Truck & Fleet ME February 2014

A SUPPLEMENT OF CMME

MIDDLE EAST002 FEBRUARY 2014

TRACK DAY VOLVO’S TRUCK GOES FOR A SPIN AT YAS

ROAD SMARTSTHE WAYS OF THE FUTURE

BUDGET BUSTERS

2014’S BEST VALUE

TRUCKS

ISUZU D-MAXDiesel engine outputs 100kW @ 3400rpm

ISUZU’S PERFECT BALANCE BETWEEN WORK AND PLAY

TO THED-MAX

ISUZU MIGHTY TRUCKS

Best Quality . Best After Sales . Best Value

3 DECADES OF SUCCESS

A remarkable partnership since 1980, shifted ISUZU into one of the top UAE market leaders. The Environment-Friendly Diesel Engine, Technological Prowess and Strength of ISUZU trucks are features that aim to meet the intensive market demands and to become the dependable name in its sector.

ISUZU MIGHTY TRUCKS

Best Quality . Best After Sales . Best Value

3 DECADES OF SUCCESS

A remarkable partnership since 1980, shifted ISUZU into one of the top UAE market leaders. The Environment-Friendly Diesel Engine, Technological Prowess and Strength of ISUZU trucks are features that aim to meet the intensive market demands and to become the dependable name in its sector.

FEBRUARY 2014 TRUCK&FLEET ME 1

CONTENTS

GROUP CHAIRMAN AND FOUNDER DOMINIC DE SOUSA

GROUP CEO NADEEM HOOD

GROUP COO GINA O’HARA

PUBLISHING DIRECTOR RAZ [email protected] +971 4 375 5483

EDITORIAL DIRECTOR VIJAYA [email protected] +971 4 375 5472

EDITORIAL

GROUP EDITOR STEPHEN [email protected] +971 55 795 8740

DEPUTY EDITOR GAVIN [email protected] +971 4 375 5480

INTERNATIONAL EDITOR STIAN [email protected]

ADVERTISING

COMMERCIAL DIRECTOR MICHAEL [email protected] +971 4 375 5497

DESIGN

ART DIRECTOR SIMON COBONJUNIOR GRAPHIC DESIGNER PERCIVAL MANALAYSAY

MARKETING

MARKETING MANAGER LISA [email protected] +971 4 375 5498

MARKETING ASSISTANT BARBARA [email protected] +971 4 375 5499

CIRCULATION & PRODUCTION

CIRCULATION AND DISTRIBUTION MANAGERROCHELLE ALMEIDA [email protected] +971 4 368 1670

DATABASE AND CIRCULATION MANAGERRAJEESH [email protected] +971 4 440 9147

PRODUCTION MANAGER JAMES P [email protected] +971 4 440 9146

DIGITAL

DIGITAL SERVICES MANAGER TRISTAN TROY MAAGMA

WEB DEVELOPERS JOEL AZCUNAJANICE FULGENCIO

PUBLISHED BY

Registered at IMPZPO Box 13700Dubai, UAE

Tel: +971 4 440 9100Fax: +971 4 447 2409www.cpimediagroup.com

PRINTED BY

Printwell Printing Press LLC

© Copyright 2014 CPI. All rights reserved

While the publishers have made every effort to ensure the accuracy of all information in this magazine, they will not be held responsible for any errors therein.

MIDDLE EASTA SUPPLEMENT OF CMME

I was back in the UK in January to catch the

birth of my first son and first daughter (both

healthy and early, I’m happy to report!) and

spent many hours on the road travelling

to and from hospital as my wife and they

recuperated. January is a notoriously dif-

ficult time to be on the road as the weather is

generally wet, cold or snowy (but mostly wet)

making driving at times very difficult. While I’m

always disappointed by the level of driving in the

Middle East, it should be worth mentioning that

I saw the aftermath of several accidents

involving heavy vehicles during my stay. Most of

which occurred during some big rain storms that

hit the country in the middle of the month.

It made me realise that you can have all the

experience and technology at your disposal but

accidents will happen. The lack of any major

news of deaths relating involving trucks made

me also realise where we need to be heading in

this region. This month’s edition is packed with

new trucks and a special look at road-building

technology that promise a future of greater

safety for drivers. But while you can give all the

driver training you want and, yes, you can put

them in the most advanced trucks, you also need

to instill awareness of other drivers on the road.

When things go wrong – and they will – we must

ensure that a driver is minimising the impact of

his error or a truck’s fault on other road-users.

STEPHEN WHITEGROUP EDITOR

BACK ON THE ROAD AGAIN

2014 PREVIEW

02 / BUDGET BUSTERSA guide to the best trucks money can buy on a budget in the Middle East.

TRACK DAY

06 / A RANGE ROLLING OUTTruck & Fleet ME is back on Yas Marina Circuit to watch Volvo’s new range roll-out.

NETWORK

10 / AFTER THE FOG Your monthly guide to what’s going on in the global and local truck and fleet markets.

HEAVY ROLLERS

12 / WORTHY OF THE NAMEMeet ALE, Abu Dhabi’s big and heavy transportation specialists.

NEXT GENERATION

18 / SMART ROADSWhat can we expect from the next generation of intelligent road networks?

ATVS SPECIAL LOOK

22 / SERIOUS TOYSThe little vehicles with a big future in providing security and emergency support.

PARTING SHOT

24 / FORMULA TONNETATA looks to its own Formula One race to develop new technology.

02

06

22

2 TRUCK&FLEET ME FEBRUARY 2014

TRUCK PREVIEW

BUDGET 2014

It’s no secret that competition is heating up in the global truck market, as new brands and JVs rise from Asia. And while the premium brands may be assured of a certain

cachet, there’s many worthy contenders out there for your fleet

budget. Buying a cheaper vehicle results in extra units or extra savings, especially useful when it’s a shorter duration project, or a vehicle that will see lower usage. But, as is always the case, a lower up-front price can disguise other costs, underlining the importance

GET MORE BANG FROM YOUR TRUCK IN 2014of investigating the reliability of the after-sales offering from your local dealer – this is just as important as build quality. A vehicle won’t run for long if you can’t easily source expertise and spare-parts. Happily, many of the value models we profile are represented by premium

GREAT WALL WINGLE 5Great Wall Motors is one of China’s best recognised light commercial vehicle producers, with a history of producing durable pickup trucks that sell for far less than their Euro-American-Japanese counterparts. Brands such as Great Wall have been viewed by local trading companies as a way to make inroads into the market

dominated by the traditional brands, and consequently the Great Wall vehicles are sold across the GCC by a number of reputable dealers. The Wingle 5 is its latest pickup or Ute, launched in 2011, and is the perfect vehicle to use on a busy site, whether it’s construction, quarrying, agriculture, or oil and gas, and there’s also a strong

appeal for small businesses, since the aggressive pricing of the Great Wall models means that a business can often buy two pickups for the same price as one fully-specced out pickup from a traditional brand. The Great Wall product range is available in 4x2 or 4x4 with single cabin, double cabin and double cabin extra long models, in petrol and diesel, thus

ensuring flexibility and options for buyers.

Wingle 5 2.8TC specs

Capacity: Long 1.68m body

ensures high load capacity

Kerb Mass: 1,740kg

Transmission: 5MT

Engine: Direct injection,

turbocharged diesel engine

Displacement: 2771cc

trading houses in the GCC. When looking, also take into account that the lower residual value of a less-common brand is likely to be written into the sale price – so if you’re looking for a vehicle that you’ll use for its entire life, then this is another way to save costs.

CROSSINGTHE GREAT

DIVIDE


TRUCK PREVIEW

BUDGET 2014

It’s no secret that competition is heating up in the global truck market, as new brands and JVs rise from Asia. And while the premium brands may be assured of a certain

cachet, there’s many worthy contenders out there for your fleet

budget. Buying a cheaper vehicle results in extra units or extra savings, especially useful when it’s a shorter duration project, or a vehicle that will see lower usage. But, as is always the case, a lower up-front price can disguise other costs, underlining the importance

GET MORE BANG FROM YOUR TRUCK IN 2014of investigating the reliability of the after-sales offering from your local dealer – this is just as important as build quality. A vehicle won’t run for long if you can’t easily source expertise and spare-parts. Happily, many of the value models we profile are represented by premium

GREAT WALL WINGLE 5Great Wall Motors is one of China’s best recognised light commercial vehicle producers, with a history of producing durable pickup trucks that sell for far less than their Euro-American-Japanese counterparts. Brands such as Great Wall have been viewed by local trading companies as a way to make inroads into the market

dominated by the traditional brands, and consequently the Great Wall vehicles are sold across the GCC by a number of reputable dealers. The Wingle 5 is its latest pickup or Ute, launched in 2011, and is the perfect vehicle to use on a busy site, whether it’s construction, quarrying, agriculture, or oil and gas, and there’s also a strong

appeal for small businesses, since the aggressive pricing of the Great Wall models means that a business can often buy two pickups for the same price as one fully-specced out pickup from a traditional brand. The Great Wall product range is available in 4x2 or 4x4 with single cabin, double cabin and double cabin extra long models, in petrol and diesel, thus

ensuring flexibility and options for buyers.

