DAF Driver Magazine Spring 2022 - Issue 28

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ISSUE 28

/ SPRING 2022

INSIDE THE UK’S #1 TRUCK MANUFACTURER

BIG, BOLD,

BEAUTIFUL B & L Transport takes to the roads in this brand new DAF XG+ LATEST DAF TRUCKS NEWS • UK DEALER LOCATOR • OPERATOR SUCCESS STORIES • INDUSTRY OPINION • COMPETITION

NEW GENERATION DAF

10% Fuel saving

A spectacular 10%* gain in fuel efficiency, thanks to a fully optimised driveline and an exceptional aerodynamic cab design. The low-drag, elongated cab – designed to take advantage of the new masses and dimensions regulations – reduces fuel consumption significantly. *Depending on the road traffic conditions, cargo and type of vehicle.

WWW.STARTTHEFUTURE.COM A PACCAR COMPANY DRIVEN BY QUALITY

WELCOME FROM YOUR PUBLISHER

WELCOME TO THE LATEST EDITION OF DAF DRIVER MAGAZINE

Rising fuel costs, we’ve got tips to save you money.

Publisher - Matthew Eisenegger

RISING PROSPECTS, RISING PRICES

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here’s a new air of optimism about the industry as we put the dark days of Covid well and truly behind us, and the focus is on the future.

In the short term, DAF has stolen a march on the rest of the industry with the launch of tis extended cabs, and we’ve got the inside story on how this was achieved.

We can also look forward to more new product news from DAF in the Autumn, this time on the distribution truck front, but for the moment my lips must remain sealed on this topic!

Longer-term, of course, we are all viewing the end of fossil-fuelled road transport with a degree of trepidation, but as our write-up on the new allelectric Porsche Taycan proves, switching from oilbased fuels to batteries certainly won’t take the fun out of driving. Meanwhile, it’s worth remembering that all current and recent DAF trucks can run on ‘fossil-free’ HVO without modification or downgraded performance. A move worth considering, particularly if customers are pressing you to reduce your carbon footprint.

But there is a cloud on the horizon: and that’s inflation. This is a bit of a double-edged sword for the transport industry.

On the positive side, truck drivers are now enjoying wage increases of the likes not seen for decades: awards of 25 per cent are not unheard of in some sectors, and these headline-grabbing figures are doing a lot to solve the driver shortage by making trucking an attractive and rewarding profession again.

Rising fuel prices are less welcome. We’ve got some tips in this issue on how fuel consumption can be reduced by carrying out easy routine checks and simple modifications to existing vehicles, but ultimately this is a cost hike that is going to be with us for a while, and the industry, and its customers, are going to have to get used to it.

Fortunately, rising costs and inflation are being widely debated right across all business communities now. Discussions about ‘taking cost out of transport’ are no longer taking place: clients are now just grateful to be getting their goods moved in a safe and timely manner.

Shortages of drivers and vehicles mean that there are no longer three hauliers knocking on the door looking for every job: quite the reverse, in fact.

If ever there was a time for the industry to put its collective brave pants on and ask for more money, then this is it.

Don’t worry about upsetting people: transport has never actually been a charitable operation, and the days when hauliers had to work hard to save money so they could pass the savings onto their clients are now over.

It’s time to know your own worth, and ask for what the job is worth. That way, you might even be able to save the planet by buying an electric Porsche!

Enjoy the read, and enjoy the greater rewards that these times will bring.

The Bigger Picture

Look out for the dynamic QR codes in this issue of DAF Driver magazine.

Simply open the camera on your mobile device and point it at the code, then sit back for some exciting additional content.

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FEATURES

6 B&L Transport

DAFs have powered this small family fleet for almost 40 years

12 Electric Porsche Just as quick, but a lot quieter

3 WELCOME

Matt introduces the latest issue featuring Peterborough, Porsche and PACCAR, not to mention a few DAFs

44 SIMPSON SAYS

18 Birth of a New Generation

Fuel costs have rocketed, but Richard has some tips on minimising fuel consumption

The inside story of how DAF developed the New Generation Trucks

45 SPOT THE DIFFERENCE

24 Finance PACCAR Financial is 21. Solely dedicated to truck finance and supporting your business

28 Truckfest 2022 In case you missed the DAFs at Peterborough this year

34 For Bert And Beyond Lilburn Transport is a family affair in New Zealand and they’re in it for the long haul p24

REGULARS

Can you pick them out?

52 TRAINER’S NOTES Your new DAF is packed with features that could save lives, says Mandy

53 MEET THE TRAINERS Ron Smith is one of DAF’s top driver trainers and he likes Aston Martins...

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INFORMATION EDITORIAL Publisher: Matthew Eisenegger Managing Editor: John Kendall Designer: Harold Francis Callahan Editorial Address: Commercial Vehicle Media & Publishing Ltd, 4th Floor 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ Telephone: 01257 231521 Email: matthew@cvdriver.com ADVERTISING Advertising Sales: David Johns Telephone: 01388 517906 Mobile: 07590 547343 Email: sales@cvdriver.com DESIGN Art Editor: Harold Francis Callahan Telephone: 01257 231521 Email: design@cvdriver.com CONTRIBUTORS Richard Simpson Mandy Wannerton Karl Hopkinson Ronnie Hitchens John Kendall Chris Russon Porsche Dave McCoid Gavin Myers Will Shiers Tom Cunningham Steve Banner PUBLISHER Commercial Vehicle Media & Publishing Ltd, 4th Floor, 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ Telephone: 01257 231521 NOTE

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The publisher makes every effort to ensure the magazine’s contents are correct. All material published in DAF Driver magazine is copyright and unauthorised reproduction is forbidden.

The Editors and Publisher of this magazine give no warranties, guarantees or assurances and make no representations regarding any goods or services advertised in this edition.

DAF Driver magazine is published under a licence from Commercial Vehicle Media & Publishing Ltd. All rights in the licensed material belong to Matthew Eisenegger or Commercial Vehicle Media and Publishing Ltd and may not be reproduced whether in whole or in part, without their prior written consent. DAF Driver Magazine is a registered trademark.

If you are not going to keep this magazine for future reference please pass it on or recycle it.

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OPERATOR FEATURE

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OPERATOR FEATURE

DAF DELIVERS

Words: Ronnie Hitchens

Photographs: Karl Hopkinson

‘If it ain’t broke, don’t fix it’. That’s the maxim adhered to by the team at B&L Transport when it comes to their DAF vehicles. Ronnie Hitchens paid the Lanarkshire-based hauliers a visit to see if they really are unbreakable and to cast an envious eye over the company’s New Generation XG+ 530.

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OPERATOR FEATURE

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eliability is arguably the attribute valued above any other by transport operators globally. A reliable and trustworthy fleet is fundamental to the ultimate success of any transport company. Fortunately for B&L Transport, exceptional reliability is not merely an ambition but a reality, thanks to a long line of DAF vehicles spanning some 40 years. In turn, it’s helped to make the firm a respected player on the Scottish haulage scene and a highly successful supplier to customers in the UK and abroad.

B&L operates a working fleet of three DAF tractor units out of its idyllically located yard, surrounded by the fields and rolling hills south of the A721.

Each truck is deployed on a mix of long, medium and short-distance general haulage work. At one time, the company was winning cross-continent business to clients in mainland Europe.

However, a change of focus in recent years saw company founder, director and driver, Neil Bollan, concentrate on his UK customers.

The whole DAF and nothing but the DAF “It was never our goal to grow that The range-topping New DAF Generation XG+ 530 FTG big,” Neil explains.

“We’re a family8

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Three generations of the Bollan family with the new XG+ Neil, left.

run business, but we had some staff drivers at one point. Now, we’re back to being family operated again.

“We started in 1983 – nearly 40 years ago – when I bought my first DAF 2800. I had a good job on the tankers at the time and had no real intention of going out on my own. My dad was made redundant at 55 but left with a good network of contacts he’d built up throughout the years. I was able to get a good deal on a truck and provide him with the opportunity to trade independently. I left my tanker job to join him in 1986, and it’s just gone from there.

maintenance and some of the driving.

With the electronics in trucks these days, our new lorries are covered under service agreements at the dealership.”

