When it comes to forklift safety, good operator training will always be Number One. But a variety of lift truck accessories, devices, and technology products can also help you enhance safety for forklift operators and pedestrians in your warehouse. Here are some recent examples that are now on the market.
FORKLIFT ANTI-COLLISION SYSTEM
ELOshield, a forklift anti-collision system, made its U.S. debut at the Modex 2018 show in Atlanta. ELOshield was developed by Elokon, a European provider of lift truck safety technology.
ELOshield is a UHF (ultra-high-frequency)-based warning system that helps prevent industrial truck accidents (both vehicle-to-vehicle and vehicle-to-person). A fixed-site version monitors accident-prone areas, such as high-traffic aisle intersections. A mobile version monitors zones of up to 50 feet around moving vehicles. These zones can be programmed, by vehicle, as circles, symmetrical rectangles, or asymmetrical polygons. Two zones, representing "warning" and "danger" risks, can trigger different system reactions.
When trucks get too close to each other or pedestrians, the truck-mounted display sends an audible and/or visual alert, automatically slows the truck down to "creep speed," and, if desired, stops the truck. If pedestrians come too close to a truck, their tags vibrate and sound an alarm.
This advanced driver-assistance system includes ID tags for industrial trucks, pedestrians, and fixed locations (like racking or doorways), as well as operator displays for each vehicle and a charging system for the pedestrian tags. (Elokon, www.elokon.com)
FORKLIFT SAFETY STROBE LIGHTS
TVH in the Americas (TVH), a supplier of replacement parts for material handling and industrial equipment, has added new dual-color strobes to its ML2 LED, ML5 LED, and ML55 LED series forklift safety lights. These strobes come in four different color combinations: amber/blue, amber/clear, amber/red, and blue/red. The dual-color option is ideal for alerting other workers of a forklift's action, the company says. If the forklift is moving, the strobe will flash one color. When the forklift is stopped and the forks are lifting, the strobe will flash the other color, indicating that the forklift is in use and not just parked.
Each strobe series is rated 12-80VDC. All of the units have six LEDs per head (three of each color) and come with a two-year warranty. (TVH in the Americas, www.tvh.com)
STANDUP FORKLIFT UNDERRIDE PREVENTION
The Backbone from Lakeport Metalcraft Inc. is a vertical metal bar designed to prevent serious and potentially fatal injuries to operators of reach trucks and standup forklifts caused by horizontal objects intruding into the operator's compartment. According to the device's manufacturer, most of these accidents occur during rearward collisions with racking—for example, when a horizontal rack beam penetrates the operator compartment.
The Backbone is easy to install and attaches in minutes, according to the manufacturer. It also complies with the ANSI B56.1 safety standard for lift trucks and meets the requirement to withstand the impact of a fully loaded truck traveling 1.6 km/h, or approximately 1 mph. (Lakeport Metalcraft Inc., www.lakeportmetalcraft.com)
DOCK SAFETY COMMUNICATION SYSTEM
When used in concert with its Dok-Lok vehicle restraint system, Rite-Hite's Corner-Vu, Leveler-Vu, Pedestrian-Vu, and new Approach-Vu warning systems make forklift operators and pedestrians aware of lift truck activity in and around loading and receiving docks as well as inside truck trailers, improving safety for everyone.
Corner-Vu lights (see photo) are located on the upper corners of the interior dock door, without obstructing the forklift driver's view. A green light means the trailer is safely secured to the loading dock with a Dok-Lok restraint, while a red light indicates the trailer is not secured and is unsafe to enter. Corner-Vu lights also serve as a reference point for the overhead door opening.
Leveler-Vu helps prevent accidents by conveying Dok-Lok status to the forklift operator while he or she is inside the trailer. A green light means the trailer is safely secured to the loading dock with a Dok-Lok restraint. A red light indicates the trailer is not secured. The lights also serve as a reference point of the leveler location for the lift truck operator when backing out of the trailer. Leveler-Vu lights mount into the back of the leveler in the standard weather-seal channel and are positioned below the surface of the leveler, preventing direct contact with forklifts.
Pedestrian-Vu communicates to pedestrians and material handling equipment operators on the dock that there is activity inside a trailer. Motion sensors are located on each side of the dock door and are aimed inside the trailer; an intense flashing blue light is emitted onto the dock leveler when motion is detected inside the trailer. Pedestrian-Vu also works in conjunction with Dok-Lok to alert any dockworker or forklift that enters an unsecured trailer. The blue light flickers as an audible alarm alerts the worker that he or she has entered an unsecured trailer, while the external light system simultaneously changes to red, warning the truck driver that there is activity inside the trailer.
