Hyster has an adaptive approach in the way it develops and supplies big trucks to the complex ports and terminals sectors, writes Peter MacLeod.
At the TOC Europe 2025 conference and exhibition, which was held in Rotterdam, the conversation around port equipment wasn’t just about hardware – although there were plenty of trucks on display for those who, like me, cannot resist a big boy’s toy. No, it was primarily about adaptability, intelligence, data, and decarbonisation, themes that were epitomised on Hyster’s stand. A global leader in the heavy-duty lift truck sector, Hyster came to Rotterdam not merely to showcase its latest machinery, but also to listen and collaborate. I sat down on Hyster’s busy stand with Europe-based Ricky Hirani, its Global Commercial Product Leader for Big Trucks and Port Equipment, and US-based Herman Klaus, its Director of Application Solutions, to find out how Hyster is positioned in such a way to best navigate the intricacies of a global market where no two ports or customers are alike.
Modular Thinking
At the heart of Hyster’s approach is its platform philosophy, described by Hirani as part of its “Distinctly Hyster, Built for You” concept, which revolves around modularity and commonality across diesel and electric models. “Whether it’s the cab, the front-end, or the steering axle, many of the core components are shared,” he explains. “The lift and lowering speeds, top speeds… on paper, they’re identical. That familiarity helps operators transition seamlessly between powertrains.”
Hyster’s philosophy is not about promoting one fuel type over another. “Tell us the application, tell us the challenge,” says Hirani, “then we’ll help assess the best solution, whether that’s diesel, electric, or a mix.” This approach places the emphasis on total cost of ownership (TCO) and operational alignment over a ‘one-size-fits-all’ product push.
Klaus adds that Hyster has long embraced the need for customisation. “We’ve always built to order, rather than just to stock. I started at Hyster 40 years ago in special products engineering, modifying trucks pre-build to meet very specific needs. That mindset is embedded in our culture.”
Global Landscape
Hyster builds equipment (warehouse trucks, forklifts and container handlers) for both warehouses and portside, but it seems to me there are more differences than similarities between the two environments. Unlike the relatively predictable conditions found within the four walls of a warehouse, ports are often chaotic, highly variable environments, influenced by geography, climate, infrastructure, site conditions, regulations, union and labour dynamics. “You can’t compare moving shipping containers at a Baltic port in January with operations in the Middle East at 40°C,” says Hirani. “So, for example, we offer hot and cold climate packages. No one should pay for features they don’t need.”
Klaus points out that regional operational intensity also plays a role. “In the US, trucks tend to run longer hours. That affects charging strategies and service life expectations. And diesel is still significantly cheaper there, so ROI on electrification looks very different than in, say, Europe or Asia.”
Hyster’s response is to develop a suite of options that can be adapted to suit these local variables while maintaining global consistency in quality and service. “We aim to commonise where possible and customise where necessary,” says Hirani.
Decarbonisation Journey
Electrification is a key trend in the sector, but not the only one. As ports explore decarbonisation, they face significant barriers: infrastructure costs, grid limitations, workforce training, and regulatory uncertainty. “Our goal is to eliminate or minimise compromises when transitioning to electric,” says Klaus. “Performance, productivity, and operator comfort should all match what customers expect from diesel. But it’s not just about the truck. It’s about battery charging strategies, infrastructure, even where chargers are located. These aren’t questions every customer is ready to ask, so we help guide them.”
Hirani adds that Hyster often brings suppliers into the conversation to create complete solutions. “We’re customers too. Just as our clients push us, we’re pushing our suppliers. We don’t just sell a truck, we enable an operational shift. If the charger doesn’t work, the truck doesn’t move. That’s failure in our eyes.”
The company also sees promise in hydrotreated vegetable oil (HVO) and hydrogen, depending on the use case. “There are pockets where hydrogen makes sense,” Hirani says. “We already have a hydrogen fuel cell reachstacker running. But infrastructure and training are just as crucial as the vehicle. You have to bring the entire ecosystem along.”
Knowledge Over Equipment
When asked what sets Hyster apart, beyond engineering, both of my interview subjects are emphatic: knowledge. “Our value comes from asking the right questions,” says Hirani. “Cost isn’t a one-word answer. Is it CapEx or OpEx? What’s the timeframe? We explore those trade-offs with the customer. Sometimes they think they know the solution, but we bring insights from other applications that help shape a better answer.”
That insight-sharing extends to flexible financing via Hyster’s independent dealer network and Special Engineering Design (SPED) capabilities that provide tailored machines for niche applications. “Every customer is somewhere on their decarbonisation journey,” says Klaus. “And we’ve got visibility into all those ‘plots on the line’. That allows us to help bridge the gap between where they are and where they need to go.”
Data and Autonomy
As port operations increasingly digitise, data standardisation becomes critical. Hyster is actively participating in the TIC 4.0 initiative to contribute to a universal language of equipment telemetry. “We can give them all the data they want,” Hirani notes, “but the first question is always: what do you want to measure? You have to define the KPIs before data becomes meaningful.”
For those not yet in the know, the TIC 4.0 (Terminal Industry Committee 4.0) initiative is a collaboration between port and terminal stakeholders to define and standardise data communication protocols and performance metrics across cargo handling equipment and digital systems. Much discussed across the halls at TOC Europe, its goal is to enable interoperability and improve operational efficiency by creating a common language for the exchange of data in port and terminal environments.
But what of autonomous trucks operating portside? “We’d be foolish not to be investing in it,” Klaus admits. “Operators are getting harder to find. The future will include high levels of autonomy.” As we touched on earlier in the article, ports, unlike warehouses, pose a tougher challenge due to their lack of standardisation. Hyster is already learning from its work in more structured environments to bring applicable technologies forward.
Solution Selling
My final takeaway from Hyster’s presence at TOC Europe is to sense a shift in narrative. As Hirani puts it: “We’re not trying to sell forklifts, we’re selling answers. Customers might think they’re buying a truck, but what they really need is a partner who understands their infrastructure, their workforce, and their goals.”
That means getting out into the field. “We visit sites, we observe, and we ask,” says Hirani. “We bring the OEM perspective, which helps customers see their own operations differently. That’s where the best solutions come from, by working together.”
As port operations grow more complex and global pressure to hit decarbonisation targets intensifies, suppliers like Hyster will become relied upon not just for their machinery, but for their insight, flexibility, and willingness to evolve with their customers. If one thing became clear during my time speaking with the Hyster experts, it’s that in the modern port or terminal operation, customer success doesn’t necessarily come in the form of a product spec sheet, a box, or spreadsheet. It comes in a conversation.