Wingle 5 2.8TC specs

Capacity: Long 1.68m body

ensures high load capacity

Kerb Mass: 1,740kg

Transmission: 5MT

Engine: Direct injection,

turbocharged diesel engine

Displacement: 2771cc

trading houses in the GCC. When looking, also take into account that the lower residual value of a less-common brand is likely to be written into the sale price – so if you’re looking for a vehicle that you’ll use for its entire life, then this is another way to save costs.

CROSSINGTHE GREAT

DIVIDE


TRUCK PREVIEW

KAMAZ 6520With a slogan that says “Kamaz Trucks – heavy load for light money” – Kamaz is a Russian heavy vehicle brand finding favour with fleet operators in the GCC. Kamaz is the largest Russian truck manufacture. It is said that every second truck produced in CIS countries is a Kamaz vehicle, while 20% of its production output is slated for export to foreign

markets. The 6520 is a larger-sized dump truck with a kerb weight of 12,950kg, a maximum payload of 20,150kg, and is powered by a 12l V8 engine.

6520 specs:

Wheel config: 4x6

GVW: 33,100 kg

Engine: Kamaz 740.51, Euro 2

Gross power: 235kW (320HP)

Gearbox: ZF 16S151, 16-speed

AVIA D-LINEDespite being manufactured for a time in the UAE, the Avia D-Line is not a common sight on the roads. Owned by Indian company Ashok Leyland, which produces a range of buses popular across the GCC, last year the company closed down its production facilities in the Czech Republic, but Avia Ashok Leyland has said it will restart production in India in order to meet the demand

of local markets. The D-Line range is available from a 7.5 to 12t GVW, with wheel base options of 3400m to 5100mm, with engine ratings from 105kW – 134kW.

D120 specs:

Chassis GVW: 11.9t

Gross combination weight: 21.9t

Gearbox: manual 6-speed, fully

synchromesh ZF6S850

Brakes: ABS air operated discs

TATA PRIMA 4028STata Motors is another Indian vehicle marque which we can expect to see more of in the coming years. The Prima 4028S is a two-axle, 40-tonne GVW tractor, built with a 9-speed ZF transmission. Specs include new generation brakes, ABS and specialised axles for heavy-duty and high-speed application. The Prima 4028S is ideal for carrying freight in and

out of the city and especially for freight movement at ports with fast loading and unloading times. The tractor-trailer is specially designed to facilitate short distance travel.

Prima 4028S specs:

Engine: Cummins ISBe 270,

Euro-III

Displacement: 6.7l

Power: 198kW

Fuel tank capacity: 625l

FOTON AUMARK CThe Foton Aumark C is quickly becoming known in the region as a smart way to expand your company’s short-haul distribution fleet. The Aumark C is available in a number of GVW configurations, from 3 to 14 tonnes. Foton trucks are manufactured by Beiqi Foton Motor Co. Ltd. (Foton), China, in partnership with Daimler AG and Cummins. Their vehicle

volume makes Foton the largest commercial vehicle manufacturer in the world. With a high ground clearance and a tight turning angle, the truck is well suited for tight urban and logistic spaces.

Aumark C, 7.1t GVW specs:

GVW: 7150t

Rated payload: 3955t

Cargo body:

4230×2050×400mm

THE ONEMADE HERE

PRIMED FOR THE MIDDLE

EAST

MAKINGAU-MARK

HEAVY LOAD, LIGHT

SPENDING


TRUCK PREVIEW

HYUNDAI HD 370S MIXER While Hyundai’s passenger and light commercial range is well-known, its range of heavy commercial vehicles is less familir to fleet and commercial buyers. The range comprises smaller trucks, refrigerated vehicles, tractors, dumpers, and mixer trucks, the smaller HD270S and the larger HD 370S mixer.

Compared with the smaller mixer, the HD370S boasts a one metre longer wheel base to provide better driving comfort as well as parts-mounting convenience, reflecting local customers’ needs.

HD 370S mixer specs:

GVW: 38 tonnes

Front axle load: 8 tonnes

Rear axle load: 30 tonnes

Drive configuration: 4x6

FUSO CANTER FGMitsubishi Fuso’s Canter range of light trucks slots in beneath the heavier FK/FM series, but despite the Canter’s diminutive size there’s still a tonne of options for fleet operaters, whether they want a standard cargo truck, dumper or van. The FG is the toughest of the Canter range, with the 4x4 variant is designed to be used on the demanding terrain of construction

sites. 4x4 is activated by a switch, or it can be run in 2WD. It also has a high/low gear range switch, when needed for more demanding slopes with heavy loads.

Canter FG specs:

Engine: Mitsubishi Fuso 4D34-3A

Displacement: 3.0L

Power: 80kW @ 3200rpm

Torque: 255Nm @ 1800rpm

GVW: 5.5t

DONGFENG DFL4240A2 One of the largest manufacturers of motor vehicles in China, DongFeng has established relations with a number of foreign auto firms, most recently agreeing to form a JV with Volvo to make medium and heavy commercial vehicles. The DFL420A2 tractor head is available in a 6x2 and 6x4 configuration, and built with a Cummins ISLe310 30 engine, a 9L engine developing

228kW at optimum RPMs of 2100. Overall dimensions for the tractor head are 6940mm x 2500mm x 3030mm. Minimum ground clearance for the vehicle is 280mm, and approach angle is just 18°.

DFL4240A2 specs:

Engine: Cummins ISLe310 30

Power: 228kW @ 2100 RPM

Curb weight: 8,200 kg

Trailer weights: 32.6t; 35.8t

EICHER 10.90 E2 PLUSBuilt to deliver low total cost-of-ownership (TCO), Eicher Trucks will be familiar sight to anyone who has spent time in India, but are a relative newcomer to the GCC. Nevertheless, the Volvo AB-owned brand has arrived with aplomb, following news that in the UAE, FAMCO had established a new subsidiary (Pacific Machinery) to market and support the vehicle

line-up, which includes trucks and buses. From its E2 Plus series haulage product range (comprising light- to medium-duty haulers, 5-14t), the 10.90 E2 Plus is suited for long distance heavy transportation, while retaining all the features of an LCV.

10.90 E2 Plus specs:

Max power: 70.6kW (96 ps)

Max speed: 91 km/h

HYUNDAI PUTS ITSELF IN THE MIX

THEPERFECT FUSION

THE ONE TO WATCH

STOCKHOLM TO DELHI TO

DUBAI


TRUCK PREVIEW

HYUNDAI HD 370S MIXER While Hyundai’s passenger and light commercial range is well-known, its range of heavy commercial vehicles is less familir to fleet and commercial buyers. The range comprises smaller trucks, refrigerated vehicles, tractors, dumpers, and mixer trucks, the smaller HD270S and the larger HD 370S mixer.

Compared with the smaller mixer, the HD370S boasts a one metre longer wheel base to provide better driving comfort as well as parts-mounting convenience, reflecting local customers’ needs.

HD 370S mixer specs:

GVW: 38 tonnes

Front axle load: 8 tonnes

Rear axle load: 30 tonnes

Drive configuration: 4x6

FUSO CANTER FGMitsubishi Fuso’s Canter range of light trucks slots in beneath the heavier FK/FM series, but despite the Canter’s diminutive size there’s still a tonne of options for fleet operaters, whether they want a standard cargo truck, dumper or van. The FG is the toughest of the Canter range, with the 4x4 variant is designed to be used on the demanding terrain of construction

sites. 4x4 is activated by a switch, or it can be run in 2WD. It also has a high/low gear range switch, when needed for more demanding slopes with heavy loads.

Canter FG specs:

Engine: Mitsubishi Fuso 4D34-3A

Displacement: 3.0L

Power: 80kW @ 3200rpm

Torque: 255Nm @ 1800rpm

GVW: 5.5t

DONGFENG DFL4240A2 One of the largest manufacturers of motor vehicles in China, DongFeng has established relations with a number of foreign auto firms, most recently agreeing to form a JV with Volvo to make medium and heavy commercial vehicles. The DFL420A2 tractor head is available in a 6x2 and 6x4 configuration, and built with a Cummins ISLe310 30 engine, a 9L engine developing

228kW at optimum RPMs of 2100. Overall dimensions for the tractor head are 6940mm x 2500mm x 3030mm. Minimum ground clearance for the vehicle is 280mm, and approach angle is just 18°.

DFL4240A2 specs:

Engine: Cummins ISLe310 30

Power: 228kW @ 2100 RPM

Curb weight: 8,200 kg

Trailer weights: 32.6t; 35.8t

EICHER 10.90 E2 PLUSBuilt to deliver low total cost-of-ownership (TCO), Eicher Trucks will be familiar sight to anyone who has spent time in India, but are a relative newcomer to the GCC. Nevertheless, the Volvo AB-owned brand has arrived with aplomb, following news that in the UAE, FAMCO had established a new subsidiary (Pacific Machinery) to market and support the vehicle

line-up, which includes trucks and buses. From its E2 Plus series haulage product range (comprising light- to medium-duty haulers, 5-14t), the 10.90 E2 Plus is suited for long distance heavy transportation, while retaining all the features of an LCV.