Outside the dock opening, from a fixed location above the dock door, the Approach-Vu sensor detects the motion of a tractor-trailer backing into a dock position. A visual and audible alarm located on the Dok-Lok vehicle restraint alerts dock workers and pedestrians of the impending danger. According to the manufacturer, this multisensory alert system is important because ambient noise often masks the sound of a cab's engine, which can be 70 feet or more from the back of the trailer. (Rite-Hite, www.rite-hite.com)
LED FORKLIFT WARNING LIGHT
Industrial lighting expert Larson Electronics LLC has released the EXHL-TRN-RPS-LE4-FKWL-BLU-M, a new 25-watt rechargeable blue LED forklift warning light. The unit produces 2,250 lumens of intense blue light that is visible both during the day and at night to indicate the forklift's pathway, warning pedestrians of ongoing forklift operation.
The explosion-proof light operates on a rechargeable lithium-ion battery with eight hours of runtime. An unbreakable polycarbonate lens covers the light. The unit's housing, constructed of extruded aluminum, is waterproof to three meters and is resistant to dust, dirt, and humidity. The light can operate in temperatures of minus 40 degrees C to 60 degrees C (minus 40 degrees F to 140 degrees F), and is resistant to shock and vibration. An adjustable magnetic mount allows operators to control the tilt and rotation of the LED. (Larson Electronics LLC, www.larsonelectronics.com)
ARC SAFETY LIGHT
According to Panacea Aftermarket Co., its exclusive patent-pending LED forklift arc safety light is the world's first. When used in conjunction with the company's red zone forklift safety lights, the light provides 75 times the coverage of standard blue forklift lights, the company says.
The safety light projects a wide, brightly colored line around the front, back, and sides of the truck, with forward and rear projection of eight to 12 feet. It is available in 12 to 80 volts and three colors: red, blue, and green. With an IP67-rated aluminum housing, the arc light comes with a lifetime warranty. (Panacea Aftermarket Co., panaceaco.com)
FORKLIFT SAFETY AND LOAD PROTECTION PRODUCTS
Australia-based SumoSafe Global says it offers a range of "ingeniously simple yet highly innovative" products that significantly reduce damage to palletized loads, making forklift trucks safer to operate.
The SumoSafe lineup includes:
SumoSafeforks—a radical new design of lift truck fork that takes traditional steel tines and encases the tips within a protective glove. Made from industrial-grade polyurethane, the glove limits the impact of a carelessly driven lift truck's forks against a load.
SumoGloves—a variation on the SumoSafefork. SumoGloves are quickly and easily fitted to the tips of a lift truck's existing forks. They are compatible with all common makes and sizes of forklift tines.
SumoVision—a system that improves an operator's forward visibility even when sightlines are obscured by a large bulky load.
SumoLevel—a new forklift mast-tilt indicator system that reduces accidental damage to pallets, loads, and racking caused by a lift truck's forks during pallet picking and putaway.
SumoBackbone—a protective device that can be retrofitted to any lift truck make or model to minimize the risk of an operator's suffering a spine or whiplash injury from reversing into a stationary object or being hit from the rear by another forklift. (SumoSafe Global, www.sumosafe.net)
COLLISION ALERT SYSTEM
Sensor solutions provider Sick's backup assistance system (BAS) is a stand-alone aftermarket solution that actively alerts the operator to unseen obstructions behind the forklift, which contributes to a reduction in accidents.
Using the manufacturer's compact, advanced laser measurement scanner, the backup assistance system gives real-time feedback to the driver via an audible warning only when the truck is too close to any stationary or moving object. This intelligent system, which was designed specifically for forklifts, can be connected to the reverse-drive function of the vehicle to eliminate false alarms. Kits are available for different-voltage trucks and electrical systems, the company says. (Sick Inc., www.sickusa.com)
SAFETY-DATA COLLECTION BELT
Modjoul Inc.'s SmartBelt improves safety by tracking forklift drivers' actions and identifying risky behaviors that could lead to safety incidents. The wearable SmartBelt uses sensors and a geographic positioning system (GPS) to gather data about location, motion, and environment, giving companies information that can help them understand behaviors and activities that lead to injuries, the manufacturer says.
