Sector - Livestock

Burnett Transport stock trucks and their drivers pose for this picture taken in the 1980s. In the first row are 7 International TF2670s with 3070-B series ACCO International, Isuzu, Bedford KM 6x4 and Dodge K series further back.

One of Burnett's Motors, Ashburton, Dodge K series stock units. This truck, no.62 was powered by a 185 horsepower Perkins V8.510 V8 diesel engine and is a single drive with trailing axle 6 wheeler. Notice the Jailbar Ford runabout in the background.

Another K series Dodge stock unit of Burnett's Motors, Ashburton. This truck, no.50 is slightly older than no.62 and was originally powered by a 185 horsepower Cummins V8185. The Cummins V8185 was not a reliable power unit and soon gained a reputation as something of a hand grenade. These short stroke high revving V8s were also fitted to the Ford D1000 series, the piano cab International ACCO 1950 series and the Australian BMC FJ10 series trucks. Neither the International 1950s with this engine-(1950s sold in N.Z. had the more reliable Perkins V8.510 engine) or the BMC FJ10s were sold here.

Burnett's Motors, Ashburton, International Loadstar F1800D artic with two axle stepped deck semi-trailer and two axle single tyred drawbar trailer backed up to the ramp at the old Addington Saleyards, Christchurch. This was the first F1800D model Burnetts purchased and it later became a rigid tipper and towed a two axle tipping trailer. After Burnetts it went to Ashworth Contractors in Christchurch.

This truck was the second International Loadstar F1800D Burnetts Motors purchased and was new in 1968. For most of its life it carted stock, although it had the crates removed and carted logs with bolsters bolted to the deck after the August 1975 nor-west gale that devastated Canterbury plantations. In later years it became a concrete mixer truck at Burnett Construction Services, Ashburton concrete plant. In this picture it is lettered to Burnett Transport Freight Division, Ashburton. The changes in company name came about through changes in ownership after company founder, Bob Burnett sold part of the business to the Australian Brambles transport group. Brambles N.Z. operations eventually became part of the Owens group of companies, founded by Tauranga businessman, Sir Bob Owens. Burnetts owned four International Loadstar models, the first was an F1800 petrol with 197 horsepower V345 V8 motor, 5 x 3 speed gearboxes, IH RA341 30,000 lbs tandem and hydraulic brakes. The petrol one was eventually repowered with a Perkins V8 and became a mixer truck at Burnett's concrete plant in Ashburton. There were the two F1800Ds purchased new and another F1800D tractor unit purchased second hand from the North Island-it was based at Burnett Construction Services, Belfast yard and was later painted orange and worked for Brambles International Transport in Christchurch. Specifications of the F1800D models were Detroit Diesel 6V53N with 195 horsepower at 2800 r.p.m., 5 x 4 speed gearboxes, IH RA351 34,000 lbs tandem and full air brakes.

An International TF2670 in a row of Burnett Transport stock trucks at their Ashburton yard.

West Otago Transport no.8 Bedford SSC8 powered by a 105 horsepower Leyland 350 diesel engine.

West Otago Transport no.3 Bedford SSC8 powered by a Leyland 350 diesel engine.

West Otago Transport no.14 Bedford KG model with semi trailer and cattle crate.

Two Leyland Beaver stock transporters of Ward's Transport, Gisborne and Hicks Bay on display at the Gisborne A. & P. Show in the early to mid-1950s. The 12.B series Beavers with what was referred to as the 600 series cab were introduced by Leyland Motors in 1946. This front panel style with the alloy flashes at headlight level and at the top of the grille opening dates these truck as having being built between 1951-1954. The next model was the "mouth organ grille" 14.B series Beavers which debuted in 1955. These trucks would have been powered by either a 125 horsepower O.600 or 150 horsepower O.680 Leyland diesel engine and although the earlier 12.B series trucks had hydraulic brakes, these trucks being export versions likely had full air brakes.

Ward's Transport, Gisborne S Bedford with wooden double deck stock crate on semi trailer.

