DAF Driver Autumn 2019 – issue 18

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ISSUE 18

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AUTUMN 2019

DAF DRIVER INSIDE THE UK’S #1 TRUCK MANUFACTURER

GRAMPIAN’S CHAMPION FROM SERVICING THE OIL SECTOR TO AN 85-STRONG TRUCK FLEET IN A DECADE

ALSO:

Flight of fancy

The rise and rise of the private jet market

Festival fever

We report from Goodwood’s legendary Festival of Speed

Ready-to-Go range DAF’s on-demand bespoke vehicles have arrived

LATEST DAF TRUCKS NEWS • UK DEALER LOCATOR • OPERATOR SUCCESS STORIES • INDUSTRY OPINION • HEALTH AND SAFETY

DAF XF, CF AND LF PURE EXCELLENCE

Ultimate fuel efficiency, safety and comfort

Our range of DAF trucks is better than ever. Optimised drivelines and aerodynamic improvements deliver increased fuel savings of up to 7%. Advanced safety systems like AEBS and FCW protect both the driver and other road users. What’s more, high-end materials make the cabs supremely comfortable. Experience Pure Excellence for yourself. Ask your dealer for a test drive or visit www.daf.com.

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DAF DRIVER AUTUMN 2019

A PACCAR COMPANY DRIVEN BY QUALITY

WELCOME FROM YOUR PUBLISHER

WELCOME TO YOUR LATEST ISSUE OF DAF DRIVER Your DAF Driver team has been far and wide to bring you an eclectic range of stories. Whether it’s fast cars, private jets on the French Riviera or operators north of the border, we’ve got it covered.

Publisher - Matthew Eisenegger

Welcome to

By downloading a free app on to your s to life using the power of a new techno To access bonus content on this page s

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DON’T MISS THE TRAINING!

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ith another five-year Driver CPC cycle just behind us, training is probably the last thing on most operators’ minds just now.

But it really shouldn’t be. The new truck market has just enjoyed its best six months for a very long time and it’s likely to be quite a long time again before we see a similar sized influx of new vehicles into the UK national fleet.

Many drivers are resistant to training: some because they became drivers to get away from PowerPoint presentations in airless rooms – and others because they have had poor experiences of education or training earlier in life.

But there’s nothing like being handed the keys to a shiny new truck to open people’s minds to new

ideas. That feeling is particularly found with the latest generation of DAF trucks with their Euro 6 drivelines, including the superb new TraXon automated gearbox.

DAF’s dealer-based training offer, which is included in all new CF and XF deliveries, is an excellent way of getting practical information and advice to drivers at a time when they are likely to be most receptive to it. This training benefits operators and their staff: drivers who are confident in the capabilities of their new mounts will be both competent and content in their work, while safer and more efficient driving practices present an easy payback for the truck owner.

At the end of the day, any truck is only as good as the person who is behind the wheel. The driver training offer that is included with new DAF heavy truck deliveries is too good an opportunity to miss. Take it.

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To access bonus content in this issue follow these instructions:

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• Open the app and point your device at the photos where you see the AR content icon pictured above – and wait for the surprise.

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Augmented Reality services by

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CONTENTS

ISSUE 18

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DAF DRIVER AUTUMN 2019

AUTUMN 2019

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INFORMATION

FEATURES 6 BORDER CROSSINGS How Grampian Continental diversified from its original work servicing the Scottish oil industry

REGULARS 3 WELCOME Your publisher has a word or two of warning over driver CPC training

12 FESTIVAL FEVER

10 WE’VE GOT US A CONVOY

Top action pictures and report from Goodwood’s legendary Festival of Speed

The story behind the Dunstable truck convoy, going from strength to strength

16 NOT SHAKEN OR STIRRED

11 PERFECT 10

High performance luxury meets grand touring with the Aston Martin DB11

New DAF CF tippers arrive at KSD after previous models prove a success

20 EARTH, WIND AND FIRE

36 CHALLENGE ACCEPTED

Joining the world of steam proves an antidote for the stress of modern living

The search is on for this year’s very best DAF technicians

26 FROM THE GROUND UP

45 PREPARE FOR THE WORST

How McGuinness Feeds has evolved from small beginnings to its present position

More hard-hitting words of wisdom from truck industry pundit Richard Simpson

32 COME FLY WITH ME More and more people are taking advantage of the luxury aviation business

38 FLEET FILLERS Market-leading DAF trucks tailored to specific needs are available NOW

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46 IF YOU DON’T ASK… We join Archbold Logistics and their driver training deal

54 SPOT THE DIFFERENCE Win a fantastic prize with our easy-to-enter competition

EDITORIAL Publisher: Matthew Eisenegger Production Editor: John Challen Designer: Leo Gehlcken 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: Leo Gehlcken Telephone: 01257 231521 Email: design@cvdriver.com CONTRIBUTORS Steve Banner Ronnie Hitchens Graham Munt Martin Pidsley Bob Tuck Richard Simpson Kevin Swallow PUBLISHER Commercial Vehicle Media & Publishing Ltd, 4th Floor, 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ Telephone: 01257 231521 PRINTING MRC Print Consultancy Ltd 33 Uttoxeter Road, Longton, Stoke-on-Trent, Staffordshire ST3 1NY Tel: 07764 951927 NOTE 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.

AUTUMN 2019 DAF DRIVER

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OPERATOR PROFILE

A seven-figure investment has been made by Grampian for 11 trucks, and 22 trailers

Border crossings Now in its 10th year, Aberdeen-based Grampian Continental was created to service the oil industry in its heartland but a blip in the demand for black gold brought diversification into focus Words: Kevin Swallow

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he oil industry transformed Aberdeen into one of the richest and most affluent parts of the British Isles. Last year, a report published by Aberdeen University projected that as much as £330bn could be spent on extracting oil and gas from UK waters over the next three decades.

Since oil was first discovered in the North Sea in 1851

by Scottish chemist James Young, its reliance on road haulage to support offshore drilling with the delivery of goods, machinery and equipment has grown exponentially with it.

Having originally met

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DAF DRIVER AUTUMN 2019

(Reproduced courtesy of Transport News)

back in 1990 at freight and haulage firm Glen Dee Service Company – before it was bought by Grampian International Freight – Neil Bremner, Michael Lacey and Gavin Murray decided to go into business for themselves. In 2009 they started Grampian Continental to provide transport to the oil industry.

To hit the ground running the business used two sub-contractors. “We first bought our own trucks in 2011 then added vehicles and grew the trailer fleet as the business developed,” Bremner explains. “By 2015, Grampian Continental owned and ran more than 15 trucks,

supported by a burgeoning fleet of sub contractors’ vehicles.”

At this time, after years of growth in oil production and investment fuelled by a steady oil price, the industry suffered its first real slump. The price of a barrel of North Sea Brent crude went from $115 to as low as $30. The transport work began to dry up. “It was tough. We had to scrape and scrap, but we managed to hold on to the work,” says Bremner.

Game-changer for Grampian Right in the middle of that slump, in January 2016, Grampian Continental struck a deal to buy 22 trucks and

100 trailers as well as facilities in Great Yarmouth and the Netherlands from Panalpina – a Swiss freight forwarding and logistics company who’d previously acquired Grampian International Freight in 2004.

That deal doubled the fleet size and reduced its reliance on sub-contractors.

At the same time Lacey started Essex International Transport, who operates nine trucks that are part of the Grampian Continental fleet as a sub-contractor.

The dip in the oil industry brought with it a realisation that the company needed to diversify, explains Lacey.

It subsequently picked up various contracts with non-oil

OPERATOR PROFILE

and gas companies around Aberdeen. “There aren’t many other markets here in the north east of Scotland; there’s no paper anymore, the fish sector has reduced and there are few factory movements.”

As oil prices recovered to $80 a barrel, it brought stability and renewed optimism. Work levels increased again and put Grampian Continental into a stronger position.

Diversification has continued with a contract award with Stewart Milne Timber Systems taking up to 30 loads of packaged timber kits a day down to the central belt and northern England. This increased workload has led to a significant investment in the fleet.

“We bought four secondhand trucks to get the contract rolling and ordered 10 DAF XF tractor units, 20 flatbeds rom SDC Trailers and two Broshuis stepframes; in total it’s a seven-figure investment,” reveals Bremner. “We have grown the fleet by 18 vehicles in the past year; today that fleet is up to

85 trucks (including 14 rigids), 150 trailers and two vans for ‘hot-shot’ deliveries.”

The trailers include 75 flatbeds – 40 curtainsided and 35 stepframes and lowloaders, which are maintained inhouse. The workshop is at the head office in Kinellar, just five miles west on the A96 from the new A90

intersection on the recently completed Aberdeen Western Peripheral Route that now bypasses the city.

Two mechanics do the sixweekly inspections and three MOT-preps a week and handle some of the trucks based locally on the fleet. Grampian Continental uses repair and maintenance contracts on

offer from the manufacturers.

“The biggest problem is the distance between us and the dealer. Norscot is 10 miles from here with Scania and Mercedes-Benz both 20 miles away,” says Bremner.

International operations With additional sites in Great Yarmouth, Newcastle-upon-

From left to right: the founders of Grampian Continental; Neil Bremner, Gavin Murray and Michael Lacey

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OPERATOR PROFILE

Tyne, Beverwijk in Holland and a site in Verona, the trucks that are not on the go are based across the network.

“These are the places that our competitors in the oil industry also work in,” says Bremner. “Our work is split evenly between established relationships and contracts.”

With the majority of the work long-haul and international, drivers get the biggest cabs with all the mod-cons. Trucks tend to be kept for around six years and are usually specified with tag axles, which are popular in Scotland for operators in construction and forestry buying them in the secondhand market.

“Historically we’ve run DAFs and DAFaid is one of the very best breakdown networks across the whole of Europe,” says Bremner. “We have a Dutch depot too so what’s better than running a DAF in Holland?”

The tractor units tend to run on 1,150mm fifth wheel height so that with 150mm thick trailer necks they can get up to 2.7m on the trailers when they run through parts of Europe at 4.0m restrictions.

“The two Broshuis stepframe trailers are 700mm high on the bed, which is 200mm lower than what we usually run on. They are for specific loads running in Holland where most of the bridges are 4.0m,’ says Bremner.

While most trailers cater for European work, diversifying into more local and domestic work means the current yard might well end up becoming its head office with vehicles moved offsite. It has been home since the beginning, but Bremner recognises the one and a half acres consists of offices, car parking, a workshop and truck parking is now too small.

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DAF DRIVER AUTUMN 2019

Grampian bought number 71 of DAF Trucks’ 90th anniversary vehicles for driver Ronnie Bruce, who at 75, has been with the company for nine years and regularly travels between Scotland and Holland

As such, Bremner believes relocation is inevitable.

“We have another site at Kemnay between here and Inverurie where we park and store and it has two years left on the lease,” he says. “In Aberdeen there are a lot of buildings with no yard space, which is not what we want; in time there might be places on the new Aberdeen bypass but not at the minute.”

Over land and sea Most of the international work undertaken by Grampian Continental is to Holland, with ferries from Newcastle or Hull the main routes into Ijmuiden and Europort. Since 2010, the company has run an operating site in Beverwijk with six trucks.

Grampian trucks travel right across Europe and deliver to specific projects in Las Palmas in Spain or Malta, where the deep-sea ports can host drilling oilrigs when they are brought in for servicing.

Route planners rely on information fed back by their drivers, from different

overseas government contacts and invaluable support from the Road Haulage Association (RHA) to keep one step ahead of the challenges. Robert ‘Bobby’ Bayne is the Fleet Controller who runs the import department. A former trucker who has driven all over Europe, Bayne joined the office six years ago. “It costs £50 to join the RHA’s International Group; it is the best £50 we spend every year,” he says. “We get emails every day from the RHA and its International Group Manager Heather Wallace about delays, changes in toll prices, or new restrictions from all over Europe. One example; the RHA informed us that at the start of 2019 the French minimum wage (known as the Loi Macron) went up to €10.03 (£9.24) an hour. All drivers must carry a letter or contract to show their wage. We pay well over that hourly rate, but it serves as a reminder.

“Public holidays such as Easter and the Armistice are

a particular challenge,” he adds. “Some drivers are away for up to six weeks, so we try to make sure a driver isn’t stranded over a weekend in a country where there is a driving restriction. Of course, they get paid but it might also add two days onto a job.

If a driver has to take a 45-hour break then Bayne says the company makes sure suitable accommodation is available – made easier because more roadside services have cheap hotels.

