Wondering whether you can let the same lift truck roam both indoors and out? In some cases, the answer is yes—but plenty of restrictions apply. Here's what to keep in mind.
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.
Every warehouse and distribution center (DC) seeks to optimize the size of its forklift fleet to ensure it has enough trucks to meet its operational requirements while keeping the cost of ownership to a minimum. One way to work toward that goal is to buy or lease forklifts that can perform different types of work rather than maintain separate vehicles for different applications. An increasingly common example is what you might call "free-range" forklifts: equipment that can be used both inside and outside a building.
In addition to cost, there are other reasons to choose lift trucks that can operate indoors and out. They boost productivity for certain types of businesses—like those that must load or unload trailers from the ground rather than from a dock, for retailers like convenience stores that bring pallet jacks in and out of stores, for manufacturers that store large items outdoors and bring them inside to feed into production lines, and for freight handling facilities where lift trucks are regularly exposed to the elements. Harmonizing engine and model types helps make service and maintenance easier and more efficient. And sometimes, a smaller operation simply doesn't have space to park a lot of forklifts.
In the right circumstances, a double-duty approach can be an effective strategy. But not every lift truck is appropriate for both indoor and outdoor use. If you're thinking about using an existing sit-down counterbalanced lift truck in both environments or are looking for a new one that could go either way, here are some considerations to keep in mind.
Tires. Tires play an outsized role in determining where a lift truck can safely travel. That's because outdoor surfaces that are full of rocks, bumps, ruts, or debris can damage tires and make a truck and its load unstable. Even a paved parking lot that's pocked with potholes could cause trouble, observes Mark Faiman, internal combustion product manager for Toyota Material Handling U.S.A., the U.S. distributor for Toyota forklifts.
The two most common types of forklift tires are pneumatic and cushion. Pneumatics, with deep treads for gripping uneven terrain, are typically used outdoors. They're large enough to raise the forklift chassis so it clears rough ground, but their size also results in a fairly wide turning radius. They are available either in solid rubber or filled with compressed air, like automobile tires. Both are rugged and reliable, but solid pneumatics won't go flat, so they're especially useful where there are sharp objects and other debris on the ground. It's also possible to insert foam into air-filled pneumatics to reduce the impact of punctures or other damage to the tire.
Cushion tires are made of smooth, solid rubber that is fitted around a metal band. Their small profile facilitates a tight turning radius. But they do not have the same degree of traction as pneumatics, so they're mostly used on smooth indoor surfaces and on loading docks. They can also handle a well-maintained flat outdoor surface. Still, caution is in order: Cushion-tire trucks may sink into asphalt that's been softened by high heat and sun exposure, warns Bob McGowan, director of industry sales for forklift manufacturer Hyster Co.
Power and fuel. Historically, cushion-tire electric forklifts, which don't emit harmful fumes and pollutants, have been used indoors; cushion-tire internal combustion (IC) trucks powered by propane, a type of liquefied petroleum (LP) gas, were considered indoor/outdoor models; and IC pneumatic-tire trucks powered by diesel or propane were used outdoors, say the experts at Mitsubishi Caterpillar Forklift America (MCFA), which manufactures and distributes Mitsubishi, Cat, and Jungheinrich forklifts. But those traditional distinctions are no longer set in stone, and buyers have more options than ever before, they say.
A major reason for that shift is that today's IC forklift engines "are really clean," says Scott Johnson, vice president of sales and marketing at lift truck manufacturer Clark Material Handling Co. "You still have to ensure proper ventilation and air flow," he says, but lower emissions allow some trucks that had been relegated to outdoor use to now operate indoors too. He credits improved engineering and better-quality fuel for the lower emissions. In particular, he cites efforts by the Propane Education and Research Council (PERC) to ensure that propane distributors filter the fuel properly and that tanks are clean and free of contaminants. "The quality of the fuel today is by far the best we've ever seen," Johnson says.
. Because they are much cleaner-burning than in the past, even these outdoor heavy lifters may be used in some well-ventilated indoor environments now, says Craig Seager, director, industry sales, for lift truck manufacturer Yale Materials Handling Corp.
Another significant change is that heavy-duty battery-powered electrics have caught up to IC trucks in terms of productivity, power, and lifting capacity. Many are equipped with outdoor-friendly pneumatic tires too. This transformation is driven by the growing number of customers looking for cleaner, higher-capacity trucks that can handle heavy lifting and perform just like an IC truck, Seager says. The manufacturers are paying attention: All of the companies we spoke to for this article offer sit-down electric forklifts with big batteries, powerful motors, and pneumatic tires, including some models that can carry loads of up to 11,000 or 12,000 pounds.
