“On the Konecranes Lifttrucks (KCLT) range of big forklift trucks we have had a big drop in orders like the rest industry, there have been a few cancellations and many delayed orders,” the company tells World Port Development. “During 2006-2007-2008, the sale of big FLTs was over 200 units per year in average.” They add: “During the last nine months we have received very good numbers of orders on FLTs. The same applies also for container lift trucks and reachstackers. We are constantly monitoring the sales and individual markets very closely.” Finland’s Cargotec, which runs manufacturer Kalmar, add to the consensus that the forklift market is now on the up. The company commented on its results for the second quarter of 2009/10: “Market pick-up varied from region to region and from one customer segment to another. In particular, demand for loader cranes, truck-mounted forklifts and forklift trucks as well as tail-lifts picked up compared both to the previous quarter and the same period last year. This demand was boosted by the revival of industrial production and private consumption.” It further stated: “Industrial and terminal orders received during the second quarter totaled Euro 423 (317) million, 34% higher than a year before. The value of orders increased in particular in industrial business in the Americas. Orders secured mainly included small individual orders.” Antoon Cooijmans, Product Manager Big Trucks, Hyster Europe, adds that his company is also noting an upturn in order levels for forklifts: “We are seeing an increase in orders for reachstackers, empty container handlers and big forklift trucks across all markets. Enquiry levels are also significantly higher than last year, suggesting continued growth as we approach 2011. We have also been selected as the preferred supplier to numerous multinational logistics providers.” Indeed, as rosiness returns to the pale face of the global economy, Konecranes states that it is close to operating at maximum production capacity: “This year will end up with a rather good volume,” say the company.
Empty Promise
The forklift market undoubtedly benefits from the fact that FLTs always have an assured function in most terminal set-ups. While they do not offer a viable alternative to larger and more dynamic machines such as reachstackers for loaded container handling on a large scale, they provide a fast and effective way of handling empty containers and maintaining container yards within limited logistical space. Indeed, FLTs have increasingly found a ‘place’, or niche, via which manufacturers can truly focus on developing solutions to match customers’ requirements. “Over the last decade, the EMEA [Europe, the Middle East and Africa] markets have strongly adopted reachstackers due to their increased flexibility, but we are seeing more orders for reachstackers from America, a market which has traditionally opted for laden container-handling forklifts,” says Hyster’s Cooijmans. “We have also seen a growth in empty container handler orders as ports and terminals plan their yards more effectively to maximise space.” Konecranes Lifttrucks adds: “Our figures show that we produce 80% [of our forklifts] for empty (EC) handling, and 20% for laden handling. The sales of EC-handlers are picking up again, but on toploaders it is much slower. [This may be] due the fact that toploaders are mostly sold in the US and in Australia, [but it] is hard to tell.” Cargotec adds: “The ratio between laden forklifts for container handling and empty forklifts for container handling is approximately one laden versus 15 empty. With reachstackers, the trend is the other way around – more laden than empty.”
Uplifting Developments
While forklifts may have a modest modus operandi, manufacturers have not neglected the machines in terms enhancements and developments – with the focus very firmly placed on environmental and ergonomic improvements that in turn reduce operating costs. Barloworld Handling, which operates in the UK, Holland, Belgium and South Africa and is the exclusive distributor of Hyster equipment in Great Britain, states that the introduction of ‘Six Sigma’ continuous improvement techniques has yielded “positive” results. Barloworld maintains more than 25,000 forklifts in the UK through 500 mobile technicians and 17 customer support centres. The Six Sigma methodology was first introduced into Barloworld in April 2008, with a view to improve the efficiency of its processes, reduce costs, and improve customer satisfaction. Six Sigma is a set of tools and techniques seeking to improve the consistency and quality of process outputs, with Black and Green Belt certification awarded to individuals after comprehensive training and a number of specific improvement projects.
By July 2010, 11 Barloworld employees had achieved their Green Belt qualification, with numerous projects successfully completed, leading to direct financial benefit and improved efficiency, the company states. “Through Six Sigma initiatives, there are now fewer breakdowns, faster engineer response times, less waste, and the quality of new truck handovers has improved even further with a revised process and checklist,” says Phil Marles, Continuous Improvement Manager for Barloworld, who is Black Belt-qualified and has led a number of Six Sigma project teams. “One key positive is that we have used the Six Sigma process to strengthen our working relationship with Hyster, helping to improve the reliability of trucks in the field and introduced improvements in both manufacturing and quality testing.” In June this year, Hyster announced a series of new options on its empty container handling products, including the ‘lay-back’ mast. The mast options on the H16.00-22.00XM-12EC enable the truck to pass easily underneath overhead obstacles, which are commonly found in port and terminal environments, such as bridges or pipelines, where previously the mast would have to be dismounted. This model provides up to eight-high stacking capability, with optimised lift speeds and a rear-mounted cab for improved visibility. On the ‘hooks and side-clamps’ empty container spreader option, Hyster has also further improved visibility by re-positioning the vertical end pillars and the work lights – useful when the spreader is in the 20-foot retracted position.
