DAF Driver Magazine - Issue 32 2023

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ISSUE 32 2023

INSIDE THE UK’S #1 TRUCK MANUFACTURER

In this issue

FILTER TIPS DAF DPF Refurb

GOLDEN OLDIE LATEST DAF TRUCKS NEWS • UK DEALER LOCATOR • OPERATOR SUCCESS STORIES • INDUSTRY OPINION • COMPETITION

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WELCOME TO ISSUE 32 OF DAF DRIVER MAGAZINE!

WELCOME FROM YOUR PUBLISHER

We continue to face the biggest change in the transport industry since the demise of the horse and cart: decarbonisation.

Publisher - Matthew Eisenegger

WHEELS TURN AT THE TURN OF THE YEAR

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t the turn of the year it is customary to look forward as well as looking back, and we are certainly managing to do both with this issue of DAF DRIVER magazine.

Our cover truck takes us right back to the arrival of DAF as a serious contender in the UK truck market 50 years ago. The 2800 appeared just as DAF launched its UK dealer network, and together the dealers and the truck formed the foundations for the organisation and vehicle range that have now led the UK market for many years.

For most of that half century, Peter Fulleove has been involved with DAF. He was one of the first DAF dealers in the country and has now sold his dealership, Solway DAF, to the rapidly-expanding Motus Group, but will still be involved in the business in an ambassadorial role. You can find out how repairing the failed clutch on a racehorse transporter lead to a capital injection that transformed the then embryonic business, and a lot more besides.

But there’s only so much to be gained from looking back. We also continue to face the biggest change in the transport industry since the demise of the horse and cart: decarbonisation.

For most transport tasks, the road to the future probably leads to battery-electric trucks, and you can read about the latest phase of their introduction in the magazine. But the widespread availability of the vehicles, and the existence of an infrastructure to charge them, are still years – if not decades – away.

That reality doesn’t ease the pressure on operators to ‘do something now’ and for many that means reducing the use of fossil fuels, but with existing vehicles.

One of the simplest, yet most effective solutions, is to cut the use of mineral/fossil diesel by substituting HVO, a synthetic fuel that is a ‘pour in’ replacement entirely suitable for use in modern DAF trucks. It’s made from organic feedstocks such as food waste, and can reduce ‘well to wheel’ CO2 emissions by around 90 per cent. Being a synthetic fuel of very high quality, its consistent purity means that there is also a welcome reduction in toxic emissions and a consequent improvement in local air quality when it is used.

Another measure that has led to improvements in air quality is the sophisticated emissions-control system fitted to Euro VI DAFs. A key part of that is the particulate filter, but many operators will know that these can become clogged, particularly when a truck is predominantly used in low-speed urban traffic. The filter element just doesn’t get hot enough to burn off the deposits it catches.

Fortunately, there is a solution which doesn’t involve throwing this expensive component away: DAF now operates an approved service in which filters can be cleaned and reused with their effective performance restored. You can find out how to help save the environment and money by doing this in this issue.

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.

And after all that virtue, perhaps it’s time for a little self-indulgence: so let’s let rip in a McLaren Artura sportscar. And don’t worry too much about the carbon footprint. It has a plug-in hybrid driveline meaning that for at least some of the time it’s running on electricity. McLaren claims it will return 60 mpg; but how will our lead-footed tester get on?

Find out on page 12!

Enjoy the issue, and all the best for the New Year.

ISSUE 32 2023 DAF DRIVER

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CONTENTS

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ISSUE 32

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FEATURES

6 Golden Oldie

DAF’s first big step into the UK market

REGULARS

3 WELCOME

Ring out the old, ring in the new

12 McLaren Artura

48 SIMPSON SAYS

18 For the love of it

49 SPOT THE DIFFERENCE

£185,500?...well it is very economical, dear!

Peter Fullelove on 37 years at Soloway DAF

22 On the green streets

Reynolds Catering’s electric truck is cooking

26 Talk at the top

DAF Chief Engineer Patrick Dean

An old man on why we need younger drivers

Put your observation skills to the test

50 TRAINER’S NOTES

Mandy is back from lunch, sorry, launch!

52 MEET THE TRAINERS Mike Owen of Adams Morey DAF

30 Frontier and centre

Rich harvest for DAF at this agricultural haulier

36 Capital gains

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Rolling around the British Isles in an LF Electric

54 Game-changing GD+ HVO

INFORMATION EDITORIAL Publisher: Matthew Eisenegger Managing Editor: Richard Simpson 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 Karl Hopkinson Chris Russon Bob Tuck Mandy Wannerton PUBLISHER Commercial Vehicle Media & Publishing Ltd, 4th Floor, 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ Telephone: 01257 231521

How to decarbonise road transport the easy way

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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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HERITAGE FEATURE

GOLDEN

OLDIE

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DAF DRIVER ISSUE 32 2023

HERITAGE FEATURE

It was 50 years ago, in September 1973 at the IAA Show in Frankfurt, that DAF unveiled a new truck that would prove that DAF was a technology leader in the design and manufacture of heavy trucks for long distance transport.

Words: Phil Moon Photographs: Mark Ballantyne and Chris Bugler ISSUE 32 2023 DAF DRIVER

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HERITAGE FEATURE

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he timing of the 2800 was particularly relevant here in the UK, coinciding with the establishment of the UK’s DAF Dealer Network. Its driveline, featuring the world’s first turbocharged and intercooled truck engine, delivered impressive fuel economy just as fuel prices increased dramatically due to the oil crisis, helping the 2800 earn almost legendary status amongst early DAF customers.

The DAF 2600, introduced in 1962, had set a new benchmark in Europe for long-distance transport with its neatly integrated sleeper cab offering a well-appointed interior able to accommodate a crew of two in comfort. However, the 2600 was not offered in right-hand drive until 1972, so whilst left-hookers soon found favour with UK operators venturing into Europe and the Middle 8

DAF DRIVER ISSUE 32 2023

State-of-the-art, fifty years apart.

East, it was the arrival of the 2800 with the brand-new F241 cab that really saw the DAF brand establish itself in the hearts of domestic hauliers. The new cab was longer, offering a larger sleeping area than the 2600 and unlike its predecessor, the cab of the 2800 tilted to 70 degrees allowing easy access to the engine for repairs and maintenance.

Under the cab, four ratings of the 11.6 litre engine were on offer at launch to satisfy the needs of particular markets. The lowest output version, the DKA 1160, was naturally aspirated producing a maximum power of 230bhp DIN at 2200rpm, and the DKT 1160 engine which produced 290bhp DIN at 2200rpm, were not offered in the UK. Turbo-Intercooling There were two ratings available here, the first being the DKTD 1160

featured moderate turbocharging and was rated at 260bhp DIN (248bhp to BS AU 141), at 2200rpm, delivering 658lb ft torque at 1450rpm. The second offered to UK buyers was the most powerful DKS 1160; this engine was rated at 320bhp DIN (307bhp to BS AU 141) at 2200rpm and 830lb ft at 1450rpm. A very high level of turbocharging of 14.7 psi was employed in the DKS and to maintain engine life an air-to-air intercooler was fitted as standard. Turbocharging to this pressure increases air temperature from an ambient of 20°C to 110°C but use of the intercooler reduced the temperature to 35°C with little loss of pressure before entering the cylinders. This technology not only helps maximise the output from the engine, but does so in a highly efficient manner, extracting maximum possible energy from the fuel to deliver a balance of performance with economy.

HERITAGE FEATURE

Although intercooling is employed on all heavy-duty diesel engines today, it would be some years before other manufacturers followed suit.

The DKTD 260bhp DIN rating was matched with the ZF AK 6-90 six-speed constant-mesh gearbox and the ZF GV90 splitter to give 12 forward gears, whilst the higher output of the DKS engine saw the Fuller RTO 9513 13-speed constantmesh gearbox being employed.

A new 13-tonne hub reduction rear axle designated 2699 was introduced for the 2800.

Over the coming years the F241 would see further developments as more power and space was offered.

The higher power output of a new 330 bhp DKX engine saw the 3300 being introduced in 1982, with the 373bhp DKZ powered 3600 ATi (Advanced Turbo intercooling)

following in 1985. The high roof Space Cab version of the F241, offering vastly increased space and standing room was announced in 1984, with the first UK vehicles hitting the road in 1985.

The F241 continued in production for some time beyond the introduction of the 95 Series in 1987 with its brand new Cabtec cab, which was a shared development with Enasa in Spain and Seddon Atkinson in the UK. The simplicity of the F241 was considered better suited to certain export markets and production continued into the 1990s. The 3300 which is owned by the Lothian DAF and Lancashire DAF dealer group, and which was road tested by DAF Driver back in 2018, was one of four built in 1990 for export to the Far East but which were instead sold to the military in Ireland.

Top left: DAF 2800 Top right: 1974 DKS 1160 engine Bottom left: 1973 2800 series Bottom right: This 3300 produced for export in 1993 was one of the last F241 models

“OFFERED TO UK BUYERS WAS THE MOST POWERFUL DKS 1160; THIS ENGINE WAS RATED AT 320BHP” ISSUE 32 2023 DAF DRIVER

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HERITAGE FEATURE To mark the 50th anniversary of its launch, the DAF UK head office is the current temporary home to a lovingly restored 2800.

On loan from Bugler Transport of Poole in Dorset, this fine example was purchased new from Morey DAF on 1st September 1977 by Reg Bugler, father of current Managing Director, Chris Bugler. Morey DAF had become a dealer in 1973 and Reg had acquired his first DAF, a 2600, from the dealer a couple of years before the 2800. The 2800 was active in the fleet until 1999, clocking up 1.3 million kilometres before being parked up until 20 years ago when Chris decided to restore it to its former glory. And it was the team at Adams Morey that Chris turned to, leaving the truck with them to carry out the faithful restoration, which has maintained the originality of the long serving-hardworked-high-mileage icon.

