the network.

For many organisations, the yard represents one of the quickest opportunities to improve operational performance. Digital check-in can reduce waiting times significantly. Time slot management lowers detention costs. Better coordination improves labour efficiency and asset utilisation.

Beyond cost savings, there is a broader operational benefit. A well-managed yard strengthens reliability across the entire supply chain, improving service levels and reducing the need for last-minute interventions. Those who act now not only improve efficiency and reduce costs, but also build a future-proof, transparent and competitive logistics operation – transforming the yard from a bottleneck into a connected control point that links warehouse ‘walls’ to trucks ‘on wheels.’

Explaining the AI Advantage

Why are transparency, integration and trust becoming decisive in logistics technology? Peter MacLeod speaks to an expert.

At this year’s LogiMAT, if there was a theme that cut through the noise more clearly than most, it would be speed. Not just speed of operations, but speed of deployment, speed of innovation, and ultimately The Big One: speed of return on investment. For Inform Software, that discussion increasingly leads to a broader question: how can logistics organisations adopt more intelligent systems without losing transparency, control or trust?

Speaking to me on the busy show floor in Stuttgart, Inform’s SVP Inventory & Supply Chain, Dr. Bernd Heinrichs outlined how the company sees artificial intelligence developing in supply chain and intralogistics environments.

Extending the Optimisation Layer

Inform has long been associated with optimisation in complex, data-driven environments. But as markets become more volatile, optimisation systems are being asked to react faster, incorporate more signals and support more dynamic decision-making.

That shift is particularly relevant in environments where decisions are interdependent. A change in demand planning may affect inventory, transport capacity, labour allocation or service levels. A recommendation made in one part of the operation can create consequences elsewhere, which makes transparency essential for day-to-day use.

For Heinrichs, this is where AI in logistics must prove its practical value. “I don’t talk about AI. I talk about explainable AI,” he says. “Everything we do, everything we propose, has an explanation. Otherwise, people don’t trust it.”

Trust as a Practical Requirement

In conversations with customers across different industries, he says the same question comes up repeatedly: “Why did the system pick that option and not another one?”

The question matters because logistics decisions are rarely made by technology alone. They involve planners, managers, operations teams and, in many cases, customers or external partners. If these stakeholders cannot follow the reasoning behind an AI-supported recommendation, they are less likely to act on it.

For Heinrichs, this could become a meaningful point of differentiation for European technology providers. “We can build AI as good as anyone, but we can add something different,” he says. “It should not be a black box.”

As companies look to embed AI applications into established business processes, that difference becomes increasingly important. Systems need to be technically strong, but they also need to be understandable enough for users to challenge, validate and improve them over time.

Managing Less Predictable Environments

Operational environments are becoming harder to plan with historical data alone. Demand patterns shift, external factors intervene and market conditions can change quickly, often before those changes are clearly visible in the numbers. “You need to gather real-time data and not rely on historical data alone,” he says. “You have to react to volatility and integrate signals from different sources into your decisions.”

This marks a shift from more static optimisation models towards responsive systems that continuously take new information into account. “It is getting more dynamic,” he adds. “The next step is making it more agentic – reacting on its own to changes in the environment.”

From News to Forecast

One example Inform presented for the first time at LogiMAT is a new AI-based approach designed to bring external events directly into forecasting and scenario planning. The starting point, Heinrichs says, was a simple question: why do forecast models so often ignore what is happening in the world around them?

“If you run a classical forecast today, it is based on historical figures,” he explains. “But in reality, demand is constantly influenced by events such as geopolitical conflicts, supply chain disruption, new regulation or market trends. This information exists, but usually as news, not as numbers.”

The new solution is designed to close that gap. Users provide a time series, such as sales figures or a market indicator, and briefly describe the context. The AI then researches relevant news events, analyses historical relationships and generates several possible future scenarios. The result is a forecast accompanied by an evidence-based explanation of why a market may develop in different directions.

