Diagnose lift-truck performance from afar? It might sound like science fiction, but it's now possible—and it has the potential to change the way you manage your fleet.
Contributing Editor Toby Gooley is a writer and editor specializing in supply chain, logistics, and material handling, and a lecturer at MIT's Center for Transportation & Logistics. She previously was Senior Editor at DC VELOCITY and Editor of DCV's sister publication, CSCMP's Supply Chain Quarterly. Prior to joining AGiLE Business Media in 2007, she spent 20 years at Logistics Management magazine as Managing Editor and Senior Editor covering international trade and transportation. Prior to that she was an export traffic manager for 10 years. She holds a B.A. in Asian Studies from Cornell University.
People who design, manufacture, and sell lift trucks tend to be practical types who take a pragmatic approach to business. But a relatively new technology has even this down-to-earth crowd excited. They are so enthusiastic about it that some are calling it the biggest advance in lift trucks since the equipment was first invented.
What they're all fired up about are fleet optimization systems that automatically collect, transmit, and analyze data about vehicle performance and productivity—remotely and wirelessly, without requiring the fleet manager to be anywhere near the vehicles. Only a handful of truck manufacturers—Crown Equipment Corp., Hyster Co., Raymond Corp., and Yale Materials Handling—offer comprehensive systems right now, but others reportedly are developing them. Several software companies (see sidebar) also offer these systems; some of the truck makers, in fact, have partnered with those vendors.
Why develop automated data collection for a traditionally hands-on environment like the warehouse or distribution center? "We saw an opportunity to use technological advancements to raise the bar on customer satisfaction," explains John Russian, manager of fleet marketing at Hyster. A bit of whiz-bang technology is sure to impress customers, but Russian and others who offer fleet optimization systems emphasize that the technology is not just for show. These futuristic systems, they say, are designed to help fleet managers and lift-truck dealers solve specific fleet management problems while reducing maintenance and operating costs.
Built-in flexibility
As the companies that offer fleet optimization systems are quick to point out, capabilities vary with the system and the developer. Typically, though, they capture performance data from individual vehicles, wirelessly transmit that information to a central server, and make it possible for a remote user—potentially located anywhere in the world—to analyze data through a Web-based database in order to manage fleet operations, costs, and maintenance. Examples of the kinds of data-tracking and performance-monitoring capabilities that these types of systems provide include the following:
Maintenance and repair—recording and notifying management of hours of use for various motors, battery charge level, parts failures, engine temperature, and more; scheduling preventive maintenance based on actual usage and notifying the fleet manager and dealer.
Impact detection and reporting—recording time and location of impact, identifying driver and vehicle, and sending out an alert. Some systems will shut off the engine when a certain degree of impact has been detected.
Safety compliance—verifying OSHA checklist completion and notifying managers of problems.
Performance and operational metrics—measuring travel and lift time and distance, deadhead travel, asset utilization, and more. Some offer "geotracking," which monitors trucks' location and limits their access to specific areas.
Operator supervision—controlling drivers' access to trucks based on training and other considerations, remotely adjusting vehicle settings, and tracking driver productivity.
Most of the systems employ a harness with sensors attached to various parts of the lift truck to collect data. An exception is Raymond's iWarehouse system, which acquires data through a single connector called the iPort that plugs into the CAN bus—the truck's electronic "brain." (CAN stands for "controller area network.") Both types gather a wealth of accurate and up-to-date information, but plugging into the control center provides access to more types of data than a harness, with its limited number of entry points, can provide, says David Furman, Raymond's vice president of marketing. (Other lift-truck makers reportedly are developing similar data collection systems.)
When it comes to data transmission, there's a lot of flexibility built into these systems. Users can specify whether they want constant transmission in real time or transmission at specified intervals. The systems are designed to transmit data using types of wireless infrastructure that are commonly installed in warehouses and DCs to communicate with warehouse management systems. Among the technologies in use now for data transmission are digital paging, 802.11 WiFi, cellular service, and 900 MHz radio waves. Buyers that already have one or more of those capabilities in place usually can transmit data over their existing wireless systems with little or no additional infrastructure required. For some customers, Yale also uses "beacons" to triangulate the location of a piece of equipment. In its Asia Pacific operations, the company uses RFID capsules embedded in the floor to track vehicle locations. Crown, meanwhile, employs "access points" attached to the ceiling to collect and forward data.
