LPG forklifts stand up to the challenge

Simon Duddy: What benefits do LPG forklifts bring to fleet managers and warehouse managers?

Nick Carter: A key advantage of LPG models is they can work both inside and outside buildings. Most businesses require forklifts to carry out external and internal work, so having a truck designed for this is a massive plus. From an emissions point of view it is fine to work inside, and the trucks are also robust enough to work outside alongside diesel trucks.

The flexibility is especially important for a small user who might only have one or two trucks. If they choose a diesel truck or an electric, they have limitations. LPG forklifts can tackle uneven surfaces and steep inclines. There is a myth about LPG trucks – that they are not as durable or capable of lifting larger loads as diesel powered models, but the facts from the marketplace will tell you different.

The technology also offers a fast re-fuelling operation, you don’t have to wait overnight for batteries to recharge. When an installation is made, training is given to operators on how to refill from bulk LPG or replace cylinders. It is a relatively straightforward and fast process.

The use of LPG can also eliminate onsite fuel pilferage which you can get with diesel. 

LPG burns very cleanly and helps a company to reduce its emissions. A move from diesel to LPG can greatly reduce emissions such as NOX. You also avoid the sooty deposit diesel forklifts can leave on packaging.

SD: But doesn’t an LPG forklift leave an oily film? 

NC: That is not something I’ve heard. LPG forklifts offer a lot of positives. The charging facilities are outside, unlike electrical recharging, so the warehouse manager can use space within the warehouse for his core business. You also pay for the fuel as you use it, rather than paying up front for a battery. If you are in a two shift system, you will need a spare battery, increasing outlay. With LPG, you simply fill the tank up more often.

SD: What are the advantages of a managed LPG cylinder supply solution?

NC: We prefer to manage the supply, and use it as a key selling point. We are happy to take full responsibility, as the key thing is making sure the customer doesn’t run out of gas. Store managers are notorious for only placing an order when they are down to the last bottle, or for thinking a bottle is full when it is empty, so we take away that doubt.

We discuss anticipated requirement, put more stock in initially, and go along as and when needed to replace empty cylinders. Customers won’t use more gas, but it takes away the risk of people forgetting to order, so companies can concentrate on running their business.

SD: Forklift users sometimes complain that indicators showing gas levels in a cylinder are inadequate. What is the LPG industry doing to improve this?

NC: First of all, we don’t manufacture forklifts, we are reliant on partnerships with truck manufacturers. Saying that, the newer trucks have improved in recent years. Gas level indication is not an exact science and you have the same problem in the diesel market, you cannot be too reliant on indicators.

We also work in bulk supply with mid to large sized customers. Here customers will top up at the filling station at the start of the shift making sure they don’t have to stop during their work. It takes just a few minutes.

SD: LPG forklifts are safer to use indoors than diesel powered models, but they are not safe if the room is not well ventilated. Does the reputation of LPG as a cleaner fuel blind operators to its potential dangers?

Rob Shuttleworth (pictured): Whenever you burn anything you get some degree of carbon monoxide (CO). Our members are acutely aware of that. A key part of selling gas to any user is to make them aware of CO. We work with the All Party Parliamentary Group on CO poisoning. In an adequately ventilated place, which you hope it would be if people are working there, an LPG forklift truck should represent no risk whatsoever.

In any case, it would be part of our members’ routine is to educate the users. I’m not aware of any cases of CO poisoning in forklift applications, cases typically result from poorly maintained boilers or camping barbecue’s.

NC: When we do our site survey, one of things we will look at is site conditions from a safety point of view. As well as CO, this covers sparks, anything that could cause an issue with a gas truck. It’s worth adding that two diesel trucks pump out more emissions than 10 gas trucks.

While electric trucks don’t emit CO, you need good ventilation where the batteries are charged because of the acid and chemicals used in that process. Ventilation, irrespective of truck, is a key element in the warehouse.

SD: LPG forklift engines are based on car engine designs. Some say these are less robust than engines that are made for MHE. What is your opinion?

NC: I’ve heard it said. I do a lot of work with the sales teams of forklift manufacturers. We try to educate people more about LPG, and dispel some of the myths. For example, people say LPG is more expensive. This is no longer the case, it possibly was if you go back five years or more.

In a heavy industrial scenario, we see suppliers tending to quote a diesel truck, partly because of the dust and concerns that could cause the truck to be temperamental. They haven’t actually got proof of that but that is what they would recommend to a customer.

However, LPG models are winning over customers in heavy duty applications. ER Birch & Sons have a potato processing plant in Shropshire and they initially weren’t convinced by LPG, how durable and robust it would be. They work long, hard shifts and had diesel trucks for years. They were also concerned about fuel consumption. They took on Mitsubishi LPG forklifts supplied by Jofson and were absolutely thrilled to bits with the performance.

SD: Electric counterbalance trucks are being marketed by forklift manufacturers with increasing confidence in terms of their ability to operate inside and outside, in sterner applications and in all-weather. Is this a threat to LPG forklifts?

NC: The honest answer is yes, there is a big push on electric trucks. But with LPG you get constant power, whereas with battery powered trucks – granted the batteries are better than they used to be – but I am reliably informed that you still lose power as the charge in the battery gets lower. As it is working harder, you would lose some power, so you’re not getting the operational efficiencies you would get with an LPG truck. In terms of performance outside, I would have thought even improved electric trucks wouldn’t be able to match the performance of an LPG truck.

Also when people do a cost comparison of LPG and electric forklifts I’m not convinced people do a proper calculation of battery cost. If you are using the truck all the time, you can see the advantage but if you are only using it for a two or three hours a day you are paying a lot of money.

Electricity is also becoming more expensive, and it is difficult to establish the cost as many users don’t have a meter on the charging bay. 

RS: The wider issue is that in the UK, electricity is facing a number of challenges from a number of sources. For example, you have ground source heat pumps coming into homes and a lot of talk about electric vehicles on the road. This will put pressure on generating, and particularly grid capacity, to cope with this. We see LPG as a much more secure fuel than electricity at the moment.

In terms of CO2 emissions, you must look at how the electricity is generated. We see electricity as emitting 80% more CO2 than LPG, certainly in a domestic environment. It is a huge difference. The Government is trying to green electricity sources, but it’s not there yet.