In the world of material handling, forklift trucks and telescopic handlers are the kings and queens of small to medium size industry whilst cranes rule supreme on large construction sites and mammoth developments. Until quite recently, however, there was very little in between. Shipping containers, cargo holds and freight fell into an awkward space; too large for traditional forklifts but too small for a crane designed for building skyscrapers.
Historically, bespoke cranes were used in ship yards and ports to lug intermodal containers on and off cargo ships and freight trains. These trains were expensive to install and maintain whilst lacking in versatility and flexibility. Numerous cranes were required if the loading bay for trucks and freight was any distance from the dock. If the design of a shipping yard were to change, for example, the crane would need re-assembling. In the meantime, forklifts and other handling equipment were required for any smaller handling jobs around the yard. If any unusual loads passed through, extra forklift or telehandler hire would be necessary.
These problems persisted from the turn of the 20th century well into the 1980s until a Swedish manufacturer invented the reach stacker. These sturdy, flexible, versatile machines were capable of transporting much greater loads than traditional forklifts across the shipyard and stacking shipping containers in neat rows in much the same way as a crane.
The invention combined the best of little and large, revolutionising container storage and paving the way for numerous other reach stacker applications. Unlike traditional forklifts, a reach stacker could extend horizontally as well as vertically meaning containers could now be stacked 4 across throughout the shipyard. Early light weight versions of the machine allowed for empty containers to be handled much more quickly, although the evolution of the reach stacker had only just begun.
Since those early days, vast leaps have made in the design and manufacture of reach stacker vehicles. Today, reach stackers boast capacities of over 40 tonnes, can stack containers 6 high and 3 deep whilst being as manoeuvrable, easy to handle and quick as ever before.
It is worth noting at this point that a reach stacker’s lift capacity and reach are inversely related. The further up and out a reach stacker’s boom is extended, the lower the maximum lift capacity. This is due to the machine’s balancing mechanisms; extending too far with too great a load will cause the vehicle to topple. Each vehicle will have its own lift capacity-reach charts included as part of the operator manual that spell out clearly how far and how much the stacker can lift.
A drive has also been made to lower the carbon footprint of reach stackers whilst simultaneously lowering the operating costs that include maintenance and fuel. An emphasis is also placed on driver visibility, with modern reach stacker designs allowing operators to work in the tightest of spaces and poor weather conditions.
Currently, the fastest increasing demand for the machines is coming out of India and China where steel production, freight, transport and construction industries all utilise the reach stacker’s attributes. Indian companies in particular are importing foreign reach stackers as local manufacturers are not up to speed with western reach stackers in terms of reach, power and lifting capacity.
Moreover, European reach stacker firms typically offer comprehensive after care support and maintenance to companies that invest in their machines that goes above and beyond the support offered by local manufacturers. Nevertheless, it is estimated European sales still account for somewhere between 40% and 50% of total sales for European reach stacker manufacturers. In the future, however, it is highly likely these figures will fall as demand continues to grow in India and other newly developed economies.
So finally, what is the future for the reach stacker? Apart from the natural progress towards vehicles that can lift greater and loads higher and farther, a great deal of R&D budgets is being spent on driving up efficiencies. Dual-fuel engines, that use both diesel and liquefied natural gas (a combination of super-cooled gases, including methane) are under development and have recently been released that are estimated to be up to 20% more efficient than traditional diesel powered reach stackers. Watch this space as liquefied natural gas is hotly tipped to play a significant role in reducing the carbon footprints of shipping and transport industries over the coming years.