It rarely happens now. Folk in jobs for three of four decades. Experience in the generality of one’s profession mixt with the specificity of the industry.
As the Australian plasterboard industry faced onshore challenges with new local producing entrants, importers also reared their heads. Winstone, a New Zealand producer of plasterboard began to land containers of plasterboard in Australia, Holy Kiwi!
To return the favour it was decided that for retaliation, Melbourne was the preferred port. It was Australia’s lowest-cost producing plant, set on a large shipping port with frequent cross Tasman services.
Board was loaded by forklift onto 20′ flat racks, tied to the rack with metal bands then covered over with waterproof tarpaulins, also tied to the flat rack. These flat rarcks were in short supply and only infrequently available. The plasterboard required for the order was taken from available stock and the order was prepared on overtime by warehouse workers. Each container took four hours to load secure and make water tight. Depending on warehouse stock completing a four container order might take two weeks to complete.
The loads arrived in New Zealand with up to 15 – 25 % reject, the result of water ingress, metal strapping damage to sides of loads and end crushing caused by loads sliding and impacting into end struts.
All the profit was absorbed in that 15 – 25 % rejected. Intangibly there was the cost of the frustration of customers having to sort through shipments to find useable board.
Our Brisbane plant had spare capacity. An opportunity! But how to maximise this opportunity? Leo came up with some ideas. How to efficiently load board into standard closed 20′ containers, avoiding the need to cover the load and utilise the more readily available containers?
Experimentation with an aircushion hovercraft sled were conducted. Board was loaded onto the sled outside a container which could then be raised by air and floated in. When in place inside the container, the air to the cushions was released lowering the load onto internal blocks. The sled was then retrieved. This whole operation could be performed by a single operator. The sides and ends of the load were supported away from the container sides using air cushion pads, inflated using the same air source which had inflated the hover craft. The whole process of loading the sled by forklift and placing inside the closed container could be done in 15 minutes. To speed up the process an order from New Zealand could be taken as late as 11 pm, board produced and stored into the aisles of the sleeping warehouse. A crew came in at 3am to load the sleds, load the containers and ensure the aiselways were clear before the start of business at 7am. Special mobile container lifters were provided by the transport company to lift the containers from where they had been loaded directly onto truck bases. Four containers could be loaded in this time and be at the port by 11 am.
We waited (do we say here with bated breath?) for the feedback on our first trans Tasman load. The feedback was “magnificent”, “perfect” “, “amazing”. Reject levels were 2 % or less.
Within a few months outbound shipping of building materials from Brisbane to New Zealand, was topped by Gyprock.
Winstone stopped its nonsense.
Thank you Leo, and others.