Protection against debris and weather. All lift trucks that regularly spend time outdoors—from sit-down models to pallet jacks—are at risk of damage from wet weather, dirt, dust, and other contaminants. Adequate ingress protection (IP) against fluid and contaminants entering the lift truck's components is therefore a must, says Rob Smith, senior manager, U.S. sales, for forklift maker UniCarriers Americas. Ingress-protection (IP) ratings will indicate how well electrical components and mechanical casings are protected against the entry of moisture and solids. (Search "IP ratings" online for more information.)
Dealers can recommend protective devices for lift trucks that operate outdoors or in messy conditions, Smith notes. These include such things as an underbelly screen to keep the cooling system from sucking in debris, protective covers for hydraulic lifting or tilt cylinders, elevated air intakes, and a precleaner to keep dirt and other contaminants out of the engine, he says.
Other examples mentioned by the experts we consulted include specially sealed wiring, "washdown" packages that offer protection against moisture ingress for trucks that must be hosed down, and using extra air filters in the filter housing.
Length, width, and height.
There are size differences between sit-down trucks designed for indoor use and their outdoor counterparts. For example, pneumatic-tire trucks usually have longer, wider chassis; have a higher ground clearance; and, because the tires are larger, have a larger area of contact with the ground than cushion-tire trucks do, Toyota's Faiman says. An electric truck designed for outdoor use usually will be larger than a comparable IC truck because it requires a larger-than-usual battery box to provide the extra power typically needed for outdoor applications.
An outdoor lift truck's larger width, length, and turning radius affect how it performs in a warehouse or DC's aisles. An outdoor truck needs 10- to 14-foot-wide aisles to turn while carrying a load or to pass another truck, according to MCFA's experts. Further, introducing outdoor IC trucks into an aisle configuration designed for electrics with a short wheelbase can compromise productivity, says Clark's Johnson. If operators have to do multipoint turns to pick or put away pallets in racks, they will have a problem, he says. "They probably have throughput commitments per shift, and if they can't do [the operation] in one turn, it will slow them down and make it hard to meet those commitments."
Operators should be especially conscious of the dimensional differences between indoor and outdoor trucks while loading and unloading trailers, Hyster's McGowan says. To illustrate his point, he offers three examples of cases where operators could run into trouble.
A pneumatic forklift with a 48-inch overall width that's unloading pallets that are 48 inches wide from a standard eight-foot-wide trailer can grab two pallets that are positioned side by side. However, if another receiver's pallets are positioned front to back along one side of the trailer, the forklift won't be able to pass the other receiver's shipment to grab pallets farther back.
The taller tires and higher ground clearance of an outdoor forklift make it a few inches taller than indoor equipment. This becomes a problem when working inside a trailer. Even though both lift trucks may have masts with 89-inch down heights and 189-inch up heights, McGowan says, the greater overall height of the outdoor truck restricts the working mast height inside the trailer, to the point where it may not be usable.
Dock-height variations must be accounted for when an outdoor truck enters a trailer. According to McGowan, the typical dock height is about four feet, and the typical dock plate adds a three-inch hump. Adding a dock board to a loading dock that's 3 feet 10 inches raises the entry point by four to six inches and creates a steeper angle of entry. In both cases, a pneumatic-tire truck could be too tall to enter the trailer.
"These scenarios are why we strongly recommend demo-ing any truck you are considering buying or leasing," McGowan says. "Test it in every potential application where you would ever see yourself using it so you can foresee these kinds of problems and constraints."
Operator comfort and safety. In addition to considering the functioning of the equipment itself, it's important to think about how using the same forklift indoors and outdoors could affect the operator's comfort and safety, Yale's Seager says. For example, different lights, such as headlights, spotlights, and turn signals to better illuminate the yard or light up an alley, might be in order. A full-suspension seat will offer better ergonomics on uneven surfaces and ramps. And any truck that will operate outdoors in cold or wet weather should have an enclosed cab and a heater.
Indoor trucks that venture outside may need additional attachments and accessories that weren't necessary on smooth indoor surfaces, Faiman says. For example, clamps or a strapping system may be needed to hold loads in place outdoors while they're driving over uneven ground.
SO, WHICH WAY TO GO?
