In-Depth 31 Jul 2024 by Matko Rak
The big cargo handling equipment manufacturers are pushing ahead with fully electric mobile machines, but demand is still in its early stages, and not every manufacturer is ready to join the party just yet. pallet truck lifting equipment
Kalmar has made electrification a key pillar of its market strategy and continues to expand and develop its battery electric product range. The Finnish company observes different stages of readiness for what is still relatively new technology among its customers, depending on their global location.
To see electric machines for themselves Kalmar’s customers visit either existing sites with electric machines or Kalmar’s Innovation Centre in Sweden. Many have also expressed interest in trying out machines at their own facilities, Kalmar says.
That interest is translating into orders. In January 2024, Kalmar received an order from Wallenius Wilhelmsen to supply four heavy electric forklift trucks, and two electric reach stackers for its US network. In March, Kalmar agreed to supply Australian operator Intermodal Terminal Company (ITC) with six electric reach stackers and two electric ECHs, with deliveries to begin during Q1 2025.
Mette Kjems Baerentzen, Director of Decarbonisation at Kalmar, said customers typically trial one electric machine before making repeat purchases within 6-12 months. Their equipment selection often depends on emission reduction goals, usage patterns, and investment strategies.
As previously reported, having good operational data is vital to understanding how an electric machine can be integrated into terminal operations. Among other things, it provides key insights into how well an electric machine matches with the duty cycle required, and how charging should be scheduled.
Kalmar says that, if daily operations are the same every week, one to two months of data can be sufficient to get a good picture of how an electric machine can be integrated into the operation.
With regard to the electrical infrastructure to charge electric machines, it is notable that some US terminals are using containerised battery packs to cover a shortfall in grid capacity. The battery packs are charged from mains power at night and used to recharge electric equipment during peak periods. Kjems Baerentzen said battery energy storage can mitigate short-term grid power shortages, but in the long term, as electric vehicle fleets expand, grid upgrades or local energy production like solar panels may be necessary to meet daily energy needs.
To help mitigate the higher cost of battery electric machines US terminal operators and port authorities are chasing grant funding under the many different infrastructure and environmental initiatives that are available. Kalmar does not get involved in grant applications directly but offers data to support the process. “We’ve prepared Carbon Footprint Declarations for all electric and diesel products, highlighting CO2 savings,” Kjems Baerentzen noted.
Konecranes is also expanding its electric equipment portfolio. The company said interest in electric machines is part of a wider demand coming from its customers for carbon-neutral solutions. This is driven by several factors, including pressure from clients, company boards of directors, local regulatory bodies, and even personal ethical motivations.
Konecranes’ customers request diverse machines, from 100% battery electric vehicles (BEVs) to hybrids, and machines with CNG and hydrogen internal combustion engines (ICEs). On the BEV side, Konecranes’ electrification roadmap is in full swing, with the latest developments showcased at TOC Europe in Rotterdam.
Despite the increasing number of options available the road to electrification is a challenging and uneven path. Terminals, particularly in the US, have opportunities to apply for grant funding for new equipment, but the bigger picture has to be considered.
Jeffrey Stokes, Director Product and Technology at Konecranes, said the company supports clients preparing to apply for grant funding, but noted that pushing electrification without a plan for the infrastructure to support the equipment is pointless.
At this point, most terminals show strong interest in electrification but hesitate to commit to larger orders due to site infrastructure, operational availability, planning, and associated costs.
Konecranes observes regional and industry differences. While global awareness of eco-friendly solutions is high, practical considerations and investment commitments vary. Some are embracing the transition, while others opt for a “buy and try” approach. Terminals often want to test electric terminal tractors before investing in larger machines like reach stackers.
Additionally, medium-size forklift operators face fewer obstacles in transitioning to zero-emission equipment compared to reach stacker operators, who must consider infrastructure and operational requirements.
On the operational side, BEVs require more downtime for charging than ICEs need for refuelling. Konecranes explains that with fast charging, a BEV machine with Li-Ion batteries has a total downtime of 15%, whereas that figure for a diesel machine is in order of 1-3%. With overnight charging combined with opportunity charging during natural operational breaks, the actual downtime can be reduced.
Furthermore, the rapid development in charging technology means charge times are decreasing dramatically. The upcoming Megawatt Charging System (MCS) standard offers faster charging times compared to the Combined Charging System (CCS) standards today.
In some markets, customers are concerned about how extreme climatic conditions affect BEV machines. Konecranes’ electric machines feature both an intelligent Thermal Management System and a Battery Monitoring System.
“These systems maintain the battery temperature at an optimal condition, regardless of the outside environment,” Konecranes said. It noted that machines perform at -20°C/+40°C to C-standard EN 3691-1, but these values can be extended for customers who need even greater flexibility. Furthermore, the cab can be preconditioned as required.
With regards to weight and performance, the company’s E-VER 10-16t electric FLTs are nearly identical in weight to their diesel counterparts. In fact, the E-VER 16-1200 C model is 100kg lighter on the rear steer axle compared to the SMV 16-1200 C diesel version.
“Performance is enhanced with E-VER in almost every way, from the smooth powerful delivery and very low NVH (noise, vibration and harshness) characteristics, through to lower service requirements and costs,” Konecranes said.
In mid-2022 Finnish Kemi Shipping ordered eight E-VER electric FLTs for operations in the Port of Kemi. Later the same year, the Swedish Moelven Group took delivery of an E-VER 13.6-600C electric FLT at its Edane sawmill.