Reg Bugler started his business in 1968 making daily deliveries of engineering parts to London in an old egg van bought for £15. The following year, R. A. Bugler acquired a Leyland BMC Laird flatbed rigid to carry a variety of products including bricks and machinery for local companies. After moving to larger artics, an opportunity to move a boat came along and Reg decided to give it a try. Another followed soon after and moving boats quickly became a major part of the workload. Reg had initially been in partnership with his brother Francis, but now Francis decided to focus on brick transport, establishing F. V. Bugler Transport, leaving Reg to specialise in boat transport.

Based in Poole and surrounded by boatyards, marinas, and boat builders, the demand for boat transport grew and the business was soon travelling onto the continent, taking new boats down to the Mediterranean, investing in specialist equipment including trailers, some of which were designed and built in-house for the work.

Reg’s son, Chris, started working alongside his dad from an early age, learning the intricacies of boat movement on the job. He remembers his first truck after getting his licence was a Ford D Series on which they cut, stretched and stepped the chassis frame, and realigned the prop shaft so a boat’s keel could sit between the chassis rails. After Reg decided to retire in 1994, Chris set up on his own with one truck, using the experience, knowledge and contacts he’d built up to enable the business to grow.

Chris can remember going with his dad to collect the 2800 that day in 1977, and the apprentice fitting the number plates at Morey DAF was a young Mike Fennell, who would stay with the dealer for 46 years rounding off his legendary career as Managing Director of Adams Morey, up to his retirement in 2019.

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2800 worked until 1999

Undergoing restoration at Adams Morey circa 2003

Still looks ready for work

Cab was luxurious in its day

HERITAGE FEATURE

Pride of place in reception

Something old, something new, something borrowed, something blue

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LUXURY CAR

MCLAREN ARTURA Words: Chris Russon 12

DAF DRIVER ISSUE 32 2023

Photographs: McLaren

LUXURY CAR

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LUXURY CAR

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LUXURY CAR

T

he most fuel-efficient car McLaren has produced has arrived in the shape of the Artura plug-in hybrid supercar.

price tag of the fabled hypercar, the Artura costs from £185,500 – a veritable bargain in the supercar world.

Fuel tank capacity is 14.5 gallons, which if our drive is anything to go by, should elicit a range of around 360 miles on a full tank – although that will vary depending on driving style with the hybrid system.

Marking the debut of the British high performance company’s carbon lightweight architecture, produced at its own facility in Sheffield, the Artura is McLaren’s first mainstream PHEV.

Factor in a supremely composed and confident ride and a theoretical fuel economy of 61.5mpg and the petrolelectric Artura – on paper at least – is a compelling proposition in the new age of electrified motoring.

Powered by a 3.0-litre V6 engine mated to a 95ps electric motor it has scintillating off-the-mark performance with instant torque of up to 225Nm.

However, as with any plug-in hybrid, those consumption figures are fanciful and on our drive in the Artura we saw a just shy of 25 to the gallon on average.

That results in ferocious acceleration of 0 to 62mph in three seconds and with total power of 620ps available, the top speed is 205mph.

Electric-only emission-free range is a maximum of 19 miles, yet such is the recharge from the electrical system, it is possible to regenerate the battery to 100 per cent capacity on the move in around 20 miles.

In every way the Artura is an impressive piece of kit and for McLaren it comes with plenty of innovative features such as its first eight-speed automatic transmission, its first electronic locking differential and a new rear suspension system.

Officially, a recharge to 80 per cent capacity from a home charge will take about two-and-a-half hours. The electric charging port is to the nearside at the rear with the fuel filler opposite.

Then there’s an advanced tyre monitoring system that uses Pirelli’s Cyber Tyre technology, which uses sensors embedded in the rubber walls to relay information about pressure

In fact, the Artura can reach the 300km/h mark (186mph) in just 21.5 seconds.

In everyday use that’s not far off the mind-blowing performance of the McLaren P1, but unlike the £1million

And, unlike any other vehicle in the McLaren stable, the Artura doesn’t come with a maximum benefit-in-kind tax rating that clatters business users.

Instead, it is rated at 25 per cent thanks to its relatively low emissions of 104g/km.

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LUXURY CAR

and tread temperature. It’s a feature that comes into its own when track driving.

The Artura also features a completely new interior with McLaren making all major controls accessible to the driver with hands on the steering wheel, a new look, high definition TFT instrument panel and an eight-inch touchscreen mounted in the centre of the dash that gives access to a host of functions, ranging from satellite navigation to smartphone mirroring, and vehicle systems.

Martin Vantage, the Artura is the lightest of the lot and tips the scales with a kerb weight of 1,498 kilos and a power-to-weight ratio of 488ps per tonne.

runs in tandem with the electric motor.

The sport setting sees the motor providing torque infill at lower revs, while the engine itself targets maximum performance.

At 4.53 metres long it is of similar proportions to the McLaren 720S and while the Artura is as roomy inside as its counterparts, boot space in the forward ‘frunk’ is smaller at just 150 litres. Nevertheless, it is styled to stand out with huge air scoops at the front and at the side to feed the hybrid powertrain.

Track does what it says on the tin with the same blend of hybridised power but faster gearshifts.

For McLaren it marks a step forward in amenities yet the car has lost none of the attributes for which the brand has become acclaimed in the supercar market.

Four drive modes – an electric only E-mode, comfort, sport, and track – are available and the powertrain likes to be driven hard. As such it optimises energy use well.

In a class of vehicle that features the likes of the Ferrari 296 GTB plug-in, the Porsche 911 Turbo S, and the Aston

It starts up in electric only mode and as such has a top speed of 81mph, while in the comfort setting the petrol engine

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Similar settings are available for the ride and stiffen the suspension accordingly, and we found sport the best for regeneration and all-round everyday performance. Comfort was best left for around town.

As such, the Artura marks a huge step forward for McLaren as it embraces the electrified age and is a supercar for those mature enough to appreciate a vehicle with true supercar characteristics that is at the cutting edge of technology for modern motoring.

LUXURY CAR

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OPERATOR FEATURE

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OPERATOR FEATURE

FOR THE LOVE OF IT After 37 years at the helm, Dealer Principal, Peter Fullelove, has sold

the Solway DAF dealership to the growing Motus Commercials concern.

Although he assures Bob Tuck – plus Solway’s 86 members of staff and their loyal customer base - he’s not retiring just yet.

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OPERATOR FEATURE

I

t was time. Even with his 71st birthday now firmly in the rear view mirror, Peter Fullelove recalls there was quite a head versus heart confrontation within himself.

He smiles but right up until he signed on the dotted line at the beginning of last July, he tells us he was having second, third and more thoughts on whether it was the right move to make.

“My heart said to keep going as you are because it’s a life you love. But my head, of course, won the day as it told me I wouldn’t be here forever and with no family wanting to take it on, an alternative plan was needed.”

So by the time you read this, it’s anticipated there’ll have been a seamless transition of the four Solway outlets (at Carlisle, Penrith, Workington, and Dumfries) to the name and branding of Motus – the UK’s largest commercial vehicle dealership and Europe’s largest DAF dealer group.

Sunderland Roots As Peter starts out on a new chapter of his life (as a Motus ‘Ambassadorial’ employee) he has a lifetime of memories that started in Sunderland and were influenced strongly by the 20

DAF DRIVER ISSUE 32 2023

Cardiff Start Line

actions of his dad – Ron - and his friend/business partner, Bill Beadnell.

This duo (respectively a onetime RAF navigator and the other a onetime professional football player) were later to team up with Brian Sharp and go on to create the well respected Teesside centred North East DAF dealership.

But before that, Peter recalls, it was a blend of selling oil and repairing commercials (in a back street garage of Hendon) where Bill and Ron honed their business craft.

No surprise the young Peter later took on the garage grease monkey role whenever schooling allowed and he still beams with enjoyment at recalling some of the happenings. We are not sure whether we can tell the story of Bill reversing a motor out of the garage and knocking down a neighbour’s outside toilet (when someone was still inside) but we like the tale of when a passing loaded horse box asked if they could repair the vehicle’s clutch. “After doing the job,” says Peter, “dad and Bill got talking with the owner about the prowess of the horse being carried and long story short, they decided to place a bet to win on this outsider’s next race using all the money they were paid for doing the repair. And

as luck would have it, the horse came through and the injection of this large input of winnings proved a God send.”

As one of the first six dealerships set up when DAF came to the UK in the early ‘70s, Messers Sharp, Fullelove and Beadnell, proved to be a winning combination. So perhaps it was no surprise that when in the late ‘70s the Carlisle based Fred Titterington was looking to retire from his DAF Trucks agency, that DAF UK encouraged North East DAF to take this operation on under the Solway Trucks banner. “I started here in ‘80”, says Peter, “as Company Secretary and I’m sure we then had 22 staff on the payroll.”

The passage of intervening time had seen the growing young man attend university (at Durham and Sheffield) and gain a variety of degrees in Business Studies and Archaeology – yes you did read that right. But by ’86 he was taking over the role of Dealer Principal of Solway DAF, as the original Teesside Three decided it was time to separate their huge operation, with the Fullelove family taking on the Carlisle operation alone. “I then became the main shareholder here,” says Peter, “as dad took on the role of Chairman.”

OPERATOR FEATURE

FAVOURITE DAF When we asked Peter what was his favourite DAF truck of all time, we hoped he’d say the 2800. It threw us when he said the 95 which came out just after the DAF / Leyland merger of ’87. “The 95 may not have been perfect,” he says, “but its big cab proved a big selling point for drivers.”

“OF ALL THE NEW TRUCK ORDERS WE HAD THEN, I THINK ONLY ONE OF THESE VEHICLES WAS CANCELLED.” Thank You All To thrive and survive in the modern day truck selling world, Peter is well aware that his life has been enhanced not only by their many customers (who are now often classed as friends) but especially by the staff who have worked alongside him. “Did you know,” he says, “that 21 people on our current payroll have been with us for more than 25 years?”

After his wife Susan and their children Anna, and Sarah, significant players in Peter’s story at the outset of Solway were Ernie Coulthard – Service Director – and Sales Director George Cleasby who sadly passed away in 1990. Both took on small shareholdings with the new owners but that support was soon put to the test in ’87 when Peter says he wasn’t sure whether any of them would continue to have a job. “When DAF took over Leyland we knew there would be a big shake down with the dealer network. In essence we had to reapply for our job as we were in competition for the new Leyland DAF agency with the old Leyland dealer of Gilbraith Trucks who had premises just 200 yards away.”

