Contributing Editor Toby Gooley is a writer and editor specializing in supply chain, logistics, and material handling, and a lecturer at MIT's Center for Transportation & Logistics. She previously was Senior Editor at DC VELOCITY and Editor of DCV's sister publication, CSCMP's Supply Chain Quarterly. Prior to joining AGiLE Business Media in 2007, she spent 20 years at Logistics Management magazine as Managing Editor and Senior Editor covering international trade and transportation. Prior to that she was an export traffic manager for 10 years. She holds a B.A. in Asian Studies from Cornell University.
No lift truck battery lasts forever. No matter how carefully monitored or well maintained a battery may be, there comes a time when it's best to call it quits. But once this costly piece of equipment has reached the end of its useful life, what should you do with it?
Industrial batteries contain materials that could potentially harm people, facilities, and the environment if not properly handled. So you can't simply put a used battery out with the trash. Nor can you burn it or chop it up like a discarded wooden pallet.
There's only one real option for disposing of worn-out lift truck batteries today: recycling. Battery recycling is far more complicated than the household version we're all familiar with. It's governed by federal, state, and municipal laws and regulations, and there are special considerations when handling and transporting used batteries. We can't get into all the technical details here, of course, but this look at battery-recycling basics will get you started.
KNOW WHEN TO FOLD 'EM
How do you know when a lift truck battery is ready for recycling? A battery has reached the end of its useful life when it can no longer deliver 80 percent of its rated capacity, says Doug Bouquard, vice president and general manager of sales for East Penn's Motive Power Division. In simplified terms, the rated capacity refers to the number of amperes of electrical current a battery will deliver over a specified time period under specific temperature conditions.
There are plenty of tools and technologies for evaluating battery performance, but usually it's pretty evident when a battery has reached the end of the road. "If the forklift driver can't get a full shift from the battery and is wasting time looking for a better or fully charged battery during a shift, then it's not cost-effective [to keep using it]," says Tony Adams, manager for service operations at the battery manufacturer Enersys.
When it's time to send end-of-life batteries for recycling, Adams says, many people arrange for pickup through their lift truck dealers, or they call the battery manufacturer for assistance. Enersys, for example, will pick up a full truckload of used batteries; smaller loads typically move by less-than-truckload (LTL) carrier to one of the manufacturer's regional service centers. Companies that generate truckloads of used batteries also have the option of selling them to brokers, who consolidate batteries and resell them to lead smelters. A few large battery users sell directly to recyclers, Adams says.
For companies that buy batteries directly from a distributor, another option is to swap scrap batteries for credits toward the purchase of new ones. That's a good choice for anyone who's unlikely to accumulate a truckload, writes Ben Levitt of the battery broker Regency Metals in the July 2011 issue of MHEDA Journal. Regardless of who makes the arrangements, it's a good idea to get documentation confirming that specific batteries have been recycled; this will be useful in proving compliance with the laws and regulations.
Lead-acid batteries are virtually 100-percent recyclable, according to the industry association Battery Council International (BCI). In the typical recycling process, the battery is broken apart and the pieces go into a vat, where the lead and heavy materials fall to the bottom and the polypropylene plastic rises to the top.
The materials are handled in three separate streams. Plastic pieces are washed, dried, melted, and then extruded as plastic pellets, which are then used to manufacture new battery cases. Any parts containing lead are cleaned and then melted together in smelting furnaces. The molten lead is poured into ingot molds. Battery manufacturers melt the ingots and use the lead in the production of new batteries. Battery acid can be neutralized and turned into water, or it can be converted to sodium sulfate, a powder that's used in laundry detergent, glass, and textile manufacturing. (East Penn, manufacturer of the Deka line of batteries, operates a U.S. Environmental Protection Agency- and Pennsylvania Department of Environmental Protection-permitted smelter facility that also collects the sulfur fumes and turns them into a liquid fertilizer.)
HANDLE WITH CARE
As you might expect when heavy metals and chemicals are involved, federal, state, and municipal regulators have a say in who handles used batteries and how they do it. While most of the regulations governing battery recycling are issued by the federal government, they are also enforced on the state level, says Bouquard. According to Battery Council International, 38 states have battery-recycling laws, and another five have disposal laws. (BCI's website includes links to some of the state agencies that oversee these activities.)
Don't assume that the federal authorities will be the toughest, cautions Adams of Enersys. "Some states are more stringent than the federal government, and some local regulations are more stringent than the state rules," he says.