Neil doesn’t let his 68-years stand in the way of a hard day’s work. Most days you’ll find him behind the wheel, with his wife, Jessie, coordinating the day-to-day operations from the office.

Neil’s track record with the DAF brand is impressive. Bar a very short period with a couple of MAN tractors, the company has exclusively operated the Dutch brand.

“There’s been a good variation in work over the years, which means we’re often getting out to new places and seeing different parts of the country,” Neil adds. “We did a lot for the oil industry in the far north of Scotland for a period, and we’ve always handled a lot of forestry products. We used to go abroad, but we haven’t done that for a while. Brexit and COVID mean that we have no ambition to venture overseas any time soon.

“We’ve had pretty much everything,” says Neil. “Of course, we started out with that 2800, but we’ve had a DAF 2300, 2500, 3200, 3300, pretty much every iteration of the 95-series and the XF range, too. My son is very mechanically minded and trained as a mechanic. He’s pretty much only worked for us, doing all the

“We have a good base of longstanding customers. My dad always said that it’s important to be transparent with them.

If you’re stuck in traffic, tell them. If you’re running behind on deliveries, tell them. There’s none of this ‘we’re 10 minutes away’ when we’re still in the yard. People appreciate it when you’re honest and open with them. But we’ve

OPERATOR FEATURE

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New XG+ entered service recently having been ordered last August Right: The DAF 2800 bought in the early 1980s is currently being restored

never really had a major delay caused by an issue with a truck.”

Rinse and repeat Of the three trucks Neil has in daily service, two are Euro VI-engine previous generation DAF XFs. The third is the firm’s new toy – a New Generation DAF XG+ 530.

“I’m 100% a DAF man,” chuckles Neil.

“I’ve always driven them and knew it was the brand to build my business upon. The XFs have been outstanding lorries over the last few years, but when the New Generation DAF was announced in June, we were excited to get one in. Every year we get a new truck, so we placed an order for the XG+ in August, and it arrived a few weeks ago. I believe we’ve got the first one supplied by the dealer [Solway DAF].

“It’s our policy to spec our trucks highly. I like to make sure everyone has the best office possible. I must say, it does look great. We’ve not made any modifications as it is stunning as it is.

People are quite taken by it when they see it for the first time, which is nice.

I didn’t opt for the camera system and stuck with mirrors, but that’s just my own personal preference.”

“We’ve not been running the truck for long enough to gain a full read on the fuel economy benefits,” Neil says, “but the figures are looking good now.

It hasn’t helped that we’ve had some bad weather, making it hard to draw a general view.

“I’m still in an XF. It’s Robert who has the XG+. He typically has every new truck for the first year to look after the run-in and service needs, but he wants to keep this one for the long term. He likes to configure the cab as a lounge for lunch; it is very comfortable. Then you’ve got the bed.

DAF has always produced excellent sleeping quarters, but the XG+ has got to be the best on the market. The mattress is thicker, and the overall dimensions are wider. Any bigger and it’d start to pass for a double bed!”

Solway – all the way A contributing factor to the haulier’s long-term relationship with DAF has been the service they’ve received from their DAF dealership, Solway DAF. “The team at Solway has looked after us so well, right from our first truck through to the new XG+,” Neil says.

“Nothing is too much trouble, and if we have any problems whatsoever, they’re right on it.”

Returned to its former glory A truck enthusiast at heart, Neil’s passion extends beyond the working day into his spare time. The very same DAF 2800 that he bought in the early 1980s is still in his possession. As is a left-hand-drive, 2000-plate DAF XF, which was acquired at the time for his European haulage contracts. Both are undergoing painstaking restorations, with the hope that the 2800 will be completed in time for the company’s 40th anniversary.

“The pair are exceptionally good lorries,” Neil claims. “The 2800 has some 3200 parts on it from its time in service, but otherwise, it was largely unmodified throughout its life. It used to run abroad – we went to Greece in it, and it’s never let me down. I could trust it wholeheartedly. I’d just take a toolbox and a few spares just in case.

That’s the thing with the DAF brand.

It can take the pounding day in, day out.

“We’re not too far off on the 2800 restoration. The XF will be after. I’ve got a new cab for it that I bought in period, as the original has rotted slightly. I still want to get the chassis sandblasted before we put the tanks on, but the panels are good and it won’t be long until we put the interior in. It sounds like a simple job, but it’s just being done in my spare time, so it’s taken a while. If I end up taking a bit of a back seat from the business, it’ll give me a bit more time to finish it off. It’d be nice to get it done and take it to shows.

“The industry’s changed a lot and there are a lot of challenges, but I still enjoy being a part of it. I know my son is ready to take the reigns as he’s done so much for the business over the years. He’s been hands on throughout his whole working life and we often share thoughts, opinions and advice. It’s a pity my dad isn’t with us to see the business as it is now, but he was driving until he was 76, so I’ve still got a way to go yet!”

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EV FEATURE

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EV FEATURE

PORSCHE

PLOTS ELECTRIC FUTURE PORSCHE is plotting its electric future with a range of models that includes one of the finest EVs on the market at the moment.

Words: Chris Russon

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Photographs: Porsche

he Taycan is one of only a handful of genuinely performance-oriented battery powered cars currently available and it is being joined in the German company’s electric portfolio by plug-in hybrid versions of the Panamera and the Cayenne SUV. However, they are not cheap with the Taycan priced from £88,279 and the E-Hybrid Panamera 4 and Cayenne costing from £84,610 and £69,980 respectively.

Add on some extras – and there are plenty to be had – and the Taycan 4S Cross we have just been sampling alongside a Panamera 4S E-Hybrid Sport Turismo and Cayenne E-Hybrid

came in at £102,961 with the Cayenne at £88,336 and the Panamera tipping the scales at £112,899.

But for that you get cars that are typical of every aspect that has created the Porsche legend and even with their green credentials each is terrifically exhilarating in every aspect.

Performance is electric The Taycan can hit the 0 to 62mph sprint time in just 4.1 seconds, the Panamera takes a fraction longer at 4.4 seconds and the Cayenne – despite its bulk – can manage a very creditable five seconds on its way to a claimed top speed of 157mph.

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EV FEATURE

Tax efficiency could be the hook for business drivers wanting a Taycan hybrid 14

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The practicalities Top end for the Taycan is equally impressive for an EV at 149mph and the plug-in Panamera is in true supercar territory at 174mph.

Factor in official fuel returns of up to 134.5mpg for the Panamera and 91.1mpg for the Cayenne with emissions as low as 49 and 71g/km respectively and the attractions are plain to see.

And with its zero emission powertrain the Taycan trumps the lot with a city driving range of up to 323 miles and an overall rating of 277 miles on a full charge.

Fast charging enables it to be recharged up to 80 per cent of battery capacity in a shade over 22 minutes – and in this day and age that is a critical factor.

In real world conditions – as is the case with all PHEVs – those consumption figures are largely fanciful and while you can travel 22 miles purely on electricity in the Cayenne and up to 35 miles in the Panamera, we discovered everyday mpg is going to be more in the region of

below 30 miles per gallon.

That’s comparable to what can be expected from non-plug-in petrol models and the offset in company car tax from their reduced emission rating is a compelling feature.

Each has typical Porsche handling characteristics and that means they are set up to perform in no uncertain fashion.

Practicality is not quite as good as on the non-electrified versions of the Cayenne and Panamera because of the electrical powertrain but the Cayenne still offers 645 litres of space and the Panamera 405 litres – down from the non-hybrid versions but remaining with plenty of room.

On the road Variable drive modes are features of all three electrified models and are set up to get the most from the power system.

Each has an overboost function which creates extra oomph if needed while overtaking.

EV FEATURE

“EACH HAS AN OVERBOOST FUNCTION WHICH CREATES EXTRA OOMPH IF NEEDED WHILE OVERTAKING.” Top left: The cockpit may be digital, but there is no mistaking what your driving from behind the wheel.

Top right: All electric Taycan will hit 62mph in 4.1 seconds from rest.

Bottom left: Green it may be, but this Taycan is quick too.

Bottom right: The perfect family car?

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EV FEATURE

The view you’re most likely to see of the Taycan hybrid from your DAF cab 16

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The Taycan is also fitted with a range mode to optimise its performance when selected.