Solway got through that stressful time but five years later – when DAF went bankrupt – they were back to walking on eggshells. “It was an entirely different situation as the Dutch and Belgian governments acted quickly to provide financial support and almost the entire UK DAF dealer network seemed to stand together in support. Of all the new truck orders we had then, I think only one of these vehicles was cancelled. And I even had one customer ring up and ask me out for dinner as he knew I would need cheering up. That meant a lot.”

What Next?

On paper, the new freedom Peter now enjoys suggests he’ll have more time to play golf; snow ski; watch his beloved Sunderland football team or just sit around in the Spanish sun and enjoy a more relaxed pace of life. However, when you give so much – like Peter has - to a life in selling trucks and supporting the road transport world, it almost gets into your DNA and I don’t think you can simply switch off by selling on the dealer ownership. The last few months since the transaction went through in July has been a strange time for the man himself, who has committed

himself to staying on with the new owners for who knows how long?

Motus, should of course, be aware that it could be a hard act to follow for in any service industry, every new day brings a new set of problems to contend with. However, with the ground work that Solway have already done, they are taking on a fairly satisfied customer base (well you will never totally satisfy everyone).

Wondering which of their customers to speak to, we naturally picked the thoughts of Kirkby Stephen based 86-year-old Sam Ostle who only retired three years ago. His continuous link with DAF actually predates Solway which indicates how he feels about the product and the service the dealer has given him.

As a big fan of DAF, the Solway operation and Peter in particular, Sam echoes the thoughts of many who wish Peter well. Although, also like many who enjoy continuity, he hopes he stays on just a bit longer as there are still a few new memories to be made and enjoyed – and even more of the old ones to be regaled. Happy days.

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OPERATOR FEATURE

ON THE GREE Zero-emissions DAF LF Electric enters service with UK foodservice specialist

N

National food wholesaler and distributor, Reynolds Catering Supplies, has put into service a new, zero-emissions DAF LF Electric at 19-tonne GVW out of the company’s Sherburn-in-Elmet depot for multi-drop deliveries around Leeds. The vehicle is fitted with a Gray & Adams refrigerated/insulated body and a ‘Slimline 15’ emissions-free temperature control unit from refrigeration specialist, Hulsteins.

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The company reports excellent vehicle performance, with driver feedback centring on ease of use and nimble handling characteristics around town.

Based on a delivery cycle of over 100 miles (six hours per day/six days per week), Reynolds calculates the new DAF LF Electric will deliver an annual CO2 emissions saving of up to 70 tonnes.

The emissions-free Hulsteins Slimline 15 unit, which plugs directly into

the vehicle’s ePTO, will contribute a 10-tonne CO2 reduction annually.

With a fleet profile covering a wide range of weight categories, Reynolds continues to demonstrate a clear commitment to introducing electrification throughout its fleet, with the company already seeing efficiency benefits with smaller electric vehicles fulfilling local and ‘last mile’ requirements. The new DAF LF

OPERATOR FEATURE

EN STREETS Words: DAF Trucks

Electric enters service with Reynolds following an extensive driver training programme.

The DAF LF Electric is supplied through fleet hire specialist, NRG Riverside, with a further 29 conventional EuroVI powered DAF trucks on order, including 13 DAF LF 16-tonners and four new DAF XD 26-tonners in 2023, plus 12 DAF LF 16-tonners expected next year.

Photographs: Karl Hopkinson

The 19-tonne GVW DAF LF Electric is powered by an electric motor developing 250kW nominal power and nominal torque of 1,200Nm. DAF’s latest cobalt- and magnesium-free LFP batteries provide a gross energy content of 282kWh (254 kWh effective) to give the vehicle a single charge range of up to 280km (subject to route and weather conditions). The EV is part of a range of fully-electric, zero-emissions trucks from the UK market-leader, and

joins its larger New Generation DAF XD Electric and XF Electric stablemates – available for UK operators in 4x2 tractor, and 4x2 and 6x2 rigid variants.

As a major DAF operator, Reynolds Catering believes the manufacturer’s overall service and aftersales credentials offers valuable peace-of-mind when supporting the new LF Electric. Steve White, Head of Fleet at Reynolds, said, “As a truck maker, DAF provides the right profile; top-quality products ISSUE 32 2023 DAF DRIVER

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OPERATOR FEATURE supported by a widespread dealer network and a service offering that’s the best in the business. We know we’re in safe hands.

“At 19-tonnes GVW,” he said, “the LF Electric appears to be the ideal fit for our multi-drop inter-urban operation out of Leeds. It’s intensive too; 15 drops covering over 100 miles every day, six days a week.

Nick Reynolds, Head of Sustainability, added, “We’re at the forefront of sustainability in the food sector,” he added, “and, with vehicles like the DAF LF Electric, we’re showing a commitment to our customers. We’re investing in clean vehicles right now which will future-proof the business.

Chris Snelson, Fleet & Asset Director at NRG Riverside, said, “We have a built a great partnership with Reynolds Catering over the years, enabling us to cater to their current and future fleet needs, be proactive with our preventative maintenance, and we’re assisting Reynolds in its fleet decarbonisation strategy; this recent DAF LF Electric fridge unit is the first of many to come.”

“IT’S INTENSIVE TOO; 15 DROPS COVERING OVER 100 MILES EVERY DAY, SIX DAYS A WEEK.” 24

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OPERATOR FEATURE

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EXCLUSIVE

TALK AT THE TOP Patrick Dean, DAF Chief Engineer, Vehicle Development Words: MatthewEisenegger

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Photographs: DAF Trucks

EXCLUSIVE

P

atrick Dean, DAF’s Chief Engineer Vehicle Development, is an engaging and passionate engineer, possessing an infectious enthusiasm about every product he is ultimately responsible for. He previously worked for DAF parent PACCAR in the States, finally heading engineering for the iconic Kenworth brand before joining the European operation.

Dean is quick to point out “In the car world the game is pretty much over: it’s electric, the grid is always going to be a challenge, but when you can slow charge at home with smart chargers and solar panels, then we can make that work. But when it comes to heavy-duty commercial trucks and you want to operate at longer distances, then hydrogen (as a combustible fuel) probably has a real place.”

The conversation begins with discussion of the immense pressure being placed on all vehicle manufacturers to reduce CO2 emissions and the calculations and declarations that have to be made through VECTO, and how DAF will deal with the issue.

This does go a long way to explain why DAF was so keen to exploit the Masses and Dimension legislation on the ‘New Generation’ product.

By 2025, CO2 emissions must be reduced by 15% from 2019 levels. A 30% reduction has been proposed for 2030, and very recently the European Commission declared a preferred objective of a 45% cut by then.

“When you take time to think about it that’s a 45% fuel consumption reduction. That’s just massive, and really the only way you can get there is to move very strongly into the world of zero-emissions,” Dean says.

Dean points out there are solutions already in place today that can have an immediate effect on CO2 emissions and highlights HVO (hydro-treated vegetable oil) as one: “It offers the same power density as diesel, and would make an overnight difference in net CO2 reductions for Europe.”

He also points out that battery technology is still developing and while robust infrastructures for both electricity and hydrogen are being established, HVO provides a bridge to decarbonisation that has a massive impact on the reduction of CO2.

As time moves on there are going to be more market-ready solutions for zero-emission powertrains, so how does the operator choose?

We chat about the Masses and Dimension legislation: how DAF has tackled the use of new space and how this could be used not only to assist in vehicle aerodynamics, but also giving precious space to the driver.

What is interesting is that every single millimetre of useable space has been used, which by default means there is no additional space directly behind the cab, to be used to package any additional equipment, to support the alternative technology of hydrogen fuel cell.

Dean is very open and explains that using high-pressure hydrogen as a gaseous and combustible fuel in a modified PACCAR MX engine allows the chassis to be configured and repackaged to accommodate tanks that will give the vehicle a range of 800kms.

Also, there is no need to replace the existing transmission and drive-axle, which means except for some engine modifications, everything remains standard. Range, payload, and general operational principles are far more closely aligned to that of a traditional truck operation than they are for battery-electric trucks. As Dean points out, this technology doesn’t rely on charging network infrastructure as “It is easier to transport fuel than to build a distribution network.”

Dean is also very keen to point out that technologies are under development in all of PACCAR’s major markets,

and the PACCAR MX engine is a global product and is playing a significant part in the further development in both the Kenworth and Peterbilt long-haul ranges in North America. He highlights the suitability of hydrogen internal combustion engines for the extreme long-haul operations in the USA. Nevertheless, PACCAR has been involved in a number of very specific net zero projects, particularly in the USA, and was very active in the Port of Los Angeles-Zero Emissions Pathway Technology Demonstration which saw a fleet of 10 Kenworth T680 FCEVs (Fuel Cell Electric Vehicles) involved, where fuel cell technology was developed with Toyota and Shell.

On the flip side, for urban and regional distribution, DAF is well ahead of the curve with battery electric vehicle technology: massive financial commitment has already been made to the production facilities in Eindhoven and, more recently, Leyland, further underpinning the company’s commitment to BEV. While battery-powered LF, XB, XD, and XF models already give DAF a complete range of electric trucks with a range of up to 500 kilometres, the manufacturer has also completed very successful field tests with hybrid vehicles.

Dean points out that hybrids do offer a great solution for urban deliveries when configured with robust geofencing software, so engine status and position can be reported to ensure the vehicle is being operated in the correct mode dependent on its location.

Development never stops and Dean is very excited about the introduction of the XD Electric and sees it as the perfect package for urban delivery.

The success of the new generation designs has been astounding and we chat about the innovations. When DAF launched the all-new range, a series of new options were offered, but the one whose popularity most surprised Dean

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was the ‘mirrorless’ Digital Vision System: “The uptake of Digital Vision System has really surprised us in a positive way, we knew it was going to be good but we did expect some resistance from making the change away from physical mirrors to digital.

We received positive comments, especially about the corner view system.”