10.90 E2 Plus specs:

Max power: 70.6kW (96 ps)

Max speed: 91 km/h

HYUNDAI PUTS ITSELF IN THE MIX

THEPERFECT FUSION

THE ONE TO WATCH

STOCKHOLM TO DELHI TO

DUBAI

TRUCK PREVIEW


ISUZU D-MAX 3L DIESELIsuzu has a long history as a truck builder, and its D-Max range of pickups have gained a reputation as a durable workhorse since their launch on the world markets in 2002. For commercial buyers they offer an alternative to the other big Japanese brands in the market, with a similar emphasis on fine engineering and build

quality. In the GCC the D-Max is available with two different diesel engines, the 2.5 litre 4JA1-L and the 3 litre 4JJ1-TC. The 4JJ1-TC is common-rail engine that guarantees driving and towing performance on rough, hilly terrain, with an electronic controlled fuel injection pump with intercooled turbo charger,

combining 100 KW (136PS) of power with greatly reduced fuel consumption and exhaust emissions. As expected for a pickup, there are a large variety of options for the specification, whether 2WD with regular cab, or crew cab, or the 4WD with regular or crew cab, and the crew cab is able to seat 5 or up to 6 people.

Transmission options are a 4 speed automatic or 5 speed manual. GVW for all variants is 2,750kg.

D-Max 3L diesel specs:

Engine: 4JJ1-TC, 4 cyl, common

rail diesel

Max output: 100kW @ 3400

GVW: 2,750kg

Kerb weight: 1,625 – 1,890 kg

TO THE D-MAX!

WHILE THE PREMIUM BRANDS MAY BE ASSURED OF A CERTAIN CACHET, THERE’S MANY WORTHY CONTENDERS OUT THERE FOR YOUR FLEET BUDGET.


TEST DRIVE

Out on track. Volvo’s new range gets put through its paces on Yas Island in Abu Dhabi.


TEST DRIVE

Out on track. Volvo’s new range gets put through its paces on Yas Island in Abu Dhabi.


TEST DRIVE

VOLVORELOADEDNEHA BHATIA MEETS THE TEAM BEHIND VOLVO’S REVAMPED RANGE AND TAKES THEM FOR A SPIN IN ABU DHABI

Asnowstorm hit the Middle East in December 2013, marking it as a globally-historic occurrence for the traditionally hot desert lands. At a Hollywood-style event

late January 2014, it snowed again in the region; this time at Yas Island, in UAE’s capital of Abu Dhabi.

Held in the last week of January, Volvo Trucks’ launch of their new range was split across two days – an unveiling session on one evening, and a day-long set of test-driving sessions the next morning. Mercifully, it did not follow the standard programme of soberness and suited hierarchies. Free interactions between guests and Volvo’s top executives was the highlight of the two-day event the Swedish company hosted for its associates in the Middle East.

Volvo brought along a taste of Sweden for the launch – complete with its cultural hotpot of snow, music and dance – to an exclusive group of industry professionals as it unveiled its brand new FH, FM and FMX model trucks over a gala dinner at the Palm Garden, Yas Viceroy Hotel in Abu Dhabi.

“The Middle East is an extremely important market for Volvo Trucks,” said Lars-Erik Forsbergh, President of Volvo Trucks for the Middle East. “I look forward to having you test these new trucks at the Yas Marina Circuit

(YMC), and promise it will be a rare and enriching experience for all of you tomorrow,” added Forsbergh, concluding the evening on an enticing anticipatory note.

TEST DAY “Not too many people can claim to have driven a truck at the Yas Marina Circuit.”

Forsbergh looked visibly delighted with the remark passed next morning by a Volvo co-worker – and rightly so.

Arranged at the specially-created ‘Volvo Village’, the company organised intensive hands-on test-drives for the corralled customers and journalists from across the Middle East and Africa. Accompanied by helpful operators for over three hours, nearly 75 guests tested the new FH, FM and FMX models at YMC’s smooth and off-road tracks.

A much-discussed innovation was the Dynamic Steering, Volvo’s most popular feature in the recent past, and the drivers were thoroughly impressed with the directional control it allowed for while driving, especially on the off-road track where the FMX was tested out.

Equally celebrated was the I-Shift technology, Volvo’s intelligent 12-speed gear system that involves automated, clutch-free speed shifting, popularly preferred for its fuel maximisation potential. While the FH and FM, on the smooth YMC track drove effortlessly on automatic

transmission, test-drivers had the chance to try out the seamless – clutch-free – manual transmission too while driving the FMX off-road.

Advances to the chassis add to the directional stability in the Volvo FH. The FM is also enhanced by the three-steered axles; one at the front and two at the rear on the 8x2 with tridem, two at the front and one at the rear on the 8x2 with two front axles.

“The new system results in a smaller turning circle without the tyres cutting into the road surface, appropriate for areas with tight spaces to make turns,” said Peter Frleta, chassis expert at Volvo Trucks, explaining the rationale behind this development.

Solid suspension enhanced driver performance on all three trucks; even on the steep gravel-laden bumps at YMC’s off-road track, the FMX trucks – manually brought down to the second gear – sturdily drove through, perfectly controlled by the I-Shift technology and aided by the Dynamic Steering. The new rear-air suspension on the FMX features automatic ride-height control with ground clearance of 300mm, making for better mobility of the truck.

“The air suspension offers considerable comfort and agility both when the truck is loaded and when it is empty,” Frleta added.

The temptation to speed on YMC’s famed F1 track was obvious – as the FH and FM operators guided test-drivers around the circuit, the trucks

“THERE’S ONLY ONE ACCEPTABLE NUMBER OF INJURIES IN TRAFFIC – ZERO.”


TEST DRIVE

smoothly powered on – in both automated and manual transmission – to swiftly reach the higher gear variations of eight and nine.

Most obvious, however, were the enhancements made to the exteriors of the trucks. Large, well-directed mirrors provide drivers with excellent views of the trucks’ immediate surroundings, and the driver’s blind spot is adequately covered on each side. Sources from within Volvo’s Swedish offices also revealed there are plans to integrate camera systems within the vehicles to facilitate rear-view visibility.

To make for increased relay of information, the dashboard on the trucks has been organised to bring critical details – such as the analogue and digital speedometer, gear position and transmission point (1-12) – to the centre, ensuring the driver can easily access the data. The steering wheel also features switches for auxiliary functions, such as radio controls and phone-call options. Cabin space has been given due significance; most trucks in the range have sufficient storage compartments and can accommodate at least three people in the cabin.

Design and safety played an important role in product development, as was revealed at the product information interactions alongside the test-driving sessions at YMC’s premises.

“The trucks have been redesigned with tough construction environment in mind,” said Jonas Odermalm, business manager truck sales for Volvo Trucks. “The bullbar is larger and tougher than earlier; the bumper corners are made of 3mm thick steel ready to take beatings as impact on-site.

“The interiors have been designed bearing in the mind the need for driver-comfort in order to increase productivity,” Odermalm added.

Asok George, chief designer exterior for the company echoed the need for customer-oriented product development. “When creating the design for a new range, we have to foresee the future customers’ needs and demands so as to exceed their expectations. Safety and quality are the strongest points of focus for us.”

A large quota of research and development time at Volvo is dedicated to improving traffic safety. Volvo Enhanced Cruise (VEC) with Active Braking, Lane Departure Warning, and Volvo Enhanced Stability Technology (VEST) are some of the technologies developed by the company to address active safety concerns (i.e.) those that occur while driving the vehicle. While VEST detects dangerous driving situations to automatically reduce engine torque and activate the necessary brakes, VEC uses the engine and foundation brakes to slow and maintain a safe-driving distance using collision-warning systems.

Carl Johan Almqvist, traffic and product safety director at Volvo Trucks outlined the company’s vision for the safety-quotient of their products. “We should be able to achieve a zero-accident target on the roads, much like the aviation industry,” he said. “They affect businesses besides human lives – 60 to 350 work hours can be lost, depending on the size of the accident.

“There’s only one acceptable number of injuries in traffic – zero. It is a mindset that needs to be developed,” Almqvist added.

THE PROS OF COPY AND PASTINGLars-Erik Forsbergh, president, Volvo Trucks

Middle East discussed his ideology and

strategies for the company’s operations

in the Middle East. “Volvo is the leading

brand for trucks across the region. We

have a strong network of local partners,

and we’re hoping to build and develop our

relationships with service agents, financing

bodies and trade facilitators – as a brand,

we’re only as strong as our local dealers.

“We’re learning from the successes of

our operations in Europe and applying them

to here. In a way, we’re copy-pasting those

strategies for the Middle East! The Asian

and South American markets have also been

a learning curve in Volvo’s history.

“Our workings in the Middle East are

fairly distributed – Saudi Arabia is a huge

market for us; however, KSA levies high

import duties, a factor that motivated

us to set-up a local assembly unit in the

country almost 12 years ago. UAE is a

booming market with the Expo 2020 due

to take place soon, and markets such as

Iraq and Qatar have massive potential for

infrastructural growth.