“This issue is being heavily policed in northern Europe especially. A handful of drivers have been affected by it; it’s just another hurdle for the planning office.’

Big loads at the border To get across the UK with abnormal loads, Grampian Continental run STGO (Road Vehicles (Authorisation of Special Types) (General) Order 2003) vehicles on category two up to 80 tonnes gross vehicle weight (GVW). “Most of the abnormal loads we do is oversized – wide and high

OPERATOR PROFILE

All the mod-cons for international haulage, although 45-hour rest breaks on the continent are now heavily policed are done in hotels

Above: Neil Bremner: ‘Aberdeen’s new western bypass has put us half an hour down the road; it used to take up to 90 minutes to get through Aberdeen before it was built’

Bobby Bayne: ‘We have got to be prepared to go everywhere, the abnormal load permits allows us to pick up return work because we don’t do cabotage in Europe’

– rather than overweight,” Bayne says.

The equivalent permits are required when traveling across mainland Europe and getting trailer registration ahead of legislation proved a canny decision.

“We started doing trailer registrations ahead of the 28th March 2019 introduction,” he says.

“What that gives you is a ‘certificate of keeper’ for our abnormal load trailers and if you want to use it outside the UK. In Spain, to apply for an abnormal load permit, you need that keeper’s certificate. For Germany it’s a general permit that costs less than €1000 per company, which allows you to go all over Germany in vehicles up to 20.5m-long, 3m-wide and 4m-high and up to 40 tonnes.”

France operate a categorised permit system for abnormal loads; category one is up to 20m in length, 3m-wide and 48 tonnes GVW with category two at 25m in length, 4m wide and 72 tonnes. “Every lorry carries these two permits

so that we can pick up work and bring it back to the UK,’ explains Bayne, adding that there are additional permits for Belgium and Holland. “We have got to be prepared to go everywhere and it allows us to pick up return work because we generally don’t do cabotage in Europe.”

Brexit still looms large on the horizon and it is still unclear what will happen in the near future. When the Department for Transport issued 1,610 European Conference of Ministers of Transport (ECMT) permits so international hauliers could still operate in the event of a no deal, Grampian Continental were granted six.

Bremner says at any one time, more than 40 of its trucks are overseas. “It is a fraction of what we need,” he says.

Contingency plans are being drawn up. “We do a lot of custom clearance and have already obtained Authorised Economic Operator (AEO) status, which is an internationally recognised quality mark that shows your role in the international supply chain is secure and that customs controls and procedures are efficient and meet EU standards,” he says.

While AEO status is not mandatory it does provide quicker access to some simplified customs procedures and offers the right to ‘fast-track’ shipments through some customs and safety and security procedures. With a site in Holland, Bremner is also considering stepping up that operation. “We have six trucks there and we might have to increase that fleet and look at possibly dropping a trailer at the British ferry port for it to be picked up on the other side in Europe.” ● AUTUMN 2019 DAF DRIVER

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CHARITY NEWS

Left: As well as the vehicles, one of the main attractions was Billy from TV’s DIY SOS (pictured (left) with Brian Currie)

The Dunstable Truck Convoy has grown from 38 trucks in 2015 to 170 in 2019

We’ve got us a convoy!

The story behind the Dunstable truck convoy, which continues to go from strength to strength Words: Graham Munt

Photographs: Joel Wells

and Lucy Emma’s Truck Photography

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n 2014, after speaking to my son Mark, who had just retired from the Army after serving 22 years in the Royal Green Jackets, seeing action in Northern Ireland, Iraq and Afghanistan, I realised there was a necessity to support our armed forces.

The Dunstable Truck Convoy was born in 2015 and saw 38 trucks turn up at Flamstead truck stop to support the ‘Help for Heroes’ charity by driving in convoy through Dunstable to a showground in Billington, donated by the Bunker Family of Stanbridge. The cost of putting the first show on was met by the Munt family and friends. That year we raised about £3,000 on a damp and miserable day, which exceeded all expectations.

In 2016, we saw 96 trucks take the same route, helping to raise £5,000 for Help for Heroes. After that event we realised there were other less well-known charities that needed a boost.

After some background checks we decided to support Scotty’s Little Soldiers – who help the children of our fallen personnel – and Pilgrim Bandits, who help rehabilitation and ex veterans with PTSD. In 2017, we saw a lot more lorry drivers wanting to get involved and 122 trucks took part. That year overheads were met by members of staff canvasing local businesses and we raised approximately £7,000.

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DAF DRIVER AUTUMN 2019

Growing interest By 2018, word of the convoy had spread north of the border, with drivers there keen to take part. The convoy drivers met up on the night before the convoy, at the showground and Flamstead Truck stop, ready for Saturday morning and the big day. We were also approached by Leighton Buzzard council to bring the convoy into Leighton and renamed the convoy ‘The Dunstable and Leighton Buzzard Convoy 2018’. We then saw some interest from Ben Parkinson MBE – supporter of Pilgrim Bandits – and Billy from BBC Television DIY SOS, who wanted to be involved in the event. The emotional journey through Dunstable saw 166 trucks pass through streets lined with 4,000 people. We then proceeded into Leighton Buzzard where we were met by another 2,000 people lining the route. That year we raised over £9,000 for our chosen charities.

Operator assistance This year was our big breakthrough because Brian Currie Milton Keynes Ltd came onboard to cover all of our expenses.

A staggering 170 trucks ran the same route to the showground, where we found stalls, rides, eight live bands and huge raffle prizes all donated from local businesses. We raised £13,479 shared between Scotty’s Little Soldiers, Pilgrim Bandits and The Royal British Legion Riders.

“Our Chairman, Brian Currie, is always looking to help out local businesses and charities and when he went to the Dunstable & Leighton Buzzard Convoy last year, he knew right away he wanted our business to get involved and sponsor the whole event the next year,” says Joel Wales, Marketing Manager at Brian Currie Milton Keynes. “As a DAF dealership we saw it as a perfect fit for a sponsor. It also enabled us to put our two XF Demos in the convoy, alongside many other brilliantly looking DAFs, which was great to see.

“The highlight of the Brian Currie stand was the DAF Truck Simulator, which was in use almost all day and evening,” adds Wales. “Not only did the children love it but truck drivers, who drive trucks day in day out, were also coming in to have a go!” ●

OPERATOR PROFILE

KSD has tried other truck manufacturers, but it consistently impress with the DAF product

Perfect 10 New DAF CF tippers arrive at KSD after previous models prove a success at the haulier Words: Ronnie Hitchens

Pictures: DAF Trucks

A

fter it invested in 10 early Euro 6 DAF tippers two years ago, KSD has gone back to the manufacturer for more. The Nuneaton-based muck-away, recycling and aggregates operator has committed to ten more DAF CF 410 FAD 8x4 tippers to keep up with growing demand. With a burgeoning concrete business now adding vehicle numbers, the KSD fleet currently totals 55 trucks, with the majority being multi-wheel rigids.

KSD has a long history with DAF products. “They are excellent trucks. We can’t say we haven’t tried other marques, but we just keep coming back to DAF,” says fleet boss, Glenn Waterfield, who explains he has been getting great performance from his DAFs over the years, often running them for more than 12 years. While waiting for the new vehicles to arrive, the operator put 15 DAF tippers bought in 2006 up for sale and sold 14 straight away.

The role of aftercare Part of the secret of the trucks’ longevity has been KSD’s wellstaffed and equipped in-house maintenance team at Nuneaton, made up of three full-time technicians, a tyre-fitter and two apprentices. This set-up is coupled with the back-up service from local DAF dealer, Ford & Slater in Leicester. “We’ve known Ford & Slater for many years, in fact I worked for them myself a long, long time ago, so we have a very solid relationship and get all the back-up help we need, as and when we need it,” says Waterfield.

“Our own technicians are very good, but they rely on the dealer for parts and advice and we often see the parts van in here three or four times a day when we’re really busy.”

The twin-steer DAF CF 410 FADs are all fitted with Waterfield’s preferred Edbro tipping gear, with half the new arrivals being bodied by Boweld with its Steel Taperlite HD bodies. The other half have been fitted by Marshalls, which has used its Hardox steel bodies. The trucks come with DAF Warranty Plus, which includes two-year vehicle warranty and a third year of driveline cover.

A key part of the decision to renew and consolidate the fleet, apart from maintenance economy, has been the unpredictability of the construction market in recent years,

THE LATEST CF TIPPER ORDER COMES AFTER 10 EARLY EURO 6 DAF TRUCKS ARRIVED ON THE FLEET TWO YEARS AGO as well as the drive by major metropolitan conurbations to implement Low Emissions Zones. “We run a lot through Birmingham and the surrounding areas – and Birmingham is committed to a Clean Air programme of some sort, so we thought we’d get ahead of the curve on that,” explains Waterfield. “Also, you have to assume that with the growth in such things – and Brexit seemingly on the horizon again – prices could start to rise as people scramble for more new trucks.”

Importantly, the drivers are onboard and very enthusiastic about the new products, says Waterfield. “It shows in the very good fuel economy and overall performance we get so consistently,” he states. “We believe we are giving them the best trucks for the job, but after that those things are all down to the drivers using the capabilities of those trucks to the very best advantage.” ●

AUTUMN 2019 DAF DRIVER

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DAF AT GOODWOOD

Drivers have to navigate tight sections of the course

Racing cars from all ages took on the famous Goodwook hillclimb

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DAF DRIVER AUTUMN 2019

A selection of Michael Schumacher’s Ferarris from his Formula 1 days

DAF AT GOODWOOD

Festival fever Goodwood’s annual Festival of Speed always attracts bumper crowds and show-stopping vehicles. This year’s extravaganza once again lived up to expectations

Words: Matthew Eisenegger

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Photographs: Drew Gibson, Nigel Harniman, Jayson Fong

f you’re a fan of all things automotive, without a shadow of a doubt the place to be – or to be seen – is the Goodwood Festival of Speed. This annual bonanza brings the most beautiful, desirable and evocative cars on the planet together in the West Sussex countryside.

Behind the wheel of the vehicles that head up the iconic Goodwood hill are some of the world’s most talented drivers, passing the historic Goodwood House as they navigate the course.

The Festival of Speed is the largest motoring garden party in the world – a unique summer weekend that brings together an impossibly heady mix of cars, stars and motor sport ‘royalty’ to create the largest car culture event in the world. The hillclimb event is a true celebration of motorsport and all things

automotive – and this year DAF was in attendance, supporting with its ‘Showtrekker trailer.’

History lesson The Goodwood Festival of Speed was founded in 1993 by Lord March in order to bring motor racing back to the Goodwood estate — a location steeped in British motorsport history.

Shortly after taking over the estate in the early 1990s, Lord March (who later became Duke of Richmond) did not have the necessary permit to host a race there so instead hosted a different type of event on his own grounds. With a small selection of entrants made up of invited historic vehicles, the first event that took place proved to be a success, taking in

AUTUMN 2019 DAF DRIVER

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DAF AT GOODWOOD

A selection of supercars approach the start line

a crowd of 25,000 despite a date clash with the 1993 24 Hours of Le Mans race. After the first event’s date clash, Lord March ensured that the event would never be allowed to clash with either Le Mans or Formula 1 races. In 1994, Saturday was added, making it a two-day, weekend event. In 1996, Friday was added before 2010 extended the weekend further with the addition of the Moving Motor Show.

Tributes roar in The 2019 Festival of Speed not only recognised those drivers in attendance, but also paid tribute to those who were not. One focus was for Michael Schumacher, in honour of the 25th anniversary of the German’s first F1 World Championship. The special tribute saw a grid of cars that spanned Schumacher’s career, including every one of his titlewinning Ferraris.

A capacity crowd and VIPs including FIA president and former Ferrari team principal Jean Todt, Luca di Montezemolo, former Chairman of Ferrari, along with the Duke of Richmond, looked on at the unique display. Also on hand were other luminaries who featured strongly in Schumacher’s career, including Ross Brawn and 1996 World Champion Damon Hill, whose battle with Michael was one of the most 14

DAF DRIVER AUTUMN 2019

iconic of his career.

As well F1 cars from Jordan, Benetton, Ferrari and Mercedes, the Schumacher collection also included the Van Diemen Formula Ford RF88 in which he finished sixth in the 1988 German Formula Ford Championship, the Mercedes 190E in which he contested four DTM races in 1991 and the Mercedes C11 Group C in which the German won the season finale in Mexico alongside Jochen Mass.