Within the latest set of enhanced vehicle regulations is a real hot topic.

GSR (General Safety Regulation) which DAF have embraced to further enhance its product range.

Dean explains: “There are two very clear chunks to this, there is the advanced driver assistance system

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(ADAS) improvements and then there is the cyber security elements.”

The main feature of ADAS is enhancing the detection zone around the vehicle, which involves updates that include combined radar and camera based technology deployed to the front, and radar technology with a much larger field of ‘view’ to the nearside.

As Dean explains “This is not a new technology it’s an expansion of technology that’s already in place on the vehicles and from a driver’s perspective, it’s technology they are already used to. From the cyber security side it’s all about increasing the robustness of onboard systems”

In very basic terms, any onboard data such as driver information, vehicle telematics, and performance, needs to be protected from an outside cyberattack, and the onboard protection needs to be effective for the life of the vehicle.

Pivotal to the success of the heavier group products is the PACCAR MX engine range and in particular the MX-13.

We quiz Dean on further developments to the engine with regards to power or performance, he explained that improvements in functionality and reliability will come with enhancements on a range by range basis. An example is the new driveline functions that have

EXCLUSIVE

been released with the XDC and XFC, including ‘Rock Free’ to help vehicles get out of situations where adhesion is lacking.

DAF was involved in the HelmUK truck platooning trial that ended in 2022. How did it go and is there any future in it?

Quick to respond, Dean highlights the outcome for DAF. “Well that’s two separate questions: the project I would say was very successful and demonstrated that you can carry out a reliable vehicle-to-vehicle communication which is key for platooning to work. What it gave to us was a really solid understanding of what it takes for vehicle infrastructure and vehicle-to-vehicle communication

to really work. Whether that translates into the future of actual platooning I’m not so sure.

“I think for us the biggest opportunity is to apply that technology to further developments in ADAS. There’s a regulation coming to Europe in 2025 to provide a framework for the certification of autonomous systems with the foundations for that being solid vehicle communications, in Europe we believe we can’t just rely on the vehicle to pilot itself, there are situations where you really need the additional infrastructure communications so that is being built into the regulation.”

Dean goes explain DAF’s involvement with a project in the Port of Rotterdam

involving the autonomous management of vehicles with a driver around the vast complex, ultimately removing humans from a potentially dangerous environment.

Finishing the discussion on autonomous vehicles Dean is very keen to point out that: “Our objective is not to take a driver out: our objective is to make a driver safer and more efficient.”

Patrick Dean articulates the whole changing landscape of the vast choice of vehicle technologies and why DAF have got pretty much all bases covered, “Just imagine a pie and each slice represents a technology, there is a slice for everybody. Its my job to ensure each slice gets eaten.”

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OPERATOR FEATURE

You wouldn’t ordinarily expect to see operators eyeing-up DAF’s flagship XG+ as a fleet motor, but, Frontier Agriculture has taken the plunge and put 11 of the top-spec six-wheelers on the road.

Why? Professional driver profile! We head to Bedfordshire to find out more.

Words: Courtesy of Commercial Motor magazine Photographs: Karl Hopkinson

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rontier’s is one of those highly visible fleets that most people outside agriculture don’t know a great deal about – highly visible given the company runs over 200 vehicles in bold teal paint with striking trailer livery comprising full height portrait faces of employees reflecting the company’s values of integrity, customer focus and expertise.

Although relatively unknown outside its own sector, Frontier is, in fact, a leading player in the UK food supply chain.

The company has over 14,000 farmer customers, an impressive 25% share of the UK arable market, and an annual revenue of £1.5 billion.

Frontier describes itself as the UK’s leading crop production and grain marketing business. Its core business is focused on adding value across the arable supply chain. It does this by building strong and enduring relationships that link UK farmers, and the crops they grow, with end-users, food processors and household brands that use grain and other ingredients.

The new fleet Of the 200 vehicles in the fleet, there are 91 maximum weight 6x2 tractors, 36 rigids and 79 vans. Of the 91 heavies, the vast majority are DAFs barring a smattering of Volvos, including the arrival of the latest New Generation DAF fleet; top-spec XG+ 480 6x2 tractors featuring DAF’s dinky-wheeled ‘FTG’ mid-lifting axle. Boasting the biggest cab on the market, and more bells-and-whistles than you could possibly wish for, the XG+ isn’t your typical fleet truck for bulk ops, but, Frontier has invested heavily, with the chief aim of giving its driver employees the best tools to do their job.

There are also two new DAF XF 450 six-wheelers operating out of Frontier’s Norfolk location in Diss. The company says more DAFs are due next year spec’d with the slightly smaller XG cab, plus some Merc Actros tractors.

Tim Smart – clever thinking Tim Smart is Fleet Services Manager, heading up a team of eight at one of the

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OPERATOR FEATURE company’s main sites just off the A1 in Sandy. 30 trucks are based at the site where a number of operational activities such as seed processing, grain storage and laboratory testing take place, and where 81 personnel go about their business. Smart’s career began in fleet after attending agricultural college. He went straight into grain forwarding before becoming a transport manager and progressing his career to his present position.

“The new vehicles are certainly a significant investment for us,” says Smart. “Our existing vehicles are already well-spec’d, but we’ve definitely gone high-end with these new DAFs, and it’s with the intention of improving our professional driver profile; a concerted effort to attract, retain and reward our professional drivers. It’s about empowering them,” he says, “showing an appreciation of how highly they’re

EXPERTS IN AGRONOMY Frontier has 46 sites across the UK and employs more than 1,100 colleagues. The business has been recognised in employee surveys conducted by the ‘Great Place to Work Institute’ as a great place to work for over 10 years – something which it strives to build upon. Frontier supplies farmers with products such as seed and fertiliser, as well as expert agronomy and commodity trading advice.

Advice is supplied via a highly skilled commercial team of advisors whose expertise covers all aspects of crop production and grain marketing. This includes the specialist role of agronomist which, in layman’s terms, could be described as a ‘crop doctor’.

Their role is to help farmers optimise economic, environmental and crop performance through better crop production management. Frontier is also the UK’s largest commodity grain trader trading around five million tonnes every year and transported from farm to end markets. It is this grain, and other products, that is transported on the company’s fleet.

valued and that they are a true asset to the business.”

Although drivers are treated to the top-of-the-range XG+ cab, Frontier didn’t opt for DAF’s biggest 530hp rating, choosing instead a slightly lower, more frugal output from DAF’s largest power-plant, PACCAR’s 12.9-litre MX13, developing 483hp and 2500Nm of torque.

Genuine surprise The trucks hit the road in July 2022 and, while driver feedback has been, as you might expect, very positive, fuel economy has proven to be an added bonus.

“We’re delighted and genuinely a little surprised with how the new fleet is performing,” adds Smart, “In just four months, we’ve seen a 12% uplift in fuel economy in these vehicles to 8.6

mpg compared to the previous fleet average as a whole. We would normally see fuel returns in the high-sevens (mpg) at maximum weight, and, with aerodynamics so heavily penalised by bulk tipping work, that’s very good indeed and really encouraging for when they’re fully bedded-in. Everything is paid-per-tonne,” he says, “so we are absolutely weight critical. That’s why we have the lightweight mid-lift axle on 17.5-inch wheels – it gives back 250kg.”

Smart explains that all the tipping trailers are equipped with VPG on board weighing indicators to ensure trucks don’t run heavy or, crucially, light.

Frontier has always been a DAF customer. The company puts its long relationship down to local DAF Dealer, Brian Currie. Smart says, “There’s a real partnership with the local dealer.

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OPERATOR FEATURE

SUSTAINABILITY COMMITMENTS DRIVE INVESTMENT As you might expect with its core business in agriculture, Frontier has a very clearly defined approach to sustainability – which it refers to as ‘The Responsible Choice’ – comprising multiple strands of work to drive improvement in areas such as environmental and employee experience; both of which are enhanced by the investment in these vehicles. The business has also made a ‘scope 1 and 2’ commitment to net zero from its own operations by 2030.

They look after us brilliantly. It’s the main reason we’re still a DAF customer, with fuel economy a close second! We’re also really pleased that the trucks are built in Britain. It’s not especially a deal breaker for us, but we’re a British company and we’re very happy to be supporting British manufacturing. I think DAF should probably make more of this as a USP.”

cabs,” says Smart, “feedback has been excellent. We’ve recently returned to a full complement of around 200 drivers, and I know the introduction of the new DAFs will play a role in retaining them, and attracting new recruits, too. Drivers are often out for several days and nights, away from their families, and I think they deserve the best tool for the job and a bit of luxury.”

The new XG+ fleet is on full manufacturer R&M contracts over sixyears, with third-party funding.

HVO As part of its sustainability programme of action, Frontier is well ensconced with trialling HVO (Hydro-treated Vegetable Oil) as an alternative to diesel. In the previous 12-months, it used 580,000-litres of the product (a third of the entire diesel fleet) at its principal locations and is looking to expand to smaller sites in 2023. The new XG+ fleet is also fuelled on HVO. DAF is also a vocal supporter of the fossil-free paraffinic alternative to diesel. HVO delivers a 90% reduction in CO2 emissions ‘well-to-wheel’ and can be dropped into the fuel tank with no vehicle modifications and without invalidating warranty. Based on Frontier’s 580,000-litres, that’s a whopping off-set of 1,500-tonnes of CO2.

‘Hospital beds’ and captains’ chairs For Frontier’s drivers, the XG+ represents a significant upswing in comfort. Commercial Motor is a fan of DAF’s big new cab, the overall design of which is the first to reap the benefits of the revised European Masses & Dimensions legislation, affording a cavernous interior (12.5m3) and excellent all-around direct vision. Fixtures and fittings are first rate too, with creature comforts aplenty. We especially like the fully adjustable and reclinable bunk which Frontier drivers have dubbed the ‘hospital bed’. The adjustable passenger seat – known as the captain’s chair among Frontier drivers, also swivels though 360° and, with a little pop-up table, provides the perfect place to eat, fire-up the laptop etc.