Human in the Loop

For Heinrichs (pictured, below), the discussion about AI also leads directly to the role of human expertise. AI can identify patterns, process large volumes of information and produce scenarios at speed. But its value increases when people can add the experience, context and judgement that data alone cannot provide.

“AI is only as good as the data it works with and the people who are able to give that data meaning,” he says. “That is why the human remains an essential part of the loop.”

In practice, that means planners and decision-makers are not removed from the process. They remain central to it. Their role is to validate scenarios, question assumptions and refine outputs based on operational knowledge or market intuition.

“If people understand why the system recommends something, they can decide whether to trust it, question it or improve it,” Heinrichs explains. “That is where collaboration between human judgement and machine intelligence becomes really powerful.”

Integration and Interoperability

Another consistent theme in customer discussions is integration. As logistics operations become more interconnected, the ability to link AI-driven applications with existing systems is becoming essential. “We always get the question: how do I integrate with my ERP system, my other solutions?” Heinrichs tells me. Inform’s response has been to standardise connectors and align with major platforms such as SAP and Microsoft. The result is a more straightforward integration path, reducing both cost and implementation time.

“It makes a big difference,” he adds. “And it also makes it easier for us to expand internationally.”
This is a crucial point in the adoption of AI. Even the most advanced application will struggle to create value if it sits apart from the systems where business processes are actually managed. Logistics companies already operate with established IT landscapes, and new solutions must fit into those environments without creating additional complexity.

Data Responsibility

With increased connectivity and data usage comes heightened scrutiny around security. Heinrichs’ background in cybersecurity informs a strong stance on this issue. “Every product has to have a security stamp before it goes out,” he says. “It is mandatory.”

As AI models draw on wider data sources – including external feeds such as news and market information – the complexity of managing and securing that data grows. “The amount of data we are tapping into creates a huge demand in terms of data security,” Heinrichs notes. “You have to stay on top of it.”

A Market Ready to Move

Perhaps most striking is Heinrichs’ assessment of market sentiment. Rather than caution, he sees a growing appetite for experimentation and rapid progress.

“Customers are asking us to come with ideas,” he says. “They are willing to win fast, fail fast.” That openness creates fertile ground for intelligent solutions that can deliver tangible improvements without the inertia of large-scale transformation projects.

For many companies, the next phase of digitalisation will not be defined by AI alone. It will be defined by AI that explains itself, connects cleanly with existing systems and supports decisions that people can trust.

The Rise of Hybrid WMS: Rethinking Warehouse Technology

Join Peter MacLeod in an engaging conversation with Smitha Raphael from Synergy as they delve into the often-overlooked vulnerabilities of relying solely on cloud-based Warehouse Management Systems (WMS). This episode reveals how hybrid WMS architectures, which blend on-site edge devices with cloud replication, provide a crucial safety net against outages and cyberattacks.

Smitha shares compelling real-world stories and practical insights on minimizing downtime costs, which can soar beyond $25,000 per hour. As warehouse automation accelerates, resilience is no longer optional—it’s essential. Discover how hybrid solutions can safeguard your operations and ensure continuity in the face of disruptions.

Explore the future of warehouse technology with us and learn how to keep your operations robust and future-proof. This episode is packed with valuable information for anyone looking to enhance their logistics strategy.

Listen to the episode below

No Shipping, No Shopping

Peace on the world’s oceans is over for the time being. This was the unanimous consensus among speakers at the Albert Ballin Forum hosted by Hapag-Lloyd in Hamburg. Around 100 guests from the shipping industry and academia gathered at Kühne Logistics University (KLU) on May 12 and 13, 2026, to discuss how merchant shipping can respond to massive threats from wars, hybrid attacks, and geopolitical tensions.

