The market for forklifts and similar lift trucks electrified early. The market for Class I lift trucks intended mainly for use inside warehouses crossed 50% electric in approximately 2010. In indoor environments there is a substantial advantage for a vehicle which produces no exhaust fumes. The early models used lead-acid batteries, gradually shifting to Lithium chemistries as batteries aimed at electric vehicles improved.
More recently, other classes of forklift which handle heavier loads and outdoor use have been electrifying, as batteries have reached a capacity to operate all day without charging and electricity is less expensive than the equivalent propane for internal combustion forklifts.
Electric lift trucks have several inherent advantages over propane:
- Efficiency: electric vehicles excel with frequent starts and stops, which a forklift spends all day doing.
- Regenerative lowering: it takes energy to lift a heavy load, but regenerative braking techniques can recover energy while lowering a heavy load. Anything lifted up will (eventually) be lowered back down, over time the fleet of forklifts will recover a good portion of the energy spent lifting.
Short haul trucking
Drayage trucks, heavy vehicles intended for short distance duty such as to and from transport hubs, are at the start of their electrification process now. They also have several inherent advantages:
- Idling: even with a decade of effort in schedule optimization and just-in-time arrival, such vehicles spend a substantial amount of time waiting for loading and unloading. Internal combustion vehicles consume fuel while idling, electric trucks do not.
- Emissions: air quality near ports and transportation hubs has been a concern for decades, and have resulted in ever more strict limits on emissions in the vicinity of the port. A zero emission electric drayage vehicle more easily meets these requirements.
Vehicle to Grid?
To me, one of the interesting potential developments for electric vehicles is to take advantage of the battery capacity available in fleets of electric vehicles with one common owner and fairly stable usage patterns. Warehouses and ports mostly do not operate at 100% capacity 24/7. Noise ordinances and the economics of three shift work means they will often not be fully staffed overnight. There will be hours where some of the equipment is plugged into chargers and mostly sitting idle.
These are the same hours where solar production is not available. Might the fleet owner be able to make some amount of revenue while the equipment sits idle? The equipment does need to end the night with a mostly full battery for the first shift's work, but there may be an opportunity to charge while power is cheap and, knowing usage patterns in advance, participate in virtual power plants to bid into the day-ahead market.
School buses remain the best example of Fleet-V2G potential. They can charge after dropping off children after school, at a time when solar power is still generally feeding the grid. They will sit all night, and can supply some amount of power in the late evening hours.
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My spouse's German mother emigrated to the United States in 1958. Until 1975, German mothers did not pass on citizenship to children born in wedlock. My spouse was not born a German citizen for this reason. The modern state of Germany has decided that this gender discriminatory policy was unconstitutional, and defined a declaration process called Staatsangehörigkeit § 5 (StAG5) by which descendants of such persons can declare their German citizenship.
This has worked out quite well for us. During the school year they use the hour which would have otherwise been the Spanish class to work on their German. They've also taken a class over each of the last two 