“The drivers absolutely love the new XG+

“HVO is a key part in our road to zero emissions in the short to mid-term,” Smart says, “Yes, HVO is more expensive than diesel, but not prohibitively so.

We’re also evaluating electric options for the 16-tonners and the van fleet, although a 4.25-tonne Ford Transit is the only van currently which gives us viable payload against an acceptable operating range. Lighter vans just don’t give us the payload, so it may be that HVO could work across the van fleet, too.”

If nothing else, Frontier cannot be accused of ‘greenwashing’. There’s a very definite effort toward bringing about change, with the truck fleet placed front-and-centre of the drive. This is a pragmatic approach because diesel from the company’s fleet currently accounts for more than 50% of the business’s scope 1 and 2 emissions. Tackling that will be key to meeting the commitment to net zero by 2030.

Gaffer’s motor?

So, the big DAF XG+ as a fleet wagon?

While we certainly don’t expect to see any in Tesco livery anytime soon, we do like what Frontier is doing. They’re placing drivers right at the top of the agenda, and in doing so, playing the long-game as well. Top-spec trucks will attract drivers and keep them. They’ll look after them too and, as we’ve said before, a happy driver is a productive driver. Residuals will be good and, with an uplift in fuel economy pretty much straight out of the box, productivity looks like it will only improve. As an allround proposition, what’s not to like?

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Scotland Ferry to Belfast The LF Electric is allowed to operate at 19 tonnes GVW and, with the box body and tail-lift, weighs 9.5 tonnes.

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SPECIAL FEATURE

CAPITAL GAINS In July this year DAF and Cenex, the non-profit research and consultancy organisation, entered the EV Rally with a DAF LF Electric. Now in its third year, the EV Rally has grown in distance, duration and number of entrants, and 2023 was the first one to see electric trucks take part.

Words: Phil Moon

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Cardiff Start Line

Bristol

Wembley

T

DAF Driver magazine caught up with Phil Moon, DAF’s Marketing Manager who, along with a team from DAF and Cenex, accompanied the LF throughout the EV Rally.

As well as demonstrating the capabilities of electric vehicles and testing the strength of the recharging network for electric vehicles including trucks, the EV Rally was an opportunity for DAF and Cenex to promote the Battery Electric Truck Trial (BETT) and its findings. For that reason, the truck chosen to join around 50 other electric vehicles for the event was one of the BETT LF Electric vehicles on secondment from the Trial; a 19t GVW example with PACCAR box van body and tail-lift, specially liveried up for the rally.

Taking one of the BETT LF Electric trucks on the EV Rally seemed like a fun idea from the word go, Phil recalls. It also seemed like a challenge, but it wasn’t until we got into the detail of range capabilities versus daily distances, that we started to understand how much of a challenge recharging would be. Delivering electric trucks to customers or events is generally easily achieved with a mobile AC charger – capable of up to 50 kW - based at a DAF Dealer, but it was clear that we would want to use 150 kW DC chargers whenever possible to avoid lengthy charging sessions; especially on the first two days of the event when we would be

he EV Rally 2023 covered over 1200 miles and passed through the five countries of the British Isles in five days, starting in Cardiff before travelling through London to Edinburgh and crossing the Irish Sea to Belfast before taking a circuitous route to Dublin.

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covering more than 300 miles (500 km) per day. (It’s worth remembering that most distribution trucks of this type wouldn’t normally cover so much ground in one day, and the average daily distance for the BETT trucks is less than 100km). And we didn’t know whether we could actually get a truck onto any of the public DC chargers en route, which are designed with cars in mind, maybe vans at a push.

Despite these concerns, enthusiasm from within both DAF and Cenex was high and, with the opportunity to showcase the LF Electric, as well as bring more attention to the Battery Electric Truck Trial, the decision to participate was made.

Grazing The uncertainty around charger point access for the 9.1 metre long and 2.5 metre wide LF meant we adopted a

SPECIAL FEATURE

The almost silent driveline makes for a quiet and relaxing driving experience.

YPO

‘grazing’ strategy for charging; picking up a charge whenever convenient rather than trying to ‘stretch’ the vehicle range to its maximum. Although multiple smaller charges can add to the overall journey time, this approach meant we never really suffered from range anxiety, and the shorter breaks seemed to pass quickly as we grabbed a snack and were soon on our way again.

When we did run a whole day without a top-up on day four in Northern Ireland, the inevitably long charging time was not only frustrating for us but also for the other rally teams who were trailing us on the day! (It’s worth mentioning here that charging stations aimed at drivers on longer journeys really ought to have refreshments and toilets to make for a pleasant wait and to avoid having to nip behind the shrubbery).

It’s a squeeze In the event, we were fortunate to

be able to squeeze the truck onto charging bays, helped by the comradery of other EV users who were always willing to make a bit more space for us – although I’m not sure they’d be so accommodating if seeing a big electric truck wasn’t such a novelty!

Or if there was a queue of them! It was obvious, however, that life for drivers of larger EVs – not only trucks, but also vans, and cars towing trailers - could be made much easier with some easy adjustments to the charger station design. With slightly wider and longer bays, longer cables capable of accessing both sides of the vehicle, and higher canopies, stations designed primarily for cars could support the deployment of electric trucks. Ultimately, the goods transport sector will need a dedicated infrastructure but, in the same way some local petrol stations have an HGV-specific diesel pump with a bit more space around it, so too could

Fourth Road Bridge

charging stations. Identifying such large-vehicle accessible chargers in the many apps available would complete the picture.

On days two and three, we included charging stops courtesy of BETT participant YPO in Wakefield and First Bus in York and then in Glasgow.

These charger installations designed with trucks and buses in mind, are great exemplars of what could be achieved by logistics companies looking at electrification of their fleets. In Glasgow, we saw how simply wrapping the cables in a high-visibility sheath makes them easy to see and avoid We need to share such knowledge and experience, and by opening such facilities up to outside users, utilisation can be extended around the clock as most buses are out on their routes during the day.

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BETT TRIAL In June 2021, DAF Trucks was awarded funding from Innovate UK to deploy 20 electric trucks in public sector fleets across England between April 2022 and September 2023.

The trucks on trial are DAF Electric LFs which have a range of up to 175 miles on each battery charge and can be rapid charged at 150 kW for quick turn-around between shifts, or charged overnight using the onboard AC charger.

A key focus of the research and study aspect was to develop a website and a tool to promote and educate fleet owners on electric truck adoption. This website is designed to highlight learnings from the trial to help remove barriers to the adoption of electric trucks.

The Live Data Dashboard provides up-to-date summary information from the trial so you can see top-level trial statistics, such as total miles travelled, energy consumption, and vehicle range.

For more information and to see for yourself how the BETT trucks are performing go to https://bett.cenex.co.uk/

Northern Ireland

Belfast

Hypermiling Despite shorter daily distances on the island of Ireland, the recharging strategy was no less considered, as the charging network there is much less mature. Day four saw us take on the scenic and rural roads around Northern Ireland without recharging until close to the end of the day in Newry. Focussing on efficient driving and making full use of regenerative braking through the rolling countryside saw us achieve our most fuel-efficient day, achieving 1.33 km/kWh. With an effective battery capacity of 254 kWh the LF Electric could, in theory, have covered over 330 km that day, but we should admit that an aversion to customs paperwork meant we were unladen throughout the rally.

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As Dublin neared, we’d become rather blasé as the LF continued to perform without a hiccup and we’d become more confident in being able to find suitable charging. There were issues connecting to some chargers, but our ‘grazing’ strategy meant we had plenty in reserve to handle any slight diversion to an alternative. Of course, drivers on regular routes become accustomed to where and when to charge, and although electric truck operation certainly demands planning, that’s part and parcel of modern-day logistics and with opportunity charging at collection and delivery points a real possibility, even longer daily routes needn’t mean bigger batteries. And that’s a big consideration as batteries not only make up a lot of the additional cost of electrics, they also take up chassis space and eat into vehicle payload.

The EV Rally met its key objective of showcasing electric vehicles of all types; the two participating trucks certainly seemed to grab their share of the attention. We’d decided early on that to capitalise on the event we wanted to involve as many people as we could from within the DAF team.

To share our story and, in so doing, to raise awareness of BETT, we also had a small support team including both DAF and Cenex team members, and we hooked up with videographers along the route. This enabled us to produce content for social media and to share it almost immediately.

With the combined voice of all rally participants, it felt like we’d taken over the social media airwaves for the duration of the EV Rally, and the conversations continue. Job well done!

Oh, and it was fun too.

Mountlucas Wind Farm

Mondello Park

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DAF Dealer Network UK & Ireland The quality of a truck depends on the quality of the organisation behind it, which is why the DAF dealer network offers a unique advantage with the best geographical coverage of the UK, the most heavy truck experience and the longest opening hours of any truck franchise.

