Lithium forklift batteries: Navitas Systems' Starlifter lithium forklift batteries (above) are designed with an advanced proprietary battery management system (BMS) that was created in-house and is also manufactured in-house on the company's own printed circuit board production line. They're built to automotive/industrial standards and are completely encased in an aluminum heatsink housing, the manufacturer says.
The Starlifter lithium ion batteries are also unique in that the company separates the lithium battery from the counterweight needed to bring the battery up to the size/weight of a lead acid battery, so vibration of the cells is minimized (compared with putting the weight and the battery cells in one box). Navitas says this results in the most physically protected lithium battery on the market due to the surrounding thickness of the steel counterweight. (Navitas Systems, www.lithiumforkliftpower.com)
High-speed charger:
Douglas Battery, a manufacturer of batteries and chargers for material handling applications, has reintroduced its Raptor Rapid charger, a high-frequency, high-speed fully automatic modular fast charger that the company says could eliminate the need for battery chargers.
Engineered with digital power control technology, Raptor Rapid chargers enable batteries designed for fast charging to be safely charged anytime during the shift-day, according to the manufacturer. With high charge rates, most two-shift and some two- to three-shift operations can avoid changing batteries during the shift, the company adds.
The modular construction of the Raptor Rapid charger adapts to a wide range of battery capacities, allowing potential reduction of the number of chargers in a fleet. In order to achieve optimum charging performance and maintain peak efficiency at all times, charger modules are automatically switched off and on based on charge cycle requirements. Should a module develop a minor fault, the charger bypasses the module for continued operation. (Douglas Battery, www.douglasbattery.com)
Lithium battery chargers:
Delta-Q Technologies, a maker of battery charging solutions for electric drive vehicles and machines, has released four high-frequency lithium battery chargers in its ICL Series: the ICL1200 and ICL1500 in 85-volt and 120-volt models.
The ICL1200 and ICL1500 provide 1,200 watts and 1,500 watts of power, respectively. The 85-volt models are designed to charge lithium battery systems of any lithium-ion cHemiätry from 14 to 24 cells in series, while the 120-volt models charge from 21 to 34 cells in series. Delta-Q's new lithium charger is suitable for use on any electric machine, including scooters, light electric vehicles, aerial work platforms, and sports and utility vehicles.
The ICL1200 and ICL1500 in 85 volts and 120 volts are part of the ICL Series of chargers, which share a set of standard features. They include a wide AC (alternating current) input range, where any ICL Series charger can operate on any single-phase electrical grid around the world. With a fully customizable field-replaceable cable design and the ability to act as both an on- and off-board charger, the ICL Series units provide OEMs (original equipment manufacturers) with flexibility in design and deployment, the company says.
The ICL Series chargers, like the rest of Delta-Q's products, are IP66-rated to protect against dirt and fluids. (Delta-Q, www.delta-q.com)
Wireless battery solution:
Poor management and charging habits for lift truck batteries can lead to diminished performance, premature replacement, and unplanned extra costs. To head off these problems, Yale Battery Vision has developed a wireless battery management solution that provides real-time insights to maximize lift truck battery performance and longevity.
The connected solution monitors usage and alerts users of potential battery issues through a variety of features, including 24/7 monitoring, where data is transmitted to the cloud-based Yale Vision pOréal using existing wireless networks. In addition, water-level indicators monitor electrolytes and report when levels are low or high to ensure proper watering, while smart charging capabilities provide data such as state of charge, voltage current, and battery temperature. The data are stored for the life of the battery to provide a complete documented history for warranty compliance, and users receive easy online access and e-mail alerts that provide info on battery status, charge and discharge characteristics, necessary maintenance actions, and more.
Yale Battery Vision is available as a standalone solution or in conjunction with the full Yale Vision telemetry system for lift truck fleets. The standalone option provides customers with the benefit of a battery management system without requiring investment in a full telemetry system. (Yale Materials Handling Corp., www.yale.com)
Battery training program:
Menomonee Falls, Wis.-based Storage Battery Systems LLC has opened its Battery Academy, a new training facility and program that offers the utility and telecom industries a wide range of training solutions.
The courses, which began in November 2018, include stationary battery system sizing and design considerations, and stationary installation, maintenance, and testing. Webinars are also being offered on battery test equipment, understanding battery data, and battery management.
Courses are available for beginners as well as experienced technicians looking for continuing education. All courses are tailored to cover the industry-accepted standards and best practices recommended by the IEEE (Institute of Electrical and Electronics Engineers). Trainees learn both theory and application on actual installed equipment, not simulators.
The Battery Academy features two instructors, Wayne Eaton and Mike Poetzel. Both instructors bring real-life hands-on experience into the classroom for the sharing of knowledge and industry best practices. Trainees learn from their years of experience in the power generation, power distribution, and data center environments.