Each transmission method has its pros and cons, and some are more reliable than others. Availability of bandwidth for carrying large amounts of data, potential for interference from other electronic equipment, reliable penetration throughout the facility, and cost are considerations. Users often need to use different types of communication for different services, notes Scot Aitcheson, director of Yale's fleet management group. For example, "geofencing" (which limits where individual trucks can operate and controls their speed in specific areas) requires 900 MHz or the use of RFID tags; the less expensive 802.11 WiFi transmission can't accommodate that function yet, he says.
Most of the forklift manufacturers offering the systems have teamed up with software vendors that specialize in remote equipment tracking and data transmission. Hyster and Yale (both part of NACCO Materials Handling Group) work with On-Board Communications for their remote hour-meter reader, and they have partnered with I.D. Systems for more complex asset management functions. Raymond, meanwhile, has partnered with industry veteran ShockWatch. Only Crown is going it alone with its InfoLink system. "We feel the system is going to be more robust …and up to date if we control everything," says Matt Ranly, senior marketing product manager. "By not working with a third-party provider, we are getting customer feedback through our own system in a closed loop."
The power of software
Fleet optimization systems pour data into central servers, and proprietary software then makes the information available in Web-based databases so users can review it and produce reports on individual trucks, drivers, and facilities. It's not just a "here and now" type of application, though: Users can aggregate data to gain a higher-level view, conduct comparisons among equipment and facilities, and spot longer-term trends.
The reports—more than 100 different options, although users typically focus on a dozen or two—make it possible to collect accurate information and use it to precisely measure costs, productivity, and asset utilization. For managers who have always relied on manual data collection and estimates based on experience, this reveals several layers of information they could not get before. "Do not underestimate the power of reporting software," says Hyster's Russian. "This is untraveled territory for many customers."
Because data management is Web-based, users can view it from practically anywhere, in real time. "If you're the guy in corporate who's in charge of warehousing and you want to check on various fleets across the United States and even beyond, you can do it from your desk," says Ranly of Crown. Even local operators may benefit from multiple views. "You might be one person in charge of all the lift-truck fleets at five warehouses in Chicago. The system gives you that power at your fingertips."
Downtime costs big money, so the ability to remotely diagnose and report a problem can save plenty. When, for example, there's a breakdown or a part begins to fail, the fleet management system automatically notifies the supervisor and the dealer of the details, including fault codes, says Aitcheson. Instead of getting a call, coming out to examine the truck, and perhaps returning to the dealership to pick up a part before actually getting down to work, the technician can diagnose the problem off site and arrive with the correct part in hand, he explains. That type of report can also be analyzed over time, allowing users to spot trends and identify vehicles that are getting too costly to operate.
The time spent just on manually gathering meter readings is nearly eliminated. "We no longer need to send Joe out to a customer's location to track down 75 forklifts to get the hour-meter readings," Russian observes. Furthermore, the data reporting software can answer other questions managers might not know they need to ask, he adds, "like why are these six trucks on the loading docks only getting 22-percent utilization, but six trucks that are the same model inside the warehouse get 87-percent utilization?" That kind of information lets managers optimize utilization and operator staffing as well as determine whether they have the right number and type of trucks.
At the same time, these systems' twoway communication helps fleet managers exercise better control over day-to-day operations. Furman cites Raymond's iControl module, which allows a supervisor to change an operator's driving profile. "Suppose you have newer operators and want to limit truck performance, including lift and travel speed, until those operators improve their skills through training and experience," he posits. "Historically, you would have had to make those changes to individual equipment truckside. Now you can do it once, and their profile follows them with their key or swipe card, regardless of which vehicle they use."