A PACCAR COMPANY DRIVEN BY QUALITY

● Truck Sales, Parts and Service Dealers 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33

Area ABERDEEN ASHFORD AVONMOUTH CARDIFF CARLISLE CROYDON DERBY EDINBURGH GLASGOW GLOUCESTER GRAYS GUILDFORD HALESOWEN HEATHROW HUDDERSFIELD HULL IPSWICH LEEDS LEICESTER LIVERPOOL MANCHESTER MILTON KEYNES NEWTON ABBOT NEWTOWNABBEY NORWICH PRESTON READING SHEFFIELD SHREWSBURY SOUTHAMPTON STOCKTON STOKE ON TRENT WOLVERHAMPTON

Dealer name Norscot Truck & Van Ltd ★▲ Channel Commercials PLC ★▲ MOTUS Commercials ▲◆ Watts Truck & Van Cardiff ★ MOTUS Commercials ★ HTC Croydon ★ MOTUS Commercials ▲ Lothian DAF ★▲ MOTUS Commercials MOTUS Commercials ◆ Harris DAF ★▲◆ Barnes DAF MOTUS Commercials ★▲ HTC Heathrow ▲ MOTUS Commercials ▲ MOTUS Commercials ▲ Chassis-Cab Ltd ★ Ford & Slater DAF ▲◆ Ford & Slater DAF ★ North West Trucks ▲ MOTUS Commercials ▲◆ Brian Currie (Milton Keynes) Ltd ▲ Adams Morey TBF Thompson DAF ★ Ford & Slater DAF ★▲◆ Lancashire DAF ★▲ HTC Reading ★ Ford & Slater DAF ▲ Greenhous DAF ▲ Adams Morey Ltd ★ Ford & Slater DAF ▲◆★ MOTUS Commercials Greenhous DAF ★▲

Postcode AB23 8JZ TN23 1EH BS11 0YL CF11 8AT CA3 0HD CR0 4TD DE22 4NB EH20 9QH G51 4TH GL2 5FD RM20 4AU GU1 1RR B63 2RL SL3 0ED HD2 1UR HU9 5PJ IP6 0RL LS28 6SD LE3 2JG L36 6AJ M17 1HG MK6 1LH TQ12 6UE BT36 4PT NR5 0JS PR5 8BW RG7 4AG S13 9NR SY1 3JE SO15 0DR TS18 2RS ST6 2DE WV13 3SF

Telephone 01224 824444 01233 629272 01173 042800 02920 308595 01228 539394 0208 683 6200 01332 824371 0131 440 4100 0141 425 1530 01452 508700 01708 864426 01483 594900 01384 424500 01753 681818 01484 300500 01482 795111 01473 833003 01132 571701 01162 632900 0151 480 0098 0161 746 1919 01908 663991 01626 833737 02890 342001 01603 731600 01772 338111 01189 300900 0114 293 9200 01743 467904 02380 663000 01642 637660 01782 276600 01902 305090

Postcode OX14 3NG BB5 5YT KA8 9RT OX16 4SP S71 3HS RG24 8FB EH48 2EY MK41 9TG ML4 3LU DA17 6BT B6 5TG B33 0SL DH3 2SP DE55 5JY BH8 0BL DE13 7AB IP32 6NL TR14 0PY PE28 9QR CT3 3DW LA5 9DW WF10 5UB S40 2RG LL28 5RA NN17 4BA CV3 4FL RH10 9NS G67 3EH NN11 8RF CH5 2QJ DN6 7BA DN8 4JD DG2 0JE DD2 4UH TD11 3HS LU5 4TP BN23 6PW IV30 6UH BA11 2FD BT51 5JZ DN31 2TG HP2 7YU HR4 8DS HP12 4HS LL65 4RJ

Telephone 01235 531004 01282 773377 01292 269002 01295 270072 01226 731870 01256 811414 01506 813 743 01234 211241 01698 573800 02083 197800 0121 326 6985 0121 784 4023 0191 406 8888 01773 813313 01202 524422 01283 248899 01284 768570 01209 721989 0333 323 4040 01304 841111 01524 734544 01924 227722 01246 234213 01492 580303 01536 207980 02476 302856 01293 537520 0123 672 7771 01327 871770 01244 520853 01302 727040 01405 740086 01387 720820 01382 611166 01361 883411 01582 505464 01323 745700 01343 547121 01373 468520 02829 558353 01472 362929 01442 835670 01432 763900 01494 465464 01407 721197

■ Parts and Service Dealers 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45

Area Dealer name ABINGDON R P Cherry & Son Ltd ACCRINGTON Lynch Truck Services Ltd AYR MOTUS Commercials ▲ BANBURY GB DAF Banbury BARNSLEY MOTUS Commercials ▲ BASINGSTOKE Adams Morey Ltd BATHGATE Lothian DAF BEDFORD Brian Currie (Milton Keynes) Ltd BELLSHILL MOTUS Commercials BELVEDERE HTC Belvedere ★ BIRMINGHAM Greenhous DAF ▲ BIRMINGHAM MOTUS Commercials BIRTLEY Ford & Slater DAF BLACKWELL H W Martin (Plant) Ltd BOURNEMOUTH Adams Morey Ltd ★ BURTON ON TRENT MOTUS Commercials ◗ BURY ST EDMUNDS Chassis-Cab Ltd CAMBORNE Adams Morey ◗ CAMBRIDGE Chassis-Cab Ltd ▲ CANTERBURY Channel Commercials PLC CARNFORTH Lakeland Trucks Ltd CASTLEFORD Pelican DAF ▲◆ CHESTERFIELD Ford & Slater DAF ▲ CONWY Parrys Commercials Ltd CORBY Ford & Slater DAF ▲ COVENTRY Ford & Slater DAF ▲ CRAWLEY GB DAF Gatwick CUMBERNAULD MOTUS Commercials ★ DAVENTRY Brian Currie (Milton Keynes) Ltd ◗ DEESIDE MOTUS Commercials DONCASTER MOTUS Commercials ▲ DONCASTER Fishlake Commercials Ltd ▲◆ DUMFRIES MOTUS Commercials DUNDEE Norscot Truck & Van Ltd ▲ DUNS J E Douglas and Sons ▲ DUNSTABLE HTC Dunstable EASTBOURNE Brewers DAF ELGIN Sheriffmill Motor Co Ltd FROME MOTUS Commercials ▲ GARVAGH TBF Thompson DAF GRIMSBY MOTUS Commercials ◆ HEMEL HEMPSTEAD HTC Hemel ▲ HEREFORD MOTUS Commercials HIGH WYCOMBE Harris DAF ★▲ HOLYHEAD Holyhead Truck Services ▲

46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94

Area INVERNESS ISLE OF MAN ISLEHAM KETTERING KING’S LYNN KIRKCALDY LINCOLN LIVERPOOL MACCLESFIELD MELBOURN NEWARK NEWPORT NORTHAMPTON NORTHAMPTON NORTHWICH NOTTINGHAM OLDHAM OXFORD PARK ROYAL PENRITH PERTH PETERBOROUGH PLYMOUTH PORTADOWN PORTSMOUTH RIPON RUGBY SALISBURY SCUNTHORPE SEVENOAKS SHOREHAM SPALDING STROOD SUTTON IN ASHFIELD SWANSEA SWINDON TAMWORTH TAUNTON TELFORD WALTHAM CROSS WARRINGTON WARWICK WIGAN WISBECH WITHAM WORCESTER WORKINGTON WREXHAM YORK

Dealer name Norscot Truck & Van Ltd Wade’s Truck Services Universal Garage DAF ▲ F W Abbott Ltd ▲ Ford & Slater DAF Drummond Motor Co Ltd Ford & Slater DAF MTC Northwest Ltd ▲ MOTUS Commercials ▲ Foulger’s (CVS) Ltd ▲ Ford & Slater DAF ▲ Watts Truck & Van Newport ▲ Brian Currie (Milton Keynes) Ltd GB DAF DIRFT North West Trucks ★ MOTUS Commercials ▲ MOTUS Commercials HTC Oxford ★▲ HTC Park Royal MOTUS Commercials Norscot Truck & Van Ltd ★ Ford & Slater DAF ▲ Adams Morey TBF Thompson DAF Adams Morey Ltd ▲ Kettlewell Commercials Ltd Ford & Slater DAF Adams Morey Ltd MOTUS Commercials Channel Commercials PLC ▲ Barnes DAF ★ Ford & Slater DAF ▲◆ Channel Commercials PLC ★ MOTUS Commercials Watts Truck & Van Swansea ★▲ MOTUS Commercials ▲◆ Greenhous DAF Adams Morey Greenhous DAF ▲ Harris DAF ★▲ North West Trucks MOTUS Commercials ◆ Woodwards Truck and Van Centre Ford & Slater Ltd ▲ Harris Truck & Van Ltd ▲ MOTUS Commercials ▲ MOTUS Commercials MOTUS Commercials MOTUS Commercials

Postcode IV1 1SG IM9 2AQ CB7 5PW NN15 6NL PE34 3AH KY1 2YX LN4 2NQ L33 7XS SK11 0JB SG8 6DF NG24 2NZ NP10 9HZ NN7 3AB NN6 7BZ CW9 7NU NG9 2JR OL9 9XA OX5 1FQ NW10 6DF CA11 9BN PH2 8BH PE1 5YD PL12 6NZ BT63 5WE PO3 5NN HG4 5EX CV21 3UY SP2 7NP DN16 1UW TN13 2TL BN43 6PB PE11 3ZN ME2 4EW NG17 2JZ SA7 9FB SN3 5JY B77 1LF TA2 8DW TF7 4QW EN8 7PG WA2 8RJ CV35 9JY WN3 6PQ PE13 2TQ CM8 3UJ WR5 3HR CA14 4JH LL14 4DP YO30 4XA

Telephone 01463 712000 01624 825559 01638 780642 01536 517704 01553 764466 01592 653485 01522 518170 0151 545 4750 01260 253232 01763 262826 01636 701673 01633 891991 01604 858810 01788 711699 01606 818088 01159 677077 0161 947 1400 01865 844100 0208 961 5863 01768 892938 01738 626688 01733 295000 01752 848359 02838 393300 02392 691122 01765 640913 01788 579535 01722 412171 01724 282444 01732 469469 01273 454887 01775 715680 01634 296686 01623 516735 01792 582255 01793 554130 01827 948631 01823 331275 01952 586454 01992 651155 01925 597990 01789 473200 01942 230026 01945 461316 01376 533680 01905 829800 01900 66927 01978 346100 01904 692909

● Truck Sales, Parts and Service Dealers Republic of Ireland Area 34 DUBLIN

Dealer name DAF Distributors Ireland Ltd ★

Road No. Dublin 22

Telephone 00 353 1403 4141

Road No. N3 N20 M1 D11EK2A A91 YH66 N84 R32 RH70 F91 DVY7

Telephone 00 353 49 433 1777 00 353 21 430 1202 00 353 1802 0139 00 353 1 403 4844 00 353 42 932 1245 00 353 91 751 984 00 353 578 621151 00 353 71 916 0986

■ Parts and Service Dealers Republic of Ireland 95 96 97 98 99 100 101 102

Area CAVAN CORK DUBLIN DUBLIN DUNDALK GALWAY PORTLAOISE SLIGO

Dealer name Interparts Drumalee Ltd DAF Truck Services Cork Ltd North Dublin Commercials Ltd North Dublin Truck & Trailer ◗ Kearns & Murtagh Commercials Galway Truck & Van Centre Ltd Corcoran Auto Body Works Ltd ◗ Colm Burns Commercials

The extensive DAF national network delivers the best Back-Up in the business. Our flexible range of MultiSupport servicing, repair and maintenance options will help you control costs, minimise downtime and maximise vehicle availability. Out on the road, our legendary DAFaid roadside assistance service provides the leading average roadside assistance time in the industry. ● ■ ★ ◆ ▲ ◗

Sales, Parts & Service Dealers Parts & Service Dealers Additional Service – Coach & Bus Additional Service – Petroleum Regulations Additional Service – Authorised Testing Facility TRP Service (DAF approved workshop)

DAF DIESEL PARTICULATE FILTER CLEANING MAINTAINS MAXIMUM OPERATING EFFICIENCY FROM YOUR DAF FLEET FOR LOWER FUEL CONSUMPTION MAXIMUN ENGINE POWER WHY THE PATENTED DAF GENUINE PROCESS IS THE MARKET LEADER FOR HGV DPF CLEANING Euro VI legislation clearly defines the limits for HGV exhaust emissions.