Class sizes are limited to 12 trainees in order to optimize the learning experience. Class enrollment is on a first registered/first served basis. The academy is mobile—the company can design a course tailored to your company's specific training needs and can bring the custom training to your site. (Battery Academy, www.battery-academy.com)
Congestion on U.S. highways is costing the trucking industry big, according to research from the American Transportation Research Institute (ATRI), released today.
The group found that traffic congestion on U.S. highways added $108.8 billion in costs to the trucking industry in 2022, a record high. The information comes from ATRI’s Cost of Congestion study, which is part of the organization’s ongoing highway performance measurement research.
Total hours of congestion fell slightly compared to 2021 due to softening freight market conditions, but the cost of operating a truck increased at a much higher rate, according to the research. As a result, the overall cost of congestion increased by 15% year-over-year—a level equivalent to more than 430,000 commercial truck drivers sitting idle for one work year and an average cost of $7,588 for every registered combination truck.
The analysis also identified metropolitan delays and related impacts, showing that the top 10 most-congested states each experienced added costs of more than $8 billion. That list was led by Texas, at $9.17 billion in added costs; California, at $8.77 billion; and Florida, $8.44 billion. Rounding out the top 10 list were New York, Georgia, New Jersey, Illinois, Pennsylvania, Louisiana, and Tennessee. Combined, the top 10 states account for more than half of the trucking industry’s congestion costs nationwide—52%, according to the research.
The metro areas with the highest congestion costs include New York City, $6.68 billion; Miami, $3.2 billion; and Chicago, $3.14 billion.
ATRI’s analysis also found that the trucking industry wasted more than 6.4 billion gallons of diesel fuel in 2022 due to congestion, resulting in additional fuel costs of $32.1 billion.
ATRI used a combination of data sources, including its truck GPS database and Operational Costs study benchmarks, to calculate the impacts of trucking delays on major U.S. roadways.
There’s a photo from 1971 that John Kent, professor of supply chain management at the University of Arkansas, likes to show. It’s of a shaggy-haired 18-year-old named Glenn Cowan grinning at three-time world table tennis champion Zhuang Zedong, while holding a silk tapestry Zhuang had just given him. Cowan was a member of the U.S. table tennis team who participated in the 1971 World Table Tennis Championships in Nagoya, Japan. Story has it that one morning, he overslept and missed his bus to the tournament and had to hitch a ride with the Chinese national team and met and connected with Zhuang.
Cowan and Zhuang’s interaction led to an invitation for the U.S. team to visit China. At the time, the two countries were just beginning to emerge from a 20-year period of decidedly frosty relations, strict travel bans, and trade restrictions. The highly publicized trip signaled a willingness on both sides to renew relations and launched the term “pingpong diplomacy.”
Kent, who is a senior fellow at the George H. W. Bush Foundation for U.S.-China Relations, believes the photograph is a good reminder that some 50-odd years ago, the economies of the United States and China were not as tightly interwoven as they are today. At the time, the Nixon administration was looking to form closer political and economic ties between the two countries in hopes of reducing chances of future conflict (and to weaken alliances among Communist countries).
The signals coming out of Washington and Beijing are now, of course, much different than they were in the early 1970s. Instead of advocating for better relations, political rhetoric focuses on the need for the U.S. to “decouple” from China. Both Republicans and Democrats have warned that the U.S. economy is too dependent on goods manufactured in China. They see this dependency as a threat to economic strength, American jobs, supply chain resiliency, and national security.
Supply chain professionals, however, know that extricating ourselves from our reliance on Chinese manufacturing is easier said than done. Many pundits push for a “China + 1” strategy, where companies diversify their manufacturing and sourcing options beyond China. But in reality, that “plus one” is often a Chinese company operating in a different country or a non-Chinese manufacturer that is still heavily dependent on material or subcomponents made in China.
This is the problem when supply chain decisions are made on a global scale without input from supply chain professionals. In an article in the Arkansas Democrat-Gazette, Kent argues that, “The discussions on supply chains mainly take place between government officials who typically bring many other competing issues and agendas to the table. Corporate entities—the individuals and companies directly impacted by supply chains—tend to be under-represented in the conversation.”
Kent is a proponent of what he calls “supply chain diplomacy,” where experts from academia and industry from the U.S. and China work collaboratively to create better, more efficient global supply chains. Take, for example, the “Peace Beans” project that Kent is involved with. This project, jointly formed by Zhejiang University and the Bush China Foundation, proposes balancing supply chains by exporting soybeans from Arkansas to tofu producers in China’s Yunnan province, and, in return, importing coffee beans grown in Yunnan to coffee roasters in Arkansas. Kent believes the operation could even use the same transportation equipment.
The benefits of working collaboratively—instead of continuing to build friction in the supply chain through tariffs and adversarial relationships—are numerous, according to Kent and his colleagues. They believe it would be much better if the two major world economies worked together on issues like global inflation, climate change, and artificial intelligence.
And such relations could play a significant role in strengthening world peace, particularly in light of ongoing tensions over Taiwan. Because, as Kent writes, “The 19th-century idea that ‘When goods don’t cross borders, soldiers will’ is as true today as ever. Perhaps more so.”