The cockpits are typically Porsche which means they are comprehensive and functional with wide, multi-function instrument panels backed up by an equally wide central display system above a bank of switches.

On the models we sampled the Panamera came with a headup display, while the Taycan was fitted with Porsche’s Sport Chrono timepiece which adds a launch control system to the available drive modes, as well as a snazzy looking central timepiece.

Those are cost options and each of the three had more than £10,000 of extras fitted.

The Taycan and the plug-in models are the first wave of Porsche’s electric future and will be joined by a fully electric version of the Macan before a Boxster and Cayman EV-only line up comes on stream in 2025.

Even the legendary 911 is to get the hybrid treatment but if what is on hand now is anything to go by, the changes are unlikely to diminish the awe-inspiring features which have become the brand’s incredible hallmark.

EV FEATURE

Taycan priced from £88,279

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E-Hybrid Panamera 4 priced from £84,610

Cayenne priced from £84,610

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TRUCK TECH

BIRTH OF A NEW Reproduced with the kind permission of: Commercial Motor Words: Will Shiers

Photographs: Will Shiers / DAF

Six years in the making, DAF’s New Generation trucks were painstakingly hidden from prying eyes. But now they’re out in the public domain, Director of Product Management Ron Borsboom gives us the lowdown on how the project unfolded 18

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Ron Borsboom

AF’s New Generation trucks were captured by our spy photographers on numerous occasions over the past few years, but at the time we could only speculate as to what was hidden under the crude external panels and migraine-inducing livery. But now that the camouflage has been well and truly lifted, DAF’s Director of Product Management Ron Borsboom is able to talk us though six years of development.

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TRUCK TECH

First Step At first glance this looks like a regular XF, but in actual fact this 2015 test truck was the first step in the development of DAF’s New Generation of trucks. Knowing that the EU’s masses and dimensions rules were changing, DAF decided back in 2015 that its next generation of trucks would take advantage of the longer permitted length laws. While the 160mm protrusion on the front of this truck is immediately noticeable, less obvious is a slightly stretched chassis. It has also been fitted with a new cab suspension, which is an early version of the system that made it into the 2021 trucks.

“We wanted to know what would happen to the dynamics of the chassis if we stretched the truck,” explains Borsboom. “It was important to us that we actually improved the levels of steering comfort, ride and handling. So this was an important milestone truck for us.”

Ruling Nothing Out Coinciding with the longer cab and chassis development work, DAF also embarked on some major aerodynamic studies. Borsboom explains that back in 2015 nothing was ruled out, resulting in the development of this high-speed train-like nose. But this was dismissed when it was discovered that the aerodynamic gains were barely any better than when using a more subtle bulge. Other drawbacks included worse manoeuvrability, a higher production cost and a significant weight penalty.

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TRUCK TECH Starting To Take Shape The New Generation cab started to take shape in late 2015, this outer-skin model being one of multiple examples machined in-house at the time. It includes panel gaps, allowing engineers to study wind flow. “We needed to know what would happen as the air goes into the gaps,” says Borsboom, who goes on to explain that some of these models had tiny holes drilled into them, so as to measure dynamic and static pressure changes.

“But of course, with a cab like this you cannot make doors. And the entry to this cab is not from the side, but from the rear. This was not because we took that as a serious potential alternative, it was just the simplest way of having the volunteer drivers going in and out,” explains Borsboom.

“BY 2016, WE HAD STARTED TO THINK ABOUT RELIABILITY” Field Trials “By 2016 we had started to think about the reliability of new architectures and new powertrain solutions,” says Borsboom, pointing to what looks like another bog-standard XF. “We couldn’t wait until the new truck generations were available, so we took a couple of XFs, and we modified them. We included the new 2021 type of engine and powertrain and the new system architecture, just to learn about what happens to them out in the field.” The trucks were trialled on the road by real-world customers, one clocking-up 500,000km alone.

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TRUCK TECH Major Milestones Between 2017 and 2020 DAF started to build its first New Generation trucks. “What you see here are three milestone trucks,” Borsboom tells us. “Trucks are complex networks of systems and ECUs, and you cannot simply exchange parts in and out.

So through the development of the truck, we defined integration milestones.

DAF needed to trial these trucks on public roads, but clearly didn’t want to reveal any design secrets in the process.

The current XF cab is 34 years old, and as it has undergone various updates over the years, so DAF was able to dressup new models as their predecessors, in order not to attract unwanted attention from our spy photographers. However, this was no longer possible with the all-new cab, which explains the heavy camouflage.

“Because this was an entirely new cab with entirely new dimensions, it was always going to be difficult to prevent people from seeing that it was a new cab. So we decided we wouldn’t hide the fact that the new cab is coming. But we will hide what it will look like,” he says.

The first two trucks here are fitted with aftermarket headlamps, but the third one, which is a pre-series truck from 2020, features the real lights, albeit partly concealed.

Most of the vehicles from this era had 3D-printed dashboards, which as you can imagine, didn’t last particularly well. “We wanted to learn about ergonomics, where we wanted the vents, the switches and the buttons to be,” says Borsboom.

Cutting The Camouflage But eventually it was time to remove the camouflage completely, and in early 2021 trucks like this started appearing on our news pages and in numerous social media feeds.

“For quality evaluation, we exposed the concept of the truck,” he explains proudly. “But we covered it with razzle-dazzle camouflage to hide the styling principles.” But it wasn’t able to hide the 160mm tapered front-end protrusion.

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TRUCK TECH

The Finished Product And finally we have the finished product, as launched last summer. This is one of the early demonstrator trucks, which was built in June.

The New Generation truck range, which is now in full series production, has just scooped the International Truck of the Year 2022 title.

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FINANCE FEATURE

MONEY MATTERS Words: Steve Banner

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Photographs: DAF

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elebrating its 21st anniversary in Britain this year as the in-house finance company of DAF Trucks, PACCAR Financial is responsible for funding some 30% of the market-leader’s British volume, says Sales Director, UK and Ireland, John Mabey. “That typically equates to approximately 3,300 to 3,400 vehicles annually, although in our record year we funded 4,000,” he adds.

Opt for HP and the vehicle is yours to do with what you will once all the payments are made. “On average the agreements run for four years although we can do one over as little as a year,” he says.

HP can be the ideal choice for a customer who needs a rigid, given that rigids tend to remain in service with operators for longer than tractor units, particularly if they are fitted with specialist bodywork.

Hire Purchase remains by far and away the most popular option among PACCAR Financial’s clients.

“It accounts for 70% of what we do,” he reports.

“In fact most of the 70% I referred to are rigids,” says Mabey.

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At present plant and machinery including trucks - acquired on HP

Tom Cunningham

are covered by the so-called superdeduction concession introduced by Chancellor of the Exchequer, Rishi Sunak, in the autumn 2021 Budget.

It allows businesses to claim 130% capital allowances on qualifying assets purchased between 1 April 2021 and 31 March 2023.

The aim is to stimulate corporate investment in the wake of the coronavirus pandemic.

PACCAR Financial will of course fund tractor units as well as rigids, and offers a variety of different finance products alongside HP. “We can soon prepare a quotation based on the terms requested, including product type, the size of

FINANCE FEATURE the deposit, and the length of the agreement,” says Mabey.

approve 90% of the applications we receive,” Mabey says.

The company’s portfolio includes finance leases, operating leases and contract purchase - in effect HP with low monthly instalments, and a balloon payment at the end of the contract. “You can either make the payment, in which case the truck is yours, or hand the truck back, and walk away,” he says.

If the foregoing makes PACCAR Financial sound a mite cautious in its approach to extending credit, then Mabey makes no apologies for it.

Working through the DAF dealer network, PACCAR Financial adopts a flexible approach he says, and prides itself on making decisions on whether or not to extend credit within 24 hours of all the information it requires being supplied.

So what does it need to know?

“How long the applicant has been trading, what the business does, who its top three customers are and the percentage of its revenue they contribute, and what loans and overdrafts the business has in place,” he replies. “We also require a copy of its latest accounts, and of its management accounts too if it produces them.

“Most of this information can be gleaned from a phone conversation with one of our business managers, with the accounts following via email,” he adds.

If everything is satisfactory, then the agreement can proceed. “We

“The approach we take has enabled us to build up a client base made up of good-quality risks that are financially strong,” he explains.