Data are collected based on counts, duration, and rate of the employee's activities, including walking, sitting, falling, driving, bending, and tripping. The SmartBelt transmits the data to the cloud via Wi-Fi, and the information is reported in three customizable dashboard views: CEO, Supervisor, and Employee. The dashboard reports allow the viewer to see an overview and ranking of an employee's safety as well as to look at specific events and track an employee's location. The software allows the owner to go back in time to review the data leading up to and following an incident.
Available in sizes from 30 to 44 inches, the SmartBelt uses vibrations to send alerts from a supervisor to the wearer. If the wearer encounters a problem, an alert button located on the bottom of the SmartBelt buckle can be used to notify a supervisor via Wi-Fi and the Modjoul mobile app. The SmartBelt has a battery life of up to 12 hours; charging at the end of every shift is recommended. (Modjoul Inc., www.modjoul.com)
Most of the apparel sold in North America is manufactured in Asia, meaning the finished goods travel long distances to reach end markets, with all the associated greenhouse gas emissions. On top of that, apparel manufacturing itself requires a significant amount of energy, water, and raw materials like cotton. Overall, the production of apparel is responsible for about 2% of the world’s total greenhouse gas emissions, according to a report titled
Taking Stock of Progress Against the Roadmap to Net Zeroby the Apparel Impact Institute. Founded in 2017, the Apparel Impact Institute is an organization dedicated to identifying, funding, and then scaling solutions aimed at reducing the carbon emissions and other environmental impacts of the apparel and textile industries.
The author of this annual study is researcher and consultant Michael Sadowski. He wrote the first report in 2021 as well as the latest edition, which was released earlier this year. Sadowski, who is also executive director of the environmental nonprofit
The Circulate Initiative, recently joined DC Velocity Group Editorial Director David Maloney on an episode of the “Logistics Matters” podcast to discuss the key findings of the research, what companies are doing to reduce emissions, and the progress they’ve made since the first report was issued.
A: While companies in the apparel industry can set their own sustainability targets, we realized there was a need to give them a blueprint for actually reducing emissions. And so, we produced the first report back in 2021, where we laid out the emissions from the sector, based on the best estimates [we could make using] data from various sources. It gives companies and the sector a blueprint for what we collectively need to do to drive toward the ambitious reduction [target] of staying within a 1.5 degrees Celsius pathway. That was the first report, and then we committed to refresh the analysis on an annual basis. The second report was published last year, and the third report came out in May of this year.
Q: What were some of the key findings of your research?
A: We found that about half of the emissions in the sector come from Tier Two, which is essentially textile production. That includes the knitting, weaving, dyeing, and finishing of fabric, which together account for over half of the total emissions. That was a really important finding, and it allows us to focus our attention on the interventions that can drive those emissions down.
Raw material production accounts for another quarter of emissions. That includes cotton farming, extracting gas and oil from the ground to make synthetics, and things like that. So we now have a really keen understanding of the source of our industry’s emissions.
Q: Your report mentions that the apparel industry is responsible for about 2% of global emissions. Is that an accurate statistic?
A: That’s our best estimate of the total emissions [generated by] the apparel sector. Some other reports on the industry have apparel at up to 8% of global emissions. And there is a commonly misquoted number in the media that it’s 10%. From my perspective, I think the best estimate is somewhere under 2%.
We know that globally, humankind needs to reduce emissions by roughly half by 2030 and reach net zero by 2050 to hit international goals. [Reaching that target will require the involvement of] every facet of the global economy and every aspect of the apparel sector—transportation, material production, manufacturing, cotton farming. Through our work and that of others, I think the apparel sector understands what has to happen. We have highlighted examples of how companies are taking action to reduce emissions in the roadmap reports.
Q: What are some of those actions the industry can take to reduce emissions?
A: I think one of the positive developments since we wrote the first report is that we’re seeing companies really focus on the most impactful areas. We see companies diving deep on thermal energy, for example. With respect to Tier Two, we [focus] a lot of attention on things like ocean freight versus air. There’s a rule of thumb I’ve heard that indicates air freight is about 10 times the cost [of ocean] and also produces 10 times more greenhouse gas emissions.
There is money available to invest in sustainability efforts. It’s really exciting to see the funding that’s coming through for AI [artificial intelligence] and to see that individual companies, such as H&M and Lululemon, are investing in real solutions in their supply chains. I think a lot of concrete actions are being taken.