“Anyone at his level has to have natural talent. You can work as hard as you like but, if you haven’t got that natural talent as a gift, you won’t succeed,” said Brawn. “When you marry that inner gift with the approach, dedication and commitment and his character, he was a huge catalyst for every team he was part of. He just had everything – he raised the level of what a professional racing driver should be; he set new standards.”

Damon Hill, whose 1994 rivalry with Schumacher ended with the fateful coming together in Adelaide that handed Michael is first World Championship, said: “Lewis is catching up with the statistics, but there’s a long way to go before anyone can equal Michael’s record and there’s no question that the guy had the most outstanding ability as a racing driver.”

The Red Arrows make regular appearances over Festival of Speed weekend

Volkswagen’s electric ID. R set a new course record at the event

Not all cars were made of metal

Saluting Stewart’s success Closer to home, Sir Jackie Stewart OBE – a longtime supporter of the Festival of Speed – was also recognised at Goodwood.

This year marked the fiftieth anniversary of Stewart’s first of three Formula 1 World Championship drivers’ titles and gathered at Goodwood were a raft of cars driven

by ‘JYS’ in his pomp. These included the fabulous MatraCosworth MS80 aboard which he claimed his maiden drivers’ gong, having won six rounds towards claiming the 1969 championship. Over the weekend, Stewart drove a Matra now owned by Bruno Fabre and was joined by his sons Mark and Paul aboard a Tyrrell 003 and 006 respectively.

Sir Jackie won 27 World Championship Grands Prix from 99 starts. He also accrued victories in Can-Am and touring cars, in addition to being a crusader for increased driver safety in motor sport.

In later years, he established a team that enjoyed great success in junior formulae before turning his attentions to launching Stewart Grand Prix. The team won in Formula 1 in only its third season before morphing into Jaguar Racing and later Red Bull Racing.

“It’s a wonderful privilege to

be here,” said Stewart.

“I’ve had a wonderful life; blessed. Helen [my wife] has looked after me for 57 years of marriage, I’ve got my two sons, I’ve got the Matra in which I won my first British Grand Prix, the two Tyrrells and the BRM in which I set my first lap record and won the Monaco Grand Prix. His Grace puts on a magnificent show; there’s really nothing like it.

The British fans know more about the sport than anyone else in the world; they have such an appreciation.” ●

360º Camera Monitor Systems 4 cameras, 1 image, 0 blind spots

Below: Sir Jackie Stewart was honoured at the Festival of Speed and some of his cars featured in the paddock and on the track

Backeye®360 eliminates problem blind spots; potential dangers for anyone or anything in a vehicle’s path.

Digital images from four ultra wide-angle cameras are combined to create a 360°, bird’s-eye view of the vehicle, delivering a clear, real-time picture on the driver’s monitor, preventing accidents, saving money and lives.

The action wasn’t limited to vehicles with four wheels

DAF played a supporting role in Sussex

Killing blind spots.

Saving Lives.

brigade-electronics.com AUTUMN 2019 DAF DRIVER

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CAR REVIEW

NOT SHAKEN OR STIRRED High performance luxury meets grand touring with the Aston Martin DB11 Words: Alisdair Suttie

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DAF DRIVER AUTUMN 2019

ll things in life are relative and that’s just as true at Aston Martin, when it describes its DB11 models as the GT cars in its line-up.

Photographs: Aston Martin

While there’s no doubting this model’s grand touring abilities, it would also be a mistake to think it’s a softy, wafty luxury car.

In relative terms, the DB11 is Aston’s easy-going rival for the more expensive versions of the Porsche 911, the

McLaren 570 GT and also that other bastion of British brawn, the Bentley Continental GT. This is the broad spread of rivals the Aston has to contend with, but it’s a measure of how great the DB11 is that there’s a version in the range to not only compete with,

CAR REVIEW

because you’re just left amazed at how such a big, rapid car can change direction so swiftly. Even so, it still rides the bumps with a compliance you don’t get in most rivals.

Then we come to the ‘standard’ V12 DB11. Sure, it may be a little tamer than the AMR, but there’s more than enough bite to the way it drives to keep you entertained on corkscrew lengths of road. Yet its GT credentials are to the fore in the way the eight-speed auto shifts from one ratio to the next, how it handles angry welts in the road and keeps noise further away from the cabin.

The 600hp DB11 V12 also comes with a more opulently appointed cabin than the AMR’s more pared back offering.

For anyone planning to use their DB11 for everyday enjoyment rather than as a shot of adrenaline, it’s a sound bet.

Or, you could go for the V8. Arguably the best of the DB11 bunch thanks its

kerb weight – which is 110kg less than the AMR’s – but with a 4-litre twinturbo V8 that feels hardly any less potent, it knocks off 0-62mph in 4.0 seconds as a coupe or 4.1 seconds in Volante convertible form. Either way, it’s still easily quick enough for all but the dullest who want to score points rather than drive.

And you will want to drive the DB11 V8. It is an astonishingly fast car across country as the suspension, steering, engine, gearbox and brakes all come together in harmony. Here is a car that makes it all feel so easy and natural, that it flatters its driver without ever deceiving them into making a rash decision. That puts this Aston in the top drawer alongside only the finest from Porsche and Ferrari.

While some might yearn for the noise of the V12 engine in the pricier models of the DB11, we reckon the V8 comes

▲

but better its competition.

Ticking them off from the top, there’s the all-out DB11 AMR, which is an assault on every one of your senses thanks to its 630hp 5.2-litre twin-turbo V12 engine. Show it a clear stretch of road and it will hit 62mph from a standing start in 3.7 seconds. Carry on and the AMR tops out at 208mph.

Those figures might not be the most outrageous in supercar terms, but it’s not what’s on paper that counts here but how it feels on the road.

Everything the AMR does has been optimised to make it lighter, leaner, sharper, faster. The suspension dampers are 10% stiffer than the standard DB11 V12’s and the engine is more rigidly mounted. Carbon fibre helps shed weight, along with lighter wheels. Overall, it’s still no featherweight, but the AMR’s responses are like Muhammed Ali’s in his pomp

Below: The Aston Martin DB11 classes its rivals as the Porsche 911, McLaren 570 GT and the Bentley Continental GT

AUTUMN 2019 DAF DRIVER

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CAR REVIEW

with its own audio attractions and the smaller motor feels zippier in the way it gathers revs and momentum.

Regardless of which engine suits your needs, the DB11’s cabin is a fabulous place to control the car from. Narrower door sills than the DB9’s make it easier to get into and are evidence of Aston’s new aluminium platform for this car. It also lets the driver sit lower in the car while the transmission tunnel and dash help the driver feel cocooned inside.

Another notable achievement of the DB11 is the quality of its cabin materials over its DB9 predecessor. Where many buttons, switches and levers in the old model were clearly lifted from lesser cars, the DB11’s all look and feel bespoke.

The dash is clear and easy to read, which hasn’t always been the case in Astons, while the 8in colour infotainment screen in the centre console is simple to fathom and work.

As for comfort, the driver and passenger sit on beautiful leather upholstery with ample support but none of the jutting bolsters some sports cars deem necessary. There are two rear seats, but the truth is they’re for show rather than anyone from the human species, and the boot isn’t big for a car billed as a GT. It doesn’t really matter as you can stash an extra bag or two in the rear seats.

In relative terms, there are more practical cars to use every day or head off on holiday in, but none will give you the pleasure and satisfaction of the Aston Martin DB11.

The car’s cabin is a pleasant place to be with high-quality controls, materials and technology

The DB11 is lighter, more agile and more engaging than its predecessor, the DB9

In the DB11 range there is a choice of AMR, standard V12 and V8 models

YOU WILL WANT TO DRIVE THE DB11 V8. IT IS AN ASTONISHINGLY FAST CAR 18

DAF DRIVER AUTUMN 2019

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STEAM-POWERED TRANSPORT

From left: Bill Barrack; William Barrack and James G Barrack

70 years on, from left: Tom Barrack; Calum Barrack; Bill Barrack and Sam Barrack

EARTH, WIND AND FIRE Looking for respite from the cut and thrust of high-speed modern day living, ‘Team Barrack’ reckons that joining their world of steam could be just the antidote Words: Bob Tuck

T

Photographs: George & Sam Barrack

he steam world doesn’t suit everyone – you either get it or you don’t. In fact, many people will compare it to Marmite, in that you tend to either love it or hate it. But, as Aberdeen-based ‘Team Barrack’ will tell you, life in its specialised lane has a lot going for it. Yes, the camaraderie and the social side (and not forgetting those distinct smells) are a bit special in a world that has a far more relaxing pace to it. And that’s even before you fire into life the engine/tractor/wagon and sense the special exhilarating feeling you get when

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a machine has boiling water coursing through its veins.

True, it’s not the cleanest of fraternities to join but George Barrack, for one, has enjoyed getting his hands dirty ever since he was old enough to pick up a spanner. As Managing Director and company owner (since 1999) of Norscot Truck and Van Ltd, Barrack obviously has to keep his finger firmly on the pulse of what’s happening with his diverse Scottish network of five branches and 140 staff. “The thing that sells trucks is the back-up service that a DAF dealership like ours provides,” says a man who naturally doesn’t stray far from

STEAM-POWERED TRANSPORT

his phone. This is, perhaps, another good reason to take the occasional ‘time out’ in a world where the deafening noise of a steam engine at full chat simply drowns out modern-day pip squeaks such as the mobile.

Family affair The Barrack family can trace their lengthy involvement in Aberdeen’s service industry back through five generations that first saw them using the power of steam in the farming world. Even as late as 1945, James Grieve ‘Sam’ Barrack – George’s grandfather – invested in a 1914 Fowler steam traction engine to use in his timber extraction business.

It was Sam’s two sons – Hamish and Bill – who subsequently expanded this haulage business (JG Barrack) and apparently the brothers had a fleet size of 100 vehicles when they sold out to Seaforth Maritime in 1972. The Barrack family returned to haulage – trading under the JGB Transport banner – until this business was bought by the Motherwell Bridge concern in 1985.

Throughout these business transactions, it was to be Bill Barrack (George’s Dad) who picked up

on the passion for steam – during the mid 1950s – after fully restoring a 1924 Foden six-ton steam wagon now called ‘Hielan’ Laddie’. “As far back as I can remember, my Dad would take us all out to various shows with the Foden steamer,” says Barrack. “And I suppose it’s the sort of thing that gets into your bones. All three of us siblings think the same.”

Yes, Barrack’s elder brother Sam and younger brother Hamish all get that tingling sensation when they’re involved in this particular mode of transport. So it’s perhaps no surprise that the Barrack steamer collection is now counted at eight strong – two Fodens; four Fowlers; a 1921 Burrell Showman’s engine and Barrack’s own favourite, a 1933 Sentinel S4.

It’s also no surprise to learn that keeping this fleet maintained for active service requires a huge amount of input from quite a lot of other people.

And Barrack is the first to stress that, without the help from this diverse team of supporters, very little could be achieved. “We have some who do the painting or perhaps do things such as welding and fabrication,” he says. “But the main thing they all give is their time and enthusiasm. And, of course,

Above: It takes a huge amount of input from a lot of people to take care of the steamers

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STEAM-POWERED TRANSPORT

There is a lot of history in the company that dates back five generations of the Barrack family

Working a steam engine is not for the faint hearted

it’s a two-way street as they get a lot of enjoyment in such involvement.”

Doing the rounds Just like the rest of the preservation world, the calendar for steamer events generally falls between April/May and perhaps September/October. Requests are often made for these unique machines to appear at all sorts of other times throughout the year, while the steam world’s ‘Mecca’ is the annual bash at the Great Dorset Steam Fair. From 22

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A classic truck transporting a classic steamer

Aberdeen, that journey entails a round trip of over 1,000 miles so no wonder, the steamers wouldn’t generally travel that far under their own power.

Barrack smiles when we ask about ‘travelling’ as he well recalls how his Dad used to go to Chester-le-Street in County Durham and back with the 1924 Foden.

“We tend to use low loaders to carry the machines as we would never travel those sort of distances now,” he says. “But Dad would take three days to go down, doing about 100 miles a day – and he loved it.”

The steam world still talks about these trips because once down in the North East of England, Bill would apparently ‘race’ the similar Foden which Henry Thompson used to show. Happy days indeed.

In fairness, every day of the year could be a happy one if you’re in the steam fraternity. Unlike, say, their dieselpowered counterparts (who generally tuck away their motors during the off season until the better weather arrives) the steam guys can spend the winter

STEAM-POWERED TRANSPORT

There are currently eight steamers in the Barracks collection

months exceptionally busy and Barrack says they spent last winter taking one of their steamers to bits – “we’ll probably start building it back up this winter”.

