Subscribe

Tag: zero emissions

Businesses Urge for Electric Van MOT Deferral

Posted on by David Priestman

The Association of Fleet Operators (AFP) is calling for an official deferral for MOTs on 4.25 tonne electric vans as some fleets report finding tests “impossible” to book.

For MOT test purposes, this special category of vans is treated as a heavy goods vehicle (HGV), meaning that it has to be tested at one year old rather than three, and also faces a more rigorous examination.

Aaron Powell, fleet and logistics director at Speedy Hire is one AFP member being affected and reports that his company will have to potentially take a number of vehicles off the road.

“These 4.25 tonne vans require a Class 7 HGV MOT test and, between generally poor capacity for HGV testing and few test centres being able to handle electric vehicles, we’re finding it impossble on a practical level to book tests. Our lease provider has spent the last three months trying to find garages with the ability to carry out the pre-testing and source available slots for the test with limited success.

“This is going to have a serious impact on our business because we’re going to have to take these vans off the road and no doubt many other fleets are finding themselves in the same situation.”

Lorna McAtear, vice chair at the AFP, said: “As an organisation and at an individual member level, we’re very much focussed on safety and of course recognise the role that the MOT test plays in ensuring that vehicles operated by fleets are in a roadworthy condition.

“However, it’s questionable whether 4.25 tonne electric vans require HGV tests, an argument we have been making to government for some time. The whole point of this category of van when it was introduced in 2019 was to provide easy access for fleets to an electric equivalent of a 3.5 tonne panel van. These vehicles are simply 3.5 tonne vans with bigger batteries.

“The difficulties members are encountering around their inability to book MOT testing only emphasises this confusion. While the situation is being resolved, we would like to see government and the official bodies involved introduce some form of dispensation, similar to that created during the pandemic, allowing fleets to defer tests for a period of perhaps six or 12 months on 4.25 tonners for the first and second year of testing, giving them time to find and book testing facilities. It is disappointing that businesses working in good faith to electrify their light commercial vehicle operations are being affected in this manner.”

She added that despite a willingness on the part of government to try and overcome issues surrounding 4.25 tonne vans, problems remained.

“As a result of discussions between the Office for Zero Emissions, Driver Vehicle Standards Authority and Department for Transport, the operation of these vans on a practical level is often difficult for fleets due to confusion over whether they have been deregulated from all of the operator responsibilities that normally apply to vans over 3.5 tonnes.

“The government is aware of this and is trying to resolve the situation through the current consultation because there remains widespread belief that the 4.25 tonne concept remains worth pursuing as a means of speeding up van electrification. However, this process is taking time.”

Similar News…

Solve the Driver Shortage

Reducing Pollutant Emissions in Shipping

Posted on by Keith McKinley

Reducing pollutant emissions in the shipping industry can be achieved by using clean, alternative fuels like liquid ammonia, which requires fail-safe and hermetically tight pumps, writes Thomas Bökenbrink, Lead Product Manager Pumps at LEWA.

In total, around 11 billion tons of freight were transported by sea worldwide in 2021 – which corresponds to almost 90 percent of all trade goods. Producing more than 1 million tons of greenhouse gases, the shipping industry causes around 3 percent of global carbon dioxide emissions per year. And there are other pollutants, such as sulfur oxides, nitrogen oxides, volatile organic compounds and ozone-depleting substances (ODS). In coastal areas defined by the MARPOL Convention as Emission Control Areas (ECAs), these pollutants are subject to increasingly stringent limits. Ammonia (NH3) is currently coming to the fore in the search for clean alternative fuels to the heavy fuel oil that has been predominantly used to date. Unlike LPG and LNG, it does not emit any CO2 during combustion. However, the gas is both toxic to humans and animals as well as highly harmful to the environment. The technology employed in order to use liquid ammonia as a fuel must therefore be hermetically tight and guarantee maximum operational safety. LEWA’s high-pressure diaphragm pumps meet these requirements. Their standard safety mechanisms make them suitable for hazardous, toxic and environmentally harmful fluids such as NH3, even under extreme operating conditions.