“So long as the world is addicted to

oil, the region will thrive. Transport is a

necessity across all sectors – even outside

of construction, our trucks can be – and

are – employed to undertake other logistical

operations, such as transportation between

factories, warehouses, retail units, end-users

and on a global level, even to recycling

plants. This is a period of huge growth, and

we’re confident we will meet our objective

of being regional leaders for the truck

industry.”

Volvo’s ME president Forsbergh says it has potential to achieve its target of becoming the region’s premium transport solutions provider.

Ready for action. An off-road demonstration of the range’s capability in the sandpit.


TEST DRIVE

smoothly powered on – in both automated and manual transmission – to swiftly reach the higher gear variations of eight and nine.

Most obvious, however, were the enhancements made to the exteriors of the trucks. Large, well-directed mirrors provide drivers with excellent views of the trucks’ immediate surroundings, and the driver’s blind spot is adequately covered on each side. Sources from within Volvo’s Swedish offices also revealed there are plans to integrate camera systems within the vehicles to facilitate rear-view visibility.

To make for increased relay of information, the dashboard on the trucks has been organised to bring critical details – such as the analogue and digital speedometer, gear position and transmission point (1-12) – to the centre, ensuring the driver can easily access the data. The steering wheel also features switches for auxiliary functions, such as radio controls and phone-call options. Cabin space has been given due significance; most trucks in the range have sufficient storage compartments and can accommodate at least three people in the cabin.

Design and safety played an important role in product development, as was revealed at the product information interactions alongside the test-driving sessions at YMC’s premises.

“The trucks have been redesigned with tough construction environment in mind,” said Jonas Odermalm, business manager truck sales for Volvo Trucks. “The bullbar is larger and tougher than earlier; the bumper corners are made of 3mm thick steel ready to take beatings as impact on-site.

“The interiors have been designed bearing in the mind the need for driver-comfort in order to increase productivity,” Odermalm added.

Asok George, chief designer exterior for the company echoed the need for customer-oriented product development. “When creating the design for a new range, we have to foresee the future customers’ needs and demands so as to exceed their expectations. Safety and quality are the strongest points of focus for us.”

A large quota of research and development time at Volvo is dedicated to improving traffic safety. Volvo Enhanced Cruise (VEC) with Active Braking, Lane Departure Warning, and Volvo Enhanced Stability Technology (VEST) are some of the technologies developed by the company to address active safety concerns (i.e.) those that occur while driving the vehicle. While VEST detects dangerous driving situations to automatically reduce engine torque and activate the necessary brakes, VEC uses the engine and foundation brakes to slow and maintain a safe-driving distance using collision-warning systems.

Carl Johan Almqvist, traffic and product safety director at Volvo Trucks outlined the company’s vision for the safety-quotient of their products. “We should be able to achieve a zero-accident target on the roads, much like the aviation industry,” he said. “They affect businesses besides human lives – 60 to 350 work hours can be lost, depending on the size of the accident.

“There’s only one acceptable number of injuries in traffic – zero. It is a mindset that needs to be developed,” Almqvist added.

THE PROS OF COPY AND PASTINGLars-Erik Forsbergh, president, Volvo Trucks

Middle East discussed his ideology and

strategies for the company’s operations

in the Middle East. “Volvo is the leading

brand for trucks across the region. We

have a strong network of local partners,

and we’re hoping to build and develop our

relationships with service agents, financing

bodies and trade facilitators – as a brand,

we’re only as strong as our local dealers.

“We’re learning from the successes of

our operations in Europe and applying them

to here. In a way, we’re copy-pasting those

strategies for the Middle East! The Asian

and South American markets have also been

a learning curve in Volvo’s history.

“Our workings in the Middle East are

fairly distributed – Saudi Arabia is a huge

market for us; however, KSA levies high

import duties, a factor that motivated

us to set-up a local assembly unit in the

country almost 12 years ago. UAE is a

booming market with the Expo 2020 due

to take place soon, and markets such as

Iraq and Qatar have massive potential for

infrastructural growth.

“So long as the world is addicted to

oil, the region will thrive. Transport is a

necessity across all sectors – even outside

of construction, our trucks can be – and

are – employed to undertake other logistical

operations, such as transportation between

factories, warehouses, retail units, end-users

and on a global level, even to recycling

plants. This is a period of huge growth, and

we’re confident we will meet our objective

of being regional leaders for the truck

industry.”

Volvo’s ME president Forsbergh says it has potential to achieve its target of becoming the region’s premium transport solutions provider.

Ready for action. An off-road demonstration of the range’s capability in the sandpit.

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FFS_AD_CMME_250x310_AW_HR.pdf 1 12/31/2013 5:53:36 PM


NETWORK

YOUR MONTHLY GUIDE TO THE MIDDLE EAST’S TRUCK AND FLEET OPERATOR NETWORK

THE CHANCE OF US TRUCK DRIVERS DYING ON THE JOB IS EXTREMELY HIGH, WITH DEATHS OF TRUCKERS IN AUTO ACCIDENTS ACCOUNTING FOR 12% OF ALL WORK RELATED DEATHS IN THE COUNTRY

NETWORK 02 14

The fleet of taxis operating in Dubai clocked up more than 100 million trips in 2013, an increase from 97.4m the previous year.

The vehicles are operated by five franchise companies in the emirate - Dubai Taxi, Cars Taxi, Arabia Taxi, National Taxi, and Metro Taxi. Commenting on the achievement, Adel Mohammed Shakri, the director of transportation systems, Public Transport Agency, (RTA) said: “The trips made by taxis that have broken the 100 million barrier in 2013 had been implemented via the handling of the Dispatch Center at the Transportation Systems Department of the PTA with 7.1 million calls during the same year.”

Shakri lauded the companies operating taxicabs and their concerted efforts.

The D8 System, considered the backbone of taxi operation in Dubai, links together more than 8,700 taxicabs. It also generates operational reports that specify the efficiency of the fleet, and controls 18,000 driver details.

DUBAI TAXISCLOCK 100MILLION TRIPS

The Traffic and Patrols Directorate at Abu Dhabi Police has forbidden trucks and large vehicles to drive on internal and external roads during foggy conditions.

As part of an on-going safety campaign to reduce the number of accidents, the vehicles will only be allowed to continue their trips after clear visibility returns.

Restrictions were also announced for the Abu Dhabi City area during peak taffic hours.

Drivers have been warned that if the rules are violated, punishments will be considerable, including fines of 1000AED or temporary confiscation of the vehicle. Patrol officers were shown handing out information pamphlets to drivers of trucks.

Lt. Colonel Jamal Salem Al Ameri, chief of public relations section in the Traffic and Patrols Directorate of Abu Dhabi Police, called upon company owners and truck drivers to adhere to traffic laws and regulations.

He said that trucks weighing 2.5 tons or more are not allowed to enter Abu Dhabi City during foggy weather conditions and peak traffic hours, which were identified as the hours between 7:30-9:30am and 1:00- 3:00pm.

As a part of the “Safety During Fog” initiative, , Al Ameri urged all drivers, especially truck drivers, to reduce speed, maintain sufficient distances between cars, and to refrain from overtaking in general and avoid the use of emergency flashers.

HEAVY VEHICLES BANNED DURING FOG IN ABU DHABI

Abu Dhabi Policeare turning to social media to encourage safer driving.

Highly adaptable, ATVs are at home working as emergency response units in the Middle East.


NETWORK

YOUR MONTHLY GUIDE TO THE MIDDLE EAST’S TRUCK AND FLEET OPERATOR NETWORK


NETWORK 02 14

The fleet of taxis operating in Dubai clocked up more than 100 million trips in 2013, an increase from 97.4m the previous year.

The vehicles are operated by five franchise companies in the emirate - Dubai Taxi, Cars Taxi, Arabia Taxi, National Taxi, and Metro Taxi. Commenting on the achievement, Adel Mohammed Shakri, the director of transportation systems, Public Transport Agency, (RTA) said: “The trips made by taxis that have broken the 100 million barrier in 2013 had been implemented via the handling of the Dispatch Center at the Transportation Systems Department of the PTA with 7.1 million calls during the same year.”

Shakri lauded the companies operating taxicabs and their concerted efforts.

The D8 System, considered the backbone of taxi operation in Dubai, links together more than 8,700 taxicabs. It also generates operational reports that specify the efficiency of the fleet, and controls 18,000 driver details.

DUBAI TAXISCLOCK 100MILLION TRIPS

The Traffic and Patrols Directorate at Abu Dhabi Police has forbidden trucks and large vehicles to drive on internal and external roads during foggy conditions.

As part of an on-going safety campaign to reduce the number of accidents, the vehicles will only be allowed to continue their trips after clear visibility returns.

Restrictions were also announced for the Abu Dhabi City area during peak taffic hours.

Drivers have been warned that if the rules are violated, punishments will be considerable, including fines of 1000AED or temporary confiscation of the vehicle. Patrol officers were shown handing out information pamphlets to drivers of trucks.

Lt. Colonel Jamal Salem Al Ameri, chief of public relations section in the Traffic and Patrols Directorate of Abu Dhabi Police, called upon company owners and truck drivers to adhere to traffic laws and regulations.