O'Malley's Transport Commer CC series being loaded with gravel by a Michigan 35 loader.

O'Malley's Transport, Ranfurly c.1958-59 Commer CD715 tractor unit with single axle semi-trailer with double deck stock crate. This truck would have the Rootes TS3 3D199 105 horsepower opposed piston 3 cylinder 2 stroke diesel engine that was available in 7 ton Commer diesel trucks from 1954. The Rootes TS3 was a very simple design with no valves or cylinder head. It had 6 opposing pistons in 3 cylinders and was a durable and torquey engine. The original 105 horsepower 3D199 engine only displaced 199 cubic inches-(around 3.2 litres) and was used up to the early 1960s. Other variants were the 117 horsepower 3DA199 with rotary injection pump and mechanical governor-the early engines used an inline pump and vacuum governor. From the mid-1960s a slightly larger version was available, the 215 cubic inches-(3.5 litre) 135 horsepower 3D215 engine-also the de-rated 117 horsepower 3DB215. The last year for TS3 powered Commers was 1974 when the last CE series trucks were replaced by the tilt cab RG11 and RG13 models with naturally aspirated and turbocharged/intercooled Perkins 6.354 diesels. TS3 diesels were noisy, but willing workers and a common nickname for them was "Knockers" as they made a distinct knocking sound at certain revs.

O'Malley's yard on a cold frosty Ranfurly morning. 5 Commer 7 tonners are in attendance-a Mk.3, a Mk.4 and 3 Mk.5 models with the one piece windscreen.

O'Malley's c.1962-63 CA series Commer artic parked beside an International Mk.1 AACO 182 artic of McLaren Transport, another carrier based in Ranfurly. Over the years O'Malley's Transport ran Austins, Commers, K series tilt cab Dodges, Fuso/Mitsubishi, UD Nissan, Fiat V8s and finally Volvos following a tie-up with Holgate & Anderson at Omakau and Teviot Transport at Roxburgh. McLaren Transport mostly ran International trucks as they were the local IHC dealer in Ranfurly, although there were a couple of Seddon Atkinson 400 series artics also. In more recent years they have had Volvos, Isuzus and Hinos.

A short wheelbase Austin Loadstar 5 ton artic of O'Malley's Transport, Ranfurly.

O'Malley's Transport, Ranfurly c.1936 Bedford WTL 3 tonner carting an elephant. Must have been when the circus came to town.

Kiwi Transport, Frasertown Commer C7 and 2 TK type Bedfords.

Te Reinga Carrying Company Bedford TK artic.

Ruatoria Transport Dodge 300 series stock unit. The 300 series British Dodge trucks used the same short door LAD cab as the models CS3, 12C and 13C Leyland Comets and 14SC Super Comet. The LAD-(Leyland-Albion-Dodge) cabs were manufactured by Coventry Motor Panels in a short door version as seen here and a long door version as used by Albion and the big Leylands-Beaver, Retriever, Hippo, Octopus.

International D246F with double deck stock crate loaded with sheep negotiating a mob of sheep being driven along a rural road.

Albion model PF107 Reiver with 105 horsepower Leyland 350 diesel engine as fitted to contemporary Leyland Comets, Bedford S model diesels and British Dodge Kew 300 series trucks. The Albion belonged to F.D. McIntosh & Son of Gisborne.

Max Bright Commer Superpoise model LB569 with double deck stock crate. The Europa fuel company sign is appropriate as the Todd family who owned Europa also controlled Todd Motors, importers and assemblers of Commer and Karrier trucks.

T.H. Hall, carrier of Wairoa operated this 14SC model Leyland Super Comet on stock and general cartage. With a 125 horsepower Leyland O.400 Power Plus diesel engine, 6 speed gearbox and Leyland hub reduction or Eaton 18500/18802 2 speed axle and full air S-cam brakes on 10 stud wheels the Super Comet was a well specced truck in its day.

Another of Wairoa carrier, T.H. Hall's 14SC model Leyland Super Comets on livestock cartage duties with a 2 axle trailer. This truck appears to have the Leyland hub reduction drive axle.