Technology for all, big and small
The potential for all of these systems to improve cost, efficiency, productivity, and safety is undeniable. Still, there are some potential drawbacks. For example, drivers and maintenance technicians may be resistant to electronic oversight. The vendors have an answer for that: They say managers can address these concerns by emphasizing that the systems improve safety, make everyone more efficient, and ensure that they get paid for the work they actually do.
Another concern is whether users will be overwhelmed by too much data. Yale's Aitcheson says that's one reason why his company customizes each system to provide customers with the specific combination of features they need. Regardless of the system provider, he suggests starting out with one area where users have the greatest need for information, and then adding more data collection and reporting capabilities over time.
What about lift-truck fleets that include equipment from more than one manufacturer? The fleet optimization systems can perform basic tasks on other makers' trucks—they can even work on other types of electric-powered equipment, such as sweepers and AGVs—but their functions are much more limited. (Raymond, for example, offers only a harness-and-sensor setup for other manufacturers' equipment as well as for older Raymond equipment that is not iPort ready.)
And, of course, there is the cost. Vendors would provide only broad estimates, which ranged from a few dollars per truck per month for "power by the hour" agreements to about $3,000 per vehicle for the most feature-laden systems. That may seem high compared to the $20,000 initial cost of a forklift, but payback time is 12 to 18 months, they say.
Although you might think that these sophisticated systems are intended for only the largest operators, even fleets as small as 10 trucks are using them. "If you have only 10 trucks and one of them has an accident or downtime for maintenance," Crown's Ranly points out, "that's a serious concern compared to one truck out of hundreds being out of service."
All of the vendors interviewed for this article said they are excited about the technology's potential, not just from a sales standpoint but also because it offers the opportunity to develop applications that have never been feasible before. As Ranly puts it, "We've never had a tool like this that customers can use to change the way they operate their fleets. It offers a very tangible benefit, and they know this tool can help them."
the pioneers
Forklift manufacturers that offer comprehensive wireless fleet optimization systems are Johnnys-come-lately to the game. Independent software companies were the first to develop these systems, and some of the lift-truck makers have partnered with them to gain access to their Web-based reporting software and ability to communicate wirelessly with vehicles.
One of the pioneers in this area was Access Control Group (ACG), which was launched in 2000 to help customers improve safety by remotely controlling drivers' access to forklifts. Over the years, the company has added functionality that addressed problems engineers have observed at customers' warehouses, says CEO Arun Patel. According to Patel, ACG (www.assetor.net) was the first to offer Web-based management of vehicle data, which helped customers like Walgreens monitor data when managers were traveling to multiple facilities. ACG's Vigilant G2 system, which he says is priced below those of his competitors, manages operators' access and safety compliance, reports impacts, monitors vehicle utilization, and more. Patel says the company will introduce an RFID-based system for measuring operator productivity early next year.
Some of the other vendors of wireless lift-truck monitoring and management systems include:
On-Board Communications (www.on-boardcommunications.com), whose LiftTraks GPS-based system tracks vehicles, monitors engine usage, schedules preventive maintenance, and monitors labor activity, among other functions;
ShockWatch (www.shockwatch.com), which offers Webbased remote data management and monitors for impacts, vehicle usage, safety compliance, maintenance, equipment utilization, and more;
I.D. Systems (www.id-systems.com), which offers Webbased remote data management, monitors equipment utilization and operator productivity, controls vehicle usage based on maintenance and repair needs, and monitors all types of batteries, to name just a few of its functions; and
Sky-Trax (www.sky-trax.com), which automates data collection for lift-truck drivers, and says its Real Time Location System for warehouse materials and vehicles is accurate within inches.
Autonomous forklift maker Cyngn is deploying its DriveMod Tugger model at COATS Company, the largest full-line wheel service equipment manufacturer in North America, the companies said today.
By delivering the self-driving tuggers to COATS’ 150,000+ square foot manufacturing facility in La Vergne, Tennessee, Cyngn said it would enable COATS to enhance efficiency by automating the delivery of wheel service components from its production lines.
