While the reachstacker may be growing in popularity, the fork-lit truck is still an efficient, value-for-money container handler. John Bensalhia explains

It's an ongoing battle. In the port container handling ring, two opponents have divided port owners over their respective merits and pitfalls. In one corner, we have the good old-fashioned fork-lift truck – in the other, we have the more recent alternative, the reachstacker.

The reachstacker does have a number of benefits at its disposal. One advantage that it has is that because there is no mast at the front, this allows for better visibility. And because they are lighter, it can be argued that they have a greater capacity for flexibility – for example, a reachstacker can pick up empty containers with greater ease than a fork-lift truck. In the past, ICTSI's Captain Andy Andrews has argued, for example, that for a fork-lift truck to pick up an empty container, that box would have to be light and have pockets for the forks to go into.

But then the fork-lift truck is still holding its own against the reachstacker. Thomas Malmborg, vice president of Cargotec Fork-lift Trucks says that the FLT is highly adaptable. “General cargo terminals benefit from the versatility a forklift truck can offer,” he says. “With different attachments, forklift trucks can be used in most cargo handling situations such as handling pallets, paper rolls, coil rams etc.

“Most ports handle a variety of goods and we have gained success with our ability to offer great versatility, serviceability and safety. Our customer focused way of working ensures that we find the correct solution to each customer’s materials handling need.”

Mr Malmborg offers a good example of versatility in Cargotec products: “Forklifts for concrete handling can be fitted with a variety of attachments, including rotators, triple forks, quadruple forks and stone clamps. The Kalmar low-built forklift, for example, is an extremely versatile handling machine. Its “low-built” nature means that it can be driven directly into a standard height container. The low overall height is achieved by using a carefully designed mast together with a low built cabin.”

With regards to the best-selling Cargotec products, reliable and versatile Kalmar forklift trucks are used in load handling in a broad range of different industries and applications. This popularity depends on the customer’s industry and type of material they handle. Recently, Cargotec has had great success with its light range electrical fork-lift truck and its medium fork-lift truck, the new DCG90-180, which has received much attention and interest from its customers, says the company.

It's also worth noting that there are distinctions between fork-lift trucks and the tasks that they are used for. As Mikael Andersson, product specialist for Konecranes lift trucks says: “The FLT can both be a dedicated and a flexible handling solution provider.”

Mr Andersson offers examples of tasks for both types: “The dedicated FLT can be used for: Forks for universal cargoes to be handled; paper clamp truck; paper bale truck; brick clamp truck; coil ram truck (single, double or even triple) and magnet lift truck for steel slab.

“The versatile/flexible FLT’s could have the quick-change system or multi-tool system that also can be used for: short forks, medium forks, long forks with quick-change for different cargoes to be handled; and for add-on attachment with quick-change for different cargoes to be handled like paper clamps, paper bales, brick clamps, coil rams etc.”

In sales volume, the most popular Konecranes “classic general cargo truck” is the SMV 16-1200B (16 tons at 1200 mm load centre). “This model can be used as both a general versatile multi-purpose truck as well as a dedicated cargo handler,” says Mr Andersson. “Therefore it is very popular.”

Port operators must always take a number of factors into account when choosing the right fork-lift truck. Mr Andersson says that the deciding factor is “the type of cargo/goods to be handled for the choice of material handling solution. The next step would be the lift capacity, the load centre required by the cargo itself and finally the lift heights requested.”

And once again, cost is an important consideration to take on board. This is an area in which the fork-lift truck wins out over the reachstacker, since the latter is more expensive. However, port operators should bear a number of operational running costs in mind: fuel consumption, service intervals, tyres (although tyre wear varies due to the different performances of the operator, the ground conditions and tyre maintenance), and also wear and tear.

Mr Andersson explains that the operational costs also vary with regards to the type of truck. “Trucks with axial piston pumps and load-sensing hydraulics give much lower "operational running costs, with normally higher initial purchase prices", he says. “The difference is mostly covered (paid back) within one to three years or 3,000-10,000 running hours, depending on handling solution, local conditions etc.

“Trucks with gear pump and no load-sensing hydraulics give much higher operational running costs, but normally lower initial purchase prices. The requirement for a replacement of an diesel engine due to the above two different systems could change from 10,000 to 15,000 hours on non-load-sensing hydraulics, to 15,000 to 25,000 hours with load-sensing hydraulics.”

Cargotec's Mr Malmborg adds that the many cost factors have to be understood from an owner’s perspective who weighs purchase price against productivity and quality. “For example, in our new heavy range Kalmar forklifts, fuel efficiency, ease of maintenance, hydraulic system, chassis design and diagnostic systems all lower the total cost of ownership.”

Another cost issue to bear in mind is that of personnel. “With an ergonomic working environment, terminal operators keep drivers comfortable and alert which will have a positive effect on productivity, efficiency and safety,” says Mr Malmborg. “One of the most notable changes with our new G generation is the new EGO cabin. We have focused on the ergonomics to enhance the operating environment and experience for drivers. We have made sure that the people driving our forklifts can sit genuinely relaxed and comfortable when working – improving their alertness and subsequently enhancing their driving performance.”

The wear and tear aspect of a fork-lift truck again depends on a number of factors which will differ with each port operator, but could include handling applications, site and/or terminal conditions, driver conditions, and permitted drive speeds. Mr Malmborg says that in terminals and ports there is often a need for 24/7 utilisation of the machines – but this is a fact that Cargotec has acknowledged in its product range.

“When developing products we aim to minimise the time for service and maintenance to meet our customers demands for productive, accessible and reliable machines. We keep ease of maintenance in mind during the whole product development. We are continuously working to improve the efficiency and economy of our customers' operations. Our focus, in all product development, is to enhance the cost-efficiency, quality and productivity of our counterbalance machines, resulting in better performance and greater total lifetime savings.”

The fork-lift truck clearly still has a lot of mileage. Companies such as Cargotec and Konecranes have produced products that will allow port operators a strong, efficient service, but at a very reasonable price. While some port operators may favour the reachstacker, the FLT is still managing to hold its own, and with the likes of Konecranes and Cargotec continuing to produce efficient, value-for-money solutions, the fork-lift truck's future looks assured.