Construction Machinery ME December 2013

ISSUE 26 2013 DECEMBER

PUBLICATION LICENSED BY IMPZ

THE RAIL TRAIL

Etihad Rail project on track

A SLANT ON PLANT

Touring Terex’ backhoe factory

A VAN FOR ALL SEASONS Merc’s Sprinter speeds into GCC

TOWER CRANE sPECIAl

AFTER THE BOOM What have we learned?

Plus: ACROss THE INDusTRY

* NEWs & VIEWs * PMV lIVE REVIEW* EARTHMOVERs * AND MuCH MORE

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Contents

50 IS S U E 2 6 R 2013 DECEmBE

02

Editorial What happens after the Expo win?

04

NEws What’s happening across the region in construction machinery?

10

NEws aNalysis Caterpillar prepares to offer de-tiering for the Middle East.

page 50 Dealing with regulation

“Our vehicles are mainly produced for European demands but slowly and surely authorities here are changing regulations.”

18

26

12

CoMMENt Ian Apsley of Broadway Malyan looks at the effects of new building codes on the construction industry.

14

HEaVy HittErs: EtiHad rail Dr Nadhem Bin Taher, executive director of the National Transport Authority, talks to Gavin Davids about the Etihad Rail project.

18

wHat’s up witH CraNEs? Stian Overdahl is in Berlin to hear a warts and all account of the crane sector’s difficulties in the Middle East.

26

sitE Visit: MidfiEld tErMiNal CMME takes a look at the Midfield Terminal Building at Abu Dhabi International Airport.

46

34

42

Raw power

39 TOP TEN: GUIDE TO MAKING FORKLIFT DRIVING SAFER Be the pick of health and safety rules and regulations Page 40 SPECIAL REPORT: HOW TEREX

Page

33 RAW POWER SPECIAL What’s shifting in new earthmoving machinery?

Page

MAKES ITS MACHINES Stian Overdahl visits Terex Construction’s factory in Coventry, UK, to learn why it turned to lean manufacturing to produce its Middle East-bound backhoes Page 46 PMV LIVE REVIEW A return to form. Page 50 REVIEW Merc’s new range of vans

Editor’s Letter

PubliSher Dominic De SouSa GrOuP COO naDeem HooD ManaGinG DireCtOr RicHaRD JuDD eDiToRiaL GrOuP eDitOr STepHen wHiTe stephen.white@cpimediagroup.com +971 4 375 5477 DePuty eDitOr GaVin DaViDS gavin.davids@cpimediagroup.com +971 4 375 5480

Expo 2020 WiN – What’s NExt?

I

was in a taxi heading towards Abu Dhabi airport when I got news that the winner of the Expo 2020 had been announced.

And the winner is… Turkey, wrote CMME’s Gavin Davids in a text. Only kidding – it’s Dubai.

Blame missing the fireworks at Burj Khalifa, but the only emotion I felt was relief. At the Big-5 and PMV Live everybody had been talking about the Expo. Coverage of the announcement was even streamed on a huge screen at the World Trade Center, ensuring Al-Wasit’s and Hyundai’s decision to put a huge banner next to it was a stroke of both fantastic foresight and luck. In the run-up to the announcement I had heard a number of conflicting stories of how the voting was likely to proceed.

Six weeks before the talk was of Izmir and how the only ‘real’ competitor to Dubai had a good chance to surprise everyone as the convoluted voting procedure unfurled. Then on the week of the announcement, I was told by someone who knew someone working on the Expo judging team that the Russian city of Yekaterinburg could amaze everyone and sneak it. That grandmaster of international politics Vladimir Putin had stepped in and was sweeping the rivals away, I was told. Dubai still had a chance but it was going to be a close run thing.

Sometimes even, for a journalist, too much information can be a bad thing. Thankfully once the voting started, Dubai, as it had done throughout got in front and stayed in front. The rest will be history. I’ve written a number of times about the significance hosting the Expo will have on the UAE. I’ve also, like everyone else, hedged my bets by saying whatever the result the country can still look forward to the next decade.

internatiOnal eDitOr STian oVeRDaHL stian.overdahl@cpidubai.com maRKeTinG & aDVeRTiSinG PubliShinG DireCtOr RaZ iSLam raz.islam@cpimediagroup.com +971 4 375 5471 COMMerCial DireCtOr micHaeL STanSFieLD michael.stansfield@cpimediagroup.com +971 4 375 5497 MarKetinG ManaGer LiSa JuSTice lisa.justice@cpimediagroup.com +971 4 375 5498 MarKetinG aSSiStant BaRBaRa panKaSZ barbara.pankasz@cpimediagroup.com +971 4 375 5499 DeSiGn art DireCtOr Simon coBon simon.cobon@cpimediagroup.com +971 4 375 5713 JuniOr GraPhiC DeSiGner peRciVaL manaLaySay percival.manalaysay@cpimediagroup.com +971 4 375 5712 ciRcuLaTion & pRoDucTion CirCulatiOn anD DiStributiOn ManaGer RocHeLLe aLmeiDa rochelle.almeida@cpimediagroup.com +971 4 368 1670 DatabaSe anD CirCulatiOn ManaGer RaJeeSH m rajeesh.nair@cpimediagroup.com +971 4 440 9147 PrODuCtiOn ManaGer JameS p THaRian james.tharian@cpimediagroup.com +971 4 440 9146 DiGiTaL www.constructionmachineryme.com

However, most people placed an almost desperate amount of hope on what it could mean. It is with relief that these people can now look forward. Certainly those that have gone region-wide can be optimistic that their move to mitigate risk could be fulfilled by a move to unmitigated success. There is now so much in the pipeline that we’re going to need a bigger industry to meet all the opportunities ahead. Those that are serving local markets concern me most. Nobody has yet convinced me that prices can remain stable or that there is enough in the inventory to handle demand (which could also contribute to rising prices). At the same time, contract prices are at a decade-low and this will place extreme pressure on companies that have stripped down to cope with a sluggish market. Are we really in a position to scale up, especially as the Saudi market suffocates and Qatar gets its head around what is required to meet all the terms of hosting an event on the scale of the FiFA World Cup? We’ve seen greater interaction between the public and private sector but this relationship will be tested in the years ahead. Great work to improve safety standards is also under threat due to a scaling back of local inspectors and third-party inspectors.

Now the celebrations have ended, I for one, am relieved that the real work can be begin.

DiGital ServiCeS ManaGer TRiSTan TRoy maaGma Web DevelOPer JoeL aZcuna online@cpidubai.com +971 4 375 5714 puBLiSHeD By Registered at impZ

po Box 13700 Dubai, uae Tel: +971 4 440 9100 Fax: +971 4 447 2409 pRinTeD By printwell printing press LLc © copyright 2013 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.

ISSUE 26 2013 DECEMBER

PUBLICATION LICENSED BY IMPZ

Stephen White, Group Editor, CMME

2

CONSTRUCTION

MIDDLE EAST

December 2013

THE RAIL TRAIL

Etihad Rail project on track

A SLANT ON PLANT

Touring Terex’ backhoe factory

A VAN FOR ALL SEASONS Merc’s Sprinter speeds into GCC

TOWER CRANE sPECIAl

AFTER THE BOOM What have we learned?

Plus: ACROss THE INDusTRY

* NEWs & VIEWs * PMV lIVE REVIEW* EARTHMOVERs * AND MuCH MORE

nOW Online you can now catch the online edition every month at: www.constructionmachineryme.com

News Round-Up

NEWS New machines, new offices, new projects, new initiatives – we look around the region at what’s new this month.

PMV LIVE GOES LIVE Visitors flocked into the PMV LIve show this month in Dubai with Genie selling the first machine. The show was the best in years, marking a return to form for the event. Read the full report on page 46 in this month’s CMME.

JCCI offICIal says ContraCtors wary of new tenders In Ksa

The Saudi government’s crackdown on illegal immigrants has resulted in contractors shying away from new construction tenders for fear of not getting enough workers to complete their projects.

Abdullah Radwan, head of the Jeddah Chamber of Commerce and Industry’s (JCCI) contractors committee said the hasty crackdown has created a shortage in the industry, despite its probable positive market impacts in the long run.

“Alternative arrangements should have been made and awareness programs launched before the decision was taken,” he said.

He added the campaign coincided

with an increase in construction projects around the country, and added these projects need foreign workers in every professional category.

“The contracting sector in particular is seasonal. Now most projects have either stopped completely, or been delayed,” Radwan said.

He said the correction campaign has revealed that many construction companies that had handled most of the projects in the past were either “fake or unregistered” firms, said a report by Arab News.

Contractor Al Khodari & Sons estimates that its profits have been halved due to increased costs relating to Saudisation.

JCB sends kit to Philippines

B

ritish construction machinery JCB has responded to the typhoon disaster in the Philipines by donating backhoes and generators worth more than $500,000 to help with the aftermath of Typhoon Haiyan.

The three 3CX backhoe loaders will be used to help in the clear up operations following the typhoon, one of the most powerful storms ever recorded on land and which has left up to 2,500 people dead.

In addition more than 120 JCB electrical generators are being provided through the company’s Filipino dealer Camec.

The generators are already being used to power community buildings, including hospitals and local authority premises. The JCB backhoes will be deployed in clear up operations in the province of Tacloban City.

“The human suffering and scenes of devastation in the Philippines have been heart-rending and I hope JCB’s contribution to the relief effort will help, in some small

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September 2011 December 2013

way, those who are bearing the brunt of this disaster,” said JCB Chairman Lord Bamford. “One of the main challenges facing rescue workers is clearing roads in the affected areas and the JCB backhoe is exactly the right machine for the job of removing debris.”

JCB has a long history of helping countries affected by major natural disasters and this is the second time the company has sent aid to the Philippines. In 2006 JCB sent a fleet of 3CX backhoe loaders after Typhoon Reming hit the Bicol region, destroying much of the infrastructure.

Machines worth more than £1 million were sent to help in the aftermath of the Asian Tsunami in 2004, with JCB diggers deployed to Thailand, southern India, Sri Lanka and Indonesia. In 2008, six backhoe loaders worth over $600,000 were donated to help with the clear up in the aftermath of an earthquake in Sichuan province in China, as well as donations following earthquakes in Sumatra and Haiti.