Unlike an HGV, no special driving licence is required before getting behind the controls of a steamer. But that’s not to say that just anyone could take one down the road as what you do need is the nous, the skill, the wherewithal and more importantly the feel to sense what the heck’s happening beneath your feet. And when it comes to knowing how to slow down a steamer, then that’s an expertise in its own right.

The first thing is to light the fire.

Paraffin-soaked sticks are the best form of ignition says Barrack and the best type of coal to use? “We prefer the stuff that comes free.” He is a canny Scot, but he is more specific when asked about water.

“We are lucky around here that our water is soft, but I know some guys have to use additives because hard water can generate a build-up inside the boiler.”

Depending on how much water they

can carry, the range – before re-fill of a steamer – can be fewer than 50 miles.

You don’t rush anything in the steam world as time just slips away waiting for things to creep up to operating pressure,

but there’s always lots of other things that can be lubricated or polished.

Although they are exempt from MoTs, all steam-powered vehicles have to pass an annual boiler test for insurance purposes

Barracks’ 1924 Foden six-ton steam wagon has been completely restored and is now called ‘Hielan Laddie’ - Bob Tuck 1997 AUTUMN 2019 DAF DRIVER

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STEAM-POWERED TRANSPORT

The Barrack Foden has been a familiar sight on the road, with regular round trips to Chester-le-Street in County Durham - Bob Tuck 1997

before they are allowed on the road.

With an operating pressure of between 180 and 250psi, safety is paramount in this domain.

On the road Talk to any steam man and you’ll quickly sense that taking his machine down the road (rather than round and round the rally field) is the ultimate joy for them.

I know what this is like as I was lucky (or unlucky, depending on your point of view) to ride as a third man in the crew of Barrack’s 1924 Foden on a 20-mile trip from Aberdeen to Banchory around 22 years ago.

It seemed a good idea to offer to shovel coal onto the fire and help out on this trip but in truth this is the worst transport journalism job I can recall in the 35 years I’ve been doing this sort of thing. I ended up filthy, almost deaf, had a bad back and I burnt my hand on a run which driver Sam Barrack and crewman Andrew Smart just loved. I still can’t understand why they were smiling – virtually all the time we were in motion.

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THE BARRACK FAMILY CAN TRACE THEIR LENGTHY INVOLVEMENT IN ABERDEEN’S SERVICE INDUSTRY BACK THROUGH FIVE GENERATIONS While I have no inclination to repeat such a trip, I (seriously) take my cap off to the high level of expertise of folk like Sam and Andrew who can drive machines that are almost 100 years old. They worked on telepathy – as conversation was almost impossible – but the way they did the job was like watching poetry in motion.

Value for money With a few sticks, a lot more coal and lots and lots of water, the operational side of the steam world gives great value for money. The downside is if you want to try and invest in such a machine as the value of this ancient metal is on the rise all the

time. And that’s if you can find anyone who wants to sell anything.

The best option – if you want to get involved – is to go and knock on the door of people like Barrack. He reckons that in Aberdeenshire alone there must be around 50 steamers currently on active duty and perhaps another 50 in bits waiting to be restored back to life, so volunteers are always welcome to help the cause.

However, you enter ‘Steam World’ at your own risk so wimps (like me) may not get much enjoyment out of it. But if you do take to it, then you might understand why all at ‘Team Barrack’ smile so much when discussing their favourite topic.

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OPERATOR PROFILE

FROM THE GROUND UP

Across five decades, the family-run McGuinness Feeds business has evolved from buying and selling arable crops to concentrating on trading and moving husk from flour mills to animal feed producers with a small dedicated fleet of trucks Words: Kevin Swallow - (Reproduced courtesy of Bulk & Tipper magazine)

B

uying and selling grain in Europe dates back more than 9,000 years. Underpinning the transition from nomads who hunted and gathered their food was agriculture. As people settled, they began to grow arable crops and tend livestock, using the surplus as bargaining tools.

The move to wide-scale agriculture is the Neolithic revolution.

In England and Wales, the arrival of the Romans in 43AD drove arable farming from family-based subsistence to mass production for shipments to Rome.

When the empire collapsed in the 5th century, mass production was replaced

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Brothers Anthony and Barry McGuinness run the family business

OPERATOR PROFILE

McGuinness Feeds moves 15,000 tonnes of wheat-feed every month from 20 suppliers who operate 37 flour mills in the UK.

McGuinness Feeds bought its first DAF in 2003 and by 2008 the fleet was entirely DAF

by feudalism. Farmers were reduced back to a subsistence level, producing only enough to fulfil their obligation to their landlord and the church, with little for themselves and even less for trade.

Feudalism ended in the 17th century and farmers began to trade grain at local fairs that grew into established marketplaces in provincial towns.

These corn exchanges saw farmers trade wheat, barley and other corn crops.

By the 1870s a flood of cheaper imports made localised trading redundant and much of the crop industry was centralised with trade done directly between sellers and buyers.

A consistent theme from the outset is transport, namely the horse and cart. And its influence is still felt today when brothers and business partners Anthony and Barry McGuinness, who run McGuinness Feeds, specify a truck and trailer.

All in the name Based in a dedicated office on a quiet sideroad in Penwortham, on the edge of Preston in Lancashire, the tagline to the company name is ‘corn merchants’. “At

the flour mills they take the husk (the outer shell is also known as wheatfeed) from wheat, and we take it from the flour mill and sell it to the animal feed industry,” explains Barry. “What makes us unique is that we are the only wheat merchants with our own trucks; no-one else does what we do.”

Their roles are more nuanced with Barry in charge of logistics, administration and sales (as well the spot trade for immediate deliveries) and Anthony’s role more focused on trading. It is a successful business that has been in place for 43 years, which is when their father Anthony ‘Tony’ McGuinness first started up on his own.

Tony realised the potential of buying and selling the contents that would go into animal feed during his time with North Shore Mills – based in Liverpool – and it was this job that took him and his wife Patricia from Merseyside to Penwortham in 1962.

In 1976, with five children, Tony took the decision to strike out on his own and started to buy the commodities from the flour mills and sell to food producers

himself, setting up as McGuinness Feeds.

His eldest son, Anthony, was the first to join the business in 1982. “I think he realised how much money was in it and decided to do it himself. It was still a huge decision, but it was the right one,” he says.

Up until 1981 all transport was done through sub-contractors. Tony bought a second-hand Guy eight-wheeler with a Craven Tasker high-sided body. “Dad understood he could run a few trucks and keep them busy and still contract out the rest of the work if and when it was required. We still do that now, we sub out the distance work and do the more local stuff,” says Anthony.

Tony bought his first new truck in 1982, an ERF B-series eight-wheeler with a Cummins 240 14-litre engine.

“I’d been involved in farming before that and he brought me into the company to drive the new wagon,” recalls Anthony. “It had a Craven Tasker body fitted with ‘greedy boards’ for higher volume that dropped down when empty or carrying heavier goods.”

The following year Tony bought his AUTUMN 2019 DAF DRIVER

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OPERATOR PROFILE

The two newer DAF XFs are FTP 6x2s with 4.4-tonne mid-axle on the 68- and 19-plates. Each is fitted with an MX-13 sixcylinder 12.9-litre engine.

first tractor unit, an ERF B-series with a Craven Tasker two-axle trailer at 32 tonnes gross vehicle weight (GVW).

In the early days McGuinness Feeds moved around 1,500 tonnes a month and the volume began to grow. Tony bought a new truck every year and grew the fleet to six vehicles. “The eight-wheeler lasted about four years. The fleet was all ERF B-series then C-series and eventually E-series,” says Anthony.

In 1993 Anthony joined his father in the office. Three years later Barry left his job in sales with the Lancashire Post to drive the trucks before moving into the office. Initially the business bought and sold anything that went into animal feed usually in small amounts, Anthony explains. During the 1990s, the focus for McGuinness Feeds narrowed 28

DAF DRIVER AUTUMN 2019

as specific items were banned under the 1997 Food and Drug Administration (FDA) regulations prohibiting most mammalian-derived proteins to cattle as a method of preventing the spread of BSE (bovine spongiform encephalopathy).

“Other things became too expensive to produce like straw pellets and grass pellets, and the business became specialists in wheat,” he adds. In 1998 Tony retired and the brothers took over the family business.

The next generation Today McGuinness Feeds moves 15,000 tonnes of wheatfeed a month from 20 suppliers who operate the 37 flour mills in the UK. Wheatfeed comes in two types; the pellets are usually subbed out because it’s easier and cheaper to

move, and loose meal, which is what the company focuses on with its trucks.

“It is traded in a seven-month winter period, October to April then through a five-month period between May to September. It is harvested in AugustSeptember and that is when prices change as the new wheat comes in,” Barry explains.

Anthony says the amount the company moves from mills to processors has grown exponentially from when Tony left the business in 1998. “Then it was around 4,000 tonnes a month with a £3m turnover. This year the business will generate £24m in turnover,” he reveals.

While ERF had been a particular favourite when it came to truck suppliers, the company’s gradual demise through the late 1990s and into

OPERATOR PROFILE

Wet kit supplier is EdBro and oil is housed in combination tanks with diesel on the chassis.

Vehicles weigh-in at 8,350kg and, coupled to the trailers, are around 14,500kg to get a 29,500kg payload.

the new millennium led the brothers to seek alternatives. First, they tried Renault Trucks with a new Premium but didn’t get the service support they wanted, and then they bought a MAN TGA, which struggled. Instead they employed their fathers’ approach to buying British and turned to DAF Trucks, whose assembly site was located just down the road in Leyland.

DAF’s fleet domination “We bought the first DAF in 2003, an XF95 and by 2008 the fleet was solely DAF,” says Barry. “We used to keep the

trucks between three and five years but now keep them a little longer because they don’t work ridiculously hard – around 100,000km a year.

“We use Lancashire DAF, who also do the servicing as well as the repair and maintenance,” he adds. Specification for the trucks and trailers is as much about getting the right size to maximise volume than gross out at 44 tonnes GVW. “A lot of these mills are Victorian, so we are trying to get the truck and trailer into loading bays that were originally designed around a horse and cart,” Barry says.

The two newer XFs are also FTP 6x2s with the 4.4-tonne mid-axle on the 68- and 19-plates. Each is fitted with the MX-13 six-cylinder 12.9-litre engine delivering 530hp and 2,500Nm torque in the first 11 gears and 2,600Nm in top gear between 1,000 and 1,460rpm.

The two older trucks on the fleet are also XFs with the MX-13 12.9-litre Euro 5 engines on 62- and 63-plates. They are due to be replaced either side of Christmas. “The trucks have the Space Cab rather than Super Space because of the height, they are 370mm lower. And we prefer manual gearboxes.

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OPERATOR PROFILE

Trucks are supplied by Lancashire DAF. Four tipping trailers are supplied by Fruehauf with maintenance carried out

by Millers of Longton.

“When we are loading at the mills, the wheatfeed is put through chutes, spouts, conveyors or direct gravity feed from the bins and hoppers. To get the full load the truck needs to edge small distances forwards and backwards,” Barry says.

Some of the early auto boxes weren’t good enough for the job and they have tried the more updated versions as well.

“In auto it took too long to adjust; with the clutch the driver can do it quickly.

And when the truck has to reverse up the ramp in an auto the driver doesn’t have the same control as they do with a manual,” explains Anthony.

Although it doesn’t have an aerodynamic kit on the roof of the truck, the collars at the back of the cab are retained as are the spotlights on the bumper. “The trucks all have names with the word ‘corn’ in,” Barry says.

“My mum started that. The first one was Cornucopia, which we’ve used a few times. The other trucks are Cornflower, Corncrake and Corniche, as in the Rolls Royce Corniche.”

Fleet extras The wet kit supplier is currently EdBro and the oil is housed in combination tanks with diesel on the chassis. The trucks are around 8,350kg (full tanks and no driver) and coupled to the trailers are around 14,500kg to get a 29,500kg payload. Trailers are permanently coupled, but the company still orders a sliding fifth-wheel for the trucks. “That is for the annual Penwortham Gala. We tow a curtainsider with scouts and guides on it and the local football team, so we 30

DAF DRIVER AUTUMN 2019

need to specify a slider for that,” Barry says.