“Cyngn’s self-driving tugger was the perfect solution to support our strategy of advancing automation and incorporating scalable technology seamlessly into our operations,” Steve Bergmeyer, Continuous Improvement and Quality Manager at COATS, said in a release. “With its high load capacity, we can concentrate on increasing our ability to manage heavier components and bulk orders, driving greater efficiency, reducing costs, and accelerating delivery timelines.”
Terms of the deal were not disclosed, but it follows another deployment of DriveMod Tuggers with electric automaker Rivian earlier this year.
The “2024 Year in Review” report lists the various transportation delays, freight volume restrictions, and infrastructure repair costs of a long string of events. Those disruptions include labor strikes at Canadian ports and postal sites, the U.S. East and Gulf coast port strike; hurricanes Helene, Francine, and Milton; the Francis Scott key Bridge collapse in Baltimore Harbor; the CrowdStrike cyber attack; and Red Sea missile attacks on passing cargo ships.
“While 2024 was characterized by frequent and overlapping disruptions that exposed many supply chain vulnerabilities, it was also a year of resilience,” the Project44 report said. “From labor strikes and natural disasters to geopolitical tensions, each event served as a critical learning opportunity, underscoring the necessity for robust contingency planning, effective labor relations, and durable infrastructure. As supply chains continue to evolve, the lessons learned this past year highlight the increased importance of proactive measures and collaborative efforts. These strategies are essential to fostering stability and adaptability in a world where unpredictability is becoming the norm.”
In addition to tallying the supply chain impact of those events, the report also made four broad predictions for trends in 2025 that may affect logistics operations. In Project44’s analysis, they include:
More technology and automation will be introduced into supply chains, particularly ports. This will help make operations more efficient but also increase the risk of cybersecurity attacks and service interruptions due to glitches and bugs. This could also add tensions among the labor pool and unions, who do not want jobs to be replaced with automation.
The new administration in the United States introduces a lot of uncertainty, with talks of major tariffs for numerous countries as well as talks of US freight getting preferential treatment through the Panama Canal. If these things do come to fruition, expect to see shifts in global trade patterns and sourcing.
Natural disasters will continue to become more frequent and more severe, as exhibited by the wildfires in Los Angeles and the winter storms throughout the southern states in the U.S. As a result, expect companies to invest more heavily in sustainability to mitigate climate change.
The peace treaty announced on Wednesday between Isael and Hamas in the Middle East could support increased freight volumes returning to the Suez Canal as political crisis in the area are resolved.
The French transportation visibility provider Shippeo today said it has raised $30 million in financial backing, saying the money will support its accelerated expansion across North America and APAC, while driving enhancements to its “Real-Time Transportation Visibility Platform” product.
The funding round was led by Woven Capital, Toyota’s growth fund, with participation from existing investors: Battery Ventures, Partech, NGP Capital, Bpifrance Digital Venture, LFX Venture Partners, Shift4Good and Yamaha Motor Ventures. With this round, Shippeo’s total funding exceeds $140 million.
Shippeo says it offers real-time shipment tracking across all transport modes, helping companies create sustainable, resilient supply chains. Its platform enables users to reduce logistics-related carbon emissions by making informed trade-offs between modes and carriers based on carbon footprint data.
"Global supply chains are facing unprecedented complexity, and real-time transport visibility is essential for building resilience” Prashant Bothra, Principal at Woven Capital, who is joining the Shippeo board, said in a release. “Shippeo’s platform empowers businesses to proactively address disruptions by transforming fragmented operations into streamlined, data-driven processes across all transport modes, offering precise tracking and predictive ETAs at scale—capabilities that would be resource-intensive to develop in-house. We are excited to support Shippeo’s journey to accelerate digitization while enhancing cost efficiency, planning accuracy, and customer experience across the supply chain.”
Donald Trump has been clear that he plans to hit the ground running after his inauguration on January 20, launching ambitious plans that could have significant repercussions for global supply chains.
As Mark Baxa, CSCMP president and CEO, says in the executive forward to the white paper, the incoming Trump Administration and a majority Republican congress are “poised to reshape trade policies, regulatory frameworks, and the very fabric of how we approach global commerce.”
