As technology changes and more legislation impinges, the case for electric industrial trucks continues to strengthen against diesel and LPG. At one time electric was held as a disadvantage against IC trucks because its performance was lower but they are now at the same level, says Mathias Fischer, president of Toyota Materials Handling Europe. Electrics were also disfavoured because of the need to recharge batteries over long periods, have costly standby batteries for 24-hr working and set aside charging areas, adversely impacting the total cost of ownership. Technology advances, however, have diminished those disadvantages.
A case in point is BYD, a Chinese company that makes both electric forklifts and batteries. It has gone down the route of developing lithium-iron phosphate technology, for which it makes impressive claims. According to Javier Contijoch, forklift director at BYD Europe, users will enjoy 25-30% savings on operating costs. The battery chemistry requires less time and energy than lead-acid batteries for recharging and it can extend total battery life to the point where users never have to replace their truck’s original battery, compared with a typical four-year life for lead-acid. It also eliminates battery maintenance, avoids the emissions associated with traditional battery charging and removes the expense of buying and maintaining spare batteries, a hugely significant cost factor. Charging is also fast (one to two hours) and energy consumption during charging up to 40% less. The battery can be charged incrementally rather than all in one go, so they allow truck drivers to extend driving times by recharging during break times. The battery is said to be cleaner and safer than alternative lithium-ion solutions.
American lift truck producer, Crown, however, has pinned its hopes on lithium-ion and hydrogen fuel cells, with the latter making Crown probably the largest supplier of fuel cell-driven forklifts, with well over 2,000 units sold under the banner of ‘qualified fuel cell ready.’ Yale has also pinned its hopes on fuel cells, although its take up in Britain has been low. In America it is a different story, where large companies have deployed them on a big scale, leading to substantial savings on labour and operational costs and an emission-free working environment. Fuel cell life can be up to 10 years and they are a better choice than lead-acid batteries in cold stores because their performance is unaffected by the low temperatures. The fact remains, however, that hydrogen fuel cells cost much more than lead-acid batteries to buy and maintain.
Concern for the environment over emissions is putting more pressure on IC-engine producers through ever-toughening legislation. The EU five-stage process began in 1996 and this year sees the adoption of Stage IV. Diesel engine makers have greatly improved their emission controls but that comes at a cost which ultimately must be passed on the buyers. Stage IV raises the cost bar, pushing yet more truck operators into the electric and other camps, and so hastening diesel and LPG’s likely decline.
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