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Reach stackers are demanding machines: they lift heavy containers and need to work for long operating windows with little downtime. That makes hydrogen an understandable option. But the available examples do not show that ports are broadly choosing batteries over hydrogen—or provide a global count of purchases. They show battery-electric machines as product offerings and deployments, while hydrogen reach stackers appear in project pilots and a pre-production trial. The practical choice depends on a port’s duty cycle, energy infrastructure and the maturity of the equipment being considered.
Why reach stackers seem suited to hydrogen
A reach stacker is a heavy-duty container handler, and its work can make refueling speed and continuous availability valuable. The California Energy Commission’s assessment describes hydrogen fuel-cell container handlers as a possible fit for longer operation and heavier duty cycles, while finding battery alternatives more developed in the context of that report. That is a technical assessment, not a current global market survey. California Energy Commission assessment
Hydrogen is not necessarily an alternative to batteries in the machine itself. Hyster’s Tilbury configuration pairs a fuel-cell engine with a lithium-ion battery: the fuel cell supplies power to support the battery, and the machine still includes energy storage onboard.
What the examples actually show
The examples span product announcements, a commissioned project pilot and a pre-production trial. Those are different levels of commercial evidence; none alone establishes repeat sales or a market-wide purchasing pattern.
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| Example | What was reported | Evidence status |
|---|---|---|
| SANY battery-electric reach stacker, August 2025 | SANY announced a 50-ton energy-storage reach stacker with a 512 kWh swappable battery system, over seven hours of continuous operation, and fast charging or battery swapping. These are manufacturer-reported specifications. SANY announcement | Product announcement |
| SANY electric port machinery, January 2024 | SANY said its port machinery range included a pure-electric reach stacker and a battery-swapping trolley/mini station, and claimed the swap could be completed in eight minutes. SANY announcement | Manufacturer-described offering and system capability |
| H2PORTS, Valencia, 2025 | The Clean Hydrogen Partnership factsheet says the reach stacker and yard tractor were commissioned and planned for two years of piloting. Valencia’s project design used a mobile hydrogen-refueling station. H2PORTS factsheet | Commissioned demonstration with a planned pilot period |
| Port of Tilbury, September 2026 | Hyster announced a hydrogen fuel-cell reach stacker with a 60 kW fuel-cell engine supporting a 130 kWh lithium-ion battery. Hyster describes it as a pre-production trial, with onboard hydrogen storage for 32 kg and refueling in under 30 minutes. The announcement says the system is intended to support a full 12-hour shift; this is not a controlled comparison with SANY’s run-time claim. Hyster announcement | Pre-production trial |
Hyster’s September 2026 announcement also projected an annual reduction of more than 107,000 kg of CO₂. The estimate is based on 40,000 liters of diesel use per year and a 2.68 kg CO₂-per-liter tank-to-wheel factor; it is a projection, not a measured result. Hyster announcement
How to compare the powertrains at a port
Run time and replenishment figures only help when matched to the machine, work pattern and site. The SANY and Hyster figures above come from separate manufacturer announcements, not a head-to-head test.
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Duty cycle and operating window
Start with how many hours the machine must work, how intensively it handles loads, and whether scheduled breaks allow charging or a shift change. A long, high-utilization duty cycle can make fast refueling attractive, but battery capacity, charging strategy or swapping may also suit the operation. The reported over-seven-hour and intended 12-hour capabilities describe different products and conditions, so they should not be treated as equivalent test results.
How downtime is managed
Battery equipment can be replenished through charging or, where the machine and site support it, a swap. SANY’s eight-minute swap is a company claim for its system, not a universal battery-swap time. Hydrogen replenishment can be quick, too: Hyster reports under 30 minutes for the Tilbury configuration. In either case, the relevant measure is the operational interruption in the actual installation, including access to spare batteries or fuel and the time needed to connect, charge or refuel.
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Energy infrastructure and supply
Battery machines require charging access and sufficient electrical capacity, or a practical swap setup. Hydrogen requires a dependable supply chain as well as storage and refueling equipment. H2PORTS used a mobile refueling station in its project design; Hyster’s Tilbury announcement describes on-site green hydrogen production, supply and refueling infrastructure. These are distinct site arrangements, not plug-in options that every port can assume are available.
Commercial maturity
A product announcement, a commissioned demonstration, a customer deployment, a pre-production trial and repeat commercial sales are not interchangeable evidence. The cited examples establish activity in both technologies, but do not reveal how many ports have bought either type or how often an announced machine has been sold repeatedly.
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Do the examples prove ports are buying batteries instead?
No. They support a narrower conclusion: battery-electric reach stackers are being presented as products, and hydrogen reach stackers are being tested in named projects. Hyster-Yale’s presentation lists individual projects, including a battery-electric empty container handler at Malta and a fuel-cell reach stacker at Valencia, but does not provide technology market shares. Hyster-Yale presentation
The evidence therefore cannot establish that ports globally are choosing batteries over hydrogen, nor quantify a purchasing trend. It does show why battery products may be easier to encounter in current equipment offerings, while hydrogen remains a plausible option where duty-cycle needs and fuel infrastructure justify it. A port’s decision is ultimately site-specific, and a pilot should not be mistaken for broad commercial adoption.
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