The primary federal regulators include the U.S. Department of Transportation (DOT), which governs safe handling and transportation, and the U.S. Environmental Protection Agency (EPA), which oversees battery recycling and disposal. End users must either use a licensed recycler or a licensed hazardous waste transporter and disposal facility that adhere to the applicable federal, state, and local regulations, Bouquard says.
Motor carriers are responsible for properly preparing and securing their loads of scrap batteries for recycling, and they must comply with the U.S. DOT's regulations governing transportation and handling in transit. But forklift fleet operators also have responsibilities to ensure safe shipment of used batteries. Sources consulted for this article offer the following recommendations:
Use good quality, sturdy pallets. Don't cut corners or costs just because the batteries are being scrapped; for safety's sake, use the same quality materials for handling scrap batteries as for new ones, says Adams.
Properly block and brace the batteries on the pallet and in the truck. This includes nailing wooden cleats around the battery to prevent sliding.
Make sure that the terminals cannot come in contact with metal. Metal banding that comes in contact with battery terminals could create sparks, causing a fire that could melt the plastic battery casing and expose acid, Adams notes. Insulate the banding with wood or cardboard. Some companies use plastic rather than metal bands.
Protect terminals with non-conductive caps, tape, or other insulating material to prevent shorting.
Tightly seal caps and be sure no fluid can escape. The aim is to prevent any potential contact with the battery electrolyte, which could result in a chemical burn, Bouquard explains.
Wear proper safety equipment at all times and be sure to follow warnings on the product labels.
Comply with all U.S. DOT regulations governing not just transportation but also handling, packing, documenting, and transferring batteries at the warehouse or other storage location.
SAFETY ABOVE ALL
Lift truck battery disposal and recycling is a complicated activity, and we've only been able to scratch the surface in this article. Experts agree that the two most important areas to focus on are safety and regulatory compliance. They also recommend familiarizing yourself with the many information resources available—industry associations, of course, but also battery manufacturers and distributors, lift truck distributors, licensed battery recyclers and transporters, and so forth.
No matter how many hands get involved or which companies you turn to for advice and information, the ultimate goal is the same: handling and disposition of industrial batteries in a way that is safe for people, facilities, and the environment.
For more information ...
Here's a roundup of some of the battery-related industry groups as well as some of the companies that provide lift truck batteries and related products.
Industry Associations
Association of Battery Recyclers (www.americasbatteryrecyclers.com)
Battery Council International (www.batterycouncil.org)
Supply chain planning (SCP) leaders working on transformation efforts are focused on two major high-impact technology trends, including composite AI and supply chain data governance, according to a study from Gartner, Inc.
"SCP leaders are in the process of developing transformation roadmaps that will prioritize delivering on advanced decision intelligence and automated decision making," Eva Dawkins, Director Analyst in Gartner’s Supply Chain practice, said in a release. "Composite AI, which is the combined application of different AI techniques to improve learning efficiency, will drive the optimization and automation of many planning activities at scale, while supply chain data governance is the foundational key for digital transformation.”
Their pursuit of those roadmaps is often complicated by frequent disruptions and the rapid pace of technological innovation. But Gartner says those leaders can accelerate the realized value of technology investments by facilitating a shift from IT-led to business-led digital leadership, with SCP leaders taking ownership of multidisciplinary teams to advance business operations, channels and products.
“A sound data governance strategy supports advanced technologies, such as composite AI, while also facilitating collaboration throughout the supply chain technology ecosystem,” said Dawkins. “Without attention to data governance, SCP leaders will likely struggle to achieve their expected ROI on key technology investments.”
The U.S. manufacturing sector has become an engine of new job creation over the past four years, thanks to a combination of federal incentives and mega-trends like nearshoring and the clean energy boom, according to the industrial real estate firm Savills.
While those manufacturing announcements have softened slightly from their 2022 high point, they remain historically elevated. And the sector’s growth outlook remains strong, regardless of the results of the November U.S. presidential election, the company said in its September “Savills Manufacturing Report.”
From 2021 to 2024, over 995,000 new U.S. manufacturing jobs were announced, with two thirds in advanced sectors like electric vehicles (EVs) and batteries, semiconductors, clean energy, and biomanufacturing. After peaking at 350,000 news jobs in 2022, the growth pace has slowed, with 2024 expected to see just over half that number.