The versatile JCB backhoe loader is the ideal machine for disaster situations thanks to its front shovel which can be used as a bulldozer and rear excavator that not only be used to dig emergency drains, but also to crane heavy objects.

Crucially, the machine can get from site to site under its own steam with no need for additional transport.

The gift of two 3CX backhoe loaders was made by JCB Chairman Lord Bamford in response to an appeal from relief agencies for foreign aid.

Company intelligenCe

SennebogenS at egypt Steel yard

The Abu DhAbi MunicipAliTy has announced that A 150,000M2 MixeD use leisure AnD reTAil DesTinATion will be builT on The Abu DhAbi wATerfronT, opposite al maqtaa tower and between the Sheikh Zayed and al maqtaa bridges, at the gateway to the city. the development will comprise of retail outlets, restaurants and entertainment and leisure facilities. there will also be an open air performance space and new hospitality offerings. at the heart of the project will be a traditional souk that will sell high quality handicrafts and showcase cultural traditions, a report in gulf news said.

A worker wAs killeD During A blAze AT An unDer consTrucTion high-rise builDing in DubAi, Civil Defence authorities have revealed. the blaze panic amongst the construction crews working on the project, eyewitnesses said. workers were seen cliMbing Down Access ropes, crAnes AnD scAffolDing, They ADDeD. the worker who died was killed after he jumped from the fifth floor of the building.

DubAi MunicipAliTy has announced that it will start construction work on the DubAi frAMe projecT in DeceMber 2013. the project will be adjacent to the Stargate theme park in Zabeel park. Hussain nasser lootah, the director general of the Dubai municipality, said that tenders had been opened and would be given to the right contractor according to the municipality’s plans. the $32.67 million project is shaped like a window and will provide panoramic views of both old and new Dubai from a 150 feet high glass bridge. it was ordered in July 2012, with a scheduled completion date at the end of this year.

The largest steel producer in the Middle East, Al-Ezz Dekheila Steel plant in Alexandria, Egypt, is making good use of two Sennebogen mobile cranes that have been working at its site since early 2013.

With an annual production of 3 million tonnes of steel, Al-Ezz Dekheila’s yard is constantly

busy. Aproximately 2,800 tonnes of steel coils and 3400 tonnes of bundles leave the production plant daily.

Two Sennebogen 640 M crawler cranes are being used to handle the steel coil and bundles, with each of which has a weight of about 2 tonnes.

The steel coils are loaded

by magnet system, and the Sennebogens were factoryequipped with a 25 kW magnet system including a 220 V generator.

To satisfy safety conditions, 18 additional batteries were also installed, able to maintain the magnetic holding force for up to 15 minutes if main power source fails.

After the machines were delivered, Al-Ezz Dekheila was able to increase loading productivity by 20%.

The two 640 mobile cranes are being used to load the bundles for nearly 10 hours a day, and are in operation at 30 cycles per hour – a stress trial for man and machine. Operators on the job have praisedhe HD mobile undercarriage and the robust design of the crane boom, which are able to withstand even the highest stress levels.

tenDer upDateS

1

The design and construction tender for a $207.8M lAbour AccoMMoDATion projecT in DuqM, oMAn, will be awarded by the end of october, according to the chief executive of the company developing the project.

2

After freezing its nuclear programme following the chernobyl disaster of 1986, egypT will lAunch An inTernATionAl TenDer to build its first nuclear station in january 2014, announced Aktham Abouelela, a spokesman from the country’s electricity Ministry.

3

qATAr will issue TenDers for The for The Al wAkrAh sTADiuM in the first quarter of 2014, the secretary general of the qatar 2022 supreme committee has said.s peaking at a press conference in Doha on 17 november, hassan Al Thawadi told media that an enabling works contract for the first new-build stadium at Al wakrah would be released in the first quarter of next year.

WWA reAches 100th Auction milestone in DubAi World Wide auctioneers is celebrating after holding its 100th dubai auction, in September, a sale yielding gross auction sales of over $16 milliion. based in the Jebel ali Free Zone for 12 years, in its 100 auctions it has sold over $1.24 billion worth of heavy equipment and vehicles at its dubai auctions.

“In many ways this was a typical auction for us,” stated Keith lupton, WWa’s Vp for Sales in the Middle east. “We sold 1,242 lots of equipment for 157 consignors from 19 countries. 361 bidders from 21 countries registered, and 187 made winning bids. We had winning online bidders from the Uae, Qatar, Malaysia, and Singapore. all of these figures are consistent with our recent averages. “our 100th dubai auction is still a major milestone for us, as a demonstration our commitment to this market and its potential.”

Founded in 2001, WWa has held auctions in major global markets including the Uae, Qatar, Saudi arabia, lebanon, australia, Indonesia, the philippines, China, the

netherlands, India, and the USa. “We’ve worked all over the world,” continued lupton, “but dubai remains the core of our business. We came here in 2001, when the local equipment market was in its infancy. We were here for the boom, for the correction, and the recovery that’s now in progress. We’re part of this market and we intend to stay and serve this market to the best of our ability.”

Keith lupton is a well-known and respected figure in the auctioneer and equipment trade in the region.

Highlights of the WW auctions calendar include the night auctions held during ramadan.

World Wide auctioneers is a global asset disposal firm handling construction, industrial, and marine equipment. the company specialises in earthmoving equipment and trucks, and sells a wide variety of related items at each sale. the company also owns a ro ro /heavy lift shipping vessel and is experienced in regional and worldwide export and transport.

September 2011 December 2013

CONSTRUCTION CONSTRUCTION MIDDLE EAST MIDDLE EAST

55

Unwrap for ME Hyundai Heavy Industries (HHI) has shown its new range of compaction equipment in the HHI yellow livery.

Scania to test electric trucks Scania is to conduct trials of electrically powered trucks, with the electricity delivered by lines overhead, similar to trains and trams.

Terex warns ‘deadly’ counterfeIt cranes are in market Terex Cranes is warning buyers of second hand crawler cranes that it is tracking reports of counterfeit Terex crawler cranes originating from China, saying that it knows of 9 or 10 of the fake machines have been sold.

Terex says that its CC 2500-1’s has become “the crane model of choice for the copycat manufacturers”.

According to the company, the units are assembled, branded and sold as used Terex cranes well under market value. Also, majority of the counterfeit crane models reported to Terex Cranes have been painted red and used the manufacturer’s legacy Demag brand.

Terex reported similar problems from counterfeiters in 2011. The main markets of concern in the most recent wave of crane pirating are China, South Korea, Singapore, India and Pakistan.

In response the company has set up an email ‘hotline’ where customers can inquire about Terex crane models they have bought, or are considering buying. In most cases, the counterfeit machines were not properly inspected prior to purchase.

Klaus Meissner, director of product integrity for Terex Cranes, described the situation as serious.

“We are aware of three different ‘designs’ of the CC 2500-1 crane on the market, and there are at least 9 or 10 fake cranes that have been sold, all originating from China,” said Meissner.

“This is a serious situation, and, not only because this infringes on our intellectual property but, more importantly, it poses a serious safety risk for our customers. The use of these inferior, counterfeit cranes can result in deadly consequences.”

According to Meissner, while the pirated cranes are made to look like Terex units, they often assembled with a blend of older and newer technology and components that were not designed to work together.

“These counterfeit cranes frequently exhibit poor weld quality, inferior steel structures and improperly fitted tracks. Additionally, many of the safety components designed into a genuine Terex crane are missing.”

Examining a crane’s serial number alone will not be sufficient to determine if it is the genuine item, since fake plates can be added. Many of the counterfeit cranes were purchased either without an on-site inspection or through an inspection conducted by an unqualified person, and Terex is stressing the importance of conducting a thorough inspection of the used crane by a qualified individual prior to purchasing the machine, especially in the markets of concern.

Spare parts for cranes or even entire models have long been a popular target for counterfeiters in China, due to the high market value of the genuine item.

Meissner offered an additional piece of advice to those entering the used crane market in Asian countries. “If the deal seems too good to be true, it probably is,” he says. “Call us, and we will be happy to assist you in verifying that it is a genuine Terex crane.”

Customers who have inquiries about the authenticity of a Terex crane they have already purchased or are considering purchasing can e-mail terexcranes.brandcheck@terex.com.

Carried out in partnership with Siemens, the trials are investigating the possibility of power trucks with overhead lines being used where regular transport routes exist from point to point, such as between steel mills and ports and between mines and processing plants.

BRIDGE DEMOLISHING Volvo CE equipment has been used to demolish an old bridge in Jharkhand, 20 km from Calcutta, with the machines taking 60 days to bring the structure to the ground.

Trials with Scania’s truck will be carried out at Siemens’s two-kilometre long test track in Germany, following the truck’s preparation in Sweden.

The truck has a pantograph power collector mounted on the frame behind the cab, and an electric powertrain system

will be installed at Scania’s Research and Development centre.

The truck with the power electrification system as a whole will then be ready for evaluation at Siemen’s test track.

The project opens opportunities for fullscale demonstrations of electrified road sections in Sweden, said Scania’s project manager Christer Thorén, adding that the new technology will provide substantial fuel savings and a means to achieve fossil-free road transport.

Scania’s vehicle has a hybrid powertrain – combining both electric and combustion engines, so it can be supplemented by power transfer from overhead lines. On these routes, vehicles can thereby operate exclusively on electricity.

3 for 1 sale A UK chemical plant has found success with the Genie GTH-4018 R, the second largest rotating telehandler built by Terex AWP. The machine has replaced two cranes and a fixed telehandler.

September 2011 December 2013

CONSTRUCTION TIONTION CONSTRUC CONSTRUC MIDDLE EAST EASTEAST MIDDLE MIDDLE

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News Round-Up

MANitowoc’s double digit growth

Van Damme VolVo Trucks ViDeo goes Viral A video of action film legend and Hollywood Jean-Claude Van Damme doing the splits across to Volvo Trucks has scored over 30 million hits on youtube.com.

In the latest Volvo Trucks video, Van Damme performs the amazing stunt to demonstrate the precision of the new Volve Dynamic Steering, available on the new range of trucks. In the video, Van Damme peforms the splits between two FM trucks, while they drive in reverse – on a closed test track of course.