Demand for lift trucks that can be used both inside and "outside the box," as it were, has grown to the point where at least one manufacturer felt it was time to design a forklift specifically for that market. UniCarriers says it believes its
is the first forklift expressly designed to straddle both worlds, falling "between a traditional cushion-tire Class 4 and a pneumatic-tire Class 5 forklift," according to Smith. The trucks are classified as a Class 5 pneumatic, he says, but they have a smaller footprint, tighter turning radius, and a lower chassis than a pneumatic, while offering a slightly bigger profile and higher ground clearance than comparable cushion-tire trucks.
But is a dual-use truck the right way to go? For many operations, the answer will be an unequivocal yes. If there's intermittent or minimal demand, one truck can be a good choice, McGowan says. But if demand for a truck that works both on the dock and in the yard is so great that "you're having to hold somebody in one position so you can handle the other," then separate inside and outside trucks are necessary to maintain productivity.
Ergonomic considerations may also factor into the "one truck or two?" decision, Johnson notes. If the operator has to constantly jump on and off a forklift during a shift, then equipment designed for outdoor use may lead to ergonomic problems. In such cases, "the dealer might recommend a different product for inside the DC—maybe a stand-up counterbalanced rather than a sit-down IC, for example."
Once the decision to consolidate has been made, other questions arise. Should it be an indoor truck or an outdoor type? The various considerations discussed in this article should be carefully considered. But McGowan's counsel is generally to "lead with a Class 5 forklift for outside, then make sure it also meets indoor criteria."
Should it be an electric or IC model? Cost is relevant, of course. Electric trucks typically come at a higher upfront cost than IC models, but MCFA's experts note that in terms of energy consumption, electricity costs less than gas or diesel. Regardless, they add, the long-term total cost of ownership for the equipment should influence the decision.
One thing everyone consulted for this article agrees on: A double-duty approach should only be implemented where safety, productivity, and the condition of the equipment and facility will not be compromised. The best way to be sure, they urge, is to have an authorized dealer survey every application before you decide which path to travel.
Online merchants should consider seven key factors about American consumers in order to optimize their sales and operations this holiday season, according to a report from DHL eCommerce.
First, many of the most powerful sales platforms are marketplaces. With nearly universal appeal, 99% of U.S. shoppers buy from marketplaces, ranked in popularity from Amazon (92%) to Walmart (68%), eBay (47%), Temu (32%), Etsy (28%), and Shein (21%).
Second, they use them often, with 61% of American shoppers buying online at least once a week. Among the most popular items are online clothing and footwear (63%), followed by consumer electronics (33%) and health supplements (30%).
Third, delivery is a crucial aspect of making the sale. Fully 94% of U.S. shoppers say delivery options influence where they shop online, and 45% of consumers abandon their baskets if their preferred delivery option is not offered.
That finding meshes with another report released this week, as a white paper from FedEx Corp. and Morning Consult said that 75% of consumers prioritize free shipping over fast shipping. Over half of those surveyed (57%) prioritize free shipping when making an online purchase, even more than finding the best prices (54%). In fact, 81% of shoppers are willing to increase their spending to meet a retailer’s free shipping threshold, FedEx said.
In additional findings from DHL, the Weston, Florida-based company found:
43% of Americans have an online shopping subscription, with pet food subscriptions being particularly popular (44% compared to 25% globally). Social Media Influence:
61% of shoppers use social media for shopping inspiration, and 26% have made a purchase directly on a social platform.
37% of Americans buy from online retailers in other countries, with 70% doing so at least once a month. Of the 49% of Americans who buy from abroad, most shop from China (64%), followed by the U.K. (29%), France (23%), Canada (15%), and Germany (13%).
While 58% of shoppers say sustainability is important, they are not necessarily willing to pay more for sustainable delivery options.
Schneider says its FreightPower platform now offers owner-operators significantly more access to Schneider’s range of freight options. That can help drivers to generate revenue and strengthen their business through: increased access to freight, high drop and hook rates of over 95% of loads, and a trip planning feature that calculates road miles.
“Collaborating with owner-operators is an important component in the success of our business and the reliable service we can provide customers, which is why the network has grown tremendously in the last 25 years,” Schneider Senior Vice President and General Manager of Truckload and Mexico John Bozec said in a release. "We want to invest in tools that support owner-operators in running and growing their businesses. With Schneider FreightPower, they gain access to better load management, increasing their productivity and revenue potential.”
Economic activity in the logistics industry continued its expansion streak in October, growing for the 11th straight month and reaching its highest level in two years, according to the most recent Logistics Managers’ Index report (LMI), released this week.
The LMI registered 58.9, up from 58.6 in September, and continued a run of moderate growth that began late in 2023. The LMI is a monthly measure of business activity across warehousing and transportation markets. A reading above 50 indicates expansion, and a reading below 50 indicates contraction.
