Transport is an issue common to many timber businesses. In the spring, the UK implemented changes to restrict red diesel use that has made waves throughout industry.
“Removing most red diesel entitlements,” said HMRC, “will also help to ensure that the tax system incentivises users of polluting fuels like diesel to improve the energy efficiency of their vehicles and machinery, invest in cleaner alternatives, or just use less fuel.”
It’s one of the many causes of rising costs – from covid to inflation and from supply bottlenecks to Russian aggression – and has accelerated the demand for the electrification of equipment fleets, as the government intended.
“It’s certainly a lot better for the environment,” said Mark Bann of Baumann UK. “It’s also a lot better for the operator to be sitting without the drone of an engine behind them.”
Baumann has made sideloaders for 52 years, and electric versions since the early 1990s.
The machine was born out of the needs of the timber trade. Their unique ability to carry long loads securely on their bed made them ideal for the job and have since proved vital for business. Many of the UK’s biggest sideloader users are in the timber sector, including Metsä Wood, BSW Timber and Ridgeons Timber.
“To run a Baumann ELX would cost around £2 per hour, depending on the kilowatt per hour,” said Mr Bann. “The equivalent five tonnes capacity diesel with today’s engines and technology will be using around four litres an hour, minimum. That equates to up to around £8 per hour run costs. It’s also cheaper to service the truck – the service intervals are a lot less frequent than they are on the diesel truck.”
In addition to the long load capabilities, a big advantage over other types of equipment is the raised forward seating position. Getting a clearer view means quicker, safer progress and sitting forwards reduces stress on the operator.
The ability to tilt the whole of the machine horizontally also improves load picking and security, much like a tilting mast on a forklift truck.
“In the past few years, there has been a surge in demand for electric machines,” said Mr Bann. “Our order intake now is in the 80-85% range, 15% diesel. There are other technologies out there, such as our hydrogen fuel cell machine, but for the next five or 10 years, Baumann believes that electric is the future.”
Merronbrook Ltd agrees. The family-run business proudly boasts 50 years’ experience in the engineered wood products industry. Specialising in complete design, supply and installation of timber frame packages, supply-only packages of roof trusses and easi-joist open metal web floor systems, it uses sideloaders to store raw materials and feed the factory lines.
Located in the countryside, close to the village of Hartley Wintney in the north-east corner of Hampshire, the five-acre site, split over two levels and nestled amongst trees and heathland is important to their heritage.
The countryside setting brings with it a few restrictions, as Mr Bann explained: “There are a few challenges. They are in the middle of greenbelt land, they are at the limit with land usage, they need to maximise their storage space, which they do with the cantilever racking, and the aisles need to be as small as they can be, hence the use of sideloaders.”
Merronbrook has been carbon neutral since 2021 by using offsetting and has committed to being net zero in its scope one and two outputs by 2030, tackling things like energy consumption and transportation as a first port of call. It has already introduced a system for staff to lease electric vehicles, making it more affordable, and is now working on the electrification of its fleet.
“Merronbrook ran diesel trucks until about 18 months ago,” said Mr Bann. “With the cost of white diesel now so high, the cost of running the electric truck is significantly lower.”
On this latest ELX, Baumann has introduced an XL cabin option for greater operator comfort and the X-Plus Series – additional reach without changes to the chassis size.
That helps when loading and unloading vehicle beds, particularly 2.4m artic trailers, but it also means when operators are in the aisles, they don’t have to get quite as close to the cantilever racking arms to reach out and take the timber packs off.
“It will reduce damage over the long term to the racking and maybe to the truck,” said Mr Bann.
In Kortrijk, Belgium, another historic timber business is facing up to a similar issue, only this time it’s not only tight spaces that are the issue, but very large areas.
With enough room for 77 football pitches, Vandecasteele’s incredible hardwood storage site is home to 120,000m3 of timber and a 19-strong fleet of Baumann sideloaders. “They have been one of our most important customers for over four decades,” said Tony Benson, Baumann’s global marketing manager.