The working trailers are four tippers supplied by Fruehauf with maintenance carried out by Millers of Longton. “They are stepframe triaxles on a 11.2m chassis with a rear-lifting axle. The last ones we bought have a 77yd3 capacity, the older ones have 74yd3. There is more capacity in a stepframe than a sloper,” he says.

“The trailers are a good price, and it’s a good product.”

While wheatfeed is collected from flour mills across the country, the McGuinness Feeds’ fleet tend to stick to the northern counties from Cumbria to Yorkshire and down to Lincolnshire, as well as Lancashire and Cheshire. “Our trucks are out Monday to Friday, they work hard enough not to do the weekends,” says Barry.

Even though the company subcontracts a lot of its work, Barry also seeks backloads for the trucks to reduce any dead mileage. Being TASCC (Trade Assurance Scheme for Combinable Crops) registered means the trailers can only carry specific items. “We also store wheatfeed but it’s on a geographical basis and will only be up to six months at a time. If a flour mill has too much gear we will store it for a customer and then deliver; it gives us that flexibility,” he says.

Tony’s legacy Barry says he would also consider running another couple of trucks to get the fleet back up to six wagons but recognises that more trucks and drivers only increases the hassle and liability,

especially if a truck breaks down. In 2015 Tony passed away at the age of 83 and is survived by his wife Patricia, five children, 15 grandchildren and seven great-grandchildren. His commitment to supporting local schools, clubs and charities made him ‘a legend within the community’, Barry says.

Tony also served as the secretary of the Lancashire and Cheshire Corn & Agricultural Merchants for 50 years and was the Branch Chairman of Preston NSPCC for 40 years.

The third generation has already made its mark on the business. Anthony’s two sons, Shaun and Anthony, run McGuinness Haulage, which is based down the road at Longton and the place where the four McGuinness Feeds’ trucks park up at the weekend.

Shaun drove one of McGuinness Feeds wagons for a while but with limited opportunities to progress, he set up as an owner-driver in 2008. He began sub-contracting from McGuinness Feeds and still does some of its work, but the haulage business has since branched out into other sectors. The McGuinness Haulage fleet has grown to 14 vehicles and Shaun’s brother Anthony joined as the Transport Manager.

At McGuinness Feeds, Gillian Barnes runs the administration and sales ledger, and there are four drivers, with cover provided by a small, exclusive pool of ex-drivers. The latest recruit to the team is Reefe McGuinness, Barry’s 19-year-old son.

“He’s wanted to be a truck driver since he was small, he passed his C+E at 18 and he is now out on the road,” Barry says. “Anthony is 16 years older than me and will look to retire at some point in the future, Reefe might well end up in the office taking my job while I take on Anthony’s role.”

k ! oc le St lab ai av Tel: 01698 823422 Email: sales@mcpheemixers.co.uk

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COMPANY SPOTLIGHT

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DAF DRIVER AUTUMN 2019

COMPANY SPOTLIGHT Welcome aboard: private aviation offers convenience, luxury and exclusivity

COME FLY WITH ME The industry of business and general aviation is expanding and is becoming more accessible to more people. Luxury transportation could be more conceivable than you think Words: Steve Banner Photographs: Jet Exchange

F

Jet benefits Privately charter an aircraft and you are not tied down to airline schedules. You do not have to turn up two hours before the flight departs or stand in a seemingly-endless queue at security. “You can fly when you want to fly and, if you turn up 15 minutes prior to departure , then that won’t be a problem,” says Jet Exchange founder and Managing Director, Ian Austin.

Major airports are typically out with private jets; instead, you can fly from a smaller one that is closer to where you are based. “Airports such as Blackbushe, Farnborough, Biggin Hill and Staverton just outside Gloucester can all handle charter flights,” says Austin. You can also fly into airports that may not be able to accommodate airliners and may be closer to your final destination.

If you are departing on a private charter flight from a big airport then you will often leave from a separate terminal with a pleasant lounge and will be able to park close by. “You can sometimes drive right up to your aircraft,” says Austin.

There are security formalities – passport formalities too if you are flying overseas – but they are usually completed quickly.

▲

ancy jetting off to Nice in the south of France next summer with your family?

How about going skiing in the Austrian Alps with a group of friends, flying into Innsbruck Airport on a crisp, clear winter’s day? Maybe you and some of your key business associates need to attend a board meeting in Dubai. Or perhaps that meeting is going to be held in Washington DC instead – and everybody who matters has to be present to witness the inking of a major deal.

There is always the option of flying to these destinations by scheduled airline. However, if you are a small group, it might make sense to charter your own aircraft instead.

Admittedly it is not a cheap exercise. Privately chartering an eight-seater to fly you and your companions from Manchester to Cannes is likely to set you back from around £6,000 – and that’s just one way.

If you want to impress somebody important however, or celebrate a once-in-alifetime big birthday or wedding anniversary, then the outlay could be worthwhile.

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COMPANY SPOTLIGHT

Fleet management Based at Luton Airport, Jet Exchange is an aircraft acquisition, sales, management and charter business. An engineer as well as a pilot, Austin founded it in 2007 and its fleet includes a Bombardier Challenger 604 and a Pilatus PC-12.

With two jet engines and a non-stop range of 4,000 miles, the Challenger can carry four to five passengers, two crew and a flight attendant across the Atlantic to New York, or on a trip to Kenya’s capital, Nairobi. “If you want to go further, then most of the globe is reachable with one refuelling stop,” he says.

A single-engine turboprop, the Pilatus can carry eight passengers and two crew 34

DAF DRIVER AUTUMN 2019

and has a range of over 1,500 miles, which puts virtually the whole of Europe within reach. “It means you can attend meetings in London, Paris and Frankfurt in a single day,” notes Austin; not so easy if you are relying on scheduled airline services.

The service also enables leading politicians to criss-cross the UK at election time and address several major rallies in cities spread far apart in less than 24 hours.

A global proposition Jet Exchange can operate globally because it holds a worldwide AOC – Air Operator’s Certificate – which allows it to take fare-paying passengers. This

puts it on the same footing as a major airline and it has specific approval for operations to Svalbard in the Arctic Circle as part of the certification.

It is also an approved member of the USA’s Visa Waiver Program and holds approvals from the Canadian Transportation Agency, the US Department of Transportation and the Federal Aviation Authority to conduct commercial operations in the USA. Firms with an AOC are subject to very tight scrutiny by the aviation authorities.

“They also carry out spot checks on aircraft and we usually undergo them twice a year,” Austin says.

If Jet Exchange’s own aircraft are busy,

COMPANY SPOTLIGHT

The Pilatus PC-12 carries up to eight passengers and two crew and has a range of over 1,500 miles

Ian Austin, Founder and Managing Director, Jet Exchange

An Air Operator’s Certificate allows Jet Exchange to operate globally

Passengers using Jet Exchange are able to travel hassle-free to hot and cold climates around Europe and beyond

or perhaps on the other side of the world, then Austin and his colleagues can charter a suitable aircraft from another operator on the client’s behalf. They have an intimate knowledge of the capabilities of aircraft, their availability and how much they will cost. “As far as the total price is concerned, a lot depends on the time of year you want to go and how long you want to stay,” he explains. “Some of the popular destination airports will only allow you to park your aircraft for three hours.”

If that is the case then the aircraft will have to fly off to park at another airport once the passengers have disembarked.

It all adds to the client’s final bill.

If you want to acquire an aircraft then Jet Exchange can find the right one for you and negotiate the deal on your behalf; but you will need deep pockets. An aircraft the size of the aforementioned Pilatus and with similar capabilities will set you back upwards of $3m. “Aircraft are priced in American dollars and you can get a lot of aeroplane for $3m,” says Austin.

You will probably be able to earn revenue from it by chartering it to third parties, but it will, of course, need to be crewed and maintained. Jet Exchange can help in all of these areas.

Jet Exchange has considerable experience with the Pilatus. Last year it broke what is believed to be a UK record for the amount of time spent flying the PC-12, with over 7,000 operational flight hours.

With Pilatus estimating a worldwide fleet of around 1,500 aircraft completing more than six million hours in the air, Jet Exchange’s achievement stands as almost double the global average.

Aircraft can be chartered to transport valuable antiques and paintings and even pets. Jet Exchange’s certification from DEFRA, the Department for the Environment, Food and Rural Affairs allows it to provide pet transport from a number of airports, including Biggin Hill, Stansted, Oxford and Manchester.

“We’ve flown dogs across the Atlantic and we’ve even transported a cat and a parrot to the USA in the same aircraft,” recalls Austin.

Naturally they were kept separate; and both arrived at their destination without coming to harm. “Pets are extremely well looked after by our animal-loving flight attendant,” he says.

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DAF DRIVER CHALLENGE 2020

Instead of DAF trucks, it’ll be technicians going head to head in regional events to help decide the best in the country

CHALLENGE ACCEPTED? The nationwide search for the best truck drivers is underway with the announcement of regional events for the UK DAF Driver Challenge Words: Martin Pidsley

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he next round of the UK DAF Driver Challenge has begun with dates for regional events in Scotland, Midlands, Wales and the West Country now announced (dates for Northern Ireland, Ireland, London/Kent to follow).

Online registrations for the UK DAF Driver Challenge have been open since April 2019 and, in that time, hundreds of drivers from across the UK and Ireland have registered for the chance to call themselves the next DAF Driver Champion. To date, DAF has received more than twice as many online registrations as previous years, 36

DAF DRIVER AUTUMN 2019

Photographs: DAF Trucks

showcasing the competition’s growth and relevance to drivers of all marques, not just DAF. Competition structure Successful drivers have been emailed with joining instructions for their local event. The regional rounds themselves will be taking place over two days at truck stops all across the country. While the events will be held over the entire two days, each driver will have only a twohour time slot to earn their place in the UK final, which will be held at Millbrook Proving Grounds in 2020.

Upon arrival at their regional final, drivers can expect to be examined on

both on- and off-road environments, with individual challenges including a theory test, vehicle walk-around and commentary drive in a DAF XF. DAF Trucks’ Mandy Wannerton and Ron Smith will be reprising their roles as judges for the latest installment of the challenge. Both Wannerton and Smith have acted as judges for the DAF Driver Challenge since the first competition in 2016. This year the pair will be looking to make the event more challenging than ever. They believe that with the introduction of regional events, it will ensure the drivers that make it through to the UK final are the best of the best from all over the UK and Ireland.

DAF DRIVER CHALLENGE 2020

Mandy Wannerton and Ron Smith are back as judges in the latest instalment of the UK DAF Driver Challenge

About the event The UK DAF Driver Challenge is a unique event, open to drivers of all truck marques, fleet sizes and type of operation. The only requirement is that the entrant is eligible to work and live in the UK and/or Ireland and has a valid and clean Class C+E licence. The DAF Driver Challenge is now in its third rotation – starting in 2016 it has gained in popularity each year to become one of the largest HGV specific driving challenges in the UK. Worldwide appeal DAF Trucks’ global headquarters in The Netherlands has also taken up the challenge with the first ever ‘International DAF Driver Challenge’ taking place in Luxembourg this September. Scott Lewis, UK DAF Driver Champion from 2018 will be representing the UK, going up against 20 other contestants from all over Europe in the two-day event at the Goodyear Test Track in Luxembourg.

How to register Registrations for the UK DAF Driver Challenge are still open, so be sure to register now for a chance to be crowned the UK DAF Driver Champion. Register online at: https://drivers.daf.com/en-gb

“Both Wannerton and Smith have acted as judges for the DAF Driver Challenge since the first competition in 2016. This year the pair will be looking to make the event more challenging than ever.”

Scott Lewis was crowned UK DAF Driver Champion in 2018. He will now compete for the international title AUTUMN 2019 DAF DRIVER

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DAF TRUCKS READY TO GO

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DAF DRIVER AUTUMN 2019

DAF TRUCKS READY TO GO

FLEET FILLERS Market-leading trucks that can be tailored to the specific needs and requirements of a business are available now Words: Martin Pidsley Pictures: DAF Trucks

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or those looking for a specific truck for a specific job, DAF Trucks has an extensive range of brand new, complete bodied vehicles. The trucks – available under the ‘Ready to Go’ initiative — are been pre-built to provide a bespoke solution to customers who need vehicles immediately.

In the construction and municipal sector, vehicle availability can often be the difference between winning or losing the next job. If an operation is in urgent need of bodied vehicles without long lead times, the DAF Ready to Go programme caters to those specific needs, with pre-defined bodied vehicles, ensuring customers get the right truck with the right spec.