He said that trucks weighing 2.5 tons or more are not allowed to enter Abu Dhabi City during foggy weather conditions and peak traffic hours, which were identified as the hours between 7:30-9:30am and 1:00- 3:00pm.

As a part of the “Safety During Fog” initiative, , Al Ameri urged all drivers, especially truck drivers, to reduce speed, maintain sufficient distances between cars, and to refrain from overtaking in general and avoid the use of emergency flashers.

HEAVY VEHICLES BANNED DURING FOG IN ABU DHABI

Abu Dhabi Policeare turning to social media to encourage safer driving.

Highly adaptable, ATVs are at home working as emergency response units in the Middle East.


NETWORK

RENAULT TRUCKS OFFERS ANTI-ROBBERY TOOLSRenault Trucks has unveiled a range of

truck security solutions to protect drivers

and passengers from the threat of physical

violence which can accompany theft of

goods. To protect them in the most efficient

way possible, Renault Trucks offers drivers

several different devices.

HOW IT WORKS…

Trucks can be equipped with a multifunction

alarm, that will be activated when someone

tries to get into the truck by forcing the

doors, the exterior trunks or by breaking

a window. The alarm will be set off and its

siren will emit a 90 dB signal up to 10 times

for 30 seconds.

The alarm is also set off if the vehicle is

towed or the cab is tipped. Similarly, Renault

Trucks has also made provisions for linking

this alarm to the trailer and prevent any

attempts at breaking in and stealing goods.

When in the cab or at the wheel,

the driver has an alert button within

easy reach on the dashboard that can be

activated in the event of any potential

danger. This button sets off the alarm and

the flashing lights.

To make sure that drivers are protected

as well as possible during their rest periods,

Renault Trucks also offers a system of

anti-intrusion mechanical locking called

Doorlock. This system locks the door to the

step handle, making it impossible to open

the door from outside.

Finally, since gas attacks on drivers are

becoming more common, Renault Trucks

can also supply a gas detector. Connected to

a 12 V/24 V outlet in the, it warns the driver

in the event of any common asphyxiating

gas being detected.

The alarm, alert button, door lock, gas detector, enables truck drivers to be able to protect themselves.

Daimler India Commercial Vehicles (DICV) has been awarded as Commercial Vehicle Maker of the Year, only 15 months after the new Daimler subsidiary was formed. The Apollo CV Award, which named the company Commercial Vehicle

Maker of the Year, recognised the company’s impact in modernising India’s entire commercial vehicle industry. The DICV-produced BharatBenz 1217C truck also won the sector award in the category Commercial Vehicle Innovation of the Year 2013”. Designed for construction work, the vehicle is the first tipper in its weight category in India.

The BharatBenz 3128C also received the award in the category HCV Cargo Carrier over 25 tons. DICV launched its first BharatBenz models on the market in September 2012. It has since then gradually rolled out its product range, which includes dump trucks and freight-haulage trucks in the segments ranging from nine to 49t.

KAMAZ TO USE LIEBHERR ENGINES Liebherr and the Russian truck builder Kamaz

OJSC have signed a contract to develop and

manufacture 6-cylinder diesel engines, to be

used in Kamaz’s heavy vehicles. The 12l engines

will be built to comply with the Euro 5 and then

Euro 6 emission standards. Other advantages for

Kamaz were the modern design concept, and a

good power to weight ratio.

Major fleet provider LeasePlan Emirates has signed an agreement with Abu Dhabi-based GreenDot LLC, a carbon emissions specialist, aimed at enhancing its current suite of fleet transportation services and products. The partnership aims to provide LeasePlan’s clients with greater fleet and asset management efficiencies specifically relating to CO2 emissions and environmental considerations.

“The partnership is a major milestone for us since it underlines our commitment to create and add value to our client’s fleet and asset management capabilities,” said Hicham Boueri, commercial director, LeasePlan Emirates.

Quentin Curtis, director of GreenDot added: “We will help companies reduce their expenses and carbon footprint at the same time by using their existing fleet more efficiently.”

LEASEPLAN EMIRATES SIGNS DEAL WITH GREENDOT

DAIMLER INDIA WINS MANUFACTURER AWARD


HEAVY ROLLERS

ALE is one of the only companies in the Middle East to have barges, road units and cranes.


HEAVY ROLLERS

ALE is one of the only companies in the Middle East to have barges, road units and cranes.


HEAVY ROLLERS

LANDOF THE

ALE is a heavy lift company that specialises in moving abnormal loads. Loads are abnormal by virtue of volume, weight or size, and they move them by trailer, barge, crane and other

specialist equipment.Their head office is in Staffordshire UK, but

they have an R&D facility in Holland. They have been in Abu Dhabi for twenty one years in June. It was started by Roger Harries, the founder of ALE, with a couple of trailers.

ALE is not a transport company, and like an iceberg much, of what they achieve is not visible to the casual observer. They are principally engineers, and much of that engineering skill goes into planning. During a busy period they execute six or eight movements a night.

They don’t just jump in the trucks and drive. Some of the bigger jobs have to be planned up to a year ahead. On a recent job they negotiated an extra hour of movement with the police, which gave them an extra few kilometres a day. It was a 260km road movement so that made a big difference.

Their Abu Dhabi office employs around 25 engineers, a mixture of civil and mechanical. They also utilise specialist software and equipment to plan load movement.

Cameron Waugh, general manager of ALE’s Abu Dhabi branch explains: “We have software for trailer stability calculations, software for bending calculations, swept path analysis, when we are doing route simulation. There is a lot of engineering here.”

What stands them apart from other

JONATHON SAVILL MEETS ALE, A COMPANY THAT SPECIALISES IN MOVING THE VERY BIG TO THE VERY SMALLEST DETAIL

GIANTS


HEAVY ROLLERS

companies is the amazing statistics of their load factor. A standard road going truck has two or three axles on both truck and trailer. The total unit will be around 60m and weigh up to 38t.

With the capacity to lift 60,000t a small job for ALE would start around a hundred tons. There are two parts to the specialist services that ALE provides. The first is to come to terms with the terrain. Abu Dhabi, their base, is an island. Many loads come and go off by barge. This in turn engenders a need for cranes. There is a standard rule for any abnormal load travelling by road; it’s to get the load from position to port as quickly as possible. Much of the skilled planning comes into optimising, and thus reducing, that distance.

You start by applying pragmatic engineering. Firstly you limit the hours that the load will move; large loads often only work from 1am to 5am to minimise disruption to road users. Then you assess the optimum route, and what the hazards are. These can include telegraph poles, bridges roundabouts, narrow

access and height limitations. In Abu Dhabi there is sometimes a need to reinforce parts of the infrastructure of the routes, there may be damage to culverts, for example. ALE has recently had to build steel reinforcements to cross a bridge, so theirs is a combination of mechanical and civil engineering.

There are other hazards: “Sometimes, in places like Yemen or Iraq, we have to address security issues as well. The client will often request it, but we have our own set of procedures rules that are carried out regardless of whether they have been requested or not.”

The ALE plant has little in common with road going trucks, but there is one monumental key factor that unites both kinds, and it is axle weight. If you put a load onto a truck and there is too much weight on one axle, it can cause road fatigue because of the way it sits on the road surface. So elements of weight and distribution are key factors, and multiplied by the number of times the maximum load exceeds normal load bearing.

“WE HAVE SO MANY PERMITS THAT EVERYTHING WE DO IS MONITORED BEYOND BELIEF. THE LOADING WE PUT ONTO THE ROAD IS ACTUALLY VERY LOW.”

Waugh explains: “We have a lot of axles so it spreads the load. We can prove how much load each wheel is putting onto the road surface. We have so many permits that everything we do is monitored beyond belief. The loading we put onto the road is actually very low.”

They achieve part of this balance by using specialised modular trailers. There are two kinds, the first is SPMT or Self-Propelled Modular Transporter. These as the name suggests, are self-propelled. They are mostly used inside yards or ports but on some jobs ALE uses a mixture of trailers. They recently used an SPMT to cross a narrow bridge and then reverted to road trailers.

What both types of trailers have in common is a group of interlocking axles that can be configured to any width and length required. They can also be adjusted for camber. So if the road dips to the right they can pump up the corresponding axles and adjust individual axle height. At extreme lengths you also have to be aware of the trailers flexing and twisting and

There is one key factor that unites both ALE’s

plant and normal trucks – axle weight.


HEAVY ROLLERS

companies is the amazing statistics of their load factor. A standard road going truck has two or three axles on both truck and trailer. The total unit will be around 60m and weigh up to 38t.

With the capacity to lift 60,000t a small job for ALE would start around a hundred tons. There are two parts to the specialist services that ALE provides. The first is to come to terms with the terrain. Abu Dhabi, their base, is an island. Many loads come and go off by barge. This in turn engenders a need for cranes. There is a standard rule for any abnormal load travelling by road; it’s to get the load from position to port as quickly as possible. Much of the skilled planning comes into optimising, and thus reducing, that distance.