“As a consequence we were able to keep supporting our customers during the 2008/9 banking crisis when many other funders walked away.

“We didn’t walk away. Instead, we supported our customers, the dealer network, and the DAF product.

“All we do is fund DAFs, remember.”

PACCAR Financial took the same stance when the Covid-19 pandemic struck in 2020 he says, rewriting agreements where necessary to ensure that its clients could keep trading. “If our processes had been more lax then a lot of them might have ended up falling over,” Mabey comments.

Instead, all the requests for payment holidays were granted; and PACCAR Financial experienced zero business failures or contract losses.

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John Mabey

“THAT TYPICALLY EQUATES TO APPROXIMATELY 3,300 TO 3,400 VEHICLES ANNUALLY, ALTHOUGH IN OUR RECORD YEAR WE FUNDED 4,000,”

MARK STEWARD TRANSPORT Mark Steward has made use of what PACCAR Financial has to offer on a number on occasions during the 19 or so years he has been in business. “I’ve always gone the HP route because I like to own my vehicle and have an asset on the books,” he says.

Based in Oswestry, Shropshire, and trading as Mark Steward Transport, he decided to strike out on his own back in 2003 after having worked as a driver for several different operators. “I’d always wanted to be my own boss and make my own decisions,” he says.

“My first tractor unit was an eight-year-old 95 Super Space which cost £10,000,” the 49-year-old remembers. “I bought it off an owner-driver based locally to me who was calling it a day.

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It’s Showtime!

Now back up to full steam, Truckfest Peterborough returned to its full size showing with nearly 3,000 trucks on site.

With three awards on offer, the DDM team took to the avenues and alleyways of the packed East of England Showground to hunt out what could only be described as absolute stunners.

The categories of best working truck, best show truck and best classic truck were all fiercely fought.

All trucks were presented in immaculate condition which made the judges task even harder. The three categories were finally decided and we’re sure you will agree that our choices are very worthy winners.

What was a pleasant surprise was the amount of New Generation product at the event with XF, XG and XG+ all making a big splash.

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BEST WORKING TRUCK

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BEST

CLASSIC TRUCK

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INTERNATIONAL FEATURE

FOR BERT

AND BEYOND Reproduced with the kind permission of: NZ Trucking (New Zealand) Words: Dave McCoid

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Photographs: Gavin Myers and Dave McCoid

INTERNATIONAL FEATURE

Lilburn Transport is a rural New Zealand trucking company founded on the principles of hard work, service, and great relationships.

Robbie and Niketa Lilburn are the third generation to head the central North Island trucking business, and their latest purchase shines a light on their intentions for the future.

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INTERNATIONAL FEATURE

Top: TRLR chassis Middle: BroLube module Bottom: PSI tyre inflation system

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’m the seventh Robert Lilburn, I think,” says Robbie Lilburn as he ticks off past generations in his head. “But in terms of the business today, you’d go back three, I guess.”

“Oh hell, okay,” I reply.

“That’s real cool. I love that generational stuff.”

“Yeah, so there’s Bob, my granddad, Bobby – that’s dad, – me, Robbie, and our son Rob looks like being four, he’s absolutely into it. The other kids – Caelen, Chelsea, and Jack – are too. They all ‘get’ it and understand it, what it provides and that. But Rob and Adrian’s son Joey, they’re best mates and both mad about the trucks.”

“So, that puts the heat on your kids,” I laugh. “I mean, you’ve already taken Bob, Bobby, Robbie, and Rob… they might have to use Bert?”

Robbie and his wife Niketa erupt into laughter. “Bert! That’s it.

Someone’s going to have to have a Bert!” says Niketa.

I’m sitting with Lilburn Transport owners and directors Robbie and Niketa Lilburn in the modest yet immaculate office, tea room, and amenities building at Lilburn Transport’s home, in the small town of Raetihi on the North Island’s volcanic plateau. It’s a glorious day, and while youngest son Jack and his older sister Chelsea run around, full of the beans of life, we sit and chat, surrounded by framed pictures and mementoes, telling the story of the company Robbie and Niketa are immensely proud of and totally invested in.

Top right: Loaded and ready to go Middle right: Securing the trailer headboard Bottom right: The Kenworth carries a big fuel load

The southwestern side of the plateau is Lilburn Transport’s ‘backyard’, and it’s as tough an environment as you’ll find in the North Island.

The weather conditions are rarely benign, antagonised by Tongariro, Ngauruhoe and Ruapehu constantly playing their part in stirring the meteorological melting pot.

In addition, Lilburn’s is a rural carrying business based around the ultra-versatile drop-sider truck and trailer configuration. That means the work is hard, and the skill level required is high.

Far higher than 90% of New Zealanders could fathom.

Then there’s the issue of isolation.

Yes, if you’re living in Haast, you might well laugh, but think about it. If you have a small truck fleet in Raetihi, your nearest service agent of any size and capacity is Hamilton, Taupo, Palmerston North, or through the Paraparas to Whanganui.

“We do a lot here ourselves,” says Robbie. “We have a good workshop, but anything big has to be worked into the circuits.”

Yet, for all the obvious and constant challenges, 38-year-old Robbie Lilburn’s full-barrelled laugh is as cheerful, honest, and cynicism-free as you’ll ever enjoy. It’s the laugh of a happy bloke who appears to have written the book on humility – ever grateful, always thankful.

Niketa is no different – minus the booming laugh, of course. In fact, we soon learned that the air and tenor of our conversation perfectly reflected everyone who provides Lilburn Transport’s inner soul and resilience. What drew us here was a truck that’s turning heads wherever it’s seen – fleet No.22, a gleaming new Kenworth K200 and MD Engineering drop-sider combo. Its driver, Adrian Takiwa, says plainly: “I left Barrett & Taura and went to Lilburn because Robbie did. He was my boss at the time, and he left to work solely on the family business.

He’s just a top bloke, and they’re an amazing family. When you work at Lilburn Transport, you’re part of the family. You’re truly valued.”

Farm it and they will come The Lilburn Transport story starts down on the farm with Robbie’s late granddad Bob Lilburn. Bob was from farming stock, his parents owned a 4,856 hectare (12,000 acre) sheep and beef farm on the Rangitaiki, roughly opposite Lochinver Station.

In time, Rangitaiki was joined by two other holdings leased from Atihau Corporation, a 99-year lease on a block along the Parapara Road south of Raetihi, and another between Tohunga Junction (SH4 and 49) and Ohakune. Tracing the bloodline of the Lilburn ‘roll your sleeves up and get stuck in’ work ethic is not hard at all. In 1959, aged 24, young Bob Lilburn found himself in charge of the family’s

significant farming business portfolio following his father’s death. In terms of challenge, they certainly don’t come any bigger.

Below him in age were four siblings, the youngest of whom was 10; yet get stuck in is what he and his next eldest brother, Stuart, did. Just how much ‘can-do’ these young blokes had coursing through their veins cannot be understated. Not only did they develop the Rangitaiki Farm from scrub to grasslands – a huge job – they also constructed their own power generation and supply on the Rangitaiki farm.

They fared well. But servicing the farms’ transport needs when 180km separated the farthest two holdings was an ongoing problem. Over time, the frustration got too much, and they started looking into taking care of the business’ trucking needs themselves.

Having arrived on the scene in 1958, Bob’s son Bobby Lilburn was more into things that burned petrol and diesel than grass and hay, taking far more of a shine to the machinery side of farming. When the idea of owning trucks was mooted, it ticked many boxes for him.

“Dad was pretty much encouraged to leave Feilding Ag by the teachers,” laughs Robbie. “He came straight home and began working on the farm, getting into the machines and then trucks as soon as he could.”

As with so many transports of the time, the first truck to fly the Lilburn flag on the farm was a TS3 Commer 4x2 complete with two-axle trailer, arriving about 1965. The first deployment was carting stock food from Ohakune back to Rangitaiki, followed soon after by stock haulage.

Like many TS3s of the era, when the famous ‘Knocker’ motor/antifatigue device gave up the ghost, it was repowered with a V8 Perkins.

As is often the case, the act of solving your own transport problems soon gets noticed, and it wasn’t long before Lilburns began fielding calls from potential contract haulage customers.