And yet we know that reducing emissions by half on an absolute basis by 2030 is a monumental undertaking. So I don’t want to be overly optimistic, because I think we have a lot of work to do. But I do think we’ve got some amazing progress happening.
Q: You mentioned several companies that are starting to address their emissions. Is that a result of their being more aware of the emissions they generate? Have you seen progress made since the first report came out in 2021?
A: Yes. When we published the first roadmap back in 2021, our statistics showed that only about 12 companies had met the criteria [for setting] science-based targets. In 2024, the number of apparel, textile, and footwear companies that have set targets or have commitments to set targets is close to 500. It’s an enormous increase. I think they see the urgency more than other sectors do.
We have companies that have been working at sustainability for quite a long time. I think the apparel sector has developed a keen understanding of the impacts of climate change. You can see the impacts of flooding, drought, heat, and other things happening in places like Bangladesh and Pakistan and India. If you’re a brand or a manufacturer and you have operations and supply chains in these places, I think you understand what the future will look like if we don’t significantly reduce emissions.
Q: There are different categories of emission levels, depending on the role within the supply chain. Scope 1 are “direct” emissions under the reporting company’s control. For apparel, this might be the production of raw materials or the manufacturing of the finished product. Scope 2 covers “indirect” emissions from purchased energy, such as electricity used in these processes. Scope 3 emissions are harder to track, as they include emissions from supply chain partners both upstream and downstream.
Now companies are finding there are legislative efforts around the world that could soon require them to track and report on all these emissions, including emissions produced by their partners’ supply chains. Does this mean that companies now need to be more aware of not only what greenhouse gas emissions they produce, but also what their partners produce?
A: That’s right. Just to put this into context, if you’re a brand like an Adidas or a Gap, you still have to consider the Scope 3 emissions. In particular, there are the so-called “purchased goods and services,” which refers to all of the embedded emissions in your products, from farming cotton to knitting yarn to making fabric. Those “purchased goods and services” generally account for well above 80% of the total emissions associated with a product. It’s by far the most significant portion of your emissions.
Leading companies have begun measuring and taking action on Scope 3 emissions because of regulatory developments in Europe and, to some extent now, in California. I do think this is just a further tailwind for the work that the industry is doing.
I also think it will definitely ratchet up the quality requirements of Scope 3 data, which is not yet where we’d all like it to be. Companies are working to improve that data, but I think the regulatory push will make the quality side increasingly important.
Q: Overall, do you think the work being done by the Apparel Impact Institute will help reduce greenhouse gas emissions within the industry?
A: When we started this back in 2020, we were at a place where companies were setting targets and knew their intended destination, but what they needed was a blueprint for how to get there. And so, the roadmap [provided] this blueprint and identified six key things that the sector needed to do—from using more sustainable materials to deploying renewable electricity in the supply chain.
Decarbonizing any sector, whether it’s transportation, chemicals, or automotive, requires investment. The Apparel Impact Institute is bringing collective investment, which is so critical. I’m really optimistic about what they’re doing. They have taken a data-driven, evidence-based approach, so they know where the emissions are and they know what the needed interventions are. And they’ve got the industry behind them in doing that.
The global air cargo market’s hot summer of double-digit demand growth continued in August with average spot rates showing their largest year-on-year jump with a 24% increase, according to the latest weekly analysis by Xeneta.
Xeneta cited two reasons to explain the increase. First, Global average air cargo spot rates reached $2.68 per kg in August due to continuing supply and demand imbalance. That came as August's global cargo supply grew at its slowest ratio in 2024 to-date at 2% year-on-year, while global cargo demand continued its double-digit growth, rising +11%.
The second reason for higher rates was an ocean-to-air shift in freight volumes due to Red Sea disruptions and e-commerce demand.
Those factors could soon be amplified as e-commerce shows continued strong growth approaching the hotly anticipated winter peak season. E-commerce and low-value goods exports from China in the first seven months of 2024 increased 30% year-on-year, including shipments to Europe and the US rising 38% and 30% growth respectively, Xeneta said.
“Typically, air cargo market performance in August tends to follow the July trend. But another month of double-digit demand growth and the strongest rate growths of the year means there was definitely no summer slack season in 2024,” Niall van de Wouw, Xeneta’s chief airfreight officer, said in a release.
“Rates we saw bottoming out in late July started picking up again in mid-August. This is too short a period to call a season. This has been a busy summer, and now we’re at the threshold of Q4, it will be interesting to see what will happen and if all the anticipation of a red-hot peak season materializes,” van de Wouw said.