The new dynamic steering feature uses an electronically controlled electric motor that is adjusted around 2,000 times per second to create highly precise steering. The electric motor also automatically regulates the steering and compensates for irregularities that feed through to the steering wheel, such as side winds or bumps in the road surface. As a result, the need to constantly make small adjustments to the steering is greatly reduced.

When driving in reverse, Volvo Dynamic Steering offers excellent control with minimal effort.

“The film is the perfect demonstration of the directional stability Volvo Dynamic Steering

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September 2011 December 2013

can offer,” explains Jan-Inge Svensson, the engineer behind the development of the system’s software at Volvo Trucks.

“The stability and control are so good that you can reverse a truck over a long distance with very high precision, which is exactly what we’ve had to do in this film.

It had to be perfect - right down to the last centimetre.”

In the film ‘The Epic Split’, the system enables the two drivers in the trucks to maintain the exact same distance and speed while travelling in reverse. Jean-Claude Van Damme’s athleticism and the skill of the drivers are vital to the stunt’s success, but without Volvo Dynamic Steering the feat would not have been possible.

“The capabilities of the system not only help make a great film - they are also very practical for truck drivers, especially in situations where a lot of steering input is needed,” adds Jan-Inge Svensson. “For example, reversing in tight areas or over rough terrain.

When reversing with a trailer, small changes to the steering can make a big difference to the vehicle’s direction and the effort required from the driver in an ordinary truck can be much higher.”

Manitowoc Cranes has reported a strong third quarter, with total sales up more than 10%, rising to $612.6 million, up from $555m the same period in 2012.

The main drivers of business were continued growth in the Americas region through increased crawler crane activity, as well as ongoing success with Manitowoc Crane Care, the company’s aftermarket product support solution.

Manitowoc CEO and chairman Glenn Tellock commented, “While the global markets have not rebounded to the degree that we had expected, we generated solid third-quarter sales growth and notable margin improvement, driven by strength in our crawler crane product line, the success of our new products, as well as the execution of our lean manufacturing, purchasing, and product quality initiatives.

“Order intake, however, did track lower than expected, reflecting the cautious and conservative spending actions of many customers. Despite these headwinds, we continue to execute our strategies and focus on the areas we can control, which will ultimately drive long-term, sustainable

growth and margin improvement including expanding our global footprint, accelerating new product innovation, and driving operational excellence.”

Manitowoc is currently involved in a patent dispute in America with Sany, America alleging that the Chinese company used stolen intellectual property to build its SCC8500 crawler crane. The crane uses a moveable counterweight allowing it to be set up in different configurations, which Manitowoc says infringes its patent on its Variable Position Counterweight (VPC), used in its 31000 crawler, but likely to soon be launched on smaller crawler models.

MAN MAssive KsA eNgiNe order MAN Diesel & Turbo has received an order from the United Cement Industrial Company for five engines to power a new cement plant. The order is worth tens of millions euros to MAN. The five MAN 20V32/44CR will generate electricity for the new cement works, located 160 kilometres south of Jeddah. With a total output from the plant of 54.5 MW, the works will be able to produce around 5,000 tons of cement a day.

MAN Diesel & Turbo is building the power plant under an EPC agreement, taking responsibility for delivering the engines themselves, but also

for the erection of all essential secondary equipment – from the machine control room and the cooling system to the processing and disposal system.

Construction of the plant is set to begin in the autumn of 2013, with delivery of the engines taking place in mid2014.

“Saudi Arabia is a key market for our power plants division, and one in which we have decades of experience,” said Dr. René Umlauft, CEO of MAN Diesel & Turbo.

“We believe there is tremendous potential in the domain of local

power plant solutions for independent energy generation in particular, for example for cement or steel works. The United Cement Industrial Company is a new client for us and one we have convinced with our technical concept.”

According to Umlauft, the reliability of MAN engines during operation in Saudi Arabia’s hot summer conditions was one of the key criteria behind the purchase. The power plant’s system design has also been optimised to accommodate the climatic conditions.

The engines feature MAN Diesel & Turbo’s proven modern common rail technology. This electronically controlled injection system yields excellent results in terms of fuel consumption and emissions. KSA’s demand for cement is set to rise in the medium term, since its development plans envisage a variety of construction and infrastructure projects.

News Analysis

Cat to de-tier for the Middle East Cat dealers to offer modifications in lesser regulated countries

T

he world’s biggest heavy machinery and equipment manufacturer, Caterpillar, has moved to ensure buyers of equipment in emerging markets can buy the latest wheel loaders and excavators with modified engines that can cope with higher sulphur content fuels.

Ongoing changes to emission regulation in North American, Europea, and other markets classified as higher regulated countries (HRC) by OEMs, means that engines have grown increasingly complicated to ensure that heavy machines are as green as technologically and economically feasible.

With many countries in the Middle East reliant on diesel that has a higher sulphur content, a gap is growing between the machines that can be used in the region and the newest machines rolling off production lines.

This has a knock-on effect for machinery owners wanting to sell their equipment on the global

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September 2011 December 2013

marketplace as well as forming a barrier for those wanting to source from outside the Middle East.

Meanwhile dealers worry that ageing machines will not be replaced by later models hurting both sales and the lucrative aftermarket.

In any case, concerns about exporting engines equipped for the new cleaner air emission standards in Europe and North America is a major concern for the construction machinery industry as a whole, since being unable to export used machines to developing markets would significantly impact on their residual values.

Newer emission engines are typically required to use diesel with sulphur content less than 10 parts per million (ppm), while in the Gulf most markets, including the UAE, sell diesel with 50ppm, while in Saudi Arabia sulphur content can be as high as 500ppm. Longer term there are plans to sell lowsulphur diesel in the United Arab Emirates.

New truck assembly plaNt for Zahid Zahid Tractor and Heavy Machinery has purchased land at King Abdullah Economic City (KAEC) north of Jeddah in order to build a new vehicle assembly plant for Volvo and Renault Trucks.

The 225,000m2 site will house a factory capable of building 4000 trucks per year, with a factory area of 60,000m 2, and likely to create 400 new jobs.

KAEC, a major development the size of Washington DC, and serviced by a sea port and a land bridge, is a mix of light industry and residential, has seen many companies purchase land for factories, in part attracted by the logistics advantages.

Amr Khashoggi, VP of corporate affairs at Zahid Group, said that the investment in the industrial valley is one of the Zahid Group’s most important expansion stages, “and will provide a quantum leap for Saudi Arabia’s non-oil economy”.

“The factory will produce Volvo trucks which are world famous for strength, durability and safety, and which are sold and serviced in more than 130 countries, making Volvo Truck Corporation the third largest heavyduty truck manufacturer in the world in terms of large production capacity compared to its counterparts,” he added.

“In the upcoming period we will be working on finishing the factory designs in order to start construction during the first quarter of 2014,” Khashoggi concluded.

Fahd Al-Rasheed, managing director and CEO of KAEC, praised the announcement, calling it a major milestone in the growth of KAEC. “The choice reflects the numerous advantages that KAEC offers to local and global companies which create a unique atmosphere for investments.

These advantages include world class infrastructure, clear and business-encouraging regulations and hassle-free processes, ease of issuing permits and licenses and the possibility of providing qualified manpower through training centers for Saudi talents.

“The availability of housing solutions within the vicinity of the Industrial Valley, and the direct link with King Abdullah Port makes the IV a global logistical hub and an access point to reach about 250 million consumers in the MENA region, not to mention the availability of Haramain Railway station in KAEC and the future land bridge,” he added.

Manufacturers have responded in many different ways. JCB for instance which develops its own engines can produce entirely different blocks for its backhoes and excavators sold in the region, likewise Volvo is moving towards a modular programme where production lines of machine kits can be designed for customers in the lesser regulated countries.

Now it is Caterpillar’s turn to reveal how it will tackle the problem and last month Peoria, Georgia-based company, announced its strategy for enabling customers in developed markets to export their machines for resale and use in markets including the Middle East, Africa and Asia, and anywhere where fuel quality is lower, including high sulphur content.

Now, following a process of extensive testing, analysis and field validation, Caterpillar has announced that Tier 4 Interim engines between 130kW and 895 kW (7-32 litre engines) will not require any modification for export to lesser regulated countries (LRC).

For its smaller engines, with output 130kW and below, the company will offer an “authorized modification processes,” removing after treatment from machine and commercial engine configurations.

Modification processes, which includes decertification, will be made available to customers in lesser regulated countries through their local Cat dealer beginning in 2014, meaning that buyers of used machinery will then have the engine de-tiered after purchasing.

“Tier 4 used equipment migration is a complex issue,” said Ramin Younessi, vice president, Industrial Power Systems Division.

“Because Caterpillar serves customers in all markets, we develop products to meet the

needs of customers in all types of regulatory environments. For example, all non-road equipment operated in the US, Canada, Europe and Japan must operate on ultra-low sulphur diesel fuel.

“When equipment developed for certain markets, like our Tier 4 equipment, moves to different markets, it adds challenges for Caterpillar, our dealers and our customers.

Challenges arise due to diverse emissions regulations, the need for dealer readiness training and the need to help customers understand how to operate and maintain these next generation products. Most importantly, customers contemplating the purchase or modification of used Cat Tier 4 products need to understand and comply with their local regulatory requirements.”

Younessi added, “With the migration strategy, we’re looking forward, ahead of the Tier 4 Interim products that are already finding their way overseas to lesser regulated countries.

Tier 4 Final products won’t be far behind the Interim products, which is why the strategy we’ve developed focuses on a solution for today’s customers—and for future customers.”

Beginning with Cat dealers in locations Caterpillar has identified as higher probability recipients of used Tier 4 equipment, the company is preparing dealers to support the migration of used equipment to lesser regulated countries.

These dealers will have access to service training, parts stock, service tooling and product information, including detailed information on specific product availability.

News that Cat has a process for re-exporting Tier 4i engined machines it is also likely to benefit other OEMs who use Perkins engines, a Caterpillar wholly-owned subsidiary.

September 2011 December 2013

CONSTRUCTION CONSTRUCTION MIDDLE EAST MIDDLE EAST

11 11

Expert Opinion

Dealing with a new code Ian Apsley is a Board Director at global architecture, urbanism and design practice Broadway Malyan is responsible for the practices’ Middle East operation. He looks at the effects of building codes.

