Time was that in the usual running cost comparisons of electric forklifts versus other motive power forms like diesel and LPG, electric was unfavourably compared owing to the need for maintaining spare batteries in long or multi-shift operations, plus the cost of replacing batteries after every five years or so. Battery technology advances in recent years, however, have changed all that, and other motive power systems, like hydrogen fuel cells, often shunned for their high initial costs, are now being enthusiastically adopted in large fleets, particularly in America.
Perhaps the most potent argument against electric trucks, however, was the lower performance than diesel and LPG but even that no longer holds water, according to Matthias Fischer, President of Toyota Materials Handling, Europe. He believes that in the 1-3 tonne electric range we shall see a growing number of customers switching over to counterbalance electric trucks from IC trucks. Meanwhile, other truck makers, like Kalmar, are bringing on much higher lift capacity electrics up to 5 tonnes, which 20 years ago were the exclusive preserve of diesel and LPG.
Diesel and LPG engine makers, however, are fighting back and their key battleground will be environmental issues. This year sees the introduction of the EU Stage IV law governing non road diesel engines which will cut NOx emissions by 80% compared with Stage IIIB. The law also requires ultra low sulphur diesel but the lethal PMs smaller than 2.5 microns remain a concern, which soot filters do not eradicate. Doosan Industrial Vehicle UK, however, recently launched its award-winning G2 diesel engine, which not only complies with EU Stage IV but also, thanks to a new combustion system, completely removes the need for a diesel particulate filter under the latest legislation. It is also claimed that its advanced fuel injection system improves fuel efficiency by 33%, cuts vibration by the same amount and noise levels by 10%. Perkins Engines are also making advances with particulate filters which catch the soot. So while diesel is defending its patch against electric what are the electric truck innovators doing to improve their prospects and will other power sources, like hydrogen, savage both?
Big advances in traction batteries are changing the cost comparisons with diesel and LPG and one glaring example is BYD’s advanced lithium-iron phosphate battery. This, it is claimed, will cut operating costs by 20-25% at no extra upfront extra cost. The battery requires less time and energy than lead-acid but remarkably extends battery life by 100%, effectively making it a battery for life. It also removes the need for battery maintenance, avoids emissions associated with traditional battery charging, shuns the expense of maintaining spare batteries and the bother of battery changing. Battery charging is a fast one to two hours. Moreover, there is no need to redesign the truck as would be the case for the lightweight lithium-ion batteries.
As regards lithium-ion, the jury is still out on their prospects. These batteries cost about three times as much as lead-acid and because their energy density/weight ratio is much lower there are truck design challenges to overcome regarding the battery’s inadequate counterweight. However, with improved chemical combinations it is hoped that the cost gulf with lead-acid will be much reduced.
There appears to be less uncertainty over prospects for hydrogen fuel cell-powered trucks. Although UK take up so far has been small, sales in America among big buyers are much stronger. Incomparably cleaner at point of use than diesel and LPG, their disadvantage over the general cost of fuel cell maintenance compared with lead acid should be more than outweighed by savings in labour and general running costs. As always, it should be life cycle costs, rather than initial buying costs, that should guide purchasing decisions.
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