Hyster-Yale Materials Handling today announced its plans to fulfill the domestic manufacturing requirements of the Build America, Buy America (BABA) Act for certain portions of its lineup of forklift trucks and container handling equipment.
That means the Greenville, North Carolina-based company now plans to expand its existing American manufacturing with a targeted set of high-capacity models, including electric options, that align with the needs of infrastructure projects subject to BABA requirements. The company’s plans include determining the optimal production location in the United States, strategically expanding sourcing agreements to meet local material requirements, and further developing electric power options for high-capacity equipment.
As a part of the 2021 Infrastructure Investment and Jobs Act, the BABA Act aims to increase the use of American-made materials in federally funded infrastructure projects across the U.S., Hyster-Yale says. It was enacted as part of a broader effort to boost domestic manufacturing and economic growth, and mandates that federal dollars allocated to infrastructure – such as roads, bridges, ports and public transit systems – must prioritize materials produced in the USA, including critical items like steel, iron and various construction materials.
Hyster-Yale’s footprint in the U.S. is spread across 10 locations, including three manufacturing facilities.
“Our leadership is fully invested in meeting the needs of businesses that require BABA-compliant material handling solutions,” Tony Salgado, Hyster-Yale’s chief operating officer, said in a release. “We are working to partner with our key domestic suppliers, as well as identifying how best to leverage our own American manufacturing footprint to deliver a competitive solution for our customers and stakeholders. But beyond mere compliance, and in line with the many areas of our business where we are evolving to better support our customers, our commitment remains steadfast. We are dedicated to delivering industry-leading standards in design, durability and performance — qualities that have become synonymous with our brands worldwide and that our customers have come to rely on and expect.”
In a separate move, the U.S. Environmental Protection Agency (EPA) also gave its approval for the state to advance its Heavy-Duty Omnibus Rule, which is crafted to significantly reduce smog-forming nitrogen oxide (NOx) emissions from new heavy-duty, diesel-powered trucks.
Both rules are intended to deliver health benefits to California citizens affected by vehicle pollution, according to the environmental group Earthjustice. If the state gets federal approval for the final steps to become law, the rules mean that cars on the road in California will largely be zero-emissions a generation from now in the 2050s, accounting for the average vehicle lifespan of vehicles with internal combustion engine (ICE) power sold before that 2035 date.
“This might read like checking a bureaucratic box, but EPA’s approval is a critical step forward in protecting our lungs from pollution and our wallets from the expenses of combustion fuels,” Paul Cort, director of Earthjustice’s Right To Zero campaign, said in a release. “The gradual shift in car sales to zero-emissions models will cut smog and household costs while growing California’s clean energy workforce. Cutting truck pollution will help clear our skies of smog. EPA should now approve the remaining authorization requests from California to allow the state to clean its air and protect its residents.”
However, the truck drivers' industry group Owner-Operator Independent Drivers Association (OOIDA) pushed back against the federal decision allowing the Omnibus Low-NOx rule to advance. "The Omnibus Low-NOx waiver for California calls into question the policymaking process under the Biden administration's EPA. Purposefully injecting uncertainty into a $588 billion American industry is bad for our economy and makes no meaningful progress towards purported environmental goals," (OOIDA) President Todd Spencer said in a release. "EPA's credibility outside of radical environmental circles would have been better served by working with regulated industries rather than ramming through last-minute special interest favors. We look forward to working with the Trump administration's EPA in good faith towards achievable environmental outcomes.”
Editor's note:This article was revised on December 18 to add reaction from OOIDA.
A Canadian startup that provides AI-powered logistics solutions has gained $5.5 million in seed funding to support its concept of creating a digital platform for global trade, according to Toronto-based Starboard.
The round was led by Eclipse, with participation from previous backers Garuda Ventures and Everywhere Ventures. The firm says it will use its new backing to expand its engineering team in Toronto and accelerate its AI-driven product development to simplify supply chain complexities.
According to Starboard, the logistics industry is under immense pressure to adapt to the growing complexity of global trade, which has hit recent hurdles such as the strike at U.S. east and gulf coast ports. That situation calls for innovative solutions to streamline operations and reduce costs for operators.
As a potential solution, Starboard offers its flagship product, which it defines as an AI-based transportation management system (TMS) and rate management system that helps mid-sized freight forwarders operate more efficiently and win more business. More broadly, Starboard says it is building the virtual infrastructure for global trade, allowing freight companies to leverage AI and machine learning to optimize operations such as processing shipments in real time, reconciling invoices, and following up on payments.
"This investment is a pivotal step in our mission to unlock the power of AI for our customers," said Sumeet Trehan, Co-Founder and CEO of Starboard. "Global trade has long been plagued by inefficiencies that drive up costs and reduce competitiveness. Our platform is designed to empower SMB freight forwarders—the backbone of more than $20 trillion in global trade and $1 trillion in logistics spend—with the tools they need to thrive in this complex ecosystem."