IAN APSLEY, BROADWAY MALYAN

F

rom October 2014 all government building projects in the Emirate of Abu Dhabi will be required to conform with six new Building Codes. With international standard Building Codes already in place, and a buoyant real estate market, you can be forgiven for asking ‘Why?’ and ‘Why now?’

The new Codes impact on a number of important standards in property development: construction, energy conservation, fuel gas, mechanical, private sewage disposal and property maintenance. This throws up new, positive challenges for developers and their consultants operating in Abu Dhabi, as does the recent announcement from the Department of Municipal Affairs (DMA) – which is leading the implementation of the new Codes – that it will co-operate with private sector and strategic partners to seek wider take-up of the new regulations.

What is the impact of these new Codes likely to be and what aspects should developers and consultants be concerned with? Although the devil is ultimately in the detail, the Codes will undoubtedly strengthen Abu Dhabi’s position as a world-leading centre for real estate investment and development, and that is to be welcomed.

While Codes of Practice are widely used in the various Emirates forming the UAE, there are often ambiguities which require Consultants and building owners to negotiate with the various Municipalities on the application and interpretation of

such codes.

While this negotiation rarely does not often cause severe delays to new schemes, it can be a sticking point and is often unnecessary.

The new standard set of Codes will reduce this element, creating a faster and smoother development approvals process.

The changes will also make the design process for new properties more efficient. In common with many global design practices, Broadway Malyan has the capacity to allocate resources and different skill sets from a number of different offices to specific projects across the world.

For example, colleagues in our UK offices worked on the new Hazza Bin Zayed Stadium mixed-use scheme in Abu Dhabi as they had the expertise and skills that were needed, despite being located thousands of miles away.

By introducing a new consistent and transparent building standard in Abu Dhabi,this cross-office global working will become much easier – improving the efficiency and speed of the design process and delivering greater value to developers and investors.

In a competitive global market, where consistency and reliability of regulations are crucial, this will make Abu Dhabi an even more attractive location to invest.

Speak to any Abu Dhabi resident and they will tell you that the Emirate’s plentiful and cheap energy supply is one of the great advantages of living and working here. However, for those involved in designing and engineering Abu Dhabi’s future buildings, a cheap

“FAMIlIArISATION WITH A NEW SET OF rEgUlATIONS – AS MANY FIrMS ArE DOINg AlrEADY – IS A SMAll PrICE TO PAY FOr THIS CONTINUED SUCCESS.”

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energy supply does little to incentivise the creation of energy efficient buildings,compared with Europe and North America where supply costs are generally much higher.

Although sustainable new projects are being built across the Emirate – district-wide cooling schemes are an obvious example – the new Codes reinforce the importance of designing sustainable, resource-efficient buildings. That is to be welcomed as it will encourage the design and delivery of new buildings which not only have a less severe impact on the environment, but which are more attuned to the demands of international occupiers.

Better quality more resilient properties can only be good news.

Obvious examples include such high-profile schemes as the new sustainable community planned at Masdar City, but also some of the schemes we have been involved with at Broadway Malyan including new villa communities on Yas Island, where the sustainable agenda now has a much higher priority.

A new set of building Codes will inevitably attract a few grumbles from those who question whether Abu Dhabi really needs them. While in many areas, the regulations do reflect the standards required in the current international best practice codes, as we saw in the tragic Villagio Mall fire in Qatar last year, devastating incidents can still occur in mature markets with high standards of design and construction. The new Building Codes demonstrate to the world that Abu Dhabi is not resting on its laurels; it is actively shaping its real estate market to respond to current challenges and ensure it remains one of the best to investors.

Familiarisation with a new set of regulations – as many firms are doing already – is a small price to pay for this continued success.

Ten Tips

48

CONSTRUCTION

MIDDLE EAST

November 2013

Heavy Hitters

Building a network

Dr Nadhem Bin Taher, executive director of the National Transport Authority, talks to Gavin Davids about the Etihad Rail project.

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he National Transport Authority (NTA) is the Abu Dhabi-based, state-wide transportation body that oversees the development of the UAE’s land and maritime transportation systems. Set up by Federal Law number 1 of 2006 – Article 4, the authority’s responsibilities include the proposal of general policies, bill laws and regulations for marine services and land transport, in coordination with the relevant authorities, and the supervision of their implementation.

Furthermore, the NTA is tasked with overseeing the organisation and improvement of the UAE’s land and sea transport, which in turn includes ‘submitting the suggestions necessary’ for the development of the federal roads construction works.

Obviously, this is a vast scope of work, but with the announcement that the UAE intends to invest $25 billion into its railroads and metro, the NTA’s job just became a whole lot harder. With the Minister of Public Works and the chairman of the NTA, Abdulla Al Nuaimi, determined to make the UAE a hub for transport and logistics, the pressure is on.

Earlier this year, the Authority announced that a new national law would be developed by 2014, which pave the way for the mammoth investment into the rail sector. The law is expected to cover safety regulations and operational standards. It is expected to be passed in time for the launch of the country’s first railway line.

One of the men tasked with overseeing the establishment and development of this hydra of laws, regulations and projects is Doctor Nadhem Bin Taher, executive director at the National Transport Authority.

He sat down with Deputy Editor Gavin Davids to discuss how the NTA is pushing forward with plans for the Etihad Rail project and the wider reaching impact of the project.

Firstly, he clarifies that the $25 billion investment announced by the Minister of Public Works, is

intended to cover the total investment into the rail sector, in the UAE. “We have, in the MENA region, a total of $250 billion. 10% of that is within the UAE, which is $25 billion. In the rail industry, we have two things; light trains, which includes metros, monorails, trains – and heavy rail, which takes passengers and freight.

Etihad Rail is around $11 billion of that investment, and then Abu Dhabi has approved $8 billion for the emirate’s light rail. And then we have an expansion which is worth $2 billion in Dubai, so a total of $25 billion when you take into account inflation rates and new technology. $25 billion is the original budget, which is estimated to be 10% of the total of the MENA (investment),” Dr Nadhem explains.

“It doesn’t have to be just inflation, there are new products coming. The project could be completed within six or seven years from now. For sure there are new technologies, and you need to have some spare amount of money available for new tech, new wagons, etc that may be implemented, so this is (the figure) that is envisioned by the UAE government.”

Some of these new technologies have come from various research trips that the NTA and the various bodies associated with the UAE’s rail projects have undertaken. The collaboration between the country’s regulatory bodies is crucial to the success of such complex operations, Dr Nadhem points out that the wide range of projects such as Etihad Rail makes it difficult for one body to control things.

“We work as the regulator for the rail industry.

However, the operator and construction work, the railway infrastructure company and the railway construction company – this is done by Etihad Rail, which is a government owned company responsible for building, managing and operating the trains,” he says.

“However, we do some teamwork between the federal government and the local government because we have seven departments of transport,

“WE’vE DONE SOME BENcHMARkS IN THE EAST AND WEST AND SEEN NEW TEcHNOLOGy – IN SOUTH kOREA, TAIWAN AND cHINA”

December 2013

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Heavy Hitters

Dr Nadhem Bin Taher bio: Dr Nadhem joined the National Transport Authority in March 2010, to become the director of Roads and Land Transport Department. His role in the NTA is to supervise the development of federal regulations, legislations, standards and benchmarks on passenger and freight movements in the UAE. His previous work was as an Advisor for the Infrastructure and Municipal Assets Sector, in the Department of Municipality Affairs and the Public Works Department in Abu Dhabi.

so we work as a team because we want the decision to be taken by the higher level, as envisioned by the UAE government and then cascaded to the local authorities in the Emirates.”

“We’ve done some benchmarks in the East and West and seen new technology – in South Korea, Taiwan and China. We’ve seen the KTX, which is the high speed rail in South Korea and how they’ve developed it from 300kmph to around 350km/h.

We also went to China and seen new technology called Maglev, which is a technology where the speed of the train is around 430km/h. So we’ve seen different technologies and what is the cost and value for money, and what is the supply and demand and how we can bring in people to use mass transportation.”

So that is why the spare money is needed then.

Dr Nadhem highlights that the spending is likely to encompass everything from high-speed to lightrail. However, this doesn’t mean that there isn’t a plan in place. He points out that the NTA and the other regulatory bodies involved are taking the project in phases, with each one being given the attention and concern it deserves.

“All these things are being studied right now and the most important thing right now is the first phase, Habshan, in the west of the region.

(It’s a) very strategic project because by moving the sulphur from Habshan, even to the eastern region, takes around 1,500 trucks a day. So by moving 1,500 trucks a day to a couple of trucks by heavy rail, will save money, reduce the number of accidents and fatalities, pollution, etc,” he says, laying out the grand ambitions for the project.

“Then there’s the second and third phases, where we connect (with) the GCC network and when it will be connect with Khalifa port. For all these, the first phase is the backbone of the project. We have the national network and the international network.

The international network comes all the way from Kuwait to Oman, this is 2,170km, including the

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580km in the UAE network that will take them from the Western region all the way to Muscat,” Dr Nadhem continues.

This is where things get complicated. With the rest of the GCC also working on their own railway projects, creating a region-wide railway network is a challenge unlike any that has come before. Not only do governments have to focus on building their own railways, but they also have to be mindful of their rate of progress, and that of their neighbours.

And that doesn’t even consider the host of other logistical issues, such as travellers across country borders and immigration reform. The NTA is involved in all aspects of this, and it’s clear they’ve got a massive task on their hands.

“KSA is working right now, Qatar is working, Oman is working, and we’re working on it. Now we’re studying the connection and interoperability issues, (such as) immigration issues, trip issues, taxes, customs, and all these issues are being studied right now to see how we can go on further.”

“We are working with the GCC members to establish the GCC Railway Authority, which would regulate the whole interoperability issues and the connections between each country. This has been discussed in the GCC Council and will soon be raised with the GCC Supreme Council, I don’t have the exact date, but this is the plan,” he reiterates.

Citing the example of Europe, Dr Nadhem adds that there are various scenarios and possibilities being discussed across different departments and authorities, such as the Ministry of Interior, Ministry of Immigration, the Customs Authority and the NTA, over the issue of immigration.