Sany Port Machinery’s portfolio of electric mobile equipment includes reach stackers, empty container handlers, FLTs and terminal tractors. The wider Sany product range includes construction machinery and Sany offers over 30 different electric machines. So far the company claims it has sold around 1,000 electric units to global customers.
In reach stackers, in 2021 Sany delivered a ‘battery’ reach stacker to Reliance Transport in Auckland, New Zealand. This machine uses a relatively small 269 kWh battery pack with a small diesel genset that acts as a range extender to charge the battery if required. Reliance Transport subsequently ordered a second machine, which arrived in 2023. In 2022 Sany delivered an SRSC45E3 electric reach stacker to a customer in Fujian, China with a 507kWh large-capacity lithium iron phosphate battery pack.
Its latest electric machine, the SRSC45E5, is offered with a 422 kWh or a 507 kWh battery. Sany’s electrified machines are now all painted in a light blue colour, similar to APM Terminals blue, to set them apart visually from conventional machines. Earlier this year a Sany SRSC45E5 machine appeared in Norway. The machine has CE certification and was demonstrated to customers in February and March. In June, a Sany electric reach stacker was delivered to DFDS in Ghent, Belgium.
In empty container handlers, Sany has delivered machines to customers including PSA Singapore. PSA operates several Sany SDCE90K7 ECCH machines at its Tuas Port. These have a 329 kWh lithium iron phosphate battery. For electric machines battery life between charges and the equipment duty cycle are very important to how the machine will perform.
In a statement to WorldCargo News, Joe Xu, Deputy Head of Overseas Sales at Sany Port Machinery, noted that customers need approximately three months of operational data “to get a good picture of how an electric machine can be integrated into the operation.”
Performance will vary across different terminals, but Xu noted that general data from terminal operations indicate that a fully charged electric reach stacker can operate for around 8-9 hours, an eECH for 10-11 hours, and an eTT for more than 12 hours.
Terminal operators are also concerned about other factors including how electric machines will perform in cold weather, and the potential for increased tyre wear.
Xu said Sany’s experience is that cold climates reduce battery capacity by approximately 15%, but it does not expect any difference in tyre wear as “battery electric machines are not significantly heavier” than diesel machines.
Not every liftruck OEM is ready with a high-capacity battery electric machine at this point, for a variety of reasons.
FTMH (Fantuzzi Team Material Handling) is currently broadening its portfolio to meet the demands of the concrete industry. The Italian company is constructing a new assembly plant just 4 km away from its existing Brescello site, aiming to double production capacity for reach stackers and heavy forklifts and adding additional capacity for the concrete industry.
A spokesperson said FTMH is keeping an eye on electric machines but is not actively pursuing the technology at this point. In May 2023 FTMH announced plans to introduce a range of e-FLTs starting with a 26t model using Volvo Penta drivelines. However, the spokesperson said that currently FTMH is in the process of relocation and does not have the space to increase production. The company is still developing its strategy for electric machines.
Following the recent acquisition of CVS Ferrari by the Taylor Group, FMTH stands as the sole remaining Italian-owned heavy lift truck manufacturer in Italy. Like Taylor in the US, FTMH is family-owned.
CES Srl, specialising in heavy reach stackers with capacities of up to 350 tonnes, has not designed a battery electric reach stacker at this point.CES specialises in very high capacity machines for special applications including wind turbine handling. The Italy-based company states that, at this point, its customers are not showing any interest in electric machines.
This is not just because of the high cost. CES believes that, as long as there are no regulatory requirements, its customers will continue to prefer diesel reach stackers in the short term. The company notes that its machines come standard with a hydrostatic drive, resulting in eco-friendly low fuel consumption (8-10 litres per hour in intermodal operations for 45-ton reach stackers).
While CES acknowledges the eventual shift away from fossil fuels, it believes it must be done progressively. At this point the company plans to introduce its first electric reach stacker in 2026, but remains cautious about battery disposal, trusting that future technologies will ensure environmentally safe disposal.
In its main market of high-capacity machines for project cargo, CES has recently produced its new HLM2500 reach stacker with a 250 t capacity at a 4m load centre. This machine completes CES’ portfolio of super heavy reach stackers.
Other recent deliveries include a 350-ton capacity machine to Welcon A/S, a Danish offshore wind tower builder, delivered in late 2023. Additionally, CES finished production of two 250-ton super heavy reach stackers for CS Wind, a Korean company, destined for its wind tower plant in Vietnam.
Svetruck AB, a Swedish manufacturer specialising in 10-80 t forklifts, empty container handlers up to 7 containers high, and loaded container handlers up to 5 high, currently does not offer any electric machines.
The company says there has been significant interest in electric machines in recent years, but demand has declined slightly more recently.
Although Svetruck continues to monitor battery technology development, the company is concerned about the origin of batteries and drive components. It is looking to Scandinavian and European suppliers to support its plans in this area.
At the same time demand for Svetruck’s traditional machines remains very strong. The company has seen significant growth in orders over the past 3-4 years. Customers are currently facing extended wait times.
Svetruck produces all components, FLTs, and log stackers in Sweden.
Svetruck is one of the world’s largest log stacker manufacturers, with five Svetruck TMF models, with a grapple area from 4.8 to 10.2 square meters. In this demanding application, Svetruck has machines operating at sawmills, paper mills and pulp industry applications.
Svetruck has daughter companies in Germany, Belgium, the US, and dealerships in other markets.
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