A thousand covered aisles across 63 hectares makes for very long runs. To date that has meant diesel trucks were the only ones capable of lasting the full shift, but the company recently revealed it was looking at ways to electrify the fleet and already has a Baumann EGX on trial.
Even here the aisles are tightly packed, with timber allocated into block stacked areas depending on its origin. Recently the company has installed cantilever racking, making the storage process a less manually intensive one.
A host of other upgrades also provides Vandecasteele with added flexibility. In addition to the tilting chassis, extra tilt is added via the fork carriage; fork positioners adjust the spread and a single lifting fork gives the ability to make fine adjustments, whilst the VRS outreach system gives precise mast control.
A key aspect for all users of sideloaders interested in electric is runtime. That initial anxiety over electric vehicle range, frequently discussed in relation to cars, translates closely to shift life in the logistics sector. Will the machine last a whole shift and will the time needed to charge it be available?
Many new sideloader customers also wonder this. “One of the reasons why this happens is because operators tend to over-estimate the time equipment is actually working,” said Mr Benson. “Engines can idle whilst trucks are standing, and hour metres do not give the complete picture.”
For the past few years, Baumann’s 120-volt ELX and EGX machines have been quietly exceeding those shift life expectations. What makes the ranges unique is a combination of three important design features related to the battery, the motor and the lift pump. Each is designed to reduce unnecessary battery use and maximise energy efficiency.
Thanks to built-in fork pockets (or the use of a crane) the battery can be exchanged if needed, ensuring true multi-shift applications, or charged in situ, but it’s that higher voltage (the Baumanns are the only 120-volt trucks on the market) that means greater efficiency throughout the wiring schematics and electronics system.
Greater efficiency means less electrical resistance and less energy is lost due to heat, and ultimately longer running times.
The ELX machine was carefully designed to be lightweight, with stiffening in the chassis where needed. It means a single motor can run the two drive wheels, set at the most efficient frequency, delivering enough power to the key truck functions when “idling”. Idling however, doesn’t really happen. Capacitive sensors detect when a hand is present on the joystick. Turning the steering wheel or pressing a pedal will also trigger a response.
With no hand present, or no movements made, the motor powers off. Power is saved and battery use is almost zero.
Detecting a function will trigger the motor to enter it’s ‘idling’ setting of around 90 hertz (the setting, like many others, can be changed as required) ready to trigger accumulators for braking or to power the lift and outreach pump.
Once a lift movement is made, the load sensing lift pump sparks into life. It delivers pressure to the hydraulics in three stages – again, each can be defined as required – depending upon the force of the movement required.
Together, the three design elements extend battery life beyond, eight, nine and even 10 hours of regular use. Enough to get most operators through their shift and give even the most anxious of users, a boost of positive energy.
One timber company that’s clearly benefitted is Huevelman. The Dutch were quick to adopt electrics, with engine trucks barred for indoor use. Part of the Timber and Building Supplies Holland NV group (TABS), Huevelman’s site in Ouderkerk aan den Ijssel is squeezed by the waterway on one side and the dyke and village on the other.
With materials shipped in and craned-off directly on site, the advantage provided by its own port also creates a barrier. “We have our own unloading facility,” said Henri van der Pot, head of logistics. “But we go as close to the water’s edge as possible to maximise the available space. We have nowhere to grow.”
The 14-strong sideloader fleet stores the wood in narrow cantilever aisles and feeds the two processing lines, making them an integral part of the system. Work is split into two shifts, starting at 7am and ending at 11pm. The sideloader fleet is large enough to cope with charging requirements and, as the kit gets older, spare batteries may one day be required, but so far, said Mr van der Pot, it’s never been a problem: “With a new battery, the trucks last the entire day.”
The low noise level is also something that’s likely appreciated by the very close nearby local residents. “Of course, we work inside and out, and electric is the only way for us to go,” added Mr van der Pot. “We have an agreement to close our doors at 7pm so as not to disturb our neighbours. In truth, the only complaints we may get now relate to the noise of the radio!”