Dr Nadhem has a doctorate of Philosophy (Ph D) in Engineering Project Management from Wales in the United Kingdom and has the experience and the expertise in Transport Management, Project and Construction Management, Claims and Disputes Management, Risk Management, Quality Management System (QMS).

He is a Certified Quality Management Systems Trainer and Auditor and

has conducted various lectures and seminars on Transport Project Management, Quality Management and Project Claims and Disputes.

Dr Nadhem has contributed to several technical publications including reports, conference papers and presentations in local, regional and international conferences in the field of transportation such as the Federal Road Traffic Accident Study: Causes and Preventive Measures.

Finally he was also involved as a member, vice-chairman and chairman of several Authorities and Professional Committees at a local and federal level, for example the TTF (Trade and Transportation Facilitation) committee, while also representing the UAE in various forums at a regional level (Gulf Countries Council, Arab League) and international level (ESCWA) in discussing land transport sector topic, issues, and joint initiatives.

“WE WORK AS A TEAM bECAUSE WE WANT THE

DECISION TO bE TAKEN by THE HIGHER lEvEl, AS ENvISIONED by THE UAE GOvERNMENT”

What would allow for the free flow of travellers across the GCC would be a visa based on the Schengen model, but Dr Nadhem maintains that there is still plenty of work to be done before that is even considered.

“We think that it (a GCC wide railway) will be coming by 2018. (However), we can’t control what Qatar (for example) will do. These are operational issues; Etihad Operations, which will take care of these decisions. We are planning from now, we can’t wait till they finish. We put all this in a risk matrix

and take the issues and tackle them one-by-one, so that by the time the rail is already established, we’ll have all the answers to these questions, such as the fares and the customs,” he asserts. “What we’re talking about here is to have a complete GCC plan by 2018, so we definitely need to have our own by then. We’re fighting with time, if you will. Etihad Rail takes care of all these issues and we’re the specialised regulators taking care of the vision of the UAE government.”

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December 2013

CONSTRUCTION

MIDDLE EAST

17

Cranes

Top of Their Game

With a head for extreme heights and rigorous manufacturing standards, the tower crane sector is a key component of the industry, Stian Overdahl discovers at the ITC conference 18

CoNSTrUCTioN

miDDLe eaST

November 2013 December

T

he International Tower Cranes conference, held last month in Berlin and organised by KHL Group, was a chance for manufacturers to share their company’s latest developments and focus on key technologies. Key speakers included representatives from Liebherr, Wolffkran, Terex, Potain, Zoomlion, and Nabil Al Zahlawi, managing partner of NFT Cranes, who gave a ‘warts and all’ account of the crane rental business in the Middle East.

With construction industry growth in the development markets relatively flat (North America, Japan) or continuing to shrink (Europe), tower crane manufacturers are now looking to the developing markets in the Middle East, South America and Asia as areas where they can expect sales growth in the coming years.

While the sales outlook for the region is steady, the GCC markets also provide more than their fair share of complicated projects, whether super tall towers or sites with large foot prints and many cranes.

Manufacturer advice during the construction design phase can be a key contributor to site efficiency, and can – paradoxically – result in solutions requiring fewer cranes.

All the major manufacturers are typically able to offer design advice during the purchasing phase, but being able to offer greater support and focus to its customers was one of the reason’s behind Liebherr’s reorganisation of its tower crane division, which began one year ago, a division previously had also included concrete machinery.

Thorstein Hesselbein, head of tower crane solutions at Liebherr-Werk Biberach, said that the restructured division offered customers improved access to crane experts, allowing them to get an economical solution for application of a tower crane.

Experts are able to offer solutions employing more than just the serial cranes in production, with the option to use special and custom cranes in combination with serial cranes, as well as providing a comprehensive survey of the capabilities of a customer’s current fleet, he said.

Liebherr has calculated that in about 5% of all projects a crane with special modifications is needed,

December 2013

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Cranes

in addition to the serial production units. examples of projects in the middle east where liebherr had provided a significant advantage to customers included the marina mall in Dubai, where the company provided a revised tower crane site plan to the contractor that reduced the number of required cranes from nine to eight; and the construction of the royal Clock tower in makkah, the second tallest building in the world, where liebherr cranes were used to lift the façade and other elements. the special challenge for the project was to mount the clock work using the tower cranes, requiring the use of liebherr’s micromove fine positioning mode. liebherr is currently seeing a lot of interest in its tower crane range from the GCC markets, said Dominique tasch, managing director of liebherrWerk biberach, with cranes on major projects in Dubai, riyadh, and the national museum in qatar, to mention a few.

“We see the GCC markets as quite stable markets, with more investment to come, so in that sense not an emerging market, a mature market, but still growing.” the company is also looking to increase its permanent service capabilities in saudi arabia, which is currently boosted by service technicians regularly sent from Germany, which has a high cost for the company. the berlin conference was a chance for manufacturers to talk to major tower crane customers, and one topic discussed in depth,

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by Wolffkran owner and Ceo Peter schiefer, was tower crane financing. a man wearing many hats, schiefer was speaking as manufacturer, in his role as president of the Committee for european Construction equipment (CeCe)’s tower crane division, and as the operator of one of the largest tower crane rental fleets in europe. he also has ample experience in the finance industry, having worked as a merchant banker and in private equity, before purchasing Wolffkran with the partner of his capital management firm in 2005.

Financing the purchase of a tower crane can be a difficult process, since the financing company does not have a solid asset, but rather they are financing multiple sections of mast, jib, hoists and rope, which over their working life can be reassembled in many different cranes.

Compared with a mobile crane, which has a road licence and is a single unit, this presents problems for banks and financiers, said schiefer. the situation has not been helped by a few unscrupulous companies, prior to the financial downturn, who borrowed money on tower cranes, and then when the company folded, it was found that the cranes had been sold. schiefer said it was important to stress that new banking regulations, basel iii, will make the situation even worse, because there are higher asset requirements for lenders. While a tower crane typically has a working life from ten to 25 years, most owners will aim to pay it off over the first five to ten years of its life. but securing financing for terms this long is a problem, said schiefer, and fleet owners may be forced to resort to ‘balloon financing’, where the crane is financed for four years, and then refinanced when this term ends. balloon financing is a problem

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because interest rates can rise significantly during the period of the initial loan, meaning that when it’s time to refinance the interest costs will be a lot higher – in short it injects a signficant element of risk into the balance sheets.

In light of the new banking regulations, Schiefer said that fleet owners should look at taking a number of steps in order to receive longer-term financing for tower cranes.

These include educating banks and lenders that tower cranes will continue to produce revenue across their entire working life, which is normally at least 15 years; implementing a robust inventory management system so that banks can be confident that the items they’re lending on are easily trackable; discussing the impact of proper maintenance of equipment on working life and residual value; and highlighting

Poor returns in india for Liebherr Liebherr has a number of tower crane factories around the world, including a plant in Pune, India, which produces the 85 EC-B, a smaller-sized flat top tower crane. Dominique Tasch, managing director of Liebherr-Werk Biberach, said that while the emerging markets present a ‘risks and rewards’ proposition, Liebherr has yet to discover the ‘rewards’ in the price-sensitive Indian market “We’re continuing to learn, and India is not just one market, its several markets in one country.”

For Liebherr to operate

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in the market has meant a significant investment – including sending people in, investing in the manufacturing plant, learning the local regulations and talking with authorities. He believes the company’s experience, of rewards that have not yet materialised, has been shared by its Western competitors.

“You think, when you see such numbers [of cranes sold each year in India], you will go into such a market and will get a big reward because you’re running a big risk, but we didn’t find that.”

The India market is

developing very quickly, says Tasch, and it is hard for manufacturers to keep up with market demands, regarding crane size and capacities.

For the quality-oriented brand Liebherr, meeting the Indian market’s expectations for price has also been difficult.

Buyers in India have a very low expectation for quality of a crane, said Tasch, including the cabin. “It’s difficult for us as a premium brand to fulfil those demands.”

The company will consider removing items such as a padded seat in the cabin to lower costs, but will not compromise

on safety, he said.

Localised manufacturing has not provided a significant price advantage over manufacturing in Germany, due to the costs of establishing the plant and training staff, though it does provide a significant logistical advantage, this in a country where already it can take up to three weeks to deliver a crane to some areas.

“Nevertheless we owe it to our customers to not give up,” said Tasch.

“We see a market that in the next 20-25 years will be one of the big three markets in the world.”

to lenders that tower cranes are almost never the target of theft, since stealing a tower crane is highly impractical.

Efforts from Wolffkran on its rental fleet in Europe have included ‘barcode inventorising for the major items in the rental fleet. In total, noted Schiefer, they have more than 20,000 individual components in their fleet.

Rental companies are a major feature of the crane industry, and Dubai-based NFT Cranes is now one of the largest (if not the largest) tower crane rental company in the world, as well as the sales agent for Potain. At the height of the Dubai boom, the company had 1,000 cranes in its fleet, though this number dropped to 500, with cranes moved to other markets where NFT operates outside of the Middle East, while in 2014 the company expects to have 700 cranes operating in the region.

Managing partner Nabil Al Zahlawi had been asked to speak about its operations in the Middle East, and provided a ‘warts and all’ profile of the region, itemizing a significant number of challenges for rental companies.

Among these is the huge investment, due to the significant amounts of stock that the company must hold in reserve. A significant amount of the fleet is currently on the ground, awaiting projects, he said – a measure taken since phone calls can come at any time, with cranes wanted in short order, sometimes as soon as the next day.

Worksites can also operate 24 hours a day, seven days a week, meaning that there is much more wear and tear on a crane, compared to a work site in Europe where it is only being used five-six days per week, and only for no more than 8-12 hours. Longer working hours also means shorter rental durations for the project. And operators tend to have lower skill levels, with only short training periods.

The condition of the ropes is also the responsibility of rental companies. And if there is a break-down, the renter will deduct the down-time from the rental price.

Remote control your crane?

A number of technology issues were presented on at the conference, including options for different rope designs, methods for implementing quality control for crane fleets by owners, and remote controls for tower cranes.

With self-erecting tower cranes common place in Europe, used especially for infrastructure and smaller building sites, remote control mechanisms for operating cranes have also become common.