In 2018 alone, the shipping industry caused a total of 1,076 million tons of greenhouse gas emissions, including 1,056 million tons of CO2. Compared to 2008, this represents an increase of around 90 percent. If the industry does not change, levels are expected to rise to up to 130 percent of those from 2008 over the next 25 years. To improve these forecasts, the International Maritime Organization (IMO) developed a greenhouse gas strategy in 2018 that aims to reduce the shipping industry’s carbon dioxide emissions by 40 percent by 2030 and by a total of 70 percent by 2050. In addition to the ECAs defined in the MARPOL agreement, which are to be further expanded in the future, the Energy Efficiency Design Index for New Ships (EEDI) and the Ship Energy Efficiency Management Plan (SEEMP) regulate the energy efficiency and CO2 emissions of newly built ships. Older models with more than 400 GT, on the other hand, have had to comply with the new regulations of the Energy Efficiency Design Index for Existing Ships (EEXI) since 2023.

Liquid ammonia as a sustainable marine fuel

With the aim of reducing emissions and fuel consumption while increasing performance and ensuring cost-efficient operation, dual-fuel variants of two-stroke marine diesel engines have been conquering the market for several years now. They enable a high degree of flexibility with regard to the fuels used, from pure marine diesel or heavy fuel oil operation to gas operation. On the gas side, LNG and LPG (propane/butane), which are particularly suitable for liquefied gas tankers, have mainly been used to date. However, these are fossil gases, and while they release fewer pollutants overall during combustion, they still release a considerable amount of CO2. LNG also consists predominantly of methane (CH4), which is around 25 times more harmful to the climate than CO2 and, in two-stroke marine diesel engines, small amounts inevitably escape – a phenomenon called methane slip. For this reason, LNG and LPG are merely bridging technologies on the way to completely carbon-free ship propulsion.

First used as an alternative fuel in 1943 due to a diesel shortage, ammonia (NH3) does not emit particulate matter, nitrogen oxides or CO2 during combustion and has no ozone depletion potential. Until now, it has been obtained from nitrogen (N2) and hydrogen (H2) using the Haber-Bosch process, which requires a great deal of energy. The production of hydrogen is particularly critical from an environmental point of view, as H2 has so far been split off from fossil methane gas. However, with the development of processes for the sustainable production of H2 via electrolysis using renewable energies on an industrial scale, NH3 is now becoming an attractive fuel for clean and sustainable ship propulsion systems. This also provides a positive answer to the important well-to-wake (WTW) question: When considering new fuels, it is crucial to take into account not only the combustion process in the ship’s engine, but also the entire balance of fuel production. Thanks to the new processes, NH3 can also be an attractive option.

At the end of 2023, the world’s first ammonia project for bulk carriers was launched. In a four-party agreement, the Belgian bulk carrier operator CMB.TECH appointed the engine manufacturer WinGD as well as CSSC Qingdao Beihai Shipbuilding (QBS) and CSSC Engine Co (CSE) to produce the first eight 210,000 DWT bulk carriers powered by NH3. These are to be delivered over the next three years.

Hermetically tight pump technology in NH3 dual-fuel drives

Engine manufacturer MAN Energy Solutions also anticipates a rapid increase in the fuel to around 40 percent of the total fuel mix for dual-fuel two-stroke engines by 2030. Given these promising forecasts, it is hardly surprising that the order for the first ammonia cargo ships has already been placed, even though the marine engines for this application are still under development. Compared to LPG or LNG, NH3 poses its own challenges as a fuel: Even in very small quantities, the odorous gas is highly toxic to humans and animals, and it reacts with other air pollutants to form unwanted particulate matter in the atmosphere.

Fail-safe, hermetically tight pump technology is therefore required to move NH3 safely and reliably within the ship and inject it precisely into the engine. The challenge: Conventional plunger pumps, which are usually used for these kinds of high-pressure applications, have a natural leakage at the plunger seal due to their design. For the fuel gas supply systems (FGSS) in dual-fuel ship propulsion systems with NH3, only high-pressure diaphragm pumps designed without dynamic seals can therefore be considered. This creates a hermetically tight working chamber that rules out the possibility of emissions.

Triplex diaphragm pumps for FGSS

Thanks to their robust design with maximum operational reliability, the low-pulsation LEWA triplex diaphragm pumps have so far proven themselves as fuel pumps in FGSS, primarily for LPG – but nothing stands in the way of their use with NH3. The required pressures of approx. 85 bar can be realized very easily with LEWA triplex diaphragm pumps. For the pump heads of the M900 series, which have been proven in the field for many years, this value is even in the lower range of the possible performance spectrum, which extends up to 500 bar. Particles or oil residues in the fuel can also be conveyed without any problems. As the diaphragm pumps are dry-run safe to an unlimited degree, costly failures cannot occur even if other faults occur in the FGSS. In addition, the systems are designed in such a way that they can be maintained and repaired by the crew directly on board using simple means.

