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Informing design
Skiker sees no technological
design challenge presented by
a HFC because the fuel cell
pack is very compact and can t
easily into each type of forkli .
However, the weight of the forkli
may need casting added to
counterbalance the absence of
a heavy battery or ICE system.
“We base our fork trucks with FC
around the space and weight of the
normal lead-acid battery it replaces,”
says Craig Walby, director of products,
Toyota Material Handling Europe.
keep business moving and
make more e cient use of
labour resources.”
Fuel cell technology is proven
to operate well around-theclock
(‘stop and go’) and in
extreme temperatures, which
means productivity gains and
operational savings. Performance/
power is consistent and maintenance
for both forkli and battery is reduced
compared with conventional forkli s.
“ e more hours a logistics company
is operational the more HFC forkli s
are a relevant option,” says Sabrine
Skiker, EU policy manager, Hydrogen
Europe. “Proven Life of the fuel cell is
>10 years, best economic lifetime,
with availability of >97%.”
“In general, deploying hydrogen
fuel cells can enable a cleaner
workplace and o er productivity and
nancial advantages over other power
sources,” says Yale’s Paramour. “As
more companies prioritise green
supply chain management, materials
handling operations not only face
challenges to reduce total cost of
operations and increase e ciency, but
to minimise environmental impact.
Fuel cell-powered li -trucks o er a
realistic, long-term solution that
addresses these challenges.”
“WE BASE OUR FORK TRUCKS WITH
FC AROUND THE SPACE AND WEIGHT
OF THE NORMAL LEADACID BATTERY
IT REPLACES”
Craig Walby, director of products, Toyota Material Handling Europe
HYDROGEN FC VS LITHIUMION
HFC versus lithium-ion is the big ‘compete’ at the moment, says
Craig Walby, director of products, Toyota Material Handling
Europe. No major additional infrastructure is required for an
electric solution. “Couple your building with solar, and you can
have green electricity and CO2-netural solutions.”
The energy effi ciency of the lithium-ion battery can also be
improved compared with traditional fuel cell, and at the same time
have a quicker recharge, Walby explains. “Lithium Ion is 30% more
energy-effi cient than lead-acid, so improves energy use and CO2,
so for many companies it’s a good way to make real improvements
in operations and CO2, simply.”
However, fast charging requires more electricity to be
delivered to the trucks in a shorter time and this can affect ‘peak’
electricity, so for some heavy operations this can be a challenge,
but not one that is insurmountable: energy banks can be used as
storage, or charging can be staggered with an opportunity of
charges at break times.
“Hydrogen does not have this issue of peak,” Walby continues.
“The hydrogen is stored in a tank and can be delivered directly to
the truck. No grid issues. Solar power can also be harnessed to
make on site hydrogen with an electrolyser to convert
solar electricity into hydrogen for use at a time when needed,
so can in effect can be a way to have on
demand power when needed for use
on electric trucks.”
“ is allows for easier integration of
fuel cells across a range of our trucks.
Many of our customers are running
eets of mixed truck types so its
important to be able to supply them
with a eet. Further down the line
when fuel cell/hydrogen is more
mainstream, we can certainly envisage
completely new truck concepts, but
at this stage the market is quite small
and we want to transfer the bene t of
fuel cells/hydrogen to the customer.
e easiest way to do this is on our
existing trucks.”
Looking to the future
ere are now more providers and
greater competition along the entire
fuel cell supply chain and there’s more
consolidation among li truck
customers. “ is consolidation means
bigger eets with increased
opportunity to adopt hydrogenpowered
li trucks,” says Paramore.
Fuelling is not standing still either.
“Years ago, using fuel cells at your site
required investment in either a
hydrogen generation system or a
liquid-based system. Now it is possible
to simply lease systems or just pay for
the fuel consumed,” says LaFevers.
“Fuel cells are already costcompetitive
compared with ICE
2023
The year by which it is
predicted HFC lift-trucks
will be more economical
than battery electric
ABOVE: Toyota Material
Handling is pushing forward
with HFC development
BELOW: Total cost of
ownership (TCO) trajectory
for forklift power options
34 iVTInternational.com June 2020
/iVTInternational.com