But the ingredients are in place to sustain the hot temperature of American manufacturing expansion in 2025 and beyond, the company said. According to Savills, that’s because the U.S. manufacturing revival is fueled by $910 billion in federal incentives—including the Inflation Reduction Act, CHIPS and Science Act, and Infrastructure Investment and Jobs Act—much of which has not yet been spent. Domestic production is also expected to be boosted by new tariffs, including a planned rise in semiconductor tariffs to 50% in 2025 and an increase in tariffs on Chinese EVs from 25% to 100%.
Certain geographical regions will see greater manufacturing growth than others, since just eight states account for 47% of new manufacturing jobs and over 6.3 billion square feet of industrial space, with 197 million more square feet under development. They are: Arizona, Georgia, Michigan, Ohio, North Carolina, South Carolina, Texas, and Tennessee.
Across the border, Mexico’s manufacturing sector has also seen “revolutionary” growth driven by nearshoring strategies targeting U.S. markets and offering lower-cost labor, with a workforce that is now even cheaper than in China. Over the past four years, that country has launched 27 new plants, each creating over 500 jobs. Unlike the U.S. focus on tech manufacturing, Mexico focuses on traditional sectors such as automative parts, appliances, and consumer goods.
Looking at the future, the U.S. manufacturing sector’s growth outlook remains strong, regardless of the results of November’s presidential election, Savills said. That’s because both candidates favor protectionist trade policies, and since significant change to federal incentives would require a single party to control both the legislative and executive branches. Rather than relying on changes in political leadership, future growth of U.S. manufacturing now hinges on finding affordable, reliable power amid increasing competition between manufacturing sites and data centers, Savills said.
The British logistics robot vendor Dexory this week said it has raised $80 million in venture funding to support an expansion of its artificial intelligence (AI) powered features, grow its global team, and accelerate the deployment of its autonomous robots.
A “significant focus” continues to be on expanding across the U.S. market, where Dexory is live with customers in seven states and last month opened a U.S. headquarters in Nashville. The Series B will also enhance development and production facilities at its UK headquarters, the firm said.
The “series B” funding round was led by DTCP, with participation from Latitude Ventures, Wave-X and Bootstrap Europe, along with existing investors Atomico, Lakestar, Capnamic, and several angels from the logistics industry. With the close of the round, Dexory has now raised $120 million over the past three years.
Dexory says its product, DexoryView, provides real-time visibility across warehouses of any size through its autonomous mobile robots and AI. The rolling bots use sensor and image data and continuous data collection to perform rapid warehouse scans and create digital twins of warehouse spaces, allowing for optimized performance and future scenario simulations.
Originally announced in September, the move will allow Deutsche Bahn to “fully focus on restructuring the rail infrastructure in Germany and providing climate-friendly passenger and freight transport operations in Germany and Europe,” Werner Gatzer, Chairman of the DB Supervisory Board, said in a release.
For its purchase price, DSV gains an organization with around 72,700 employees at over 1,850 locations. The new owner says it plans to investment around one billion euros in coming years to promote additional growth in German operations. Together, DSV and Schenker will have a combined workforce of approximately 147,000 employees in more than 90 countries, earning pro forma revenue of approximately $43.3 billion (based on 2023 numbers), DSV said.
After removing that unit, Deutsche Bahn retains its core business called the “Systemverbund Bahn,” which includes passenger transport activities in Germany, rail freight activities, operational service units, and railroad infrastructure companies. The DB Group, headquartered in Berlin, employs around 340,000 people.
“We have set clear goals to structurally modernize Deutsche Bahn in the areas of infrastructure, operations and profitability and focus on the core business. The proceeds from the sale will significantly reduce DB’s debt and thus make an important contribution to the financial stability of the DB Group. At the same time, DB Schenker will gain a strong strategic owner in DSV,” Deutsche Bahn CEO Richard Lutz said in a release.
Transportation industry veteran Anne Reinke will become president & CEO of trade group the Intermodal Association of North America (IANA) at the end of the year, stepping into the position from her previous post leading third party logistics (3PL) trade group the Transportation Intermediaries Association (TIA), both organizations said today.
Meanwhile, TIA today announced that insider Christopher Burroughs would fill Reinke’s shoes as president & CEO. Burroughs has been with TIA for 13 years, most recently as its vice president of Government Affairs for the past six years, during which time he oversaw all legislative and regulatory efforts before Congress and the federal agencies.
Before her four years leading TIA, Reinke spent two years as Deputy Assistant Secretary with the U.S. Department of Transportation and 16 years with CSX Corporation.