The patented sandwich diaphragm with integrated monitoring system ensures that the LEWA triplex diaphragm pumps remain hermetically tight even if the diaphragm is damaged. This guarantees that no dangerous NH3 can escape, even under extreme operating conditions. Integrated overpressure protection and optional pump monitoring by LEWA Smart Monitoring supplement the high standards of operational safety. Intelligent monitoring systems will generally become more relevant in the shipping industry over the next few years, as digitalization is also being advanced in this field. Often, newly built freighters are already being made “smarter”. As NH3 is a clean and sustainable marine fuel in the long term, corresponding drives could also play a role in the development of autonomous smart ships in the coming decades.

read more

Study reveals good air quality around Port of Tyne

 

EV Truck Megawatt Charging System Early ’24

Posted on by David Priestman

Having recently commissioned the UK’s fastest EV charger and the UK’s largest truck charging depot, Vital EV is raising the bar once again by being among the first to offer a MegaWatt Charging System (MCS) to help decarbonise the truck industry.

Whereas electric vehicles now make-up more than 1-in-6 car and 1-in-20 van sales in the UK, less than 1-in-100 newly-registered trucks are electric. Charging infrastructure has been highlighted as one of the key barriers preventing the electric transition in the HGV sector, which now makes up more than 25% of the total CO2 emissions from transport.

The Kempower MCS from Vital EV is ideally-suited to truck charging applications, providing up to 1.2 MegaWatts (1,200kW) of ultra-rapid DC charging and adding up to 372 miles of range during a 30-minute charging session.

The new charging solution is based on Kempower’s existing hub-and-spoke architecture, with the two Kempower Power Units coupling up to accommodate up to 24 50kW power modules (1,200kW or 1.2MW). This power is then dynamically distributed to the liquid-cooled Satellite Chargers – which have been fitted with the new MCS plug and, with a footprint of less than 0.25m², boast the highest power-to-footprint ratio on the market.

The MCS plug has been specifically designed to deliver the higher charging power required by heavy-duty vehicles like trucks and there are currently no plans to replace the CCS2 connectors used in lighter EVs like cars and vans.

Alex Rae, General Manager & Director at Vital EV, commented: “Decarbonising the truck industry is crucial for the UK’s net-zero strategy and we are delighted to be among the first to market with a viable charging solution for overnight, destination and en-route applications. With our background in industrial power engineering and a range of ground-breaking EV charging projects already under our belt, we are ideally placed to deliver critical MCS infrastructure projects and we look forward with excitement to working with the truck industry to make that fundamental switch to electric.”

Through the ZERFT (Zero Emission Road Freight) programme, the UK government has committed £200m until 2030 to developing infrastructure and lay the foundations for the most advanced electric truck charging networks, known as the ‘Electric Highway’.

As part of the ‘Trust’ aftersales support, Vital EV’s Networks team will continuously monitor the status of the chargers via our Occulus charging management portal, and carry out planned and reactive maintenance – including over-the-air (OTA) updates – to maximise charger uptime.

 

Decarbonise UK Freight Transport Sector

Posted on by David Priestman

The end of project report released today by the Decarbonising UK Freight Transport (DUKFT) Network, suggest several ways to overcome the chicken-and-egg problems associated with decarbonising road, rail and maritime freight transport. Collectively these sectors represent nearly 7% of UK CO2 emissions and continue to rise fuelled by e-commerce demand and cheap transportation costs.

Operating over three years, the UK Research & Innovation funded DUKFT Network, a collection of over forty academic, policy and industry organisation, undertook six research projects and two stakeholder events exploring how to mobilise investment that can enable UK freight decarbonisation whilst managing risk and maximising opportunity.

The synthesis report released from the Network presents the key findings, transition pathways and the gaps in investment for each of the freight sectors and how the gap can be closed. Electrification is a common need across all freight modes and therefore is a no-regrets low-risk investment from both public and private investors. Renewable Fuels of Non-Biological Origin e.g. hydrogen derived fuels such as methanol and ammonia, may also be important in some niches for road and rail freight, but have the greatest role in decarbonising domestic and international maritime freight.

Given the above, the report finds that UK freight decarbonisation strategy can be most efficiently informed by a whole freight system, whole UK analysis capability, which needs to couple detail on both infrastructure and vehicle/vessel fleets with operational and technology specifics.