You start by applying pragmatic engineering. Firstly you limit the hours that the load will move; large loads often only work from 1am to 5am to minimise disruption to road users. Then you assess the optimum route, and what the hazards are. These can include telegraph poles, bridges roundabouts, narrow

access and height limitations. In Abu Dhabi there is sometimes a need to reinforce parts of the infrastructure of the routes, there may be damage to culverts, for example. ALE has recently had to build steel reinforcements to cross a bridge, so theirs is a combination of mechanical and civil engineering.

There are other hazards: “Sometimes, in places like Yemen or Iraq, we have to address security issues as well. The client will often request it, but we have our own set of procedures rules that are carried out regardless of whether they have been requested or not.”

The ALE plant has little in common with road going trucks, but there is one monumental key factor that unites both kinds, and it is axle weight. If you put a load onto a truck and there is too much weight on one axle, it can cause road fatigue because of the way it sits on the road surface. So elements of weight and distribution are key factors, and multiplied by the number of times the maximum load exceeds normal load bearing.

“WE HAVE SO MANY PERMITS THAT EVERYTHING WE DO IS MONITORED BEYOND BELIEF. THE LOADING WE PUT ONTO THE ROAD IS ACTUALLY VERY LOW.”

Waugh explains: “We have a lot of axles so it spreads the load. We can prove how much load each wheel is putting onto the road surface. We have so many permits that everything we do is monitored beyond belief. The loading we put onto the road is actually very low.”

They achieve part of this balance by using specialised modular trailers. There are two kinds, the first is SPMT or Self-Propelled Modular Transporter. These as the name suggests, are self-propelled. They are mostly used inside yards or ports but on some jobs ALE uses a mixture of trailers. They recently used an SPMT to cross a narrow bridge and then reverted to road trailers.

What both types of trailers have in common is a group of interlocking axles that can be configured to any width and length required. They can also be adjusted for camber. So if the road dips to the right they can pump up the corresponding axles and adjust individual axle height. At extreme lengths you also have to be aware of the trailers flexing and twisting and

There is one key factor that unites both ALE’s

plant and normal trucks – axle weight.

MAN

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MAN TGS WW - Reliable Technology for ConstructionOptimal engine performance and modern vehicle design increase the efficiency of vehicle operations on site. The MAN TGS WW delivers optimum traction in every situation: starting from 4x2 axle configuration up to 8x8 for extreme construction operations. That is what we call consistently efficient. For more information or visit us online: www.man-middleeast.com

KSAHaji Husein Alireza & Co. Ltd.Tel.: + 966 2 6049 444

KuwaitAl-Ahlia Heavy Vehicle Selling & ImportTel.: + 965 2 483 9210 /1

Iraq (Erbil)Terramar for General Trading LLCTel.: + 964 750 469 6002

JordanIntegrated AutomotiveTel.: + 962 6 5728 400

UAE (Abu Dhabi)Darwish Bin Ahmed & SonsTel.: + 971 2 558 4800

UAE (Dubai)United Motors & Heavy Equipment Co LLCTel: + 971 4 2829080

Lebanon & SyriaTerramar Middle EastTel.: + 961 1 88 5657

OmanArabian Engineering Services LLCTel.: + 968 245 78 000

PakistanMAN Diesel & Turbo Paksitan Ltd.Tel.: + 92 42 353 30091

QatarQatar International AutomobilesTel.: + 974 4603 288

BahrainAhmed Mansoor Al A‘ali Co. BSC (c)Tel.: + 973 1 777 1030

Iraq (Baghdad)Terramar BaghdadTel.: + 964 1537 5249

Transport Worldwide. Powered by MAN.

MAN Truck & Bus


HEAVY ROLLERS

HARD TO DODGEAbu Dhabi isn’t just home to ALE’s

behemoths in the UAE, it’s also the location

of the world’s biggest replica truck at Sheikh

Hamad bin Hamdan Al Nahyan’s Emirates

National Auto Museum.

The 8:1 replica vehicle he built has four

bedrooms inside the cabin. It weighs over

50T, and it’s mobile.

The original Dodge Power Wagon was

introduced in 1946. It was based on the

3/4T Army truck’s chassis with a civilian cab

and a purpose designed 8-foot cargo box.

It had a 3,200mm wheelbase chassis and

featured the 230 cubic-inch flat head six

engine, a two-speed transfer case, a 4-speed

transmission with a power take off opening

which would send power to the front and

back of the truck for operating auxiliary

equipment and large 9.00/16-8 ply tires on

16X6.50 inch 5-stud wheels. In 1961, the 230

was replaced with the 251 cubic-inch flat

head six. The nominal one-ton rated Power

Wagon’s gross vehicle weight rating (GVWR)

was 8,700 pounds.

A two-ton W500 Power Wagon (only

a chassis cab was built) was introduced

in 1956 as the C3-HW, and lasted through

the 1971 model year. This was replaced in

1972 with the W600 (also cab and chassis

only), which was produced until 1977,

when all Dodge medium-duty models were

discontinued. To compensate for the loss

of the medium-duty W600 a new W400

chassis cab was introduced in 1977. The

Power Wagon nameplate was discontinued

in 1981 with the introduction of the Dodge

Ram, with the four-wheel-drive models being

sold under the “Power Ram” nameplate

through 1993.

The 8:1 replica Dodge Power Wagon vehicle has four bedrooms inside the cabin, weighs over 50T, and it’s mobile.

these trailers adjust to address that. The longest configuration they have made so far is 100 metres in length.

They don’t talk about trucks, their power units are called ‘prime movers’. ALE owns 13 of them and they are highly specialised. They carry extra compressors to power the braking on the trailers, and are heavily modified. They have Scammells and ex-military MAN multi-wheel units, called 8x8s. They are mostly 660 horsepower but have a reduction gearbox, so they only do around 25km/h. Again the application of pragmatic engineering dictates different utility to most trucks.

A major one is that prime movers have the ability to be linked together to provide massive

drive power. Once moving this convoy stays in the same gear and can be moving as slowly as 7km/h.

ALE drivers have a specific skillset. Waugh explains: “A normal truck driver would get into these trucks and rip the diff right out.”

“They are able to drive in pairs, or in teams of up to five drivers. They need to be able to let the clutch out smoothly, and at the right time, issued instructions by radio. They also work closely with a steersman, who steers the back part, and are watched by eighteen or twenty people to make sure they are clear of obstruction. We tend to retain our drivers, we don’t hire and fire. We look after them.”

Waugh tells me about some of their work: “We did a job where we moved two ships called wind carriers. From keel to bridge they were 30 metres high.”

While I am trying to picture this I ask him how big the ships were?

“They were about 40m wide, around 120m long. There were 408 axle lines.”

“We moved them across from the yard and over a road. Actually it was a record. We are probably the only company in the Middle East that could have done the job.”

For the record the ships weighed 12,000t each.

ALE is a well-established company with a 20-year track record and one of the only companies in the Middle East to have barges, road units and cranes. It’s clear then that they’re here for the long haul, and competing with them is not something you’d undertake lightly.

“A NORMAL TRUCK DRIVER WOULD GET INTO THESE TRUCKS AND RIP THE DIFF RIGHT OUT.”

ALE owns 13 prime movers, they are

highly specialised transportation systems.


SMART ROADS

DIGITALREVOLUTION

white lines on some roads, lit some, and added parking meters. Not a great deal of advancement for two millennia. The result is that we take roads for granted, largely. We use them every day but only notice when they don’t work, because they are blocked with traffic.

The UAE has a lot of roads. Currently the total network is more than 35,000km, of which 30,000 are in Dubai and Abu Dhabi. Dubai has a car ownership rate of 541 cars per 1,000 of population. This figure exceeds that of cities like New York (444 cars per 1,000 population), London (345 cars per 1,000 population) and Singapore (111 cars per 1,000 population).

The Roman Empire was the first entity to recognise the benefit of a developed road system, as early as 2500 years ago. Their network comprised of more than 400,000 km of roads. Major roads

were often stone-paved, metalled, cambered for drainage, and flanked by footpaths, bridleways and drainage ditches. Roman roads tended to be straight, and all roads led to Rome. Presumably the reason GPS took so long to invent.

Many of these Roman roads still exist, some paved over. During the next 2,000 years we took a very advanced infrastructure system, painted

Dubai roads carried 1,031,961 cars in 2010 or 22.6% more than the 841,852 vehicles registered in 2009. Dubai needs more roads. According to one source, a further 500 km of roads plus 120 multi-level interchanges will also be built before 2020 at a cost of around $12 billion. Roads are expensive; on the whole they cost around $1 million per kilometre. This it is construction cost and does not include land acquisition.It’s time for roads to change. Not only in the way in construction but also in their signs and development in general.

There are two elements to roads, the first is how we build them and the next is how

DIGITAL TECHNOLOGY IS TRANSFORMING OUR LIVES. IS THE TIME RIGHT FOR THE WAY WE BUILD OUR ROADS TO JOIN THE REVOLUTION?

Roads in the Middle East need to be designed for the vehicles we will use in the future.


SMART ROADS

DIGITALREVOLUTION

white lines on some roads, lit some, and added parking meters. Not a great deal of advancement for two millennia. The result is that we take roads for granted, largely. We use them every day but only notice when they don’t work, because they are blocked with traffic.

