AT THE HEART OF THE ROAD TRANSPORT INDUSTRY.

Call our Sales Team on 0208 912 2120

Solids Best for Fork Trucks

4th July 1952, Page 33
4th July 1952
Page 33
Page 33, 4th July 1952 — Solids Best for Fork Trucks
Close
Noticed an error?
If you've noticed an error in this article please click here to report it so we can fix it.

Which of the following most accurately describes the problem?

riPERATORS of fork trucks in this 1,i country now appreciated that, for all but the roughest conditions the solid tyre had everything in its favour. In Britain, the poor surface of the average factory or warehouse floor had delayed the adoption of solid tyres, but the position was changing rapidly as users found the cost of floor laying and repairing could e quickly recovered by speedier handling methods.

Mr. C. W. Sharp, managing directbr of Conveyancer ForkTrucks, Ltd.; made these observations in a paper read, last week, at they Owen organization's materials handling convention at Wrexham.

Although the first cost of the batteryelectric machine was high, Mr. Sharp was convinced that it was the best type for inside operation. As regarded internal-combustion-engine models, the oil-engined type was approximately twice as popular as the petrol-engined vehicle. , Because petrol trucks were usually a little faster than oil-engined and battery electric machines, comparative operating cost figures had to take speed of operation into account. The speaker gave figures based on tests •carried out with 2-ton machines, performing similar work in cycles of 136 ton-yards. Petrol and oil fuel were taken at present-day prices and electricity at 11-d. a unit.

The. number of cycles completed in 16 minutes by the petrol truck was nine, that by the oiler eight and that by the battery-electric six. On a ton-yard basis the petrol vehicle cost 10.55d. per 1,000 ton-yards, the oiler 2.4d., and the battery-electric 2.15d. On a ton-yardhour basis, the petrol machine cost 4s. and performed 4,580 ton-yards, the oiler 9.5d. for 4,070 ton-yards, and the battery-electric 6.5d. for 3,050 tonyards.

Mr. E. Coupland, chief engineer, Rubery, Owen and Co., Ltd., also presented a paper and said that the maximum advantages of the use of pallets would be realized only when a wider degree of standardization had been achieved. Efforts were being made to foster this and such attempts should be encouraged.

Mr. L. Rurnley, sales director, Conveyancer Fork Trucks, Ltd., gave some figures concerning handling costs in his company. In 1938, he said, the tonnage dealt with was 25,000. The total staff, including office staff, was 68, and the average weekly wage was £3 4s. The handling cost for manpower alone worked out to 9s. 00. per ton.

in the 12 months ended March, 1952, 56,000 tons had been handled, the staff was 79, and the average weekly wage was £6 Ss. Although tonnage and pay had doubled and the labour force slightly increased, the handling cot was only 9s. 41d. per ton. This gratifying result had been achieved through internal mechanization.


comments powered by Disqus