To prevent noxious Particulate Matter (PM) entering the atmosphere and ensure Euro VI compliance, Diesel Particle Filters (DPFs) are an integral part of the vehicle’s Exhaust After Treatment System (EATS).

During normal operation, soot and ash, which are by-products of diesel combustion, accumulate in the DPF. To ensure the filter performs efficiently, at certain intervals, a DPF ‘regeneration’ process occurs, where the engine works harder to add extra heat into the exhaust system, in order to burn off the soot deposits.

Hard ash deposits also build up in the DPF over time. When the filter becomes saturated, normally at intervals of around 100,000km, the ash must be removed off-vehicle

via a professional cleaning process.

A lack of cleaning can result in significant damage to the EATS, due to an increase in exhaust back pressure, as well as causing a significant increase in fuel consumption and potential lack of engine power.

After years of research DAF Genuine identified that its patented process of aqueous cleaning of HGV DPFs, which utilises purge technology, is by far the most effective method of removing ash from the filter.

ENSURE MAXIMUM PERFORMANCE FROM YOUR DAF DIESEL PARTICULATE FILTER

DPFS ARE CLEANED AND RESTORED TO PERFORM IN LINE WITH ORIGINAL DPFS

performance and reduced fuel consumption, as less regenerations are required.

DAF Genuine’ patented process fills the DPF with pure deionised water and seals both the inlet and outlet faces of the unit. A pulse of high-pressure air then ejects the water, soot and hardened ash from the ceramic substrate inside the DPF. Typically, this automated process will remove 350g to 400g of soot and ash from each filter.

Other cleaning methods on the market are not as effective. They involve flushing dirty DPFs with water. However, flushing alone is simply not powerful enough to fully remove the hardened ash deposits, resulting in up to 30% of the contaminants remaining inside the substrate of the DPF. Other methods include the use of compressed air, oven baking filters and adding chemicals.

Independent testing has shown that these approaches risk damage to the DPF, compromising its performance and none are able to compete with the complete effectiveness delivered by the patented DAF Genuine process.

Cleaning restores the DPF to perform in line with original DPFs. Following this, another patented technology provides a detailed internal inspection of the DPF using visible light and infrared, to prove the results of the cleaning process and check for internal damage that might cause consequential damage to the EATS. DPFs that are cleaned professionally, in accordance with the required maintenance schedule, will deliver a lower exhaust back pressure, thereby enabling more efficient engine

ENVIRONMENTALLY RESPONSIBLE Critically the DAF Genuine process collects the particulate matter in aqueous suspension, which eliminates any risk of noxious

Diesel Particulate Filters collect the soot created when diesel is burned, preventing harmful particles from being released into the atmosphere. Capturing these particles makes a huge improvement in air quality for people working around vehicles and who live in urban areas with busy roads nearby.

particulates entering the atmosphere. DAF Genuine is the only specialist DPF cleaning business which has an onsite treatment plant that safely removes the particulate matter from the water. The solid matter is disposed of by a third party in accordance with environment regulations and the waste water is cleaned and returned to the mains supply, as part of the contribution to the circular economy.

This meticulous and environmentally conscious approach to waste removal enables DAF Genuine to support customers confidently and proactively in their respective drive to ‘Net Zero.’

TRUST DAF GENUINE TO KEEP YOUR HGV FLEET CLEAN, EFFICIENT AND ENVIRONMENTALLY SOUND.

WHY CHOOSE DAF GENUINE CLEANED DPFS

1

• DAF Genuine uses market leading cleaning and inspection technologies • DPFs are cleaned and restored to perform in line with original DPFs • DAF Genuine cleaning saves you fuel costs.

Clean DPFs mean less active regenerations and unnecessary fuel burn

1. DPFs are returned to the DAF DPF Remanufacturing facility for professional cleaning.

4

• DAF Genuine cleaning removes 300g–450g of soot and ash per clean leaving only 2% in the DPF. Competitor cleaning leaves 93% • DAF light and infrared inspection technology verifies the high quality clean of each DPF • DAF Genuine identifies DPFs that could cause expensive emissions system damage • DAF Genuine cleaning ensures back pressure is as new. Competitor cleaning back pressure is up-to 60% higher • DAF Genuine testing supports vehicle emissions compliance by measuring catalytic performance • Highest standards of automotive quality.

ISO 14001, ISO 9001 and IATF 16949 certified

4.The filter is sealed inside the cleaning machine and filled with deionised water. A pulse of compressed air is then applied to the water filled filter.

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• DAF Genuine cleaning leaves only 0.31 litres of water in the DPF. Competitor cleaning leaves up to 3.78 litres which may damage NOx sensors with OEM filters

PLEASE CONTACT YOUR LOCAL DAF DEALER FOR MORE INFORMATION DAFDEALERNETWORK.CO.UK

7. End-to-end tracking throughout the process with full data capture.

2

3

2. After unpacking the DPF units are lined up for surface cleaning.

3. In the purpose built 10,000 SQ Metres DPF remanufacturing facility, the process is certified to accredited quality standard ISO 9001 and ISO 14001 Typically 350g – 400g of soot and ash is removed from each filter.

5

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5. Expanding air forces particulates from blocked inlet cells, with ash, soot, air and water ejected at speed from the filter.

The filter is then oven dried to remove all moisture.

6. Each unit is individually inspected to ensure perfect condition.

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8. Filters are mechanically repaired where required.

9. Each filter undergoes a detailed inspection before shipping.

10. The soot and ash removed from DPFs is disposed to World Class waste management standards.

SIMPSON SAYS

DRIVER SHORTAGE WILL BE BACK TO HAUNT US

By Richard Simpson, industry pundit

Y

ou don’t see so many headlines about the ‘driver shortage’ these days, largely because after a couple of decades of stagnation, postcovid market forces saw many attracted back to the industry by wages that at last reflected the nature of truck driving as a job.

But figures from the Office of National Statistics reveal that it was a ‘never to be repeated’ return to the industry by veteran drivers of over 55 years of age.

The numbers of these older drivers rose by some 15 per cent in the aftermath of covid. As Kieran Smith’s Driver Require report which published earlier this year pointed out, drivers in the crucial 45–55 years old group left the industry in larger numbers than any other age group: about 30,000 left the industry in the first quarter of 2021 alone.

The long-term problem is that the number of drivers under the age of 45 is fairly static at around 110,000 if the end of 2010 is compared to the start of 2023. That’s a worry because most of the older drivers who returned to the industry post-covid are not going to stay around forever. Next time they turn their tachograph cards in, that really will be it.

drivers were icons of popular culture.

CW McCall’s Convoy was in the charts, Smokey and the Bandit was packing cinemas, and over on this side of the pond there was all the glamour of the Middle East run on the one hand, and the prospect of earning the equivalent of a middle-manager’s salary piloting a fuel tanker or a car transporter on the other.

What went wrong?

To a certain extent, the industry’s recruitment woes are of its own making. Wages and conditions have been driven down to ‘take cost out of the business’ since the 1970s, and employment has been farmed out to agencies and casualised.

Other changes are societal. Traditional working-class trades have been derided by educators, who at the same time have sold a pipe-dream of a university education bringing a well-paid easy job within the reach of all. Occupations which involve the combustion of fossil fuel in road vehicles have been stigmatised as ‘killing the planet’ while truck-drivers are portrayed as overweight axe-murderers.

That’s a difficult task. While the Government has taken much needed action to speed up the training and licence acquisition process, the industry still struggles to recruit younger drivers.

On top of that, young people have been told that self-driving road vehicles are only five years away every year now for at least the last 20 years (if you repeat a lie often enough, you may not get everyone to believe it, but you might attract a few gullible investors and a government grant), and that by 2025 everything will be delivered by magic carpets (sorry, I meant drones).

And there’s a further factor, which involves both our industry and wider society.

It used to be very different. Back in the 1970s, there were plenty of young people aspiring to be drivers. Truck

Back in the 1970s, a truck driver could earn enough to house and support the rest of his family: the stereotypical wife

So, as ever, more needs to be done to attract and retain younger drivers: people in their 20s who will stick with the job until their 60s.

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DAF DRIVER ISSUE 32 2023

and 2.1 children. Not anymore.

Truck-driving has always been a longhours job, and the wages used to reflect that. But they had been eroded so much in comparison to rents and property prices that our stereotypical household now needs two full-time incomes to support it.

This, of course, meant the wife had to go out to work, and domestic tasks had to be shared more equally. And there’s nothing wrong with that, except it’s impossible when the man of the house is spending four nights a week out in a lorry.

Unsurprisingly, this causes resentment.

And the situation only gets worse when the wife earns as much or more than her lorry-driving husband, who will quite rightly be asked what the point of his job is.

This is less of a problem when the kids are ‘grown and flown’, which is no doubt why the industry was able to get older drivers back behind the wheel.

But it does make recruiting younger drivers very difficult, and retaining them once family responsibilities start to bite, almost impossible.