T.H. Hall's 20H model Leyland Hippo stock unit with "Vista Vue" LAD cab and 200 horsepower O.680 Power Plus engine, 6 speed gearbox with splitter and heavy duty hub reduction rear end was a capable performer in its day in the 1960s. Despite a rather cramped cab with a big engine cover taking up a fair bit of room these LAD cab big Leylands-(Beaver, Retriever, Hippo & Octopus) had some advantages over their successors-the Freightline series with Ergomatic tilt cab-namely better placement of the radiator for hot summer work in N.Z. and especially Australia and generally reliable engines. Later models, especially the raised cab Ergomatic Lynx, Bison and Buffalo models suffered with terrible engine reliability issues with the egregious fixed head 500 engines and the 690 turbocharged version of the 680.

T.H. Hall from Wairoa trucks loaded with sheep at Te Tiki Station. A Jailbar Ford followed by a Q4 Commer, D series International and Chevrolet.

A Leyland Comet 90 stock truck and trailer of McDonald's Carrying Company of Te Karaka. The semi forward control Comet went through a steady progression of engine power over the time it was in production from 1947-c.1960. From the original 75 horsepower O.300 and 100 horsepower P.300 petrol engine to the 90 horsepower O.350, 100 horsepower O.350 Mk.3 and finally 110 horsepower O.375. Similarly 2 speed rear axles offered got heavier and more robust as power and carrying capacity increased-from the Eaton 1350 in the Comet 75 to the 16500 in the Comet 90 and 100 and the big 18500 in the final 110 horsepower Comets.

A hard working Leyland Comet 90 stock truck and two axle trailer belonging to Alister Hobbs of Te Karaka, north of Gisborne.

A photograph taken in the main street of Te Araroa in 1930 showing a c.1929-1931 Chevrolet and a White of a similar era. Notice that the White is a heavier truck with dual rear wheels compared to the Chevrolet.

3 British trucks of the 1950s-early 1960s era reversed up to ramps at a stockyard or freezing works. From the right a petrol Commer 7 tonner of R.A. Daley, Wairoa, a Mk.2 Thames Trader and just sneaking into the photo an S model Bedford.

A couple of heavyweights on a mid-1930s Bedford WTL 3 tonner.

Norrie Transport of Putararu had a nice fleet of Bedfords-from the left-A model, J model, D model, S model and 5 TKs-probably KG 7 1/2 ton and KH 8 ton models.

One of McLennan's Transport's International AB182 stock units backed up to the cargo hold of a SAFE Air Bristol Freighter aircraft.

A Gore based c.1953-54 Commer TB467 5 tonner with double deck Cyclone stock crate. Although using the same Briggs Motor Bodies cab as the earlier S series trucks, the T and TB series had an improvement under the bonnet-a 252 cubic inches overhead valve 6 cylinder petrol engine. The earlier Q and S series trucks had the old 249 cubic inches side valve 6. The TB series-(with 3 windows in the rear of the cab) was the last to use this cab, being replaced by the B/LB series in 1955. The engines in these trucks were the same as fitted to contemporary Humber Super Snipe cars.

An International AACO 182 Mk.2 of Mclennan's Transport, Blenheim and Nelson. It is quite an impressive unit with its tandem axle semi-trailer and 4 wheel drawbar trailer and its 148 horsepower International Australian Gold Diamond AGD282 petrol engine would have been working when it was fully loaded. Other engine options available in these trucks were a 128 horsepower Perkins 6.354 diesel in the AACOD 182 model and a 177 horsepower IH V345 V8 petrol engine in the AACO 184 model.

One of McLennan's Transport's International AACO 182 stock units with tandem axle semi-trailer backed up to the cargo hold of a SAFE Air Bristol Freighter aircraft. Looks like the driver's dog was coming to check out the photographer.

O'Malley Transport, Ranfurly, GMC CCKW352 6x6 and single axle semi-trailer with what looks to be a pretty heavy wooden double deck stock crate. Notice how the trailer axle is a redundant truck drive axle. Tare weight wasn't so important in those days, you just had to use what was available.