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The range DAF’s Ready to Go trucks cater to five key areas of construction and are aimed at those looking to tip, mix, hook, lift and build. Between these five disciplines DAF’s aim is to make sure that businesses have the vehicles they need to succeed. More information is available from local DAF dealers.

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DAF TRUCKS READY TO GO

A: Ready to Tip: DAF CF 8X4 32T. Tipper bodies from Boweld, Wilcox and Thompson In the construction sector the availability, reliability and carrying capacity of vehicles can be vital in securing new business and keeping existing customers happy. DAF’s CF FAD available on the Ready to Go programme addresses all three of these key challenges in one package. The 8x4 tipper model is available with bodies from Boweld, Wilcox or Thompson to suit all types of muck-away and aggregate work. The latest Construction CF offers enhanced fuel economy, increased payload and better performance thanks to the MX-11 engine combined with the new TraXon gearbox.

B: Ready to Mix: DAF CF 8x4 32T. Mixer bodies from McPhee and CIFA Supplying ready mixed concrete is a highly specialised business, and as such requires a highly specialised vehicle. However the problem with this process is the long lead times often required to get these trucks ready to work. The dedicated DAF Construction CF FAD 8x4 mixer chassis provides the perfect base for concrete mixers offering higher payload to enable an 8m3 capacity, greater performance and proven reliability.

C: Ready to Hook: DAF CF 8x4 32T. Hook-loader equipment from Hyva If an operation requires a variety of different contracts with diverse requirements to manage, then a DAF CF FAD 8x4 Hook-loader available on the Ready to Go programme could save operators a lot of frustration. The CF’s 8x4 chassis with Hyva hook-loader provides an excellent payload, while the new TraXon gearbox enables inch-perfect control for manoeuvring on site.

D: Ready to Lift: DAF LF Construction 18T 4x2. Skip-loader kit from Hyva Skip-loaders need to be able to reach places most trucks can’t get to, from busy construction sites to small streets for domestic use. The market-leading DAF Construction LF 18t 4x2 chassis features the smallest turning circle in its class, good ground clearance, a robust steel bumper and an approach angle approaching 25°, enabling it to operate in the most restricted construction sites. Easy cab access and great all-round visibility make it ideal for the urban environment; the LF also complies with the forthcoming London Direct Vision requirements that are effective from October 2020. The skip body, provided by Hyva, ensures that the vehicle has the best on-board equipment to finish the job and availability through the DAF Ready to Go programme is better than ever.

E: Ready to Build: DAF LF 18T 4x2. Scaffold bodywork from Bevan Two of the biggest challenges facing scaffolders today are availability and suitability of vehicles. Making sure that, when a new contract comes in, you have access to the vehicles you need and that those vehicles can get to the required location is an essential part of the planning. The DAF LF 18T 4x2 scaffold truck available on the Ready to Go programme aims to address both of these issues, giving immediate access to a work-ready vehicle that can deliver into the heart of the city or an active building site. The LF provides the ideal working environment with easy cab access, great all round visibility and plenty of space. The Bevan scaffold body is ready to load up and put to work.

SAFE AND SATISFIED CUSTOMERS McPhee Mixers and DAF Trucks have always enjoyed a happy and proactive relationship. As the market-leader in the UK mixer market McPhee Mixers is capable of building on any chassis make and model, but when it’s down to the choice of the driver, the DAF is seldom beaten. McPhee Mixers

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DAF DRIVER AUTUMN 2019

build all derivatives from 3m barrels on 15-tonne chassis to 15m barrels on artic trailers and are currently building 8m3 stock mixers on CF FAD 32 tonne mixer chassis for those who want wheels on the ground in a short space of time.

The ‘Ready To Go’ Mixers all have 8m3 payload potential, painted white to

match the cab and are cable-controlled for traditional ease of use. But most importantly they have the McPhee 24/7 reliability. With full around the clock – and around the country – backup from six service centres and two mobile service engineers, customers are always in safe hands.

DAF TRUCKS READY TO GO

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E&S FRISBY & SONS

DAF IS FIRST CHOICE FOR FRISBY Being part of a family firm means drivers stand a chance of driving the truck they want to Words: Ronnie Hitchens

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or almost 30 years now, Mick Frisby has been driving in the firm started by his parents Eric and Iris – E&S Frisby & Sons – back in 1963. He currently drives a quality approved DAF First Choice used XF 510 tractor, often hauling up a million pounds’ worth of luxury boat from one end of the country to another and even across into Europe.

The XF is one of a pair bought recently through DAF’s First Choice high-quality used truck programme.

One such journey recently undertaken was when Frisby headed down from Scotland with a big Fairline cruiser on the special low-loader behind him; the firm bought the assets of near-neighbours, A1 Boat Transport, about 18 months ago.

“Getting into driving was easy because

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Photographs: Craig Eccleston

to all intents and purposes I was born into it,” he says. “When you’re brought up around trucks, it gets into your blood and you can’t imagine any other life. So, I took my test as soon as I was able to, as did my brothers Chris and Richard – and we now make up the core of the driving team.” Frisby’s Dad still works in the business, acting as the yardman, while his Mum runs the office.

Until the arrival of the two First Choice XFs at E&S Frisby & Sons, the operator had focussed almost exclusively over the years on big ‘Swedes’ for its work.

But when it bought the assets of the local specialist haulage company with interests in boat haulage, the company found itself with a number of new trailers and a DAF 95 480. “That was nearly the end of our relationship with DAF right there because I was driving it to try and

build the boat haulage side we had taken over. To be honest, it didn’t like me and I didn’t like it! The problem wasn’t that it was a bad truck, because it certainly wasn’t, but it had a manual gearbox and for 14 years I had been used to automated gear-shifting. The truck also had various modifications on it to get the boats up behind it, so it was a question of having to learn how to drive a manual truck all over again.” Frisby admits half the battle was him not wanting to have to use a manual shift, but once he got back into the swing of things, he said that the DAF and he had learned to like each other quite a bit!

A choice is made… a First Choice That initial uncertainty over the old ’95’ had certainly been dismissed by the time the firm found itself looking to replace two of their other trucks from a rival

E&S FRISBY & SONS

manufacturer. “When they were due to go, I was more than happy driving the DAF that we actually approached our local DAF dealer in Kings Lynn – Ford & Slater – and asked them to show us what they had,” recalls Frisby. “To be fair to them, the team there did a great job in making us feel wanted.”

The operator wasn’t looking for anything specific in terms of either new or previously owned, so Ford & Slater put together a basic shopping list with the family and came back with a list of options – among them some First Choice used tractors. “To be fair, the value in those First Choice used DAF options was so good we didn’t think about new any further,” says Frisby.

“More importantly, the interest the dealer showed at the start carried right on through the deal, which meant we finished up with exactly what we wanted.”

What Ford & Slater did – apart from offering a range of First Choice and new options – was then to work closely with E&S Frisby to deliver trucks tailored specifically to the company and its drivers. They had the vehicles, including the wheels, repainted and sign-written and added microwaves, fridges and light bars – not to mention low-height fifth wheels; Frisby and his brothers added their own TVs. “At the end of the day, we looked at what was on offer with First Choice and there was no way we could justify thinking any more about new vehicles,” he states. “On top of all Ford & Slater did in terms of liverying the trucks as part of our fleet, it gave us six months full DAF warranty and we then added a three-year R&M package. The price was still spot-on for us, so we happily became the owners of two very nice DAF XF 510s.”

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E&S FRISBY & SONS

The 510 engine pulls really well, and we’re getting well over 8mpg even with big boats on the back

Needless to say, Frisby made sure he was driving one of the new DAF arrivals, taking on the special CAT 2 boat haulage vehicle plated at 60 tonnes. His brother Richard took on the other for more standard 44-tonne activity. Says Frisby of his DAF: “It’s very different to the old 95 naturally – and although the 95 and I had become good friends, this vehicle is a real cut above. It’s so quiet and comfortable in the Super Space Cab. The 510 engine pulls really well, and we’re getting well over 8mpg even with big boats on the back. To be fair, we’d not have anything under 500hp these days anyway. We reckon a big engine working comfortably, whatever the load and road conditions, is always better than a smaller engine flogging itself hard. It isn’t just a fuel thing, either. It certainly is a more economical way to go, but from the driving perspective it allows you to be far more relaxed and better able to concentrate on the road and other traffic. With up to a million pounds’ worth of boat on the back at any time, that’s very necessary!”

Looking forward For any firm, but especially for smaller family firms, the answer to the age-old question, ‘What happens next?’, is as unanswerable today as it has ever been.

Perhaps, with Brexit on the near horizon, even more so. Right now, the overall business environment for E&S Frisby is looking good. “There’s been the three of us brothers, driving pretty much full time 44

DAF DRIVER AUTUMN 2019

for the firm and we have actually had to take on another young chap to add to the driving schedule,” says Frisby. “It must have been tough coming in as the only

DAF DRIVER MAGAZINE CAUGHT UP WITH MICK ON HIS WAY DOWN FROM SCOTLAND non-family driver on the team, but you look for someone who seems to share the same ideas about driving and the need for constant attention to safety and reliability and then treat them exactly the same as the family. We seem to have been lucky enough to find exactly the right person.

“So, overall, business is pretty reasonable and that’s even with Brexit on the horizon.

People talk about the dangers and so on, but, at the end of the day, stuff is still going to have to move,” he says. “People will still need to eat, fill up their cars, buy clothes and furniture and the UK haulage industry is going to have to keep it moving round the country.”

Most of the clients the Frisby operation deals with have been with it for a long time and almost all have come through word-of-mouth recommendations

from satisfied customers. Having bought the assets of the boat haulage firm back in early 2018, the family has concentrated on building that, but not at the risk of its general haulage work.

“We have developed a good relationship with the boat industry, but it can be a bit seasonal and based where we are – close to Peterborough – there are other opportunities,” says Frisby. “For instance, we transport a lot of high-end forklifts – everything from pallet trucks to empty container handlers – all over the UK.” The firm’s low-loaders and other heavy-duty trailers are currently also being kept very busy with large construction and engineering units, plant and machinery and access platforms.

“When you’re busy like we are, you don’t need to be worrying about your trucks and whether they are up to the mark,” says Frisby. “That’s one of the things we loved about the DAF First Choice package – it meant we could get on with running the trucks and keeping customers happy.

At the same time DAF – and Ford & Slater in particular – looked after the vehicles and kept us on the road and, just as important, compliant.”

Would the family be going back to Ford & Slater in the future? “I would certainly say so. As a driver, I have to admit that the big XF is a good-looking vehicle and as a proud family member I think it really suits our livery. Other drivers mention it when I am parked up, and that has to mean customers should also be impressed with the way our fleet is growing with premium vehicles. And that’s always a good thing.”

So, with pride in their work and the super-smart look of the ever-younger fleet, the future looks ‘first class’ for the E&S Frisby family firm and its DAF First Choice trucks.

SIMPSON SAYS

HOPE FOR THE BEST, PREPARE FOR THE WORST It’s probably never been harder for the people running businesses in the UK to make even short-term forward plans: and I include in that statement both world wars and the Suez Crisis.

By Richard Simpson, industry pundit

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s I write these words in early September, it is still not clear as to whether we will be in or out of the European Union on November 1 or, if out, whether we will be out under World Trade

opinions on Brexit, what is clear is a lamentable lack of preparation for any eventuality on the part of the Government. Whether that is down to the civil service stalling preparations for a no-deal Brexit in the hope that it would make the whole thing go away or the breezy optimism of Brexiteer

have as many bases covered as is possible.

But while Government has sat on its hands, the transport industry has been very fortunate in that most of the truck manufacturers, including DAF, of course, have been building up stocks of parts: both at dealer level and in national warehouses.

OTHER MANUFACTURERS FACE A POSSIBLE HIKE IN NEW VEHICLE SALES COSTS OF UP TO 20 PER CENT IF WTO TARIFFS ARE IMPOSED, DAF’S BRITISH ASSEMBLY WORKS AT LEYLAND WILL HOPEFULLY MEAN THAT THE PRICES CHARGED BY THE UK’S MARKET LEADER SHOULD REMAIN RELATIVELY STABLE Organisation rules or those of some agreement that will be cooked up between (God help us) Boris Johnson and Jean Claude Junker in the next couple of weeks.

Irrespective of personal

politicians that the rest of the EU will still treat us as though we are members even after we have left is, frankly, rather unimportant at this late stage in the game. What is clear is that operators must plan to

In the event of a no-deal and consequent delays at ports, there should be enough parts in stock to cope with most eventualities until the situation is resolved.