Germany needs more sea power and maritime resilience

Hybrid attacks in the Baltic Sea – combining military strikes with cyberattacks and sabotage – and military confrontations in the Strait of Hormuz: Maritime security is currently under threat to an extent not seen since the last world war. What do solutions for security on the world’s oceans look like? This question is becoming increasingly urgent for vital supply chains: 60 percent of German imports and exports currently travel by ship, as do 90 percent of global trade and 80 percent of Europe’s energy supply.

“The discussion on the use of the seas is urgently needed and must be multi-perspective. It requires exchange between historical, legal, political, and ethical viewpoints, among others,” says Nils Haupt, Senior Director Group Communications at Hapag-Lloyd. “Especially in times of crisis that demand well-considered decisions, our long-standing collaboration with a business school like Kühne Logistics University and its supply chain expertise proves particularly valuable.”

Panelists discussing the security of merchant vessels and shipping routes agreed: Germany can no longer remain blind to maritime affairs. Moritz Brake, Managing Director of consulting firm Nexmaris, Senior Fellow at the Center for Advanced Security, Strategic and Integration Studies (CASSIS), and reserve officer in the German Navy, called for clear consequences for Germany: Security at sea must be understood as a national interest, and maritime resilience and defense capabilities must be strengthened. “Those who do not possess sea power themselves are at the mercy of other nations.”

Warning against rhetorical militarization of merchant shipping

For Irina Haesler, member of the executive board of the German Shipowners’ Association (VDR), security is also a central concern. However, she advocates against falling into war rhetoric: “We just want to transport goods from A to B and thus ensure the world’s prosperity–yet shipping is being drawn into war and used as a pawn.” Short-term preparation for this is not possible; rather, it is about better implementing the maritime spirit domestically. At the EU level, independent, practical solutions must be developed. The International Maritime Organization (IMO) of the UN could play a central role in the coordinated resolution of the naval blockade in the Persian Gulf.

Persian Gulf: Seafarers’ trust as the highest priority

Silke Lehmköster, Managing Director Fleet at Hapag-Lloyd and responsible for seafarers, reported on what it means for crews ashore, but especially for those aboard vessels in the Persian Gulf, to be exposed daily to the dynamic tension between military presence and fragile information situations. The detained ships in the Middle East are operated with minimal crew, and daily communication with crews is open and transparent. The crisis manager emphasizes: “Security must not be compromised; the trust of seafarers is our highest priority.” Consequently, Hapag-Lloyd continuously conducts risk assessments and no longer calls at crisis regions–the situation in the Strait of Hormuz came too suddenly for that.

Prof. Dr. Gordon Wilmsmeier, Director of the Hapag-Lloyd Center for Shipping and Global Logistics (CSGL) and expert in maritime logistics at KLU and Universidad de los Andes, Colombia, summarizes on maritime security:

“We are surfing on a wave that is too high–no one knows when it will break. Individual interests dominate the actions of political and economic actors. Who must and can take responsibility for maritime security today? We must confront this question. It is already difficult enough to guarantee security on land–at sea, without cameras, public scrutiny, and witnesses, it is almost impossible.”

Award for Global Action goes to Colombia

Hapag-Lloyd hosted the two-day symposium ‘War and Peace at Sea’ as part of the third Albert Ballin Forum Hamburg, in cooperation with the German Port Museum, KLU, the Museum of Hamburg History, Sigmund Freud Private University Vienna, and the German Shipowners’ Association (VDR).

At a ceremonial evening event, the ‘Albert Ballin Award for Global Action’ was also presented. The winner of the €50,000 prize is Pedro Salazar, founder and director of the Colombian foundation Fundación Amigos del Mar. This year’s ‘Albert Ballin Advancement Awards for Globalization Research,’ each endowed with €5,000, were awarded to Dr. Clara Baumann, Dr. Marlene Gärtner, and Dr. des. Bertille James.

Subscribe

Get notified about New Episodes of our Podcast, New Magazine Issues and stay updated with our Weekly Newsletter.