Ed Evans' GMC CCKW 6x6 fording the Otira River which cuts through his farm at Aickens near Otira on the West Coast. The GMC has been repowered with a Leyland 300 diesel engine as fitted to the early Comet 75 trucks.

Ed Evans' GMC CCKW 6x6 backed in to the stockyards on his farm at Aickens near Otira on the West Coast. The sheep are being brought in for shearing and as they have to cross the Otira River to get to the shearing shed, the old GMC does a good job negotiating the sometimes soft river bed and keeping the sheep dry in the process. The GMC has been repowered with a Leyland 300 diesel engine as fitted to the early Comet 75 trucks.

There aren't many pictures of GMC 6x6s carting stock, but when you come across one they sure look good especially when they're toting a double deck crate with a cab pen. This CCKW353 belonged to Collins Transport of Kurow, North Otago. Collins Transport were one of the founder companies that joined to form Waitaki Transport Holdings in the mid-1960s. Collins were the largest carrier to join the group and the green and cream Waitaki Transport colours were inherited from Collins Transport.

There aren't many pictures of GMC 6x6s carting stock, but when you come across one they sure look good especially when they're toting a double deck crate with a cab pen. This CCKW353 belonged to Collins Transport of Kurow, North Otago. Collins Transport were one of the founder companies that joined to form Waitaki Transport Holdings in the mid-1960s. Collins were the largest carrier to join the group and the green and cream Waitaki Transport colours were inherited from Collins Transport.

ERF B series stock unit of Wilson's Transport, Milton and Balclutha, South Otago. This ERF is fitted with a Kirkstall hub reduction bogie and will be powered by a Cummins NTE series engine.

This MV series ERF 68Cu250 with Motor Panels steel cab and powered by a Cummins NH250 engine was new to the Clutha Carrying Company of Balclutha c.1967. With its 3 deck stock crates and 3 axle trailer it would have been one of the biggest stock units around in its day. It passed to Wilson's Transport when they purchased Clutha Carrying Company.

Wilson's ERF 68Cu250 backed up to a cattle ramp on a cold frosty morning.

ERF B series stock unit of Wilson's Transport, Milton and Balclutha, South Otago. This ERF is fitted with a Kirkstall hub reduction bogie and will be powered by a Cummins NTE series engine. Notice the driver's trusty sheep dog.

The ex-Clutha Carrying Company ERF MV 68Cu250 of Wilson's Transport, Milton & Balclutha. Fitted with an NH250 Cummins engine, Fuller Roadranger RTO915 15 speed overdrive gearbox and Centrax-(license built Rockwell) diffs, the big ERF and trailer could cart up to 680 lambs and 400 ewes. Dunedin engineering firm, Cossens & Black acquired the ERF franchise in 1967. Up to this time ERF trucks had not been available in New Zealand since the early 1950s when F. Butler Ltd. of Hamilton had sold about half a dozen trucks.

There must have been a large number of sheep for O'Malley's Transport, Ranfurly, to shift that day. One of their Perkins V8 powered Dodge K series artic units with 3 deck stock crate has just pulled out loaded while another one is backed up to the ramp awaiting loading. There are 6 other trucks waiting to load on the road-most of which appear to be TS3 Commers.

J.V. Geany, Rotorua, Canadian Kenworth K923R stock unit photographed February 1968. This truck was the first cabover Kenworth in New Zealand, new in 1966 to Geanys at Rotorua. It was powered by a naturally aspirated Cummins NH250 and rode on Page & Page rear suspension. While U.S. built K series cabover Kenworths were K100 series, Canadian built trucks were K900 series at this time. From 1966 to 1971 there were a small number of Canadian K900 series trucks imported with C. Bridgeman at Hastings, Refrigerated Freight Lines, Mike Lambert and N.Z. Lumber Co. at Mt. Maunganui, as well as J.V. Geany taking delivery of them. In 1971 production began at the new Australian Kenworth factory at Bayswater in Victoria and from then on N.Z. customers got Australian K100 series trucks. Note the horizontal exhaust pipe and muffler sitting under the crate.