The technology, which can control all the basic motions of a crane – slewing, trolleying and hook height – is now also being used on top slewing tower cranes, the larger cranes where there is an operator cab. Thomas Stegmaier, product manager of HBC-Radiomatic, one of the major suppliers, gave an overview of how his company believes that remote control technology, used on top slewing tower cranes, can improve work site efficiency. Essentially, the company’s position is that remote controls can be used in periods of non-intensive job site activity, such as in the lead up to full construction work, where less than 10 lifts are being carried out per day; as well as in the final, winding down stages of a construction job, where there are again fewer lifts. In these cases, said Stegmaier,

the remote control can be used to save the operator frequent trips up the crane, or else waiting lengthy periods in the cabin.

Nevertheless, in intensive use of the crane, remote control should not be used he said.

It was a presentation that generated some controversy, with a number of audience members indicating they believed that remote control for top slewing cranes was a potential safety problem, since operators were able to use the remote control in situations where it would be safer for them to be sitting in the cab, in communication with the rigger. It was also mentioned that operators would neglect key duties such as greasing, performed each day before the job starts, when they enter the cab.

Speaking with CMME on the sidelines of the conference, Stegmaier said that the use of remote control is not common in the Middle East, due to far lower operator wages when compared with developed countries, as well as the fact that self erecting tower cranes are not widely used. The key pressure for the use of remote control comes from crane owners and company operators, who believe they can reduce their overall operation cost, he said.

“For MANUFAcTUrErS, THE MiDDlE EAST iS A gooD PlAcE For TESTiNg yoUr EQUiPMENT.” The environmental conditions in the Middle East further accelerate a crane’s rate of aging. Even when it is not being used, and is lying in the yard, the high humidity ages the machine.

“For manufacturers, the Middle East is a good place for testing your equipment”, Al Zahlawi noted.

For these reasons, after 15 years a tower crane should be scrapped, he believes, a figure at odds with some manufacturers, who believe their cranes are okay to operate to at least 25 years. New regulations that are coming will also place age limits on cranes, he said, with cranes older than 15 years unable to be used on work sites.

Another issue for rental companies in the region is ownership – when a crane is on a site, it is hard for a rental company to prove ownership, and the principle is that ‘who has the crane, owns it’.

Further problems specific to the Middle East include border tariffs, such as when a unit is taken from the UAE to Saudi Arabia, and from UAE to Qatar.

There can also be problems getting cranes out of Qatar, since the country is eager to categorise old tower cranes as scrap metal, due to shortages of scrap metal in the country.

While overall levels of business are still tepid, Al Zahlawi believes that a number of mega-projects in Saudi Arabia, UAE and Qatar are on the horizon.

50% of business in 2015 will come from Saudi Arabia, 20% from UAE, 20% from Qatar, and 10% from the rest of the Middle East. He also estimated that if Dubai is successful in its 2020 World Expo bid, that he will receive an immediate order for a number of tower cranes as projects are jump-started. Providing a break-down of his fleet by model type, Al Zahlawi said he expects that luffing cranes will become more popular in the coming years.

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VE

LI

DE M ON ST RA TI ON S Raz Islam Publishing Director raz.islam@cpimediagroup.com Mobile: +971 50 451 8213

Michael Stansfield Commercial Director michael.stansfield@cpimediagroup.com Mobile: +971 55 150 3849

16-20 February 2014

DAMMAM

Dhahran International Exhibition Center, Dammam, Kingdom of Saudi Arabia Show timings: 9:30-12:00 and 16:00-22:00

The Construction Machinery Show 2014 is the largest heavy construction machinery event in the region, showcasing a wide variety of products ranging from heavy equipment to machinery, from lighting to generators as well as dealers and service providers.

action via its programme of live demonstrations and the largest ever showcase of its type in the Middle East.

The event will provide an invaluable platform for customers in the Arab world bringing together manufacturers, distributors and buyers.

In 2014, the Construction Machinery Show 2014 is teaming up with leading Saudi exhibition organiser, Dhahran International Exhibitions Center (DIEC). This year’s show will run in conjunction with the popular BUILDEX event, now in its 16th year.

The Construction Machinery Show 2014 is also the only event in the region where buyers can see a huge range of equipment in

Both events will attract worldwide industry experts, investors and buyers to the largest tradeshow in the Eastern Province.

Gold Sponsorr

Site Visit

Reaching the mid-way point Taking a look at the Midfield Terminal Building at Abu Dhabi International Airport. Gavin Davids reports

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A

bu Dhabi has long been considered a sleeping giant in the GCC region due to its relative lack of infrastructure development as compared to Dubai. Backed by vast reserves of oil, the UAE capital had never really grabbed the headlines like its noisy neighbour.

However, the last five years or so have seen Abu Dhabi shake off its lethargy and step up a development drive that has firmly established it as one of the hotspots for the construction industry in the Middle East, which of course means globally.

This surge in growth has seen more and more visitors and workers descend upon the emirate, which in turn has put tremendous strain upon its existing infrastructure.

Within the next few years, an estimated 20 million people are expected to use Abu Dhabi International Airport as their origin, destination or transit point for international and domestic travel, stats released

by Abu Dhabi Airports Company have found.

As such, the Company has backed the massive $3 billion Midfield Terminal Building project that is set to change the face of aviation travel in Abu Dhabi.

The contract was signed last year, and by August 2012, work had started on the project.

To realise the project, a joint venture consisting of TAV Construction, CCC and Arabtec, was appointed as the main contractors by ADAC. Set to be a benchmark in airport construction worldwide, the terminal building will feature an undulating roof, and inclined façade, a 52 metre tall processor ceiling and the use of advanced technology, with a total built up area of 702,000m2.

“The total duration of the project is 49 months,” says Ali Haydar Ozak, the project director for the MTB project. “It means that by September 2016, we have to have substantial completion. The airport building will then go through an operational readiness and testing period to be fully commissioned in 2017.”

“There are other packages around our building, but we’re responsible for the construction of the MTB – the Midfield Terminal Building. There are also other packages, big packages around us, the airfield contract and the landside contract. So we’re just in the middle of the two runways. That’s why this is called the Midfield Terminal Complex. More than 13

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Site Visit

months of the project have passed, and we’re almost 25% of time elapsed,” ozak adds. “if you look at the design of the building, this is one of the most, let’s say, most sophisticated, challenging, but also, for me, one of the best designs for an airport that you can see. it’s not straightforward, it’s all complicated, but it’s with challenges. only the façade, the processor façade, when you enter the building, the height of the glass is more than 50 metres. this is just the glass, then think about the support system behind it and the roof shaping is coming from the sand dunes. all these waves, in the main processing area and the piers. so the designer and the client, who made the decision on the design, decided to have the best terminal building in the region, for me, maybe in the world,” he explain. approximately 84,000t of steel will be used for the construction, while the terminal building will have a MTB FacTs and Figures: Terminal design capacity: 27 million PaX per year Terminal building area: 702,000m2 Passenger boarding bridges: 106 units structural steel works: 84,000t roof cladding: 225,000m2 Façade cladding: 200,000m2 suspended ceiling: 300,000m2 natural stone flooring: 325,000m2 Baggage handling system conveyor length: over 22m Baggage handling capacity: 19,200 baggages/hr Total construction period: 49 months (estimated)

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“we believe by the end of the year, or the

first quarter of 2014, the trucks and the containers coming to the site, not only for us, but for all the other contractors, will be tremendous.”

roof area of 225,000m2. the total façade area will be 200,000m2, tav construction says. “mainly now, we’re in the concrete structure stage, till date we have casted over 180,000m3 of concrete and in terms of progress wise, we started with the concrete work, and now the other trades come in. for example, we’re planning to start meP activities very soon, meP, façade, roofing and some other internal architectural issues, so all this progress will jump significantly,” ozak points out. with more than 500,000m3 of concrete needed for the project, ozak says that tav cannot afford to rely on outside resources to supply the construction site. as a result, the turkish contractor has tied up a deal with two suppliers, al farrah and synaxis, to work on site and supply only the mtb building. furthermore, with a completion date set for september 2016, work on the project has to progress as smoothly as possible to avoid any delays and unnecessary complications. therefore what received considerable attention from ozak and his team was the organising of the

OperatiOnal highlights: 65 – number of aircraft that will be accommodated at the piers, including the airbus a380 8,500 – number of passengers that can be serviced per hour by the check-in counters 165 – number of conventional check-in counters 48 – number of self-service check-in kiosks 136 – number of security screening lanes for passengers 25 – number of security screening lanes for staff

project’s labour force. With more than 10,000 workers on site and project staff of around 856, this was no easy task to accomplish.

“This is (complex),” he says. “Now that the summer season is just over, we have diverted our main shift to the day, 80% to 85% of our labourers are working during the daytime, so the numbers are quite obvious. We’re talking about 8,000 to 9000 labourers, logistically, coming from the camps to the site, so each bus can accommodate 50 to 60 labourers, so think about the number of buses. And that’s only for labour.”

“And then there’s the materials, the trucks.

There’s a huge amount of logistical delivery for the concrete, rebar and most importantly structural steel. (The start of) MEP and other trades will definitely increase the number of logistic activities to and within the site. So starting from this simple point, for fielding the joint venture staff only, then going to the subcontractors, it’s a very challenging logistical management,” he adds.

An additional logistical complication is that the site is in the middle of two runways, which have been constructed by two different contractors,

“THErE’S THE MATErIALS, THE TruckS.

THErE’S A HugE AMOuNT OF LOgISTIcAL DELIvEry FOr THE cONcrETE, rEBAr AND MOST IMPOrTANTLy STrucTurAL STEEL.”

who have their own workforce and materials being brought onto those sites.

“The runways are completed, so if you see the two runways, the south and north runways, they’re already under operation. So there’s only some air site works around our building, the apron and the connecting taxiways, and the utilities for all the fuel hydrant systems and so on,” Ozak says.

“These are all packages done by different contractors. We’ve got the air site contractor next to us, they’re working just as a neighbour to us.

On the landside, we’ve got the car park, and the interchange. We’re using the most crowded and busy highway, so there’s going to be an increased number of movements to the project. So very soon, we believe by the end of the year, or the first quarter of 2014, the trucks and the containers coming to the site, not only for us, but for all the other contractors, will be tremendous,” he warns.