And, while other

Irrespective of personal opinions on Brexit, what is clear is a lamentable lack of preparation for any eventuality on the part of the Government.

manufacturers face a possible hike in new vehicle sales costs of up to 20 per cent if WTO tariffs are imposed, DAF’s British assembly works at Leyland will hopefully mean that the prices charged by the UK’s market leader should remain relatively stable, as less, if any tariffs will be imposed on components imported for local assembly. That may also help concentrate the minds of other manufacturers who might otherwise be tempted to introduce unnecessary price increases using Brexit as an excuse.

If only our politicians were as sensible as our truck companies!

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OPERATOR FEATURE

IF YOU DON’T ASK… When Archbold Logistics added 16 DAF XFs to its fleet, there was a specific requirement for a bit of extra ‘software’ as part of the deal – driver training Words: Ronnie Hitchens

Photographs: Karl Hopkinson

“

It’s not that we have poor drivers – far from it,” explains Alan Maher, MD of Archbold Logistics, when explaining the decision to have help for his drivers added into an order for new trucks. “In fact, a major part of what drove me to get this training is precisely because we have drivers I trust and I wanted them to feel confident and get the very best out of the new trucks that were coming in.

“DAF and I talked a lot about the vehicles and their spec, because we have a fiveyear life-cycle for our trucks and need to be sure of R&M costs, warranty cover, residual values, fuel consumption and parts pricing,” added Maher. “We also looked very hard at local dealer support, because that’s a really important piece of the jigsaw when you choose not to run your own workshops. However, one of the biggest things for me was this training: Archbold talked to DAF a lot about spec. The company’s trucks have a five-year life-cycle requiring careful consideration on R&M costs, warranty cover, residual values, fuel consumption and parts pricing

“…one of the biggest the best trucks in the things for me world are no good was this training: unless your drivers the best trucks in know them properly the world are no and know how to get the good unless your safest and most costdrivers know them efficient performance properly…” out of them. It’s a Alan Maher bit like having the world’s finest orchestra in front of you – if the conductor doesn’t know the music thoroughly, you just get a second-rate performance.”

Cherry on top The deal was finalised with with visits to F&G Commercials in Manchester and a training package agreed with Commercials’ driver-trainer, Stewart McManus. “It is always very rewarding when an operator of the stature of Archbold looks at driver training like this – rewarding for the drivers and rewarding for the operator,” says 46

DAF DRIVER AUTUMN 2019

OPERATOR FEATURE

The new DAFs celebrate Archbold’s 100th Anniversary. The initial XF was treated to a slick new future livery for the whole fleet, plus a special 100th Anniversary treatment.

McManus. “The DAF Training package is exceptional and allows us to ensure drivers and trucks are properly introduced and set on the road to safe and economical driving.

“With Archbold Logistics, a DAF colleague and I had their driver-trainer for a day at the dealership, so that we could train him in the various DAF product procedures and run through general principles.”

The new DAFs arrived in time to help Archbold celebrate the 100th Anniversary of the founding of this highly-regarded family business. The initial XF to arrive was treated to not only the very first outing of a slick new future livery for the whole fleet, but also to a special 100th Anniversary treatment as well.

me driving was what I wanted to do,” he explains. “Once you’re out on the road, so long as you’re steady, you’re virtually your own boss. In the office you get it from all sides – customers, drivers, bosses, the missus – and you just don’t get paid enough for all that!

“As far as the training was concerned, like anyone who’s been doing it as long as I have, you start with the obvious question in your mind: ‘What are you really going to

be able to teach me?’”

The person with the unenviable task of answering that question is Gary Barker.

A man with a solid British Army Driving Instructor background and some 30 years in total in the driver- training business.

“Allan’s a really good driver and I think, despite his initial questioning of the training, that is exactly why he got into it and contributed so well,” says Barker. “He could quickly see we were not trying to do

What can you teach me?

The driver of that first DAF was Allan Hill, who had been driving for some 36 years in a variety of trucks from 7.5-tonnes to 44-tonnes, as well as managing a traffic office for his first employer. Hill freely admits he was a little uncertain just what the driver training was going to do for him.“I chose to be a driver. I had started in driving, but then had six years in the traffic office in my old job; that convinced AUTUMN 2019 DAF DRIVER

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OPERATOR FEATURE

New 100th Anniversary livery adorns the latest DAF acquisitions, while a thoroughly modern revision of the company’s colourways is now being introduced.

anything other than enhance his existing skills – particularly with regard to what was a brand new truck for him.”

The course Barker teaches is Safe and Fuel Efficient Driving (SAFED) and the focus is very much on driving ahead; reading the road in the near and middle distance and using that to stay in the right gear, out of trouble and away from harsh braking and accelerating. “If drivers do nothing other than remember that 48

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correctly reading the road ahead can help them stay safe – and keep other road users and the wider community safe – that has to be a great advance,” he says. “Not only that, but doing so almost automatically results in enhanced fuel performance and fewer accident and maintenance bills.”

As more and more drivers are rewarded for improved fuel economy and running accidentfree, that is a real win-win! Or, as Maher puts it, “It’s a very worthwhile spend. When we all get it right – our drivers and those of us supporting them – it’s quite simply one of the best investments we can make in our team and our future.”

Man and machine in harmony It’s a long-held view around the transport industry that, if you put the best drivers in the world in a poor truck you will never get their best performance. And the same is certainly true of poor drivers and the best trucks! Equally, it is said that while training might only improve the best drivers by 5-10%, it can raise the performance of an

average driver by as much as 25-30%. Take the combination of those two popular views and you reach the obvious conclusion: you need the best drivers in the best trucks to get the best results.

Hill is certainly one of the best, a view confirmed by driver-trainer, Barker. Both had enjoyed their time together on the SAFED sessions and both said they felt they had got something positive out of it.

“It’s a new truck. New technology. If you listen, you can always learn something,” confirmed Hill.

But what did he make of his new DAF XF, coming as he had from a supposedly ‘super-Swede’? “I’ll be honest, I was far from sure when the boss first told me,” says Hill. “We had DAFs here many years ago, but I didn’t get involved with them, although, in fairness. things have changed a lot with all trucks since then. I’ve driven most others, Scania, Mercedes-Benz, MAN, Volvo and so on, but this is the very first DAF I have been given.

“It’s a great motor,” he says. “I wasn’t sure about the Super Space Cab at first, thought it looked a bit ‘bulky’, but I soon found it was a real belter. Loads of room, great visibility, all the main controls and dials are in sensible positions and there are plenty of sockets for electrical plug-ins.

To be honest, the bed is really comfortable as well, there’s plenty of storage lockers and fantastic interior lighting, so it’s great for staying out in. I do about four or five nights away most weeks, and this is a great environment for that sort of work.”

Pulling power Hill has a view that all trucks have lost the edge a little in raw pulling power, wondering if it was the result of all the emissions legislation they are now forced to meet. His XF, like the other 15 coming onto the fleet, is a 480hp, which should be plenty. “It’s very decent and ideal for our sort of work,” he admits. “You can ‘lug’ just that little bit longer than my old truck and simply let it roll on up to junctions, which is good for economy. I’m getting just over 10mpg already on heavy work and it is only just starting to bed in. On top of that, I like the very positive DAF steering. And the exhaust brake is so good that I very rarely use the footbrake in general work.

“You want man and machine in proper harmony. If one is fighting the other, neither will give their best.”

MEET THE TRAINERS

STEWART MCMANUS DAF now has Dealer Driver Trainers based across the country to help hand over new and used vehicles. In this issue, we talk to Stewart McManus, the DAF Dealer Driver Trainer for F&G Commercials in Manchester and one of the longest-serving members of the dealer network Q When did you first join F&G and what was your first job there?

A I was already working as the Driver Trainer and vehicle handover specialist at the Manchester dealer on Trafford Park when it was bought from Chatfields by F&G Commercials in December 2014.

I started out at Kennings in 1981, which was the Leyland dealer in Manchester. It was taken over

by Chatfields in the mid-1980s, so I’ve been in the business for 38 years.

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

A I went to school in rural Northern Ireland. We lived in a placed called Myroe, near Limavady in County Londonderry, a beautiful picturesque area on the Atlantic/Lough Foyle coastline. The area is known locally as the Roe Valley and is towered over by Benevnagh mountain and has the river Roe flowing through it. All of these factors instilled a love of all things country in me. Fishing and hunting were part and parcel of my formative years and an unfulfilled ambition from my school days was to be a gamekeeper or ghillie on a large country estate.

Q When did you take your HGV licence?

A I went straight into my Class 1 in 1982, soon after I started at Kenning. Back then you could go straight into your test on artics, even though there was also Classes 2 and 3 too.

Q What do enjoy most about your role?

A All aspects of it, to be honest. Getting to drive the best trucks in the world on a daily basis and meeting our wonderful customers are two particular highlights. It’s always a pleasure going to work.

Q Do you have a top tip for a driver getting his new DAF? A I would urge drivers to keep an open mind when meeting your Dealer Driver Trainer. As the saying goes, “An open mind reaps a good harvest.”

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

A I drive a Ford Focus, which is only the fourth car I’ve owned! I tend to keep them a long time –

16 years with my last one, which was an ‘M’ reg Mondeo. The two prior to that were Escort estates.

My ‘money no object’ car would be a Ford F-150 Raptor. I am a creature of habit and I love Fords!

Q What other responsibilities do you have at F&G? A Hand-in-hand with my driver training and handover work, I move our vehicles around between bodybuilders and paint shops, etc.

I work closely with my colleague Rashik Lad, who’s in the office to keep everything running smoothly and efficiently.

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

A Going back to my school day aspirations, I would now love to have a trout/carp fishery, with a tackle shop and cafe. All set in a scenic rural location.

Stewart came over to England from Northern Ireland in 1980 and met his wife Denise in 1981 on a blind date on Valentine’s Day, an anniversary he should never forget!

He likes gardening and has an allotment where he grows vegetables, fruit and flowers. Growing produce in the garden was part of his childhood in Myroe and is still a passion he has with an allotment that keeps him busy outside of work.

He and Denise like to keep fit and love walking in the Lake District and, more locally, the Derbyshire hills. Stewart and Denise’s front door is just 30 to 40 minutes’ drive from the hills and when at the top, the scenery is outstanding.

AUTUMN 2019 DAF DRIVER

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DAF Trucks UK Dealer Locator & Contact Details 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.

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DAF DRIVER AUTUMN 2019

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 34

Area ABERDEEN ASHFORD BRISTOL CARDIFF CARLISLE CROYDON DERBY EDINBURGH GLASGOW GLOUCESTER GRAYS GUERNSEY 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 ★ Solway DAF ★ HTC Croydon ★ MOTUS Commercials ▲ Lothian DAF ★▲ MOTUS Commercials MOTUS Commercials Harris DAF ★▲◆ Rabeys Garage Ltd Barnes DAF MOTUS Commercials ★▲ HTC Heathrow ▲ F&G Commercials Ltd ▲ MOTUS Commercials ▲ Chassis-Cab Ltd ★ Evans Halshaw DAF Leeds ▲◆ Ford & Slater DAF ★ North West Trucks ▲ F&G Commercials Ltd ▲◆ Brian Currie ▲ Wessex DAF TBF Thompson DAF ★ Ford & Slater DAF ★▲◆ Lancashire DAF ★▲ HTC Reading ★ Evans Halshaw DAF Sheffield ▲ Greenhous DAF ▲ Adams Morey Ltd ★ Evans Halshaw DAF Stockton ★▲◆ MOTUS Commercials Greenhous DAF ★▲

Postcode AB23 8JZ TN23 1EH BS2 OQP CF11 8AT CA3 0HD CR0 4TD DE22 4NB EH20 9QH G51 4TH GL2 5FD RM20 4AU GY1 6DP 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 01481 244551 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 01142 939200 01743 467904 02380 663000 01642 637660 01782 276600 01902 305090

Postcode OX14 3NG BB5 5YT KA8 9RT OX16 4SP S71 3HS SS14 3JB RG24 8NS MK41 9TG ML4 3LU DA17 6BT B6 5TG B33 0SL DH3 2AF DE55 5JY BH8 0BL MK18 1DR IP32 6NL TR14 0PY CB5 8SQ CT3 3DW LA5 9DW WF10 5UB S40 2RG LL28 5RA NN17 4BA CV3 4FL RH10 9NS G67 3EH CH5 2QJ DN6 7BA DN8 4JD DG2 0JE DD2 4UH TD11 3HS BN23 6PW IV30 6UH BA11 2FD BT51 5JZ DN31 2TG HP2 7YU HR4 8DS HP12 4HS LL65 4RJ IV1 1SG IM9 2AQ

