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Specialist Collection for Paper Salvage
Page 80
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THE salvaging of useful materials for remanufacture has been intensified in recent years and, especially since 1939, municipalities have reaped a valuable harvest by organizing the collection and disposal of waste paper, textiles, metals and other elements from their refuse. Consequent upon the ever-increasing employment of cartons and fancy packings there k a good, although fluctuating, demand for waste paper and much revenue accrues from this source.
Mills which can use, and so will pay for, paper are grouped in certain relatively small areas of the country, particularly in Lancashire, parrs of Scotland and around London, so that the journey of the material from the household in some remote urban district may be long.
When the local authority relieves the householder of salvage, that is less than half the story. In the case of paper, the demands of the mills fluctuate widely, and this is where lies the advantage of dealing through a reputable merchant who, in touch with a variety of outlets, will organize the situation according .to prevailing demand and undertake the necessary transport arrangements.
A good example of the manner in which such work is performed is provided by Henry Beetson, Ltd., Bury, Lanes, an organization which was established some 30 years ago and now has a fleet of vehicles -exclusively engaged on the transport of waste materials. These comprise baled paper and bated textiles used for paper manufacture, also jute and other wastes employed in the felt industry.
For some years transport was provided for the Beetson business by local hauliers, but after the war the company decided to set up a transport fleet of their own. Primarily, the objective was to give both buyers and sellers an improved service, especially at times when the mills were short of supplies.
Often even the most willing haulier finds it impossible to accede to the individual requirements of a customer's customers and operators also have difficulty in always fulfilling precise timings. It was to meet these special needs that the Beetson fleet was first established and, although it has increase4 to seven vehicles, the service is still worked in conjunction with outside contractors.
Before the war and during it, good work was done by Fearings Transport of Burnley, Ltd., and, since denationalization, this operator's vehicles have again been regularly employed.
The first lorry to be acquired by Henry Beetson, Ltd.. was a Dennis Pax and it was found that, with an 18-ft. platform this vehicle could be expected to carry loads of 6-7 tons. The results achieved effectively demonstrated the goodwill that could be built up by drivers with a specialized knowledge of the trade and a close acquaintance with the company's customers.
In consequence, more vehicles were added and they now comprise four Dennis Pax with Perkins oil engines, an Albion Chieftain and two E.R.F. with Gardner 4LW engines. In recent times the trend has been towards rather heavier vehicles with power units of more or less the same capacity, the 70-75 b.h.p. class being entirely adequate for the work undertaken. With the exception of the most recent E.R.F., which has a 20-ft. platform, all units in the fleet have 18-ft. platforms, The company's own fleet normally collects from sellers, usually local authorities, within a 120-mile radius. Waste materials are received readybaled and low-grade supplies are transported direct to the mills.
Valuable Waste
In other cases, loads may be brought to the Beetson warehouses at Rochdale and Bury for sorting before onward transmission. There are certain valuable types of waste which professional hauliers often prefer not to handle, but these cannot be overlooked and the company's own lorries run outside their usual area, even as far as Scotland, to make these collections.
Drivers are all reliable men of thorough experience and because of this they are not normally given scheduled routes, it being left largely to the individual's own initilitive to carry out each job in the most effective manner. Each is responsible for greasing his own vehicle—work that is performed between journeys—and each reports to the company's mechanic any ineed for adjustments or repairs.
In view of the limited size of the fleet there is no strict maintenance schedule, but the mechanic gives close personal supervision to all vehicles. A spacious well-lighted garage has been set up in Bury and a heavy-duty gantry provided for the lifting of bodies or engine units.
Well Equipped •
Among special features are two illuminated pits, a trans-shipping stage, and central heating, supplemented by space heating. Equipment includes petrol and oil pumps, a welding bench, automatic drills, Tecalernit high-pressure greasing plant, a compressor and power wash.
Annual mileage is between 35,000 and 40,000 per vehicle and from the records it was interesting to observe that the average cost over the whole fleet for the past year was 13.43d. per mile, an increase of 0.19d. per mile over the figure for the previous accounting period.
In the case of the Perkins engines the practice is for them to be overhauled and re-ringed at 90,000 miles, replacement following at 150,000 miles. Good results have been achieved with Michelin X tyres, which are employed on the rear wheels of several vehicles. They have yielded averages of 70,000 miles. On one E.R.F., a pair of 50.0020 Michelin oversize covers has reached 90,000 miles.