This project is unique in more ways than just its design, and its builders are well aware of this, and it’s not a responsibility they wear lightly.

“This building will be a landmark for Abu Dhabi,” says Ali Haydar Ozak. “When you talk about France, you talk about the Eiffel tower, when you talk about London, you think about Big Ben, and I think and I believe, that this building will be a similar iconic building for Abu Dhabi. When they talk about Abu Dhabi, they’ll be talking about Abu Dhabi airport, the terminal building,” he reiterates passionately, bringing to a close a tour of what is sure to be one of the most exciting projects undertaken in the Middle East in a long time.

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The choice of MH professionals worldwide

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CASE CRAWLER EXCAVATORS

THE THINKING

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Abdulla Ahmed Nass & Sons Nasser Bin Khaled & Sons Co Roots Group Arabia International Heavy Equipment L.L.C. The Commercial & Industrial Co (C.I.C) Someco Instant Access Co Al Shirawi Enterprises Unimar Egypt Cukurova Ziraat

+973 1 770 31 23 +974 4 458 01 38 +966 2 699 66 28 +968 2 459 12 99 +96 2 550 62 60 +96 1 125 36 00 +965 2 225 99 72 +971 4 371 85 85 +202 3 346 51 80 +90 216 451 24 04

www.nassgroup.com www.nbks.com www.arabian-roots.com www.ihe-oman.com www.cic.com.jo www.somecointernational.com www.instantaccess-co.com www.alshirawienterprises.com www.unimaregypt.com www.cukurovaziraat.com.tr

www.casece.com 34

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Product Focus

Raw power EVERYTHING YOU NEED TO KNOW. page 54

IN A SPIN

Liebherr piles in on the next generation of particle accelerators.

page 39

RAISe yOUR H&S LeveLS

page 44

STACKS UP

How do Terex’ line-up of backhoes get made?

page 36 MADe TO GRADe

CMMe looks at earthmoving equipment in a Raw Power special.

Construction Machinery Me’s guide to ensuring that forklift operators handle their machines with care.

page 50 A LIGHT TOUCH

Mercedes rolls out its new range of Sprinter vans.

page 46 HANDLING PMv LIve

CMMe’s special review of the PMv Live and MeC 2013 events in Dubai.

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Raw Power - Earthmovers

DesigneD for heavy work Why get it: Powerful Cat C18 aCert engine aluminium bar Plate radiator design

SpecificationS: • operating weight: 49,900kg • engine: CAT ACERT 18 • power: 306kW, • Blade capacity: 16.4 m³

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C

aterpillar’s D9T is the latest generation in a long series of D9 models, stretching back to 1954. Updated in late 2011, the D9T was revamped for improved power, performance and functionality. With an operating weight of 49,900, the machine is powered by a Cat C18 ACERT engine, offering 306kW (410hp). The engine is mated with a high efficiency torque converter with fixed stator provides that provides high torque multiplication while shielding the drive train from sudden torque shocks and vibration.

The planetary power shift transmission has three speeds forward and three in reverse, utilising large diameter, high capacity, oil-cooled clutches. A planetary differential turns the machine by speeding up one track and slowing the other, while maintaining full power to both.

The cooling system has a radiator built with rugged, highly efficient aluminum bar plate cores. The aluminum bar plate construction aids durability and allows for higher heat transfer and superior corrosion resistance. Meanwhile, an air to hydraulic oil cooler reduces hydraulic

oil temperatures, improving component life. The core is built using the same rugged aluminum bar plate design as the jacket water cooler.

A new feature for the D9T the Enhanced Auto Shift (EAS) system, which provides operator-selectable forward and reverse speeds similar to an automatic transmission. The EAS system can provide increased production, fuel efficiency and ease of operation, thereby reducing operator fatigue.

The operator environment has also been redesigned, with an emphasis on operator productivity, safety and comfort. A low-effort electronic dozer control handle gives the operator control of all dozer functions with one hand.

Operators will enjoy comfort features like adjustable arm rests and new automatic climate control.

For added safety, the new Dynamic Inclination Monitor provides readouts of the tractor’s pitch angle and side-to-side slope. In addition, a new operator-presence system locks out the power train and hydraulic system to avoid unintentional machine movement when the operator is entering or leaving the cab, where they are assisted by redesigned steps, handles and guardrails.

PROFESSIONALS RELY ON CASE

SEE YOUR BUSINESS FROM A DIFFERENT PERSPECTIVE Country Bahrain Qatar KSA Oman Jordan Lebanon Kuwait UAE Egypt

Dealer

Abdulla Ahmed Nass & Sons Nasser Bin Khaled & Sons Co Routs Group Arabia International Heavy Equipment L.L.C. The Commercial & Industrial Co (C.I.C) Someco Instant Access Co Al Shirawi Enterprises Unimar Egypt

www.casece.com

Contact Number

+973 1 770 31 23 +974 4 458 01 38 +966 2 699 66 28 +968 2 459 12 99 +96 2 550 62 60 +96 1 125 36 00 +965 2 225 99 72 +971 4 371 85 85 +202 3 346 51 80

Web Page

www.nassgroup.com www.nbks.com www.arabian-roots.com www.ihe-oman.com www.cic.com.jo www.somecointernational.com www.instantaccess-co.com www.alshirawienterprises.com www.unimaregypt.com

Raw Power - Earthmovers

AdvAncing blAde tech Why get it: Sigma-Shaped blade moveS more earth auto load-SenSing gearShiftS Komatsu is one of the unchallenged kings of the heavy earth movers, with a well-regarded range of crawler dozers. The D155AX-6 is one of its Sigmamover machines, with a dozer blade designed in the shape of a sigma (∑) rather than the typical U. The frontal design concept adopted for digging and rolling up at the center of the blade increases soil holding capacity, simultaneously reducing sideway

designed for heAvy Work specificAtions: • operating weight: 67,700kg • power: 384 kW @ 2000rpm • engine: 19L, 6 cyl, Cummins QSK9 • track shoes width, standard: 610mm • blade capacity: 18.6m3 • ripper pryout force: 612kN

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spillage. Reduced digging resistance produces smoother flow of earth, enabling the dozing of larger quantities of soil with less power. On the D155AX-6, a new linkage system holds the blade closer to the tractor, for improved visibility, enhanced digging force and reduced lateral sway of the blade. The new digging theory also reduces fuel consumption.

Powered by a Komatsu SAA6D140E-5 turbocharged after-cooled diesel engine, the drivetrain has a automatic transmission with lockup torque converter. The automatic gearshift transmission selects the optimal gear range depending on the working conditions and load placed on the machine. This means

One of the newest crawler dozers in Dressta’s machine line-up is also the largest – the 67,700 kg operating weight TD-40E EXTRA. With a 384 kW (515hp) engine, the machine offers excellent drawbar pull resulting from a high maximum torque. Peak power from the Cummins QSK19 Tier 3 engine is delivered at 2000rpm.

The massive cooling module is equipped with a hydraulically driven variable speed fan to handle the cooling characteristics of the engine.

The dozer is equipped with large capacity blades with full width wear liner and a double tilt/pitch system, to be used for all types of dozing operations Major new features on the TD-40E include a gear preselection system, and an automatic downshift function that offer the operator a choice of various automatic operating modes, especially useful in repetitive cyclical operations.

The combination of a three-speed transmission with Dressta’s two-speed (Hi/Lo) steering provides six forward and six reverse speeds, improving load-matching capabilities. Engineers have combined the hydraulic control system on the TD-

the machine is always operating at maximum efficiency, while manual gearshift mode is selectable. In the automatic mode, when a load is applied, the gear automatically shifts down, and when the load is off, it automatically shifts up to a set maximum gear speed. This mode economises both fuel and production where the torque converter lockup mechanism is actuated according to load.

Operators benefit from a palm command electronic controlled travel control joystick, providing them with a relaxed posture and superb fine control without fatigue. Transmission gear shifting is simplified with thumb push buttons. There is also better visibility while ripping, after the number of ripper cylinders were reduced from four to two, as well as the expanded ripper movement offering a wider range of operation. Low maintenance costs are also ensured with a simple hull structure main frame design that increases durability and reduces stress concentration at critical areas, while flat face O-ring seals are used to securely seal all hydraulic hose connections and to prevent oil leakage. specificAtions: • operating weight: 39,500kg • engine: Komatsu SAA6D140E-5, 264 kW @ 1900 rpm • blade capacity (sigma): 9.4m3

40E EXTRA with advanced solid–state electronic circuitry in an exclusive electro-hydraulic motion control system.

The six-sided cab also has improved visability for operators, and blade and ripper sight lines enable the operator to have precise control of the machine via its ergonomically designed controls.

The cab is sealed and has a built-in air recirculation system with a sound suppressed and separated from the engine compartment for a quieter, more comfortable ride. The air suspension operator’s seat is adjustable and equipped with full armrests and a retractable seat belt. The seat swivels 14 degrees to the right for a greater view of the ripper and enhanced controllability designed to reduce operator fatigue.

Other features on the TD-40E are its heavy duty undercarriage, three-shank and single-shank rippers, and easily accesible diagnostic check ports, filters and sight gauges for increased serviceability, with a 500-hour oil change interval.

Dressta is wholly owned by LiuGong Construction Machinery.

CASE’S NEW GRADE WHy GET IT? Smart load SenSing hydraulic SyStem Score reSiStant, high carbon mouldboard Case Construction’s 885B motor grader is the most popular grader for the brand in the Middle East, offering to customers a mix of performance, reliablity, and operator-friendly controls. It is built with an economical, turbocharged, and highperformance common rail Tier 3 engine from FPT, the FPT Dual Horse Power. The 885B comes with an electro-hydraulic differential lock that is manually engaged by the operator from the console.

The ZF-supplied transmission has a torque converter lock-up system, and the converter provides an increase in torque for heavy jobs and can be locked for lighter jobs such as spreading, meaning increased flexibility on the job site. With lock-up

disengaged, it operates with the torque converter.

With lock-up engaged, it operates in Direct-Drive with electronic shift change for the 6 forward and 3 reverse gears. The converter provides a torque increase of up to 70% making it the ideal tool for jobs needing extra traction. Jobs such as this include forward, reverse and cutting operations.