The company adds: “There is also a new ISO / European Union ruling that affects empty container handlers, unless they are equipped with twistlocks. This means empty container handler versions with hooks and side-clamps will have a conditional travel speed limitation of 10 kilometers per hour, if the side-clamps are not moved into the ‘closed’ position by the operator.” Four versions of ‘hooks and side-clamps’ are available, and as such there are a total of nine empty container engagement systems on Hyster’s H16.00-22.00XM-12EC. The ‘suspended hooks’ empty container spreader version is no longer available. A further development from Hyster has come in the form a new drive axle with tyre-preserving technology, also featured on the manufacturer’s latest H16.00-22.00XM-12EC series of empty container handlers. This is the result of a seven-year product development programme and significant investment, described by the company as being “a major breakthrough.” The new axle is designed to significantly reduce the overall cost of running empty container handling operations. Tyre wear, which the company cites as “a major cost for port and terminal operations”, can now be reduced by as much as an anticipated factor of three for the front (drive axle) tyres, plus 1.5 for the rear (steer axle) tyres, states Hyster.
“No other forklift truck manufacturer has access to this technology in Europe at present,” says Cooijmans. “We can confidently prove that the new axle can significantly extend tyre life and greatly reduce costs for ports and terminals over the life of a vehicle and contract.” He adds: “Tyre changes on large container handlers are not only costly, but can be time consuming too, as the truck usually has to return to the worksho
p. Fewer tyre changes mean less downtime, plus less rubber waste means a better environmental footprint.” The new drive axle also provides easier handling and turning manoeuvrability for Hyster empty container handlers. Hyster plans to roll out the new tyre-preserving axle technology across its range of heavy-duty forklift trucks and container handlers progressively and will advise the market as developments occur. In March, the company announced the introduction of its new range of 25-32-tonne heavy-duty forklift trucks and dedicated container handlers, stating that they delivered “maximum performance, versatility, excellent visibility and lower operating costs” for heavy industry and ports. “The new H25-32XM range comprises nine new models spanning 25 to 32 tonnes’ lifting capacity, three of which are ultra-compact” said Cooijmans at the time. “They are all designed to offer a unique blend of high productivity, reliable proven components, fuel efficiency and outstanding driver comfort in ports or in heavy industry.” The range includes four standard forklift models (H25XM-12, H28XM-12, H30XM-12, H32XM-12), with between 25,000kg and 32,000kg lifting capacities at a 1,200mm load centre. The three new ultra-compact models (H25XMS-9, H30XMS-9, H32XMS-9) are designed to assist in operations where space is at a premium, with wheelbases of between 3.655 meters and 3.935 meters. In addition, there are two new container handlers (H28XM-16CH, H32XM-16CH), with a dedicated carriage for the container spreader.
“The H25-32XM range is packed with features to reduce energy consumption and save fuel, ensuring drivers maintain comfort and concentration throughout a shift,” said Cooijmans. Hyster details that, as maximum loads are not always handled – and many lift modes are without load – the trucks do not always require maximum engine power. As such, less fuel will be consumed, with savings of 5% to 15%. The operating speed of the hydraulic functions such as lift, tilt, sideshift, and fork-positioners, can also be adjusted to suit the requirements of a specific application.
This year, Konecranes has updated all its forklift trucks with computer-controlled hydraulics and machine parameters. The manufacturer is introducing FLTs with transmissions from the DANA TE series and ZF Ergopower series across its entire range of trucks, offering a choice of three engine suppliers – Scania, Volvo and Cummins. The company states that these computer-controlled hydraulics result in significant fuel savings, between 10-30%, and reduced maintenance costs thanks to a 30-60% reduction in oil pressures. “Imagine driving 4,000 running hours on a 16-tonner yearly, with Konecranes technologies you could save 4-12,000 litres of fuel,” the company tells World Port Development. “On a 45-tonner you could end up with 8-24,000 litre savings. The service and maintenance costs are also reduced in big numbers. These two main items lower the running cost and the required downtime of Konecranes equipment. It gives the customer more uptime at a lower cost.”
Cargotec has also been busy in terms of improving its forklift portfolio. Its latest introduction has been the Kalmar DCF70-40E empty container handler, “the final machine to be added to Cargotec’s wide and successful range of Kalmar F-series counterbalance equipment.” The machine features a cleaner engine with better fuel efficiency, new hydraulic and electrical systems, improved maintenance intervals, a more ergonomic cabin, and a state-of-the-art diagnostic system. Launched in June of this year, the DCF70 was designed to satisfy customers’ thirst for efficient empty container handling solutions. “Customers at ports, inland terminals and distribution centres around the world must continuously deal with an ever-shifting inventory of empty containers,” states the company. “Some terminals are increasingly overcrowded with empty containers, placing a great strain on their profitability.”
The DCF70, which replaces the previous DCD model, is powered by a 129 kW engine – compliant with emission requirements as well as sound and vibration standards. With a lifting capacity of seven tonnes, the new empty container handler will be offered in two different models, capable of stacking containers four- or five-high. The DCF70 will feature a chassis made of high-strength steel. This, the company states, makes the chassis light but extremely resistant to turning forces. The low weight also minimises tyre wear and fuel consumption. Cargotec adds that the new DCF70 is also suitable for use in regions that require Stage III regulations on machines powered by engines under 130kW. The company states that this effectively means it now offers a complete range of empty container handlers able to meet the demands of a broader spectrum of customers.