The UAE has a lot of roads. Currently the total network is more than 35,000km, of which 30,000 are in Dubai and Abu Dhabi. Dubai has a car ownership rate of 541 cars per 1,000 of population. This figure exceeds that of cities like New York (444 cars per 1,000 population), London (345 cars per 1,000 population) and Singapore (111 cars per 1,000 population).

The Roman Empire was the first entity to recognise the benefit of a developed road system, as early as 2500 years ago. Their network comprised of more than 400,000 km of roads. Major roads

were often stone-paved, metalled, cambered for drainage, and flanked by footpaths, bridleways and drainage ditches. Roman roads tended to be straight, and all roads led to Rome. Presumably the reason GPS took so long to invent.

Many of these Roman roads still exist, some paved over. During the next 2,000 years we took a very advanced infrastructure system, painted

Dubai roads carried 1,031,961 cars in 2010 or 22.6% more than the 841,852 vehicles registered in 2009. Dubai needs more roads. According to one source, a further 500 km of roads plus 120 multi-level interchanges will also be built before 2020 at a cost of around $12 billion. Roads are expensive; on the whole they cost around $1 million per kilometre. This it is construction cost and does not include land acquisition.It’s time for roads to change. Not only in the way in construction but also in their signs and development in general.

There are two elements to roads, the first is how we build them and the next is how

DIGITAL TECHNOLOGY IS TRANSFORMING OUR LIVES. IS THE TIME RIGHT FOR THE WAY WE BUILD OUR ROADS TO JOIN THE REVOLUTION?

Roads in the Middle East need to be designed for the vehicles we will use in the future.


SMART ROADS

we control them, once built. Obviously as a magazine for the construction industry we are more interested in building highways than working them, complex systems require more construction and therefore cost more money.

We spoke to Sameer Daoud, managing director of Transport at Hyder Consulting Middle East. He sees roads as a philosophy.

To him a road is the core of infrastructure, and he points out that once a road is built other development follows. What is amazing is the amount of space roads take: “In any development 30% of your space is allocated to right of way. That’s a rule of thumb across the world.”

Daoud expands his theory: “The roads we have in the UAE are not built for the traffic we have, but the traffic we are going to have.”

Temporary roads can last anything from a few months to three years or so. Permanent roads can be designed to last up to twenty years, depending on materials. So who pays for all this?

“The developers. In any major development there is an agreement between the Chairman of the RTA and the Chairman of the developer. It’s a fixed cost and its calculation is tried and tested.”

Currently one mile of two-lane asphalt road with aggregate base can require up to 25,000 tons of aggregate. Once the removal of unsuitable

material from site is factored this equates to roughly 5,000 truck movements. The total construction can emit pollution equal up to 3,000 tons of CO2.

Daoud points out that: “Asphalt is not a big cost in roads. We are an oil producing country so materials cost is not huge. What is important is what’s under the road and around it. For example the road structure has to carry the five water network; these are Potable water, Fire water (hydrants etc.), Irrigation water, Surface Drainage Water, and Sewage. Then add electric cables and fibre optic lines and you are building something more complex than it appears.”

In the medium term there could be special lanes that will charge an electric car as it drives along it.

The Dutch are also experimenting with

special paint that stores sunlight to glow at night.


SMART ROADS

ADVANCE TRUCK TECHNOLOGY TO GO GREENERAdvanced vehicle technologies are hitting

the road in delivery trucks, tractor-trailers,

and other medium- and heavy-duty vehicles

Advanced vehicle technologies — similar

to technologies used in today’s hybrid

and electric cars — have the potential to

dramatically reduce fuel consumption,

cutting fuel costs for businesses, improving

air quality and public health.

Hybrid-electric trucks achieve increased

fuel efficiency by combining a conventional

internal combustion engine with an electric

motor, batteries, and braking-energy

capture (known as regenerative braking).

Fuel-consumption reductions of 20-35%

are possible with current hybrid truck

technology, according to a review by the

National Academy of Sciences in the US.

Urban delivery trucks, which travel short

and well-defined routes, are less constrained

by battery range and ideal candidates for

full electrification. Yard hostlers, which move

cargo containers at ports and warehouse

complexes, also represent an excellent

opportunity for all-electric technologies.

These electric trucks are powered by fuel

cells, which convert hydrogen and air into

electricity while emitting only water vapor.

Some electric technologies do not

directly move the truck but can still reduce

its fuel consumption. Battery-powered

auxiliary power units can provide power

to the cabs of long-haul trucks when the

drivers are sleeping or resting during multi-

day trips. Traditionally power is provided by

the truck’s internal combustion engine, but

converting these systems to battery power

enables operators to shut off the engine

when parked at the work site.

Truck electricfication has only begun,

but it is off to a strong and promising start.

Some of Abu Dhabi’s projects are investigating the use of recycled asphalt and concrete. The municipality believes this change will improve the emirate’s environmental footprint. One technique the manual promotes is recycling asphalt and other building materials, such as the concrete from demolished buildings, to use as aggregate.

Abu Dhabi has already conducted studies into the use of such materials, including a project in Shahama last year that cut the costs of pavement construction by 25 per cent. A similar project in Bani Yas, is testing other techniques, such as reducing the thickness of pavements.

“A lot of countries in Africa used to think that more asphalt made the roads stronger. In fact the opposite is true. The more you put in the less durability you give to the area. The amount of expansion and contraction will be higher. This makes for wavy roads.”

In the USA, the University of Michigan is conducting experiments with self-healing concrete. The material is laced with microfibers and when it cracks calcium ions in the mix react with rainwater and carbon monoxide and repairs small cracks. Obviously there is a shortage of rainwater in this part of the world, but it is an interesting emergent technology.

So how are roads going to get smarter? In the short to medium term the aim is to control driver behavior. So the fact that there are lots of traffic cameras is not just coincidental, or mean, these are designed to save lives. And now in the UAE if you get a speeding ticket you receive a text immediately. Daoud explains: “The police don’t want you to find out ten days later. They want to make you change your behaviour immediately.”

In Holland they are moving forward further. Special paint takes light from the sun and glows at night. They are experimenting with a special road surface that will display logos if the road is frosty. A longer term view is that in the medium term there will be special lanes that will charge

an electric car as it drives along it. A host of other warning systems can communicate via Bluetooth, radio signals or Internet.

Dutch smart road design expert Daan Roosegaarde, said: “I think the future of roads is important because when we look at cities, and almost everyone lives in cities, they are more determined by roads than architecture and buildings - so roads are super important in the way they look and behave.”

But Daoud is more pragmatic. He sees these improvements as incremental to the overall point of roads. The Romans used roads to transport armies quickly so as to grow their empire. But there was also the point that trade and supplies also benefitted.

What Daoud sees as the point of roads is to be the backbone of a society: “Companies like Hyder Consulting take a holistic approach to the entire infrastructure. If the road network is the backbone of the future UAE then the planning must also be for the heart of new cities and settlements.”

In the short term roads will improve in construction by using sustainable standards and by incorporating building rubble and waste to use as aggregate. But one way that standards have changed is that there is a seamless way to get approval and letters of no objection from all of the government departments before the first shovel touches the surface. But above all the major utilities that serve the community are all hidden underneath the roads.

Daoud makes a final but very valid point: “Improvements to construction have already started. The point is to optimise the cost. We need to make better use of construction waste and to use this as part of a strategy to minimise waste. This will reduce the amount of landfill in the UAE. When they demolish a building or cut and fill, they have no use for this material. We can use this for roads and then utilise it for better highways.”

FedEx and Nissan have started testing the Nissan e-NV200, a 100% electric compact cargo vehicle under real world conditions in Washington, D.C.

“ALMOST EVERYONE LIVES IN CITIES, THEY ARE MORE DETERMINED BY ROADS THAN BY ARCHITECTURE AND BUILDINGS.”


ATVS

ROCK ANDROLE

One of the world’s biggest manufacturers of

these vehicles is Polaris. They started as a snow-

mobile company.

Now they still make snowmobiles, and also

make motorcycles. But the majority of their sales

come from off road vehicles. In fact snowmobiles

are now only about ten percent of the sales of this

$3 billion dollar company.

Two-thirds of their sales come from off road

vehicles and their profile is changing. At first,

these vehicles were basically go karts on steroids.

But now they’re going to work. First of all let’s de-

fine the beast.

An ATV, or All Terrain Vehicle is like a quad

bike. It’s largely based around leisure and you can

seem them running up and down sand dunes all

over the UAE. Major manufacturers in this seg-

ment include Alpha Sports Motors, Artic Cat,

Argo, Bombardier, Eton America, Honda, Kawa-

saki, Kazuma, Polaris, Suzuki and Yamaha.

The other type of vehicle is the Utility Vehicle

(UTV). This is more serious, bigger and they cost

more. And the players in this field are different from

above. Here the manufacturers are Polaris, John

Deere and JCB.

All Terrain Vehicles started out

strictly for fun. They were

snowmobiles for people who

didn’t have snow, and trail

wreckers for everybody else.

Then, like all of us, they began

to grow up and look for work.

First it was farmers who realised that these

tiny vehicles could snake down forest trails and

let them cover dozens of miles a day. They were

used by shepherds and other woodsmen.