But these were pre-deregulation days, which meant carting your own needs was one thing, contract cartage, on the other hand, was a whole different ball

“THE FIRST TRUCK TO FLY THE LILBURN FLAG ON THE FARM WAS A TS3 COMMER 4X2 COMPLETE WITH TWO AXLE TRAILER.”

INTERNATIONAL FEATURE

game. Undeterred by barriers to opportunity, the Lilburns purchased Kakatahi Transport in the mid1970s. The wee transport company was based in the rural area of the same name near the junction of Fields Track and Parapara Road (SH4) between Raetihi and Whanganui. It was a significant moment in the Lilburn Transport history – securing the licences it needed to access Whanganui from the National Park.

Kakatahi came with a couple of Hinos, but they were well used and replaced, in fairly short order, with two 300 series V8 Fusos.

“That was really the start of a long relationship with Jolly and Mills in Palmerston North and Ron Berg,” said Robbie. “We had Fusos pretty much from then right through until about 2008. We moved onto FV315s and then into the square cabs. We put a big turbo on one of the 315s at one stage. It was putting out about 380hp but never really seemed to go much better.

The two twin-turbo Shoguns were the best. They put out about 402hp and went bloody well. They made a great sound, too – one had straight pipes. Arnie [Arnold Rueben] loved his one.” Bobby reckons adding the turbo to the 415 woke the big V8 engine up and made it hum.

The Lilburn business was 100% rural service work, with the trucks all having crates, sides, and timber and wool covers. They were as versatile as possible, an ethos that’s still a key component to the business today.

“Yep, it was crates on, crates off, sides on, sides off,” laughs Robbie. “We built up solid customer

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INTERNATIONAL FEATURE

The Kenworth and its trailer are specced to carry a variety of loads 38

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INTERNATIONAL FEATURE

Loading the Kenworth with timber

relationships with the big farming families in this area, like the Frews and McDonnells. Likewise, wool cartage was a mainstay of the company work profile from the outset, and it remains a key part of the operation today.

“We’ve worked with Elco Direct for 30 years now, and we cart wool pretty much every week of the year. We have a great relationship with Elco’s Shane Eades that also goes back a long way. The wool cartage was a huge consideration in spec’ing deck lengths on the new truck. It’s an area of work we’re immensely proud of, from the perspectives of execution and relationships.”

“No trouble at all” “No trouble at all” is a customer service ethos that has driven many a young transport start-up, but it’s in direct quote marks for a good reason.

By the early 1980s, Bobby Lilburn had well and truly come of age, and although Bob owned the whole shooting-box, Bobby was running the business in terms of trucking affairs.

Through that decade and into the 1990s, Lilburn Transport continued to evolve and grow, and like any small

company on a trajectory akin to theirs, frustrating ‘holes’ in the circuits would pop up that impacted profitability.

Enter Matt and Heather Purvis, and Total Transport.

Stock trucks, drop-siders, and a bunch of people willing to work their cojones off – the name Lilburn must have been like music to Matt Purvis’ ears.

“We were doing work for local stock agents and began helping Matt with some of his corridors, fat lambs from the Taihape area to Rangiuru Freezing works at Te Puke in particular,” says Robbie. “We always had a great relationship with Matt. The work was good, and he was always fair on the rates. He had his cut to take out obviously, but you certainly weren’t left out of pocket.”

Stockwork morphed into timber and fertiliser work, with Lilburns servicing Waimarino and the western National Park locations.

“It was really good, with Total having all the Tenon, Pederson, and Carters timber. We’d be away all week, and on Friday, Matt would build loads that got us home. You’d pull in, and he’d be up on the balcony: ‘Come up, young fella’. You’d go up and he’d say,

‘We’ll build a load and get you home.’

It worked bloody well. In fact, we started building our gear with not just our needs in mind, but his also, like curtain-siders built around 6m trucks and butt-out trailers.”

Of course, through the 1990s, the next truck-crazed Lilburn was well and truly on deck, living trucking’s golden era of endless and varied brands through the wide eyes of youth. In terms of what excited him, young Robbie Lilburn was every inch his dad.

Every waking moment was spent at the yard or in the cab in full ‘skillacquisition’ mode.

The mid 1990s saw significant changes in the Lilburn businesses. The Rangitaiki farm was sold, leaving the Parapara Road and Tohunga farms, although this still left three holdings as Bob had bought a farm at 1450 Mapara Road, Kinloch, from his brother Ken some years earlier. This coincided with a decision within the transport business to discontinue contract stock haulage. There were three reasons for this: first, the downsizing of farming operations internally with the sale of Rangitaiki; second, Matt and Heather Purvis’ decision to get Total Transport

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INTERNATIONAL FEATURE out of stock haulage; and third, the vagaries and inconsistencies of working with some stock dealers.

“Yeah, dad had just had enough, really. He found it too frustrating,” Robbie says. “And with Total getting out of stock, it made everything that much harder again.

We kept a set of crates for ourselves, of course, but that was the end of the contract work.”

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As the company grew, local competition comprised Carmichael Transport and Barrett and Taura.

Carmichaels had downsized progressively over the years, and Barrett & Taura focused increasingly on stockwork as the new century progressed.

Doors might close, but they also open, and having a go is never something a Lilburn shies from. The start of the century saw them take on a contract carting containerised carrots from Ohakune to the port of Napier via Rangipo and the NapierTaupo Road.

“They were overweight and on permits. On some bridges we had to slow to 30kph,” says Robbie.

“We had a couple of Freightliner Columbias on it, and in the flush of the season Bobby’s brothers Chris and Bruce would jump in to keep the trucks running 24/7. My grandfather Bob would tag along for a ride. He loved it. packaging home for Emmerson Transport over the Annie. Granddad would be there and sometimes John Emmerson would be there helping load the packaging in the middle of the night. Those old guys were incredible, weren’t they?”

The new century also heralded the next generation of Lilburn family blood arriving into the business proper. From school at Ruapehu College, Robbie had spent three years driving a snow groomer in the ski fields until he had the required licences to start full time with the family firm. He kicked things off behind the wheel of a 1983 FV315 Fuso drop-sider in 2001, honing his craft under the watchful eyes of his father and company driver Arnold Rueben.

“Arnold was a legend; that’s all you can say. He was quiet and reserved and almost looked grumpy most of the time. But if you were willing to learn and listen, he would willingly teach you absolutely everything.”

Niketa points to an article hanging on the wall that Truck and Driver did on him. It’s titled, ‘Seems offhand – devoted, actually’.

“That’s him to an absolute T,” she says.

In 2005, aged 22, Robbie took the plunge and, with a little help from his grandfather, purchased one of two new DAF XFs coming into the company. His was a drop-sider, and Arnold got the other unit, a curtain.

For a spell there, grandfather, son, and grandson were all working in the business, something very cool that few get the privilege of experiencing. However, a changing of the guard on several fronts wasn’t far away. Until 2008, the whole empire had been owned by Bob, but he was now in his 70s and it was time to herald a new era.

That year the remaining farming interests were sold off, although the transport retained the depot on SH49 near Tohunga junction. In order to understand the restructure completely, we’ll need to fill in a little background detail. Bob got his helicopter licence in the farming heyday to improve travelling and mustering efficiency. Over the years, this had sidelined into a handy tourism enterprise, and so when the 2008 restructure occurred, Bobby’s brother Bruce bought the whirlybird business. Bobby and Robbie took the trucking business, of course – goes without saying, doesn’t it?

Skinning cats A new business – not really – and a new son. Robbie and Niketa had met, wed, and all that stuff by now, and firstborn Caelen was on the scene. New horizons were everywhere, and Rob, Chelsea, and Jack were to follow over the next seven years.

Bobby continued to steer the dayto-day operations in terms of the

INTERNATIONAL FEATURE business, while Robbie was ‘DAFing’ up a storm. By now, the work profile was taking the shape of what we see today, dominated by a mix of wool, timber, and tip-work plus anything else that needed loading, lashing, and locating.

Most of us take our OEs when we’re young. Not Bobby Lilburn. In 2012, with things humming along, Robbie came off the trucks and into the office while dad took flight for a bit of bucket-list-ticking in the form of road-train driving for Jamieson Transport in Western Australia. “Yeah, it was a lot of fun, eh?” says Bobby when we had talked later on. “I really enjoyed it. Imagine a combination 32m longer than these that weigh 170 tonne. She’s different all right.”