Telephone 01235 531004 01282 773377 01292 269002 01295 270072 01226 731870 01268 290680 01256 811414 01234 211241 01698 573800 02083 197800 0121 326 6985 0121 784 4023 0191 492 1155 01773 813313 01202 524422 01280 814741 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 01244 521643 01302 727040 01405 740086 01387 720820 01382 611166 01361 883411 01323 745700 01343 547121 01373 464524 02829 558353 01472 362929 01442 835670 01432 763900 01494 465464 01407 721197 01463 712000 01624 825559

● 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 ABINGDON ACCRINGTON AYR BANBURY BARNSLEY BASILDON BASINGSTOKE BEDFORD BELLSHILL BELVEDERE BIRMINGHAM BIRMINGHAM BIRTLEY BLACKWELL BOURNEMOUTH BUCKINGHAM BURY ST EDMUNDS CAMBORNE CAMBRIDGE CANTERBURY CARNFORTH CASTLEFORD CHESTERFIELD CONWY CORBY COVENTRY CRAWLEY CUMBERNAULD DEESIDE DONCASTER DONCASTER DUMFRIES DUNDEE DUNS EASTBOURNE ELGIN FROME GARVAGH GRIMSBY HEMEL HEMPSTEAD HEREFORD HIGH WYCOMBE HOLYHEAD INVERNESS ISLE OF MAN

Dealer name R P Cherry & Son Ltd Lynch Truck Services Ltd MOTUS Commercials ▲ GB DAF Banbury F & G Commercials Ltd ▲ Harris DAF ▲ Adams Morey Ltd Brian Currie MOTUS Commercials HTC Belvedere ★ Greenhous DAF ▲ MOTUS Commercials ★ Evans Halshaw DAF Birtley ★▲◆ H W Martin Adams Morey Ltd ★ Ring Road Garage ▲ Chassis-Cab Ltd Wessex DAF Chassis-Cab Ltd ▲ Channel Commercials PLC Lakeland Trucks Ltd Pelican DAF ▲◆ A Herring Ltd ▲ Parrys Commercials Ltd Ford & Slater DAF ▲ Ford & Slater DAF ▲ GB DAF Gatwick MOTUS Commercials ★ MOTUS Commercials ◆ MOTUS Commercials ▲ Fishlake Commercials Ltd ▲◆ Solway DAF Norscot Truck & Van Ltd ▲ J E Douglas and Sons ▲ Brewers DAF Sheriffmill Motor Co Ltd MOTUS Commercials ▲ TBF Thompson DAF MOTUS Commercials ◆ HTC Hemel ▲ MOTUS Commercials Euroway DAF ★▲ Holyhead Truck Services ▲ Norscot Truck & Van Ltd Wade’s 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 95 96

Area ISLEHAM JERSEY KETTERING KINGS LANGLEY KING’S LYNN KIRKCALDY LINCOLN LIVERPOOL LUTON MACCLESFIELD MELBOURN NARBERTH NEWARK NEWPORT NEWPORT IOW 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 TORKSEY WALTHAM CROSS WARWICK WIGAN WISBECH WITHAM WORCESTER WORKINGTON WREXHAM YORK

Dealer name Universal Garage DAF ★▲ Rabeys F W Abbott Ltd ▲ CCS Ford & Slater DAF Drummond Motor Co Ltd Ford & Slater DAF MTC Northwest Ltd ▲ HTC Luton MOTUS Commercials ▲ Foulger’s (CVS) Ltd ▲ G D Harries ▲◆ Ford & Slater DAF ▲ Watts Truck & Van Newport ▲ Adams Morey Ltd Brian Currie North West Trucks ★ MOTUS Commercials ▲ F & G Commercials Ltd HTC Oxford ★▲ HTC Park Royal Solway DAF Norscot Truck & Van Ltd ★ Ford & Slater DAF ▲ Wessex DAF 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 ▲◆ DW Commercials Taunton DAF Greenhous DAF ▲ Eastments Garage Ltd Harris DAF ★▲ MOTUS Commercials ◆ Woodwards Truck and Van Centre Ford & Slater Ltd ▲ Harris Truck & Van Ltd MOTUS Commercials ▲ Solway DAF MOTUS Commercials MOTUS Commercials

Postcode CB7 5PW JE2 7GR NN15 6NL WD4 8JA PE34 3AH KY1 2YX LN4 2NQ L33 7XS LU3 3AN SK11 0JB SG8 6DF SA67 8RG NG24 2NZ NP10 9HZ PO30 5UZ NN7 3AB 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 LN1 2EJ EN8 7PG CV35 9JY WN3 6PQ PE13 2TQ CM8 3UJ WR5 3HR CA14 4JH LL14 4DP YO30 4XA

Telephone 01638 780642 01534 862304 01536 517704 01923 262199 01553 764466 01592 653485 01522 518170 0151 545 4750 01582 505464 01260 253232 01763 262826 01834 862436 01636 701673 01633 891991 01983 522552 01604 858810 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 59221 01823 331275 01952 586454 01427 718638 01992 651155 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 35 DUBLIN

Dealer name DAF Distributors Ireland Ltd ★

Road No. Dublin 22

Telephone 00 353 1403 4141

● Parts and Service Dealers Republic of Ireland 97 98 99 100 101

Area CAVAN CORK CO TIPPERARY DUBLIN GALWAY

Dealer name Interparts Drumalee Ltd DAF Truck Services Cork Ltd Guilfoyle Truck Sales Ltd North Dublin Commercials Ltd Galway Truck & Van Centre Ltd

Road No. N3 N20 R445 M1 N84

Telephone 00 353 49 433 1777 00 353 21 430 1202 00 353 505 23333 00 353 1802 0139 00 353 91 751 984

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

AUTUMN 2019 DAF DRIVER

51

WHEN REPLACING PARTS IT PAYS TO KEEP YOUR DAF FLEET GENUINE

DAF GENUINE

WATER PUMPS DAF Genuine Water Pumps feature:

INCORRECTLY DESIGNED WATER PUMPS CAUSE ENGINE DE-RATING RESULTING IN EARLY BREAKDOWNS.

PUMP HOUSING

Original water pump from aluminium die cast material. This design is 100% porosity free and therefore no leakage through housing.

Best fit and no sharp edges – installation friendly.

• Correct impellor design - No cavitation • Patented two stage clutch - Saving fuel • Die casted housing - No porosity

CLUTCH

Two stage water pump runs at 30% of belt drive rotational speed at all times. Only when additional cooling is required the pump gears up to 100% of belt drive rotational speed.

Advantages: Reduced fuel consumption up to 0.3%. Optimum engine temperature is quickly achieved from a cold start.

BEARING

• Premium bearings - Long service life

Axle bearing and pulley bearing are from premium bearing manufacturers respectively KINEX and NACHI. It is a guarantee for a long service life.

IMPELLOR

• Application: DAF CF & XF EURO 6 prior MY2017

Exact dimensions are key to performance. Incorrect dimensioned Impellor leads to air bubbles imploding against engine interior and causes engine cracks – this process is called cavitation.

• Optimised thermo management • Two stage rotation speed • Minimized rotation speed - Fuel saving • DAF warranty

LF BRAKING SOLUTIONS EVEN GREATER THAN THE SUM OF THEIR PARTS! DAF OE Air Disc systems are selected and developed to work perfectly together providing the ultimate in braking safety and efficiencies for your DAF LF trucks.

DAF Genuine brake pads provide optimum braking performance and maximum safety in all conditions.

They give a longer service life and increased vehicle uptime, helping to reduce operational costs.

DAF Genuine brake discs undergo rigorous and demanding testing to provide the safety features you expect from your vehicles’ braking system.

DAF Genuine brake calipers provide the SPECIFY ultimate in braking

DAF GENUINE BRAKING PARTS

FOR COMPETITIVE PRICES & INCREASED VEHICLE UP TIME – KEEPING OPERATING COSTS DOWN

52

DAF DRIVER AUTUMN 2019

A PACCAR COMPANY DRIVEN BY QUALITY

safety and the ability to handle stop and go traffic and full on emergency braking, when necessary, day in day out and in all weather conditions.

REPLACING STEERING & SUSPENSION PARTS? DAF GENUINE PARTS SHOULD ALWAYS BE THE AUTOMATIC CHOICE Manufactured and fitted on every new DAF Truck, each part is specifically designed and engineered to provide high-quality assurance and are produced following strict quality and testing standards.

As original parts, they provide a precision fit, keeping repair costs and downtime to a minimum.

UPGRADE TO LED REAR LAMPS INCREASE EFFICIENCY THROUGH LOWER POWER CONSUMPTION

HELLA COMPATIBLE WITH

✓ Hella LED rear lights for CF/XF Euro6 onwards

✓ HDSCS and DIN connections

✓ Replaceable, nonpatterned and non-handed lenses

✓ Increases truck efficiency through lower operational costs

✓ Innovative direction indicators

✓ Estimated 88% lower power consumption

✓ Includes failure monitor for direction indicator

✓ Part of the DAF Transport Efficiency Programme

✓ Available with back-up alarm and licence plate options

DAF LF, CF, XF AS WELL AS OTHER ALL MAKES

✓ Vignal LED LC8 for LF and CF applications ✓ Available with side or rear connectors ✓ Vignal LC11 LED lamps introduced in 2018

✓ Non-handed lenses ✓ Options for both LC8 and LC11 include side marker lamp, reflector and number plate lamp ✓ LED glowing effect

✓ HDSCS connectors, side or rear available

CAN BE RETROFITTED ON VEHICLES

✓ 7 functions

VIGNAL

PRODUCED AFTER

2009

UPDATE YOUR DAF FLEET WITH A SMART TACHOGRAPH New legislation requiring all new trucks to have a Smart Tachograph is currently being introduced. For DAF trucks without a Smart Tachograph,

the retrofit of a new Smart Tachograph will cut down on administration and improve driver safety by reducing unnecessary driver infringements.

Contact us for details of how we can help you run more efficiently and safely by retro fitting the right Smart Tachograph to your DAF trucks.

A PACCAR COMPANY DRIVEN BY QUALITY

ENGINE FITMENT

PART NO.

SMART TACHOGRAPH

1544668

DSRC ANTENNA

1544676

DSRC Cable

1544677

KITAS 4 18mm

1544675

KITAS 4 18.6mm

2183559

KITAS 4 19.8mm

1544670

KITAS 4 23.8mm

2183560

KITAS 4 25mm

1544669

KITAS 4 33.8mm

2183563

KITAS 4 88.8mm

2183562

AUTUMN 2019 DAF DRIVER

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COMPETITION In association with

SPOT THE DIFFERENCE Your chance to win fantastic prizes every issue

HOW TO WIN: DAF has supplied a Luxury PU leather laptop bag, predominantly black with brown and blue details. Equipped with a large zipper pocket and smaller storage compartments inside, the bag also has a detachable shoulder strap.

Simply spot and mark the four differences on the images above. Once completed either cut out or photocopy and post to DAF Driver Magazine, 4th Floor, 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire PR7 3QQ Closing date: Friday 15th November 2019

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. G Hole, Somerset-Winner’s details to appear in the Winter issue of DAF Driver Magazine 54

DAF DRIVER AUTUMN 2019

DELO®…DURABILITY

BY DESIGN When engine and gear oils prematurely thicken, this affects efficiency, emissions, service intervals, wear and overall protection of your vehicle – be it an articulated truck, rigid or light commercial van. Designed for durability, Delo products help prevent this from happening.

The Texaco® Delo family of products consistently perform and deliver results throughout their lifetime in your equipment.

Welcome to the World of Delo.

To find out more, please contact your DAF dealer.

Learn more at texacodelo.com AUTUMN 2019 DAF DRIVER

A Chevron company product

© 2019 Chevron Products UK Limited. All rights reserved. All trademarks are the property of Chevron Intellectual Property LLC or their respective owners. DEL239-0 [DAF_05/19]

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PACCAR Financial Tailored financial solutions As DAF’s in-house finance provider, PACCAR Financial has over 50 years’ experience offering financial services specifically for the transport sector. Naturally for the financing of your trucks, but also for complete combinations.

With various financing possibilities, including repair & maintenance contracts. PACCAR Financial always offers a solution tailored to your individual requirements.

A PACCAR COMPANY DRIVEN BY QUALITY