The lithium iron phosphate from BYD claim to have benefits over standard lithium, will the major brands start using this technology or will major battery manufactures adopt this technology when the patent runs out? Recycling lithium batteries is also a worry, so i am led to believe.

Lithium works across multiple shifts for a lot of users. It's not suitable (yet?) for larger trucks, but 5 ton+ trucks are a small % of the market and I'm not interested in them. Measuring the suitability of lithium against such a small proportion of the market is not an accurate reflection of its potential, and you will see that in the next 12-24 months as lithium truck sales ramp up significantly.

Amazon just ordered 1000 lithium warehouse trucks, literally last month. How have they concluded that hydrogen is the best value solution then ordered 1000 lithium trucks? Clearly, they believe there is merit in both technologies, for now.

I agree both have there place, Lithium in smaller trucks up to 5,000kg, what would be good tho would be a litium battery that can be changed quickly in under 5 min.


Companies that i know that have multi shift work patterns would like there trucks to work all the time. I don't know a litium truck that can be back with out a minimum charging time of 2 hours for full shift. Lithium is good for the customer who only run one shift for the truck other wise there needs to be time to charge.

A example of what im saying can be found in the new Hyster big electric trucks. the J8.0XN can run for 8 hours then need a 2 hour recharge. the bigger planned container handling truck can works for 3 hours then needs a 90 min charge or 10 min charge every hour.
when time is taken into account the 90 min charge becomes 120 min and the 10 min charge becomes 20 min.


This is the problem im saying Both Amazon and Walmart have made big purchases of Hydrogen trucks in the US this year saying have looked at all options hydrogen offered better value for money for a larger fleet.


If it was only one or two trucks working single shifts then lithium would be better up to 5,000kg

I have customers with li-ion trucks working across three shifts that would beg to disagree with you.

As I said already, I have nothing against hydrogen fuel cells and they will definitely have their part to play in the coming years, particularly in higher capacity trucks. I don't get why you have such a black and white view of li-ion and hydrogen fuel cell, both have benefits and can co-exist.

Is the Kalmar the fast charging that set a fire in Australia.As for hydrogen being more extensive to install that would all depend on how the system works.


Lithium has its qualities but only in light trucks on single shifts

There can be more than one solution to a problem. Battery technology will continue to evolve to facilitate a significant reduction in charging times, you can be sure of that. Look at the Kalmar FastCharge shuttle, for example.

The adoption costs for li-ion battery trucks are basically nil, this is not the case for hydrogen, so only larger fleets will be able to justify it in the short to medium term. So we will see sales of li-ion trucks surge in the next 12 months.

PS. Amazon has ordered 1000 li-ion trucks from Jungheinrich, so they are open to both solutions. It would be foolish to rule either one out at such an early phase in their development.

Having seen the New Hyster prototype for big electric trucks it makes you wonder what way people will go , hyster will offer a big electric forklift that will work for 3 hours before it needs a 1.5 hour recharge or for 50 min before it needs a 10 min recharge, operators will spend more time recharging the truck than doing anything else. The only solution to big trucks electrics is a hydrogen fuel cell system that can run for 22 hours that be refilled in less than 5 mi. simple but effective