Not only did it scratch an itch for Bobby; it also gave generation three the opportunity to steer the ship for a spell.

Then in 2013, local firm Barrett & Taura was looking for an operations manager. That coincided with the depot lease on Tohunga Road coming to an end.

The Lilburns needed a new home, so

they purchased the Barrett & Taura depot in the old Raetihi railway station on Railway Road – no imagination in those days – and moved in alongside.

Robbie took on the job running both fleets, amounting to about six trucks.

Bobby was also back from desert duelling, and Lilburns added a new Freightliner Argosy day cab with DD15 power to the fleet. Suffice to say, there was a bit going on.

“I did the dual role thing for about three years but then reached a crossroads in my own heart about where I should be. I needed to get out of the Barrett & Taura job and focus on building the family business. So, in 2016 I did just that. I resigned from the B and T position, and shortly after that Foley’s Transport took over the Barrett & Taura trucks.

“The next couple of years were tough.

I went back out on the road from the B and T “Yeah, it was a lot of fun, eh?” says Bobby when we had yarn later on. “I really enjoyed it. Imagine a combination 32m longer than these that weigh 170 tonne. She’s different all right.”

Not only did it scratch an itch for

Bobby; it also gave generation three the opportunity to steer the ship for a spell.

Then in 2013, local firm Barrett & Taura was looking for an operations manager. That coincided with the depot lease on Tohunga Road coming to an end.

The Lilburns needed a new home, so they purchased the Barrett & Taura depot in the old Raetihi railway station on Railway Road – no imagination in those days – and moved in alongside.

Robbie took on the job running both fleets, amounting to about six trucks.

Bobby was also back from desert duelling, and Lilburns added a new Freightliner Argosy day cab with DD15 power to the fleet. Suffice to say, there was a bit going on.

“I did the dual role thing for about three years but then reached a crossroads in my own heart about where I should be. I needed to get out of the Barrett & Taura job and focus on building the family business. So, in 2016 I did just that. I resigned from the B and T position, and shortly after that Foley’s Transport took over the Barrett & Taura trucks.

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INTERNATIONAL FEATURE

Wool transport is an important part of the Lilburn business

“The next couple of years were tough.

I went back out on the road from the B and T “Niketa and I want to develop and grow the business and set it up well for future generations,” says Robbie. “When we took over, we knew there were things we wanted to change, and ironically I understood that from things dad taught me without even knowing. Whenever I had an idea, he’d say, ‘Bring the facts and figures, and we’ll look at it.’

Sometimes that was frustrating – he’s a hard bugger, but a good bugger with it. But it was saying that to me over the years that made me realise we needed help with some areas; we knew we had weaknesses, and it was around the numbers. We all work hard, and that’s great, but it’s no use working hard and not progressing.

“When we bought the DAFs, that was great, but I didn’t want to buy another round of DAFs, even though there is a new Euro-6 coming,” he laughs. “No, what I mean is, I wanted to see a path to buying the gear we want to run eventually. We got hold of Bob Cleland

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in Palmerston North to help us [Had to be a Bob, didn’t it? – Ed]. Bob’s a business mentor and consultant, and I met him when he worked with Dairy Fresh. He’s been great and just helped with education around numbers and direction.

Culture, the mother of desire “Of course, we lost Arnie last year. I can’t tell you how sad that day was.

He suffered a heart attack while his truck was being loaded with fertiliser bags at Ballance Mount Maunganui. It was just a terrible, terrible time. There were tears everywhere. He was such a great bloke, and so many owe so much to him. Arnie was family. I’ll never forget receiving that phone call. He was so well respected in the industry.

The K2 was going to be his – he had a lot of input into it from a lifetime of experience. And then just like that, he never got to see it.

“We have a great crew now though, and we’re thankful for that. Adrian on the K2, me on the 104, dad on the MAN, and Paul Tamati, who we’ve

known for a long time. He’s relieved for us over the years and recently retired from 36 years in the army. He’s come onboard fulltime.

“We’ve tidied up the old rail shed, and built a lime bin inside, so now the trucks come home loaded all the time and we can sell ex-the shed here.

We’ve put a Marsh weighbridge in, they’re great people to deal with, and honestly, that’s been the best thing we’ve done since buying the trucks.

“In terms of trucks, we’re settling on Southpac product going forward.

Yes, that’s aspirational to a point, but I say honestly, it’s also back-up.

The support they give us has been exceptional.

We bought the K2 and DAF through Mark O’Hara, and he’s great to deal with.

“That’s pretty much it, really. Just improve, work hard, serve our customers well, and run the business as smart as we can.

“My boy Rob and Adrian’s son Joey have been best mates since daycare, and it’s great to watch the interest

INTERNATIONAL FEATURE

Loading the wool bales...

and love they have for it. It looks like we’re right for at least another round,” Robbie laughs.

Robbie Lilburn climbs into his 2005 K104 Kenworth every morning for three reasons. His family, his staff, and his love of trucks and rural trucking. Like farming, forestry, and fishing, rural trucking is vocational. You do it because you love it, because there’s nothing else you want to do. As the old cliché goes, it’s in your blood.

Like every Liliburn generation, fostering an interest, love, and understanding for the business at the age the ‘newest’ Rob and his siblings are now is how succession happens. Through that, they understand how food arrives on the table and the work that goes into ‘good luck’. They also learn that approach is everything and working hard is not the antagonist of happiness.

They simply have to look at their dad and mum to see that.

... and the Kenworth is ready for the road

DDM

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SIMPSON SAYS

FUEL AND YOUR MONEY

By Richard Simpson, industry pundit

W

ith fuel prices having increased by a staggering one-third in just a year, these are challenging times for us all.

A welcome rise in transport rates (15 per cent from January 2021 to January 2022) has taken some of the sting out of it, but economic and political circumstances have combined to create a cyclone of ascending costs.

bulk oil suppliers are short of ‘white’ product, and are charging accordingly. Hauliers are complaining that bulk suppliers which they have been loyal customers of for years are now charging more per litre than their local filling stations.

Furthermore, they will not commit to delivering diesel at a set price: saying instead that it is ‘X’ p per litre today, but there is no guarantee that that is what you will be charged for your delivery next week.

Some rising costs should actually be welcomed. And yes, I’m talking about drivers’ wages. Wise heads in the industry have long argued that rather than seeking to recruit from an ever-more diverse base (most of whom cannot work in an industry which demands long hours and offers such poor facilities) higher wages were the only sustainable way to recruit and retain decent drivers. Wage increases of 20 or 25 per cent were reported last year, and most in the industry are now of the view that they were long overdue.

While the Chancellor’s 5p/ litre cut may have seemed generous, as far as the average haulier is concerned it is a drop in a bucket and has had little impact on real-life prices, as the oil price went up by more on the week it was announced.

In fact, it’s a pretty miserable concession, given the billions that will flow in from the ban on red diesel across most sectors.

Buyers of bulk diesel are usually shielded from the worst fluctuations in pump prices, but not this time: the abolition of the rebated ‘red’ diesel concession for virtually all sectors outside of farming means that the

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And the situation has got even worse, turning from a price crisis into a supply issue. In a monumental failure to read the public mood, various green groups picked this moment to blockade the fuel distribution infrastructure in the south of England, causing inevitable shortages and further price hikes.

Continuing conflict in Ukraine will ensure continued high

oil prices, particularly if the west deploys its ultimate sanction on the Russians: a total block of their oil and gas exports. Russian oil makes up only 10 per cent of world output, but global output and consumption are very finely balanced and many nations (the UK included) have greenwashed the situation by trumpeting an exit from fossil fuel extraction while happily importing tanker-loads of the stuff from the world’s despots and tyrants.

Hauliers are now left to carry the can for this virtuesignalling, and must take a fresh look at ways of reducing their fuel bills.

Here are four things that hauliers and drivers can do to generate immediate savings in fuel consumption. Most cost nothing except a bit of time and attention.

1) Checking tyre pressures.

There is a direct correlation between tyre underinflation and increased rolling resistance, and between rolling resistance and fuel consumption. Five per cent underinflation increases rolling-resistance by 0.5 per cent, 10 per cent under-inflation increases rolling-resistance by one per cent, and 20 per cent under-inflation by two per cent with commensurate

increases in fuel consumption.