The paper is written by import/export expert Thomas Cook, managing director for Blue Tiger International, a U.S.-based supply chain management consulting company that focuses on international trade. Cook is the former CEO of American River International in New York and Apex Global Logistics Supply Chain Operation in Los Angeles and has written 19 books on global trade.
In the paper, Cook, of course, takes a close look at tariff implications and new trade deals, emphasizing that Trump will seek revisions that will favor U.S. businesses and encourage manufacturing to return to the U.S. The paper, however, also looks beyond global trade to addresses topics such as Trump’s tougher stance on immigration and the possibility of mass deportations, greater support of Israel in the Middle East, proposals for increased energy production and mining, and intent to end the war in the Ukraine.
In general, Cook believes that many of the administration’s new policies will be beneficial to the overall economy. He does warn, however, that some policies will be disruptive and add risk and cost to global supply chains.
In light of those risks and possible disruptions, Cook’s paper offers 14 recommendations. Some of which include:
Create a team responsible for studying the changes Trump will introduce when he takes office;
Attend trade shows and make connections with vendors, suppliers, and service providers who can help you navigate those changes;
Consider becoming C-TPAT (Customs-Trade Partnership Against Terrorism) certified to help mitigate potential import/export issues;
Adopt a risk management mindset and shift from focusing on lowest cost to best value for your spend;
Increase collaboration with internal and external partners;
Expect warehousing costs to rise in the short term as companies look to bring in foreign-made goods ahead of tariffs;
Expect greater scrutiny from U.S. Customs and Border Patrol of origin statements for imports in recognition of attempts by some Chinese manufacturers to evade U.S. import policies;
Reduce dependency on China for sourcing; and
Consider manufacturing and/or sourcing in the United States.
Cook advises readers to expect a loosening up of regulations and a reduction in government under Trump. He warns that while some world leaders will look to work with Trump, others will take more of a defiant stance. As a result, companies should expect to see retaliatory tariffs and duties on exports.
Cook concludes by offering advice to the incoming administration, including being sensitive to the effect retaliatory tariffs can have on American exports, working on federal debt reduction, and considering promoting free trade zones. He also proposes an ambitious water works program through the Army Corps of Engineers.
ReposiTrak, a global food traceability network operator, will partner with Upshop, a provider of store operations technology for food retailers, to create an end-to-end grocery traceability solution that reaches from the supply chain to the retail store, the firms said today.
The partnership creates a data connection between suppliers and the retail store. It works by integrating Salt Lake City-based ReposiTrak’s network of thousands of suppliers and their traceability shipment data with Austin, Texas-based Upshop’s network of more than 450 retailers and their retail stores.
That accomplishment is important because it will allow food sector trading partners to meet the U.S. FDA’s Food Safety Modernization Act Section 204d (FSMA 204) requirements that they must create and store complete traceability records for certain foods.
And according to ReposiTrak and Upshop, the traceability solution may also unlock potential business benefits. It could do that by creating margin and growth opportunities in stores by connecting supply chain data with store data, thus allowing users to optimize inventory, labor, and customer experience management automation.
"Traceability requires data from the supply chain and – importantly – confirmation at the retail store that the proper and accurate lot code data from each shipment has been captured when the product is received. The missing piece for us has been the supply chain data. ReposiTrak is the leader in capturing and managing supply chain data, starting at the suppliers. Together, we can deliver a single, comprehensive traceability solution," Mark Hawthorne, chief innovation and strategy officer at Upshop, said in a release.
"Once the data is flowing the benefits are compounding. Traceability data can be used to improve food safety, reduce invoice discrepancies, and identify ways to reduce waste and improve efficiencies throughout the store,” Hawthorne said.
Under FSMA 204, retailers are required by law to track Key Data Elements (KDEs) to the store-level for every shipment containing high-risk food items from the Food Traceability List (FTL). ReposiTrak and Upshop say that major industry retailers have made public commitments to traceability, announcing programs that require more traceability data for all food product on a faster timeline. The efforts of those retailers have activated the industry, motivating others to institute traceability programs now, ahead of the FDA’s enforcement deadline of January 20, 2026.