Then manufacturers began to catch on and

instead of the users adapting sports bikes for

their use the big names began making vehicles

for purpose.

Suddenly this type of vehicle was popping up

all over the place. They were used for transport-

ing pilots to their aircraft and for hauling loads

across territory where most vehicles can’t go.

They were used at rock festivals.

And the ability to transport men and equip-

ment across rough terrain has been spotted by the

military and police.

For the military the ability to drop a low cost

unit via parachute is valuable. For the police the

ability to patrol small paths is important.

The terrain here is perfect for these vehicles.

And yet it is the urban environment where they

are beginning to shine. Farid Ismail is the busi-

ness unit manager of Bristol.

They specialise in building mobile firefight-

ing units. Ismail is noticing a growing demand for

these small vehicles.

“People are coming to us for them,” he ex-

plains. “They are ideal first response units for

cramped areas. In places such as Dubai Mall and

round the fountains they can carry CAFS (com-

pressed air foam system) to areas where we could

never get a full size unit.”

Is there an economic dimension to using

these? Farid is definite on this point: “Cost is not a

question when it comes to fire equipment. Apart

from anything else a fire in a mall could cause

millions of dollars’ worth of damage.”

They are also getting used for ambulances.

Think about it. You can move one of these into

a tight area on a construction site or through a

crowd. You can then pick up a casualty and carry

them to safety.

There are several companies that customise

these vehicles, including the above mentioned

Bristol. And just when you thought that we had

Highly adaptable, ATVs

are at home working as

emergency response

units in the Middle East.


ATVS

ROCK ANDROLE

One of the world’s biggest manufacturers of

these vehicles is Polaris. They started as a snow-

mobile company.

Now they still make snowmobiles, and also

make motorcycles. But the majority of their sales

come from off road vehicles. In fact snowmobiles

are now only about ten percent of the sales of this

$3 billion dollar company.

Two-thirds of their sales come from off road

vehicles and their profile is changing. At first,

these vehicles were basically go karts on steroids.

But now they’re going to work. First of all let’s de-

fine the beast.

An ATV, or All Terrain Vehicle is like a quad

bike. It’s largely based around leisure and you can

seem them running up and down sand dunes all

over the UAE. Major manufacturers in this seg-

ment include Alpha Sports Motors, Artic Cat,

Argo, Bombardier, Eton America, Honda, Kawa-

saki, Kazuma, Polaris, Suzuki and Yamaha.

The other type of vehicle is the Utility Vehicle

(UTV). This is more serious, bigger and they cost

more. And the players in this field are different from

above. Here the manufacturers are Polaris, John

Deere and JCB.

All Terrain Vehicles started out

strictly for fun. They were

snowmobiles for people who

didn’t have snow, and trail

wreckers for everybody else.

Then, like all of us, they began

to grow up and look for work.

First it was farmers who realised that these

tiny vehicles could snake down forest trails and

let them cover dozens of miles a day. They were

used by shepherds and other woodsmen.

Then manufacturers began to catch on and

instead of the users adapting sports bikes for

their use the big names began making vehicles

for purpose.

Suddenly this type of vehicle was popping up

all over the place. They were used for transport-

ing pilots to their aircraft and for hauling loads

across territory where most vehicles can’t go.

They were used at rock festivals.

And the ability to transport men and equip-

ment across rough terrain has been spotted by the

military and police.

For the military the ability to drop a low cost

unit via parachute is valuable. For the police the

ability to patrol small paths is important.

The terrain here is perfect for these vehicles.

And yet it is the urban environment where they

are beginning to shine. Farid Ismail is the busi-

ness unit manager of Bristol.

They specialise in building mobile firefight-

ing units. Ismail is noticing a growing demand for

these small vehicles.

“People are coming to us for them,” he ex-

plains. “They are ideal first response units for

cramped areas. In places such as Dubai Mall and

round the fountains they can carry CAFS (com-

pressed air foam system) to areas where we could

never get a full size unit.”

Is there an economic dimension to using

these? Farid is definite on this point: “Cost is not a

question when it comes to fire equipment. Apart

from anything else a fire in a mall could cause

millions of dollars’ worth of damage.”

They are also getting used for ambulances.

Think about it. You can move one of these into

a tight area on a construction site or through a

crowd. You can then pick up a casualty and carry

them to safety.

There are several companies that customise

these vehicles, including the above mentioned

Bristol. And just when you thought that we had

Highly adaptable, ATVs

are at home working as

emergency response

units in the Middle East.


ATVS

ROCK ANDROLE

used up the versatility of this type of vehicle it de-

velops a new twist.

The new Gibbs Quadski Amphibious ATV is

just what it says – an amphibious ATV. For patrol-

ling sites or large land masses this is an invaluable

addition to the capability of this class of machine.

Unbelievably it is able to reach a stop speed of 45

mph on both land and water, thanks to a 175 hp

BMW engine and transmission taken from a mo-

torcycle. Its water cooled, by the way.

Imagine the versatility of this. A security pa-

trol could cover miles of terrain and then save

miles by having the ability to cross a lake or a dam.

At the moment the cost of this is $40,000 but

they are trying to get to the point where it is only

15% more expensive than a comparable jet ski.

Polaris is probably the most committed brand

in the Middle East, they have just opened the

world’s biggest Polaris dealership in Abu Dhabi.

Bennett Morgan, their President and Chief, spoke

to us in Dubai recently.

“Most of Polaris first 50 years were in the de-

veloped world but now we’re moving into devel-

oping world markets.”

And of course there is an emerging segment

of ATV which is driven by electric motors. This

would enable their use inside buildings such as

malls. These vehicles are a distant cousin to the

airport taxis that already blight the lives of nearly

every pedestrian inside airport concourses.

Part of the DNA of all of these vehicles is sim-

plicity and reliability. Where people use snowmo-

biles their reliability is literally a matter of life or

death and to a certain extent you would not want

to be out on the dunes on your own and discover a

design fault in your vehicle. Bennett explains how

popular these vehicles are getting in the UAE.

“Our Razor product more or less invented the

side by side product. The UAE is a real growth

market for us.

“Some of these guys are doing amazing things

with these vehicles” out in the dunes. The UAE

is not just one of our top ten markets it is shap-

ing the way we look at developing our product.

We listen to our customers and learn from them.

Our engineers talk to our customers, and in many

cases our engineers are our customers.”

It seems then that this class of vehicle had a

growing part to play in construction sites as well

as other parts of our community. They are use-

ful for firefighting, patrolling and security and as

ambulances. Oh, and let’s not forget that they are

also really good fun. Sorry, I mean important site

based management utility tools.

ATVS MAY BE A FUN AND FAST WAY

TO CATCH UP ON SOME R&R BUT

THEY HAVE SERIOUS POTENTIAL

“THE UAE IS NOT JUST ONE OF OUR TOP

TEN MARKETS IT IS SHAPING THE WAY WE

LOOK AT DEVELOPING OUR PRODUCT.”

Simple and reliable,

ATVS can work in

and on a number of

environments.


PARTING SHOT

“It would be unfair to pitch inexperienced lo-cal drivers straight on to the race track,” said R. Ramakrishan, a senior vice-president at Tata Mo-tors said. “As it becomes a regular event, over the years, local drivers will be selected and trained, and will participate in the event. And other truck makers may also eventually like to participate.”

The specially modified Tata Prima truck will be powered by a Cummins engine that produces 370 bhp of peak power and 1,550 Nm of torque, with a top speed of 110 kph. Though 110 kph does not sound much compared to typical F1 speeds of 300 kph, the sheer mass of a truck hurtling on a race track at 110 kph will translate into an awe-some experience.

The race will consist of 25 laps of the 5.1-km circuit. The race itself is divided into two parts

Tata Motors, which has an over 60% share in the Indian truck market, is launching of T1 Tata Prima race, which it billed as the Formula 1 for truckers. The race will be held at the Buddh

International Circuit in Greater Noida, Tata Mo-tors managing director Karl Slym has told Indian media.

“This will add an exciting new dimension to one of the largest truck markets in the world,” Slym said.

The Hindustan reported that the heavily modified Tata Prima trucks on BIC at the gala event on 23 March will be driven by a team of 12 international drivers, handpicked by truck racing champion Steve Horne.

– a qualifying race, and the main race. Other at-tractions on race day would be a bike race, a truck parade and truck stunts, apart from truck art – which is a genre all by itself – and a concert to wind up the proceedings.

“The DNA of trucking is identified with car-rying goods,” said Pisharody. “With this, we hope to bring in some glory into the profession.”

“Truckers would be able to visualize them-selves as racers, which will bring some self-es-teem,” added Ramakrishnan.

Technology introduced in the racing ma-chines will eventually find their way into pro-duction trucks, said Karl Slym. “This will create a laboratory for technological advancement and development in safety, durability, reliability and performance,” he added.

THE FORMULA ONE FOR TRUCKERS

Finding the right

formula. TATA is keen

to use the race to prove

technology.

“WITH THIS, WE HOPE TO BRING IN SOME GLORY INTO THE PROFESSION.”

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Truck & Fleet ME February 2014

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