Professor Phil Greening, Joint Principal Investigator of DUKFT, Director of Centre for Sustainable Road Freight and Centre for Logistics and Sustainability, Heriot-Watt University said: “There remains a clear need for identifying and articulating the least-cost configuration and strategy for UK freight decarbonisation. New Modelling approaches are required to address the challenges of simultaneous wholesale changes across all the transport modes. These models are sophisticated and take time to build but they are the only way of addressing complexity and they offer a low risk, cost effective pathway to reducing uncertainty and accelerating investment.”

In addition to whole freight system modelling, co-creation processes were a successful tool and will continue to be important for future research on UK freight decarbonisation, not only to maximise the relevance and quality of research, but also for the co-benefits of creating and enabling shared visions within stakeholder communities, framing of the challenge ahead and helping to enable a dialogue between industry and government stakeholders. DUKFT primarily had the resources to explore co-creation at small-scale and regionally, which showed that even within the UK, freight decarbonisation can require place-based specialisation.

Dr Tristan Smith, Principal Investigator of DUKFT, Associate Professor at UCL, said “The research has shown that when effort was invested to bring stakeholders from different parts of freight value chains together (industry, academia, NGO and government stakeholders), there was benefit to identify a shared vision and co-create ideas for both public and private actions aligned with unlocking investment in decarbonisation”

The report suggests that UK ports can be key nodes in the UK freight sector’s decarbonisation. They are both interfaces between the modes (road, rail and shipping), but also represent locations where infrastructure and decarbonisation solution synergies are most likely exploited. They are also likely to be hubs for wider offtake of electrification and RFNBOs, for example for decarbonising co-located industries. The role of ports in the UK’s transition needs to be considered broadly to help reframe them as centres for green opportunity.

Bringing stakeholders from across the supply chain together i.e. energy suppliers, port owners, vessel/vehicle owners, logistics companies, along with investors and financiers including institutional investors, is crucial in establishing opportunities and creating a platform to mobilise infrastructural investment. DUKFT found that there is a lack of clear demand for zero emission fuels and this needs to change to create a business case.

Dr Nishatabbas Rehmatulla, Co-investigator and project manager of DUKFT, Principal Research Fellow at UCL said: “Early movers can mobilise and de-risk investment in the emergence phase of the transition by establishing alliances and initiatives, ahead of regulations. Alliances between cargo owners which aggregate local/regional demand for zero emission fuelled freight services, thereby creating long-term offtake agreements of future fuel usage between fleet operators and suppliers, can be highly valuable kickstart the diffusion of fuels and technologies”.

Policy makers have a critical role in setting clear, ambitious targets supported by effective policies, and acting on evidence on electrification, including shore power in ports and charging infrastructure for HGVs. Stakeholders carrying transition risk, e.g. financiers, should use their critical role by ensuring they’re using tools such as the Science Based Target Initiative (SBTi) to ensure their investments are 1.5-aligned i.e. rapidly moving away from dependence on fossil fuels.

Government Action Needed to Decarbonise Logistics Sector

Posted on by David Priestman

The UK Government must ensure policy supports the decarbonisation of London’s logistics sector if the UK is to meet net zero ambitions, according to a new report released today.

Installing rooftop solar panels across all logistics spaces and clarifying the electrification of HGVs across the Capital, are two of the three recommendations made to Government today by planning and development consultancy, Turley, and the London Industry and Logistics Sounding Board (ILSB) as part of The Accelerating Logistics Towards Net Zero report. The report highlights the issues facing London’s logistics sector.

Logistics remains one of the largest emitting sectors in the UK. Transport alone produced 24% of the UK’s total emissions in 2020. While the Government has a programme to confirm the way forward for zero carbon HGV fuels by 2030, this new report argues this will be too late for the logistics sector. Instead, Turley and the ILSB are calling on Government to provide interim direction and policy support, to allow investment that supports the rollout of hydrogen or electric-powered HGVs for nationwide fossil-fuel free fleets.

Businesses like Amazon are already committing to a sustainable HGV future. The retail giant is investing £300m in the UK to decarbonise its fleet and replace with electric HGVs, electric vans, and eCargo bike fleets, as well as rolling out fast charging infrastructure. Other organisations are delaying due to the lack of clarity on the way forward. A second recommendation calls for further support to speed up the deployment of rooftop solar panels on warehouses in London and the rest of the UK.