The report cites data showing that there are approximately 1.7 million workers missing from the post-pandemic workforce and that 38% of small firms are unable to fill open positions. At the same time, the “skills gap” in the workforce is accelerating as automation and AI create significant shifts in how work is performed.
That information comes from the “2024 Labor Day Report” released by Littler’s Workplace Policy Institute (WPI), the firm’s government relations and public policy arm.
“We continue to see a labor shortage and an urgent need to upskill the current workforce to adapt to the new world of work,” said Michael Lotito, Littler shareholder and co-chair of WPI. “As corporate executives and business leaders look to the future, they are focused on realizing the many benefits of AI to streamline operations and guide strategic decision-making, while cultivating a talent pipeline that can support this growth.”
But while the need is clear, solutions may be complicated by public policy changes such as the upcoming U.S. general election and the proliferation of employment-related legislation at the state and local levels amid Congressional gridlock.
“We are heading into a contentious election that has already proven to be unpredictable and is poised to create even more uncertainty for employers, no matter the outcome,” Shannon Meade, WPI’s executive director, said in a release. “At the same time, the growing patchwork of state and local requirements across the U.S. is exacerbating compliance challenges for companies. That, coupled with looming changes following several Supreme Court decisions that have the potential to upend rulemaking, gives C-suite executives much to contend with in planning their workforce-related strategies.”
Stax Engineering, the venture-backed startup that provides smokestack emissions reduction services for maritime ships, will service all vessels from Toyota Motor North America Inc. visiting the Toyota Berth at the Port of Long Beach, according to a new five-year deal announced today.
Beginning in 2025 to coincide with new California Air Resources Board (CARB) standards, STAX will become the first and only emissions control provider to service roll-on/roll-off (ro-ros) vessels in the state of California, the company said.
Stax has rapidly grown since its launch in the first quarter of this year, supported in part by a $40 million funding round from investors, announced in July. It now holds exclusive service agreements at California ports including Los Angeles, Long Beach, Hueneme, Benicia, Richmond, and Oakland. The firm has also partnered with individual companies like NYK Line, Hyundai GLOVIS, Equilon Enterprises LLC d/b/a Shell Oil Products US (Shell), and now Toyota.
Stax says it offers an alternative to shore power with land- and barge-based, mobile emissions capture and control technology for shipping terminal and fleet operators without the need for retrofits.
In the case of this latest deal, the Toyota Long Beach Vehicle Distribution Center imports about 200,000 vehicles each year on ro-ro vessels. Stax will keep those ships green with its flexible exhaust capture system, which attaches to all vessel classes without modification to remove 99% of emitted particulate matter (PM) and 95% of emitted oxides of nitrogen (NOx). Over the lifetime of this new agreement with Toyota, Stax estimated the service will account for approximately 3,700 hours and more than 47 tons of emissions controlled.
“We set out to provide an emissions capture and control solution that was reliable, easily accessible, and cost-effective. As we begin to service Toyota, we’re confident that we can meet the needs of the full breadth of the maritime industry, furthering our impact on the local air quality, public health, and environment,” Mike Walker, CEO of Stax, said in a release. “Continuing to establish strong partnerships will help build momentum for and trust in our technology as we expand beyond the state of California.”
That result showed that driver wages across the industry continue to increase post-pandemic, despite a challenging freight market for motor carriers. The data comes from ATA’s “Driver Compensation Study,” which asked 120 fleets, more than 150,000 employee drivers, and 14,000 independent contractors about their wage and benefit information.
Drilling into specific categories, linehaul less-than-truckload (LTL) drivers earned a median annual amount of $94,525 in 2023, while local LTL drivers earned a median of $80,680. The median annual compensation for drivers at private carriers has risen 12% since 2021, reaching $95,114 in 2023. And leased-on independent contractors for truckload carriers were paid an annual median amount of $186,016 in 2023.
The results also showed how the demographics of the industry are changing, as carriers offered smaller referral and fewer sign-on bonuses for new drivers in 2023 compared to 2021 but more frequently offered tenure bonuses to their current drivers and with a greater median value.
"While our last study, conducted in 2021, illustrated how drivers benefitted from the strongest freight environment in a generation, this latest report shows professional drivers' earnings are still rising—even in a weaker freight economy," ATA Chief Economist Bob Costello said in a release. "By offering greater tenure bonuses to their current driver force, many fleets appear to be shifting their workforce priorities from recruitment to retention."