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P eter Burgoyne, managing director of the Herefordshire firm Burgoynes (Lyonshall),
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admits that haulage can be a tough environment in which to work. "You have come at a time when the transport industry has big problems," he tells CM. Congestion, downtime, the impending Working Time Directive, problems recruiting
fresh blood into the industry—all these factors are making life difficult for hauliers, he says.
But operators often have a better chance of weathering the storm if they work in niche markets, and Burgoynes do just that.
"We make marquees," he explains. The firm produces them, refurbishes them—and supplies them to the customers. "We have a lot of customers. Our marquees are used for weddings, agricul tural shows, hunt balls and 21st birthday celebrations," he says.
The marquees are transported across a 100-mile radius of the village of Lyonshall. To do this the firm runs an artic, six 17tonne rigids, two 13-tonners, and five crew-cabbed pickups to transport the personnel who erect the marquees.
In rural Herefordshire the marquee work is seasonal. Summer is the time for the weddings and shows and marquees have to go up, even if the weather is inclement. As Burgoyne says: "If we are contracted to do a wedding, and there is torrential rain, we have to be there. The wedding cannot wait."
In the winter months, when business goes quiet, half of the marquee fleet is mothballed. "The vehicles are de-licensed, and we get a road tax refund," says Burgoyne.
In addition to the marquee fleet, Burgoynes run 25 artics and five 17-tonners; the company also uses the services of five subcontractors, which provide traction only.
The transport fleet (that is, other than the marquee-carrying trucks) specialises in shifting insulation board, which acc for 75% of its workload. picked up from a local fa "Then we transport it acro country," says Burgoyne. majority of this goes dire. the customer, on building The rigids are especially go inner-city drops."
The remaining 25% of involves carrying animal fee So does he ensure that are backloaded? He says: you've got it in one." Full loa pursued when possible.
Yet given the lightish nat the loads, drawbars will no the picture. "The terrain a here does not lend itself to t he points out.
Burgoyne understands margins are tight, but in 1 had no qualms about p money into the business. commitment to the industr proven in 1997 when we I £250,000 workshop and park facility," he explains.
"Since then the whole h. scenario has changed mor once. Fuel is 10p/lit cheape it was a year ago but, d: this, overheads have got carefully monitored." adds: "Another problem is mpending) Working Time ive, which will have very s consequences for the :e industry; and such probare compounded with the I ge of HGV drivers. I think we ssing the benefits of a transaining system to encourage into the industry."
there is also some good he adds: The VED rates ed, and this was a very nice for the industry."
pite the often demanding of the job, Burgoyne's fleet es to project a smart The truck livery is a tasteful the staff uniforms are and the sheds, too, are Such attention to detail is ve: it looks professional, and ly helps instil confidence in stomers.
sport manager Rob Ilader says of the ined colour scheme: "Well, it enough for people to know e are and where we are." h careful image projection Ines the fact that companies rgoyne value their identity. ts it to Burgoyne that the big operators are going from strength to strength. Meanwhile, the smaller firms are getting squeezed out of the business.
So will Burgoynes ( Lyonshall) ever be snapped up by a fleet giant, or merge with another haulier? "I would like to keep it as a private business as long as I can," he replies.