Increased rolling resistance has the worst impact on fuel consumption in stop-go conditions. Tyre life is also reduced.

2) Wheel alignment Visually check tyres for uneven wear across the breadth of the tread. This can indicate problems with axle-alignment or tracking, A misalignment of 1.5 degrees can increase fuel consumption by 10 per cent, and reduced tyre life is an additional cost.

3) Aerodynamics Check adjustable aerodynamic aids (if fitted) on tractor units.

The rearmost lip of the roof spoiler should be set to direct air just over the front edge of the trailer roof. Sliding fifth-wheels should be set to reduce the gap between the rear of the cab and the front of the trailer to the minimum safe distance. Protruding accessories such as spotlamps should be removed if they are not needed. Improvements in aerodynamics save most fuel at higher speeds.

4) No need to speed Fuel consumption rises steeply with speed: slowing by just 2 km/h can improve fuel economy by over 0.5 litres per km at maximum speed, yet makes little difference to overall journey times.

In association with

COMPETITION

SPOT THE DIFFERENCE Your chance to win fantastic prizes every issue

HOW TO WIN:

DAF Trucks have supplied a pair of DAF design Bluetooth earbuds, for one lucky winner.

Simply spot and mark the four differences on the images above.

Once completed either cut out or photocopy and post to DAF Driver magazine, 4th Floor, 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire PR7 3QQ Closing date: Friday 22nd July 2022

FULL NAME ADDRESS

POST CODE

TELEPHONE

EMAIL Terms & Conditions: Not suitable for children under 14 years of age. The winner will be notified within 30 days of the closing date either by letter, telephone or email.

All entrants will be placed in a hat and selected at random by a third party. No money alternative will be offered. The winner’s name and county will be displayed in the next issue of DAF Driver magazine.

Winner from last issue: Miss Rachel Parker, Suffolk. Winner’s details to appear in the Summer 2022 issue of DAF Driver magazine.

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LEYLAND PARTS DISTRIBUTION CENTRE SUPPORTING THE DAF UK DEALER NETWORK & IRELAND 24/7 The UK DAF dealer network has a reputation for providing unrivalled customer service The dealer support for fleets across the UK and Ireland includes a swift and reliable parts delivery to customer workshops undertaking service and repairs to trucks, trailers and light commercial vehicles.

Maintaining this level of customer support relies heavily on the daily Leyland PDC deliveries to each dealer location. As well as providing an emergency, 24/7 VOR parts service, the PDC also ensures that all urgent orders received by 6pm are with the dealer before 8am the following morning.

PACCAR PARTS Leyland distribution centre operates using state-of-the-art distribution processes and the most advanced computerised parts management systems.

Using real-time technology and a concept called warehouse within a warehouse -

a combination of wide and narrow aisles – the fastest moving items are strategically located nearer to dispatch, along with a mezzanine area for smaller parts, to ensure that orders are processed efficiently and on time.

The 180,000 square foot parts distribution centre has the capacity to maintain up to 65,000 parts in its inventory and utilises the latest principles of velocity and volume-based storage to speed parts from shelf to customer.

The PDC also provides a 24-7 customer service centre, handling over 5,000 calls a month using a state-of-the-art call handling system ensuring all dealer enquiries are answered quickly and efficiently by our highly trained customer and technical service team.

The Leyland PDC also handles national delivery of TRP parts, PACCAR’s all makes and trailer parts range, which has developed continuously over the past 25 years. The range now encompasses over 90,000 part numbers offering both original

equipment and approved alternative products for all makes trucks, trailers and light commercial vehicles, processing over 7,000 orders every day.

As part of PACCAR PARTS worldwide operations, the

Leyland PDC both receives and despatches parts to and from other PDC’s across Europe and further afield to ensure that our customer service and stock availability is industry leading at all times.

MEET SOME OF THE TEAM AT PACCAR PARTS LEYLAND

SHANE CHRISTIE

ROHAN BROW

NICOLA FORREST

STEVE McCAFFERY

JOSEPH FOSTER

PDC MANAGER

PPS FACILITATOR

CUSTOMER SERVICE SUPERVISOR

GOODS RECEIVING & PACKAGING TEAMS SUPERVISOR

PDC SUPERVISOR

19 YEARS AT PDC

18 YEARS AT PDC

4 YEARS AT PDC

Shane has worked for PACCAR for 14 years, becoming Assistant Manager of the Leyland PDC in July 2020, moving up to PDC Manager in October 2021.

Shane’s background in the commercial vehicle industry has provided him with in-depth knowledge of what it takes to provide industry-leading support to DAF customers. Alongside DAF truck parts this also includes managing the extensive and growing range of TRP All Makes Truck and Trailer Parts, which more latterly includes parts for light commercial vehicles too.

With a technical and engineering background before joining PACCAR PARTS, Shane has significant experience in operations as well as supply chain & logistics – a challenging area of the business over the last few years due to the pandemic causing global supply chain issues.

Nevertheless, this has not prevented Shane and the PDC team from providing an outstanding ‘business as usual’ service. Indeed, through a programme of continuous development, Leyland PDC has achieved record performances in Safety, Quality, Delivery and Costs during 2021 – all increasing efficiency and productivity.

STATISTICS FOR

LEYLAND PDC

NO.

7348

DIFFERENT PARTS PICKED EVERY DAY

2000

VOR ORDERS RECEIVED EACH DAY

The PACCAR Production System is PACCAR’s translation of ‘Lean Management’ into its plants and operations across the globe, and its aim is to reduce waste and improve customer satisfaction. Rohan is responsible for building a culture where everyone is constantly looking to improve working processes and implementing opportunities to deliver continuous improvement.

It’s great looking back over 2021 and seeing how we’ve already impacted the business through PPS in 2021.

I’m proud that together we have significantly impacted all our business metrics, more than doubling the output in every area we’ve reviewed so far - an astonishing statistic I’m still trying to comprehend myself!

2

WORLD RANKING PDC WITH RECORD SCORE IN 2021

5K

CUSTOMER SERVICES CALLS A MONTH

99.99% CORRECT PICK RATE – BEST IN THE WORLD

I’ve worked at the Leyland PDC since it first opened in 2003. Initially I was a Customer Service Agent, then became the Customer Service Team Leader and onto my current position.

Nicola manages a team of eight customer service agents who cover a variety of duties including product identification queries and VOR orders (urgent ‘vehicle off road’ orders). The Leyland team forms part of a European team with help desks in Eindhoven, Budapest and Madrid.

As well as being part of a four member supervisory team at the Leyland PDC, Steve supervises a team of 28 multiskilled operators who manage, package and store all incoming stock ready for picking when required by dealers.

Goods are sourced from UK and European suppliers as well as replenished from other PACCAR PDCs to ensure parts are readily available for the UK dealer network and Ireland.

The team successfully updated IT processes to enable working from home during the pandemic without adversely effecting customer response times.

The thing I appreciate most about working at the PDC is that we have a ‘can do’ attitude across all our teams and that helps us to support our customers across the UK and Ireland.

1100+

SAFE DAYS RECORD

21 YEARS AT PDC

I really appreciate the focus on building a safe working environment at the PDC – we have achieved 1100+ days without a lost time accident and still counting.

We also gained silver in the PPR (second place worldwide in the PACCAR Performance Rating).

Joseph supervises the 31 strong Outbound Team responsible for picking dealer orders every day of the week for overnight delivery to dealer parts departments across the UK and Ireland. Moreover, the team also pick urgent parts for VOR orders which, if ordered before 6pm are guaranteed to arrive at the dealer before 8am the following morning!

Customers can also collect urgent orders from the Leyland PDC which are picked by the team twice daily.

The team provide a world-beating customer service.

90,000+

(ZERO LOST WORKING TIME)

PARTS IN THE TRP RANGE

150

180,000+ SQ.FT

STAFF AT THE PDC

14 % INCREASE

PARTS SHIPPED IN 2021

OF STORAGE SPACE

5%-10%

IMPROVEMENTS MADE EVERY YEAR

24 / 7

ASK YOUR DAF DEALER ABOUT WEBSHOP, WHERE YOU CAN CHECK PARTS AVAILABILITY AND ORDER WHAT YOU NEED ANY TIME OF DAY OR NIGHT!

