Rod Simmonds has stepped in to tell us what Google can’t – all about the Camel Hump stock crates that were introduced in the 1980s
Some forty years ago, a quiet evolution was taking place in the sunny Hawke’s Bay, with the transport of high-end cattle for new developing export markets.
The lucky contractors for Richmond Meat Exporters (now Silver Fern Farms) were tasked with transporting bruise-free cattle into the specialist cattle processing plant known as ‘Pacific’, in Whakatu, Hastings.
The high productivity export meat plant was the shining light in the post regulation 1980s and years ahead of the cumbersome and costly traditional processing plants that had not long started to close up all around the regions.
The export-led and progressive Richmond Meats operation had a huge catchment area. Basically, cattle were sourced from Waikato to Wellington and everywhere in-between.
The distances and volume of cattle required new thinking around transportation – hence the introduction of the ‘Camel Hump’ trailer. Many innovations were required, from Super-Single wheels, low deck height, maximum length and overall height, along with a clever livestock crate design led by Nationwide Stock Crates in Mount Maunganui.
The new weight limits from 39mt to 44mt allowed another couple of pens per trip – so maximising capacity while still taking care of the livestock was the order of the day.
The rubbing and subsequent chafing of animals’ backs during transport was always an issue with metal crates but with deeper specialist and dedicated cattle-only crates, livestock health and productivity improved.
Domett Fruehauf were really the only sizeable local trailer manufacturer doing stock trailers at the time, so they made the 30-foot four-axle units, with Nationwide Stock Crates designing and making the stock crates.
The trailers could open up when empty so air could flow straight through. Many traditional stock truck and trailer combinations used to weigh 25mt empty, but these were significantly lighter at around the 20mt mark.
Double-decking cattle in the middle pens also improved stability and ease of handling when loading and unloading. Washing out was a little bit easier, too. The trailers could take 30 full-size bulls, and the truck could carry around 12, so over 40 animals in one trip helped increase productivity and lower transport costs. With no sheep floors or doors, it was all wide-open spaces.
The main carriers were David Pope, Greytown, Peter Curtis, Allan Powell and Len Matiera from Hawke’s Bay. They all had different trucks but used the specialist ‘Camel Hump’ trailers for many years. With the lighter crates being developed, they went later to the full-size double decking crates, especially for moving the higher number of dairy cows coming through at the time.
They were without doubt some of the best-looking trucks hauling stock in New Zealand at the time.
David Pope built a specialist R142 Scania 6×4, Peter Curtis had S26 Scammell then ERF, Allan Powell had the famous Mack V8 Cruiseliner and Len Matira the sleeper Mack Cruiseliner – all painted similar to match their own take on Richmond Meats logo and colours.
The equipment gave many years of great service, and the trucks, trailers and crates all went on to second and third lives for other operators – but the whereabouts of the crates today are unknown. Rumour has it, one is still used on farm work in the Hauraki Plains.
Livestock trucking now is better for the foresight and innovation started over a beer and a cigarette packet drawing – apparently.
Images by Rod Simmonds and Derek Tankersley