October’s reading showed the fastest rate of expansion in the overall index since September of 2022, when the index hit 61.4. The results show that the industry is continuing its steady recovery from the volatility and sluggish freight market conditions that plagued the sector just after the Covid-19 pandemic, according to the LMI researchers.
“The big takeaway is that we’re continuing the slow, steady recovery,” said LMI researcher Zac Rogers, associate professor of supply chain management at Colorado State University. “I think, ultimately, it’s better to have the slow and steady recovery because it is more sustainable.”
All eight of the LMI’s indices grew during the month, with the Transportation Prices index showing the most growth, at nearly 6 points higher than September, reflecting increased activity across transportation markets. Transportation capacity expanded slightly during the month, remaining just above the 50-point threshold. Rogers said more capacity will enter the market if prices continue to rise, citing idle capacity across the market due to overbuilding during the pandemic years.
“Normally we don’t have this much slack in the market,” he said. “We overbuilt in 2021, so there’s more slack available to soak up this additional demand.”
The LMI is a monthly survey of logistics managers from across the country. It tracks industry growth overall and across eight areas: inventory levels and costs; warehousing capacity, utilization, and prices; and transportation capacity, utilization, and prices. The report is released monthly by researchers from Arizona State University, Colorado State University, Rochester Institute of Technology, Rutgers University, and the University of Nevada, Reno, in conjunction with the Council of Supply Chain Management Professionals (CSCMP).
The port worker strike that began yesterday on Canada’s west coast could cost that country $765 million a day in lost trade, according to the ALPS Marine analysis by Russell Group, a British data and analytics company.
Specifically, the labor strike at the ports of Vancouver, Prince Rupert, and Fraser-Surrey will hurt the commodities of furniture, metal products, meat products, aluminum, and clothing. But since the strike action is focused on stopping containers and general cargo, it will not slow operations in grain vessels or cruise ships, the firm said.
“The Canadian port strike is a microcosm of many of the issues that are impacting Western economies today; protection against automation, better work-life balance, and a cost-of-living crisis,” Russell Group Managing Director Suki Basi said in a release. “Taken together, these pressures are creating a cocktail of connected risk for countries, business, individuals and entire sectors such as marine insurance, which help to mitigate cargo exposures.”
The strike is also sending ripples through neighboring U.S. ports, which are hustling to absorb the diverted cargo, according to David Kamran, assistant vice president for Moody’s Ratings.
“The recurrence of strikes at Canadian seaports is positive for U.S. ports that may gain cargo throughput, depending on the strike duration,” Kamran said in a statement. “The current dispute at Vancouver is another example of the resistance of port unions to automation and the social risk involved with implementing these technologies. Persistent disruption in Canadian port access would strengthen the competitive position of US West Coast ports over the medium-term, as shippers seek to diversify cargo away from unreliable gateways.”
The strike is also affected rail movements, according to ocean cargo carrier Maersk. CN has stopped all international intermodal shipments bound for the west coast ports of Prince Rupert, Robbank, Centerm, Vanterm, and Fraser Surrey Docks. And CPKC has stopped acceptance of all export loads and pre-billed empties destined for Vancouver ports.
Connected with the turmoil, Maersk has suspended its import and export carrier demurrage and detention clock for most affected operations. The ultimate duration of the strike is unknown, but the situation is “rapidly evolving” as talks continue between the Longshore Workers Union (ILWU 514) and the British Columbia Maritime Employers Association (BCMEA), Maersk said.
Terms of the acquisition were not disclosed, but Mode Global said it will now assume Jillamy's comprehensive logistics and freight management solutions, while Jillamy's warehousing, packaging and fulfillment services remain unchanged. Under the agreement, Mode Global will gain more than 200 employees and add facilities in Pennsylvania, Arizona, Florida, Texas, Illinois, South Carolina, Maryland, and Ontario to its existing national footprint.
Chalfont, Pennsylvania-based Jillamy calls itself a 3PL provider with expertise in international freight, intermodal, less than truckload (LTL), consolidation, over the road truckload, partials, expedited, and air freight.
"We are excited to welcome the Jillamy freight team into the Mode Global family," Lance Malesh, Mode’s president and CEO, said in a release. "This acquisition represents a significant step forward in our growth strategy and aligns perfectly with Mode's strategic vision to expand our footprint, ensuring we remain at the forefront of the logistics industry. Joining forces with Jillamy enhances our service portfolio and provides our clients with more comprehensive and efficient logistics solutions."