ONLINE PARTS ORDERING

Webshop helps you find the parts you need – you can enter your chassis details to identify exactly what you’re looking for, check it’s in stock and place your order for same day or next day delivery!

for your fleet with DAF Webshop!

Visit www.parts.daf.com and take a look around – there’s even an introductory film explaining why webshop

can make your workshop run more efficiently!

Webshop also features All Makes Truck & Trailer parts from our TRP range, which includes a growing number of LCV parts, lubricants and consumables, making your DAF Dealer a onestop-shop for all your fleet requirements.

Find your nearest DAF dealer at www.dafdealernetwork.co.uk

THE OFFICIAL PARTS PROVIDER FOR THE

BRITISH TRUCK RACING CHAMPIONSHIP 2022 As the UK’s largest range of All Makes Truck and Trailer Parts, Lubricants and Consumables, there is no-one better placed than TRP to be the official parts provider for this year’s truck racing championship!

Our product catalogues covering Trailer Parts, Fast Moving Truck & Trailer parts and Workshop Consumables are available free of charge at each racing event – look out for the distinctive TRP brochure dispensers!

TRP features over 95,000 parts including all makes truck, trailer and an ever-increasing range of fast-moving LCV parts, alongside a comprehensive choice of lubricants and workshop consumables. TRP incorporates parts from all

major manufacturers as well as a growing range of quality TRP branded parts.

With over 130 UK locations you’re never far from a TRP stockist, all with comprehensive stock of the fast-moving parts you need to keep your trucks, trailers and vans on the road.

Visit trpparts.com to find your nearest stockist

APPRENTICE FEATURE

Join the Winning Team Are you, or is someone you know, looking to start a rewarding and valued career? Do you relish a technical challenge?

Have you considered a DAF Apprenticeship?

DAF is now looking for the next generation of DAF Technicians to join their award-winning Apprenticeship Scheme.

The DAF Apprenticeship Scheme is a three-year programme that is recognised as industry leading, providing valuable development in skills and knowledge and a fantastic foundation for a rewarding career.

Heavy Vehicle Technician Apprentices are employed by a DAF dealership from day one, paid a wage and will have their training costs paid for them. They will regularly attend the DAF Apprentice College in Bristol where they meet and work with fellow apprentices from across the UK DAF Dealer Network and will stay in approved home stay or hotel accommodation. A dedicated skills coach is always on hand to support the apprentice with regular visits to their dealership workplace Alongside the Heavy Vehicle Technical Apprenticeships DAF also has apprenticeship opportunities for Parts and More information about DAF Apprenticeship vacancies is available on the DAF Apprentice website www.daf-apprenticeships.co.uk, the National Apprentice Service website and the IMI Automotive Job Search site.

You can also find more information on DAF Apprenticeship dedicated social media channels Facebook: Instagram: Linked in: Twitter:

facebook.com/DAFApprenticeships @dafapprenticeships www.linkedin.com/company/daf-apprenticeships @DAFApprenticeships SPRING 2022 DAF DRIVER

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MEET TRAINER’S NOTES

AEBS uses a forward facing radar to track objects on the road ahead

MANDY Mandy Wannerton is the DAF Press & Demonstration Driver

DRIVE

SAFE

E

fficiency. Safety. Driver comfort.

All hot topics in the world of transport. I bet If you were to put half a dozen drivers in a room and ask them to discuss how they should be prioritised and the merits of safety systems, it wouldn’t take long for it to descend into a bun fight. The room would soon divide into two very distinct camps, there would be drivers who believe and feel that modern trucks take away their control of the truck and then there’s the other camp who know differently and embrace the new technology and use it to their advantage.

Legislation and advances in technology means that active safety features know no bounds. Active safety refers to vehicle systems that help drivers reduce the severity of accidents or even avoid them altogether by managing steering, braking and speed. Active safety includes things like better direct and indirect vision, as seen in the New Generation DAF with its ground breaking cab design and large windscreen, which affords the driver the best possible visibility. There’s the Lane Departure Warning System (LDWS) a great safety feature that alerts a tired or distracted driver to lane wandering. Other active features quietly work in the background without fuss or fanfare consigning age-old problems to history. When was the last time you saw or heard of a jack-knifed truck?

Exactly, you can thank anti-lock braking (ABS) and vehicle stability control (VSC) for massively reducing what was once considered a fairly common occurrence and a hazard of the job.

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DAF DRIVER SPRING 2022

For me though, one of the biggest changes to active safety has to be the use of radar technology on trucks. Thanks to this, the most horrific of accident outcomes have been greatly reduced.

Radar technology underpins the Forward Collision Warning system (FCW) which detects vehicles and other obstacles ahead, Adaptive Cruise Control (ACC) which helps to maintain the distance between you and the vehicle in front, and the Advanced Emergency Braking System (AEBS); this is the standout safety feature enabled through radar technology, which does all in its power to limit the damage from a collision should the driver not be able to react to changing traffic conditions. Yeah, if you ask me, I’d have to say radar technology is pretty damn cool and lifesaving.

As for passive safety features, well they’re mind blowing. There’s the passive safety features we all take for granted such as the driver’s air bag and seat belts, occupant safety and better designed and stronger cabs. And we have the DAF ProCaDiS (Programmed Cab Displacement System) which, in the event of a collision, allows the cab to move rearwards by 400 millimetres while ensuring the cab stays connected to the chassis. Along with built in crash deformation zones, these passive features are designed to protect the truck occupants, should a collision occur. Truly awesome features which we rarely give a thought to or even know are there, but each and every one is the difference between walking away from a serious collision or not. The thing to

remember is, no matter what camp you fall into, the truck you are driving has numerous obvious and hidden features designed specifically to help protect you and other road users.

So, if it’s lack of knowledge that has you switching off active safety features that are there to protect you and others, why not call into your local DAF dealer and have a chat with their Dealer Driver Trainer? They’ll be more than happy to answer any questions you have.

Stay safe! Mandy x

There is a host of videos and other sources of information about the safety of DAF trucks available online:

New Generation DAF Safety Systems: https://youtu.be/E2g6Rw_1msY

DAF Advanced Emergency Braking System: https://youtu.be/c2Hrexhhup4

DAF Vehicle Stability Control: https://youtu.be/u8_wWUucpvQ

MEET THE TRAINERS

MEET RON SMITH DAF now has Dealer Driver Trainers based across the country to help hand over new and used vehicles and we thought it would be good to get to know some of them a little bit better! In this edition we talk to Ron Smith, who acts as DAF Dealer Driver Trainer on behalf of several DAF Dealers as well as being employed centrally to deliver driver training for DAF’s fleet customers. Ron is regularly on the DAF stand at truck shows and events around the UK.

During lockdown Ron and his wife Steph built an extension on the end of their house, effectively doubling its size. The extension was built using a system called ICF (Insulated Concrete Formwork), and Ron says he has bored many people with photos of the various stages of the build! The project is now nearing completion.

Q: When did you first join the DAF team and what was your first job there?

A: I joined DAF in January 2016, as a Driver Trainer.

Q: What did you want to be when you were at school?

A: From the age of about five or six I always wanted to be a lorry driver. It was before H&S and I would always go off with my dad in the school holidays, so I have him to thank for where I am now.

Q: When did you take your HGV licence?

A: That was back in 1995. I was very young!!

Q: What do enjoy most about your role?

A: I like imparting knowledge to drivers about their new vehicles, so they can get the best out of them.

Q: Do you have a top tip for a driver getting their new DAF? A: Don’t be afraid to ask questions about how the safety systems and driver comfort features work.

Q: What car do you currently drive and if money was no object, what would you have?

A: I currently have a Kia Optima estate and if money were no object, I would have an Aston Martin.

Q: What other responsibilities do you have within your role at DAF? A: I have recently started helping Richard Pepper set up the DAF Showtrekker trailer at the many events that DAF attends during the show season.

I am then on hand at the events to talk to customers about the DAF product range or be a control driver if the event requires it.

Q: If you weren’t doing this, what would your ideal job be?

A: If I wasn’t doing my current job, I would be a chef.

SPRING 2022 DAF DRIVER

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