Existing warehouse roof-space across the UK could host 15GWp of solar power, doubling the nation’s current total installed capacity without any loss of land. However, only 5% of warehouses currently have solar panels installed, according to the UK Warehousing Association.

The report argues that slow grid upgrades, regulation around sharing and selling energy generation, and the need to embrace smart management is holding back the rollout of solar across the logistics industry. A need to embrace complexity is hindering the development of the last mile logistics sector too. Last mile delivery can significantly cut the carbon footprint of deliveries across London, by bringing storage closer to the point of delivery, with different vehicles like electric vans, bikes, drones, autonomous robots and even walking supporting the final stage of delivery.

However, as last mile logistics can be so variable in nature and needs to be closely located with other uses, a flexible and positive approach is required from a planning/policy perspective. Both the public and private sector will need to think more creatively to incorporate local distribution hubs in strategic urban locations where this type of space is needed the most.

Barny Evans (pictured), Director, Sustainability, at Turley, said: “The logistics sector is the lifeblood of our economy. The industry recognises it is a significant source of GHG emissions and other environmental impacts; it is eager to accelerate its decarbonisation. There’s a responsibility on Government to unlock the barriers to this, and provide the policy needed.”

Sarah Bevan, Director, Planning & Development at BusinessLDN and co-founder of the Industry and Logistics Sounding Board, said: “Logistics is one of the fastest growing sectors for the economy and substantially impacts aspects of all businesses across the Capital and UK. Like all high carbon-emitting sectors, regulatory certainty and policy reforms are necessary to drive innovative solutions, such as HGV decarbonisation, and investment in renewable energy solutions like rooftop solar installations to reduce our carbon footprint. “That’s why it’s imperative that steps are taken now to decarbonise the sector and help us reach net zero before it is too late.”

Jules Pipe, Deputy Mayor of London for Planning, Regeneration and Skills, added: “Our net zero targets are ambitious and if we are to meet them the decarbonisation of energy intensive sectors like logistics is critical. Businesses operating in the sector have a key role to play but Government support will be equally important. This report calls on Government to speed up the decarbonisation of one of our most important sectors and proposes three key areas for action.”

Alan Holland, Managing Director for Greater London at SEGRO, added: “SEGRO and many of our customers are making huge strides towards the transition to net zero carbon, but success will also be measured on whether the whole sector can lower its carbon emissions not just a proportion of those operating within it. To be effective, much of this collective action and investment needs to be matched by having the right public infrastructure and a smart approach for how we plan the use of land. We welcome this report’s exploration of some of the key challenges, we encourage industry peers to embrace the innovation opportunities it identifies and we ask for policy makers to act on its recommendations.”

P&O Maritime Logistics Aids Offshore Wind Farms

Posted on by Keith McKinley

P&O Maritime Logistics, a leading provider of maritime services globally, today announced plans to convert one of its Multi-Carrying Vessels (MCV’s) into a Cable-Laying Vessel (CLV). Powered by alternative energy, the vessel will be the first-of-its-kind within the company’s fast-expanding portfolio of specialised offshore products and services.

Set to start operations in the third quarter of 2024, the conversion aligns with P&O Maritime Logistics’ commitment to decarbonising the industry by progressively moving towards zero-carbon operations. To achieve these ambitious goals, the company’s newly converted vessel will be equipped with a state-of-the-art battery system, as well as a low fuel consumption propulsion layout for green methanol fuel.

Supporting P&O Maritime Logistics’ global expansion plans and product offering, the new CLV will give P&O Maritime Logistics’ customers the ability to connect offshore structures and bring offshore energy onshore by installing export and inner array cables across vast distances. The company anticipates that one of the main use of the vessel will be to connect offshore wind farms with the mainland, marking yet another contribution in the company’s effort to enable the Green Energy Shift.

Martin Helweg, CEO of P&O Maritime Logistics said:

“The conversion of our vessel is a real step change. It means, apart from expanding our existing services and products into a more specialised offering, that we can also make a positive contribution to the decarbonisation of our industry. One way of doing this is by using alternative energy to power the converted vessel. The other important contribution is that the Cable Laying Vessel will predominately support the construction, development, and maintenance of existing and prospective wind farms. Lastly, and by repurposing an existing vessel, we are able to extend the lifetime of this particular product quite significantly to keep up with the increasing demand in the sector.”