Other industries such as construction have managed to adapt, and have not only raised wages but also introduced family-friendly hours, so domestic duties such as school runs can be undertaken at the start or end of a working day.

I fear that unless the haulage industry can do the same, we will just lurch from one driver crisis to the next.

Perhaps the shorter ranges of electric trucks compared to their diesel counterparts will assist in this with a greater emphasis on ‘back to base’ operations?

In association with

COMPETITION

SPOT THE DIFFERENCE Your chance to win fantastic prizes every issue

HOW TO WIN:

The prize this edition is the new 1:50 scale DAF XD FT Sleeper High 4x2 Tractor with Chrome 3-axle Tank Trailer, 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: 19th January 2024

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: Mr H Yates, Stafford. Winner’s details to appear in issue 33 of DAF Driver magazine.

ISSUE 32 2023 DAF DRIVER

49

TRAINER’S NOTES

MEET MANDY

Mandy Wannerton is the DAF Press & Demonstration Driver

A PICTURE PAINTS A THOUSAND WORDS…

T

he last six months have been full on with events. We’ve seen the introduction of the XD, XDC, XFC and XB. There have been press events here and abroad, filming and photoshoots, our largest ever Ride & Drive, the first ever EV Rally to involve trucks and many impression drives have been carried out with the UK transport journalists.

And, with just a few more shows this year, our ‘silly season’ will soon be over for 2023. It’s now that, as a team, we take a well-earned breather and catch up with our “day jobs” before preparing for 2024. As DAF UK’s Press and Demonstration Driver that means continuing press activity but as things slow down a little until next year, it means having the time to undertake the training needed and preparing courses for the team of DAF Dealer Driver Trainers, and seeing and helping customers. It’s also now that we start preparing our search for the next DAF Driver Challenge Champion for the UK and Ireland. Not only will they have to take on contenders from across the British Isles to take the crown from last year’s winner Colin Court, they will also go forward to the International Final to take on the best of the best from across Europe. To put the last few months into less than 500 words would be impossible so I’m going to let the photos do the talking instead!

Till next time, stay safe! Mandy x 50

DAF DRIVER ISSUE 32 2023

TRAINER’S NOTES

ISSUE 32 2023 DAF DRIVER

51

MEET THE TRAINERS

MEET MIKE OWEN

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 Mike Owen, who is DAF Dealer Driver Trainer at Adams Morey in the southwest based out of Newton Abbot.

Mike is married to Natalie and has two beautiful children Aubrey,5 and Ralphie, 1 who he absolutely adores. Mike and Natalie work hard in the week and love to have quality family time during the weekends in the southwest, making the most of the beautiful beaches during the sunny season.

Mike likes to play squash when he gets the chance and is a big supporter of the Exeter Chiefs rugby team and he tries to watch them as often as possible.

Q: When did you first join Adams Morey DAF and what was your first job there?

A: I joined Adams Morey DAF in December 2019, and I was employed as a service driver helping prepare trucks for MOT inspections.

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

A: I always wanted to be a heavy goods driver, I left school and joined the British Army to become a Specialist Army Driver, which saw me driving all kinds of vehicles used in fuel and general transport duties from 4x4s to low loaders and fuel tankers, all the way up to heavy armoured equipment.

Q: When did you get your HGV licence?

A: I gained my HGV in 2013 through the Defence School of Transport in Yorkshire, whilst serving with the Army Q: What do enjoy most about your role?

A: I love the opportunities that come with my role, I can get out and about around the country visiting new places and meeting so many different people. I also enjoy the events that I can attend and help out with, such as the DAF Millbrook Ride and Drive.

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DAF DRIVER ISSUE 32 2023

Q: Do you have a top tip for a driver getting his or her new DAF? A: I would say, ‘Invest time to get to know the truck to maximise its full potential; don’t just get in and drive.’

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

A: I drive a Ford Focus ST line, if money was no object, I would purchase a Ford Anglia 105E. My dad used to have an Anglia that we restored together when I was younger, but he had to sell it. I’d love to have one the same, in black with a red and white trim leather interior.

Q: What other responsibilities do you have within your role at Adams Morey?

A: I am responsible for the logistics of all customer chassis and vehicle movements around the country ensuring they make their build in time, and reach the customers on time, I also deliver in-house training and I am an advanced First Aid Instructor, keeping Adams Morey South West up to date; we have a number of certified members of staff who are first aid trained.

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

A: I would love to try my hand at being a police officer, the job is very appealing as no one day would be the same as another.

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GD HVO REALLY IS A

GAME-CHANGER HVO fuels are net zero game-changers for industries saddled with hard-to-abate emissions. The construction, off-road, freight, and maritime sectors (the list goes on), are all still heavily reliant on dieselburning assets and would struggle to reduce their carbon and air pollution emissions without the immediate, drop-in solution that is HVO fuel.

Without replacing any hardware or modifying any machinery, GBF’s own GD+HVO slashes carbon emissions by up to 90% (greenhouse gas emissions are reduced by 2.82kg of carbon dioxide equivalent for every litre of fossil-derived diesel fuel replaced by GD+HVO). In addition, tailpipe emissions are also reduced; particulates are cut by up to 85% and NOx by up to 30% when compared with fossil diesel. Besides meeting the clean burning paraffinic fuel specifications EN15940, and the US and Japanese diesel fuel standards, ASTM D975 and JIS K2204, GD+HVO is the least carbonemitting diesel-replacement fuel available in the UK. GD+HVO is manufactured using only waste and residue-derived raw materials which are considered advanced/second generation biofuel feedstock by the UK’s RTFO and EU’s REDII legislation. This is consistent with European Waste-toAdvanced Biofuels Association (EWABA) recommendations, which stipulate that only waste and residue-derived oils are used. Every stage of the production process is inspected, verified, and certified by the ISCC which provides complete transparency throughout the supply chain whilst tracking the sustainability characteristics of the fuel. GBF subsequently issues quarterly renewable fuel declarations to our customers certifying the feedstock provenance and the ISCC-approved sustainability characteristics of the fuel.

We consider GD+HVO to be a transitionary technology. Where economic barriers exist, uptake is often slow. Transitionary technologies offer more immediate and less costly low-carbon solutions to the net zero challenge, helping to bridge the gap between taking little-to-no action at all and achieving decarbonisation at scale.

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DAF DRIVER ISSUE 32 2023

Furthermore, unlike other HVO products on the UK market, GD+HVO is made from 100% renewable feedstocks as opposed to being blended or ‘co-processed’ with fossil fuels - effectively reducing the GHG emissions savings.

EVs, hydrogen fuel cells and other zerocarbon technologies will eventually come good – the impetus behind them cannot be denied – but the stark reality, exposed in part by the bracing economic headwinds of 2023, is that there are very few workable alternatives to clean-burning, advanced biogenic derived fuels such as HVO today for a host of vital industries, if they are to make progress in meaningfully cutting emissions.

We see businesses of all sizes across the UK and Ireland take their emissions responsibilities seriously by making the switch to GD+HVO. Over the last two years, we have supplied more than 200 million litres of it. So strong has the demand been in Ireland that 12 months ago we invested around €30 million in acquiring and transforming a chemical storage facility into an international biofuel terminal in Cork Harbour.

The new terminal, officially launched last month, can store up to 54 million litres of GD+HVO, a volume equivalent to as much as 25% of Ireland’s total consumption of all biodiesels in 2021 (circa 200 million litres).

Distributed by our partners in Ireland, like Certa, Irish industries now have access to a more than sufficient supply of HVO to make concerted progress toward net zero in the short to medium term.

last few years, earning the accolade of being the 7th fastest-growing company in the UK, according to the Sunday Times.

We even attracted the attention of some energy majors taking action to exceed their net-zero goals. In February 2022, BP acquired a 30% stake in the business, supporting the expansion of its global biofuels strategy aimed at industrial sectors. We also launched a co-branded product with Shell, called GD45 Powered

by Shell GTL Fuel, a high-performance formula consisting of 55% Shell GTL (gas to liquids) Fuel and 45% GD+HVO. Looking ahead, we are particularly committed to working together with the maritime transportation industry. With few alternatives to the heavy diesel oil used to power ships, maritime transportation accounts for about 3% of global emissions.

The UN’s International Maritime Organization met in London in July for talks on how best to achieve decarbonisation.

Historically, shipping has been slow to take up emissions-cutting technologies, but research suggests that concerted action could cut the industry’s emissions by as much as half this decade. One advantage GD+HVO has over some other low-tozero-carbon alternatives is it maintains its starting performance in temperatures as low as -15oC, a reliable option for the maritime sector.

We were already the go-to HVO fuel provider for the delivery fleets of several household-name brands and we have fuelled several flagship construction projects, such as HS2, by supplying customers like Skanska. But this year, we have been proud to provide fuel to some major events across the country, including the BBC’s TV broadcast news vehicles used in reporting on both the King’s Coronation and the 2023 Eurovision Song Contest.

Amid the well-worn debate over the origin of the current economic travails, much has been written recently about the costs associated with attaining net zero on target.

Battery technology and, in particular, EVs have been under the spotlight as production capacity, demand, and even environmental impact are scrutinised. What’s more, the pace of development and even the possibility of electrifying long-distance HGVs and agricultural and plant machinery, still seem a long way off. And so, doing the right thing in the present will mean diesel engine-reliant industries continuing to ramp up their use of low-cost, cleanburning, immediately available GD+HVO fuel.

Our growth has accelerated rapidly over the

It really is a game-changer.

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DECARBONISE THE FUTURE DROP BY DROP Gd+HVO ENHANCED BIOFUEL IMMEDIATELY REDUCES CARBON EMISSIONS BY UP TO 90%

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The Direct Vision Standard is Changing The Progressive Safe System is coming are you ready?

2 All heavy goods vehicles over 12 tonnes require a star rating and a permit to enter London.

From October 2024, all vehicles rated 0, 1 or 2 stars must be fitted with a Progressive Safe System in order to be issued a permit.

For comprehensive information about the requirements of the Direct Vision Standard and how we can help you comply, visit our website or give us a call.

Brigade Electronics has a range of products to comply with the DVS requirements

brigade-electronics.com

01322 420300