DC Velocity - Digital 2018

and direct-to-store delivery (DSD) requires more drivers to maneuver pallets through commercial doorways, in retail backrooms, and in truck trailers. Those changing needs prompted his company five years ago to introduce a 3,000-pound-capacity electric pallet truck with the same size and shape as a manual pallet jack. According to Pedriana, the E30 was the first electric that could go wherever a manual could. Demand is so strong, he adds, that it has become the company’s all-time best-seller.

The popularity of direct-to-store delivery
not only creates a need for maneuverability
in small spaces but also places a premium
on stability, says David McNeill, manager of
product strategy for warehouse products at
Yale Materials Handling Corp. It’s increas-
ingly common for pallet trucks to carry
loads over doorjambs, parking lots, and
curbs, he notes. As an example of equipment
that was designed with such tight quarters
and bumpy terrain in mind, he cites Yale’s
Although they’re typically used for floor-level han-
dling, pallet trucks are exploring new territory off
the ground, too. Second-level order pickers—rider
pallet trucks that can elevate operators to a height of
about 32 to 38 inches (as shown in the accompany-
ing photo)—are starting to migrate from Europe to
North America. According to Rice, few companies
here are using them so far, but interest in this type
of equipment is “phenomenal,” particularly among
companies that don’t have enough floor space for
all of their stock-keeping units (SKUs). Because sec-
ond-level pickers allow operators to quickly access
both the first and second level of storage with the
same piece of equipment, users can add SKUs with-
out slowing operations or having to expand the
facility. Currently, European equipment designed
for comparatively light duty is available here, Rice
says, but Raymond will introduce a heavier-duty
second-level picker designed for and built in North
America later this year.

HOT TECHNOLOGY ON BOARD

Technology is helping pallet trucks work harder, smarter, and faster in applications old and new. For example, new materials are improving strength and durability without increasing the weight of the truck itself. Rice mentions thermo elastomers (essentially rubberized plastic), ductile iron (made by infusing magnesium into steel), and high-strength low-alloy (HSLA) aluminum. All are more flexible and resilient than the traditional low-carbon steel but weigh much less.

A promising but still developing advancement is the adoption of alternative energy sources such as hydrogen fuel cells and lithium-ion batteries, says Mark Koffarnus, director of national accounts for Hyster-Yale Group. Fuel cells are gaining momentum as the fueling options and infrastructure catch up to the fuel cell technology itself, he says, while lithium-ion batteries are making headway, in part because they offer “a very attractive economic return on investment.” The lithium-ion pack on Hyster’s W45ZHD walkie, for example, has a lifespan of five-plus years, lasting up to five times longer than traditional battery solutions, he says.

McNeill believes lithium-ion batteries are well suited for DSD operations. For one thing, they can be opportunity-charged from a standard 120V outlet, whether in the trailer while en route or at a delivery site. For another, they are smaller and lighter than lead-acid batteries, making them a good fit for pallet trucks that must maneuver in tight spaces like delivery trailers, store aisles, and doorways, he says.