Speaking about the conversion, Marc van der Zwaluw, Project Manager at C-Job Naval Architects, said:

“We are pleased to support P&O Maritime Logistics with the design of a cable-laying vessel by repurposing an existing module carrier vessel. With the increasing demand in the offshore wind sector, this vessel will be able to meet the operational demands for the installation of next-generation windmill infrastructure thanks to its optimised deck layout.

“Furthermore, in close cooperation with P&O Maritime Logistics, we were able to create a design that was best suited to their operational profile. The design focused on optimised vessel performance and features a DP-2 positioning system and a low fuel consumption propulsion layout that is ready for green methanol fuel and zero emission operations.”

The conversion by P&O Maritime Logistics builds on the company’s recent success in Taiwan with the Topaz Installer. The newly converted vessel will have the ability to host up to 64 seafarers and features a single basket cable carousel with an outside diameter of 24 meters. With this astounding span, a core height of 5.5, as well as a 30 tons SWL AHC subsea crane, the newly converted vessel is a testament to P&O Maritime Logistics commitment to adapt its portfolio for future energy needs.

P&O Maritime Logistics, a DP World company, last completed a study calculating the Scope 3 emissions footprint using a spend-based methodology. The study will be verified through an external auditor and reported in DP World’s 2022 Annual and ESG Reports. Following the establishment of the methodology and baseline, DP World is developing a strategy to reduce Scope 3 emissions which focuses on top emission hotspots. In 2023, DP World intends to work with key suppliers in those categories to understand their footprint and set out decarbonisation targets and strategies, jointly moving towards emission reductions.

STILL Converts Service Vehicles to Electric

Posted on by David Priestman

When it comes to sustainability, the Hamburg-based intralogistics provider STILL is once again setting an example: In a pilot project, two service fleet vehicles will initially be converted to electric drive. More are expected to follow once the test phase is completed successfully.

Not only since the “Fridays for Future” demonstrations and the current energy crisis has social awareness for climate protection and sustainability been increasing rapidly. “As a matter of fact, we are being asked more and more frequently by our customers about our sustainability efforts. I am all the more pleased to know that we can answer questions on this topic with a clear conscience,” says Frank Müller, Senior Vice President STILL Brand Management. But this awareness at STILL did not merely come about when the topic was the subject of lively debate on all sides. “Rather, it is an integral part of our corporate DNA,” Frank Müller continues, “that is why we will not be satisfied with what we have achieved so far. Our goal is zero emissions throughout the entire supply chain.”

“Be electrified!” for real
Back in the middle of last year, the intralogistics provider already set up charging stations for electric vehicles on the premises of its Hamburg headquarters. In keeping with the STILL slogan “Be electrified!”, apart from the electrically powered company vehicles, employees and visitors can also charge their electric cars there. The electricity required for the charging stations – like the rest of the electricity, by the way – is supplied by STILL from ‘green’ sources. ” We are thus making an important contribution to reducing CO2 emissions with our charging stations,” explains Stefan Sanny, Senior Director Facility Management & Technical Services.

Pilot project pushes sustainability strategy
With the introduction of the first electrically powered service vehicles, STILL is taking the next step in its sustainability strategy. For an initial period of one year, data is to be collected within a pilot project on how these alternative drives are compatible with STILL’s service philosophy, which is as ambitious as it is demanding. Stefan Sanny: “During this time, we will gain experience and information that we will then evaluate in great detail. This will give us answers to many of our questions, such as: How well does our service perform in rural areas with a less than ideal charging infrastructure? What ranges can be achieved with the charged vehicles? How do different weather conditions affect the range of the e-vehicles?”

Committed to customers and the environment
Based on this experience, STILL will then decide how to further expand the electrified service fleet in the future. Frank Müller: “However, we will do everything in our power to ensure that we succeed in balancing our sustainability goals with our high service standards. After all, we feel committed to our customers as well as to protecting the environment.”

STILL offers customised intralogistics solutions and implements the intelligent teamwork of forklift trucks and warehouse technology, software and services. The achievement created by the company’s founder Hans Still in 1920 through a large amount of creativity, entrepreneurial spirit and quality quickly developed into a strong brand well-known throughout the world. Today around 9,000 qualified staff in research and development, production, marketing and service are involved for the sole purpose of fulfilling customers’ needs throughout the whole world. The keys to the company’s success are highly efficient products ranging from sector-specific complete offers for large and small enterprises to computer-assisted logistics programs for efficient warehouse and materials flow management.

Subscribe

Get notified about New Episodes of our Podcast, New Magazine Issues and stay updated with our Weekly Newsletter.