Southern Transport Co., Invercargill, 1966 Commer VAKS762 with double deck wooden stock crate with cab pen. It had the 122 horsepower 290 cubic inches upright 6 cylinder petrol engine, 4 speed synchromesh gearbox and Eaton 16802 2 speed diff. The first petrol engined Commers to use this cab were the 4 headlight CAH series with the old 290 sloper motor. This model was superseded by the 2 headlight VA and subsequent VB and VC series trucks offering either an upright version of the Commer 290 petrol motor or Perkins 6.354 diesel.

Southern Transport Co., Invercargill, 1966 Commer VAKS762 with double deck wooden stock crate with cab pen. It had the 122 horsepower 290 cubic inches upright 6 cylinder petrol engine, 4 speed synchromesh gearbox and Eaton 16802 2 speed diff. The first petrol engined Commers to use this cab were the 4 headlight CAH series with the old 290 sloper motor. This model was superseded by the 2 headlight VA and subsequent VB and VC series trucks offering either an upright version of the Commer 290 petrol motor or Perkins 6.354 diesel.

Southern Transport Co., Invercargill, 1965 Commer CBEW815 artic with double deck stock crate on single axle semi trailer. It had the 117 horsepower 3DA199 TS3 diesel engine, 5 speed synchromesh gearbox and Eaton 18802 2 speed diff. The Commer model coding system used from post-World War II era to the mid-1970s consisted of up to 5 prefix letters followed by a 3 or 4 digit number. In the case of this truck it can be decoded as CB=series-(CA series was the first with this cab), E=117 h.p. 3DA199 engine, W=5 speed synchromesh gearbox, 8=8 ton payload, 15=last 2 numbers of the wheelbase in inches-in the case 115 inches. For no.29-it works out as-VA=series, K=290 upright petrol motor, S=4 speed synchromesh gearbox, 7=7 ton payload, 62=162" wheelbase.

This truck, no.32 in the Southern Transport, Invercargill, fleet is a 1970 International ACCO 1840 stock unit with tandem axle semi-trailer and double deck crate. It was powered by a 212 horsepower IH V392 V8 petrol engine with 5 speed gearbox and Eaton 2 speed axle. Known as Mk.4 ACCOs these were the last model to use this cab before the release of the all new tilt cab ACCO-A series in 1972. IHC advertising referred to this cab as the "Forward Entry Cab" as the front axle was moved back and the longer door with step in front of the axle aided entry to the cab quite a lot compared to the earlier short door models.

Southern Transport Co., Invercargill, 1965 Commer CBEW815 artic with double deck stock crate on single axle semi trailer. It had the 117 horsepower 3DA199 TS3 diesel engine, 5 speed synchromesh gearbox and Eaton 18802 2 speed diff. The Commer model coding system used from post-World War II era to the mid-1970s consisted of up to 5 prefix letters followed by a 3 or 4 digit number. In the case of this truck it can be decoded as CB=series-(CA series was the first with this cab), E=117 h.p. 3DA199 engine, W=5 speed synchromesh gearbox, 8=8 ton payload, 15=last 2 numbers of the wheelbase in inches-in the case 115 inches. For no.29-it works out as-VA=series, K=290 upright petrol motor, S=4 speed synchromesh gearbox, 7=7 ton payload, 62=162" wheelbase.

A very tidy International Loadstar F1800 stock unit of C.H. Hyslop & Sons, carriers of Outram, Otago. New in 1962-63, this truck was the first of three Loadstar models operated by Hyslops, they also had a later spoke wheel F1800 Automatic with Allison automatic transmission behind the V345 petrol motor and a second hand F1800D diesel with GM 6V53N that was new to Colin Kerr Haulage, Dunedin.

A Transport Nelson International C series-probably a C30 or C35 with sheep on its double deck wooden crate backed up to a ramp. The N.Z. made wooden framed cab is quite different in style to the factory cabs fitted to this model in the U.S.A.