The converter is also ideal for working on flat terrain needing final finishing.

The hydraulic system itself is load sensing, very useful when ground resistance is high and the hydraulic system pressure needs to be increased.

A highlight of the machine is moldboard, manufactured out of score resistant high carbon content steel, and has a multi-radius Roll-Way profile that facilitates operations and minimises mechanical load. This is due exclusively to its shape which induces material roll-off. The RollAway mouldboard plough provides effortless cutting resulting in lower fuel consumption and longer component life span.

VolVo CE’S FINE-CuTTING GRADER

SoPHISTICATIoN MEETS SIMPlICITy WHy GET IT? improved operator controlS modular deSign for eaSier maintenance Shantui has a long history of building bulldozers, and today produces a full range of dozers, all the way up to the 105 tonne SD90-5. The smaller SD43-2 was launched late in 2012 at Bauma China, and is one of the company’s most advanced dozers.

The transmission features a planetary gear, forced connected, electric and hydraulic control system, with a three-element, single-stage,

single-phase torque convertor.

The machine has three forward gears, and three for reverse.

Key design elements were the machine’s ease of use, operator comfort, and functionality of the control system, boasting an allnew integrated pilot control system. Another profitable feature is a modular design that allows for easy repair, lowering maintenance costs for the customer.

SPECIFICATIoNS (ZX350H-5G): • operating weight: 17,210kg • Moldboard width: 4,267mm • Engine output: 175kW

The track gauge for the SD432 is 2260mm, with seven track rollers on each side. Width of the track shoes is 610mm, while the maximum drop below ground is 700mm. Overall ground pressure is 0.123MPa. Shantui established itself in the Middle East in the early 2000s, and has consistently tested its machines for desert conditions. The company has a strong relationship with the engine builder Cummins, including a joint venture in China, and the machine is equipped with a Cummins engine, the KTA19-C525, delivering 310kW @ 2000rpm, and max torque of 1900Nm. SPECIFICATIoNS: • operating weight: 49t • Engine: Cummins KTA19-C525 • Power: 310kW @ 2000rpm • Max torque: 1900Nm • Blade capacity: 16m3

WHy GET IT: tighter turning circle on longer wheel baSe deSign enSureS Stable grading platform In the premium grader segment Volvo has a solid offering, and has made strides in recent years in line with its strong efforts in the GCC markets. The 17,550kg G960 motor grader is the largest of its range of small-tomedium sized graders, starting with the G930.

The G900-series includes the larger-sized G990, as well as the all wheel drive G946. Tight turning circles are a feature of the G900 range, which Volvo says is a new concept for graders: a longer wheelbase that can turn in tighter circles. The long G900 wheelbase ensures greater stability and fine grade control and also improves the sight line to the leading tandem wheels, helping operators run closer to grade markers. Powered

by Volvo’s 7.2 litre,

D7E engine, the G960 can be built with the world’s first 11-speed grader transmission, the HTE1160. With 11 forward speeds and 6 reverse, the optional HTE1160 from Volvo expands the gear range of the grader to offer more control in the low-speed range, more efficient travel speed in the high range, more precision in the working range and good fuel efficiency.

The HTE1160 comes standard with Volvo Autoshift.

SPECIFICATIoNS: • operating weight: 17,550kg • Engine: Volvo D7E, output 145-75kW • Wheelbase: 6,280mm • Blade down pressure: 8,823kg

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Ten Tips

ining he a r t Worker, t f o s t Wins: the i y d f nt on o e b e d y n r e n e Be ained, ev ess is dep

proc vital erly tr business appy are r is prop ees. every afe and h t operato y s f s lo li e p k e y r m e o lo f ing nd emp When a urround ctional a and the s inery fun h c a company . m e g is nterpr and keepin n in any e another, roductio p g in in to mainta

the good Book develop a training manual that discusses potential safety hazards, hazard prevention, workplace safety, proper operation techniques and emergency protocols.

get sPecific include specifics about the forklift’s particular year, make and model in the training materials.

Put theM to the test develop a system of testing forklift operators’ knowledge that extends beyond the training period.

Maintain a Balance Most forklift accidents happen while the forklift is unloaded because it is less stable. Whether the lift is loaded or unloaded, these factors should be considered to

CMME’s guide to the Top 10 ways to keep forklifts safe

Don’t fall down while you’re picking up with CMME’s guide to forklift safety.

give direction if new equipment is incorporated into the industrial workplace, it’s important to inform and instruct workers about the equipment. if an operator wants to use an attachment that was not covered in training, additional supervision should be provided.

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Ten Tips

Develop qualifications if your company is developing a set of operator qualifications, remember that each requirement should indicate the driver’s experience and knowledge.

Direct supervision may Be neeDeD if workers do not meet certain qualifications to operate a forklift, they might be allowed to do so under the direct supervision of a qualified person. l

maKe the most of y If you pla nned you our time r vIsIt to confIden the exhIb t In kn It

owIng th Ion, you w was wort e tIme you Ill be hwhIle. d h av e spent at o n ’t wear o aImlessly the show ut shoe le around t ather wa he show! lkIng

it’s not chilD’s play for most companies, drivers must be at least 18 years old. some countries have laws regarding forklift operation age, as well. By contacting your local work health and safety authority, you can get the necessary information about age requirements in your area.

a set of criteria

many companies have a set of qualifications that determines whether or not a person is eligible to drive a forklift. these criteria can range from age to having several years of prior experience.

licenseD to Drive if a driver operates a forklift on a public road, he or she must have a current driver’s licence, and the forklift must be registered.

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Production Focus Foc

Lean and mean 42

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Stian Overdahl visits Terex Construction’s factory in Coventry, UK, to learn why it turned to lean manufacturing to produce its Middle East-bound backhoes

1000th Genie GS-4047 uilt at Coventry Terex builds a number of scissor lift aerial work platforms at its Coventry plant, with welding and painting on-site. The factory recently announced that it has produced its 1,000th unit of its compact Genie GS-4047 self-propelled electric scissor lift.

More than 40% of the equipment produced for customers in Europe, the Middle East, Africa and Russia (EMEAR) is manufactured within the EMEAR region, said Joe George, VP and managing director EMEAR, Terex AWP – a figure which is expected to rise. “The success of the GS-4047 self-propelled electric scissor lift is a perfect example of our company strategy based on paying attention to the market and creating products

D

uring the boom years, machinery factories around the world were running at full bore, running at double or even triple shift in a bid to reduce the long lead times for machines.

And then, when in 2008-9 the industry came to halt, production dropped, and in many cases literally ground to a halt due to the large number of unsold machines in the factory yards. Staff lay-offs quickly followed, as factories went to single shift, reduced the number of production days, and then looked to aggressively cut costs.

Terex Construction’s production plant in an industrial park in Coventry, near Birmingham, was no exception. A relatively new facility, opened in 2002, today it has a staff of 400, producing the full range of Terex’s compact backhoes, site dumpers, as well as concrete and compaction machines for the EMEAR

focused on customers’ needs,” he said.

Terex Construction and Terex AWP partnered in 2008, seeking to combine the advantages of greater operational efficiency from the single facility in Coventry, with faster lead times to customers in Europe. The Coventry plant’s Genie production line was fully developed and tested at Terex AWP’s main facility in Redmond, Washington before being implemented.

“Joining the resources of two business segments while utilizing the latest Terex Business System has worked extremely well. The Genie GS-4047 lift is a niche model, and reaching 1,000 units in less than eighteen months is a result that speaks for itself,” said Coventry’s general manager, Neal Nowick.

markets. 1A number of Genie scissor lifts models are also manufactured on site. Major investments built when the plant was commissioned include a hightech painting machine, which allows them to tightly control painting quality, as well as provide custom paint-jobs. A sand blasting facility in the factory prepares the unpainted steel parts for painting.

As demand had increased from 2005 onwards, production capacity at the factory ramped up; and while improvements were made to increase capacity, there wasn’t time for a systematic reorganisation of the plant. When the crash came, staff numbers were reduced, and like many factories around Europe, the down-time was used to reorganise the factory, to implement lean manufacturing processes, improving the factory’s efficiency and scaling production to the demand, as well as occupying the skilled workforce.

For the backhoes and dumpers the Coventry site is properly described as an assembly plant, since no manufacturing takes place on site; though for the Genie scissorifts, a number of elements are welded on site. Components for the backhoes are bought in from major suppliers around the world. It’s the new breed of vertically de-integrated manufacturing: Engines are sourced from Perkins (built in Peterborough); transmissions and axles from Carraro in Italy; hydraulic pumps from Casappa in Italy; the cab from TIM in France, and contol valves from RexrothBosche in France, or Walvoil in India. The large steel structural elements are currently manufactured in the Eastern Europe, and shipped to Coventry.

It’s a far cry from the previous plant in Warwick, shuttered in 2002, that had full manufacturing on site. But the outsourcing of manufacturing has not changed the end product. To ensure quality, Terex Construction quality control staff work with suppliers, and in some cases even in their factories to ensure that all components are produced to a specified standard before they start being shipped.

The sourcing of components externally pushes costs down, reduces the amount of inventory that Terex must hold through lean manufacturing, meaning a product that is competitive in the market, and guaranteeing its long-term future.

Every extra day that the company holds on to inventory, whether an engine or hyrdaulic pump, has a cost, and so the pressure was there for the factory to streamline its processes. Across the entire factory, detailed analysis was undertaken of all processes, including on the assembly line, and in with the organisation and delivery of components to the line, as Terex embraced lean manufacturing and Toyota’s just-in-time method.

Backhoes are a complex machine to assemble, in part since they are produced to a number of different specifications. The full range of Terex backhoes for the EMEA markets are built in Coventry. Prior to the market bust, the backhoe assembly line stretch around the factory, with 17 different work stations, and the backhoes travelling along the line lengthways. For the reorganisation, there were a number of key aims: reducing the work required by staff; reducing the footprint of the assembly line; minimising wasteage and streamlining logistics, while improving safety, speed, and maintaining quality. Analysis of the production process included carefully watching operators’ movements, making spaghetti diagrammes, and identifying areas where there was unneccessary staff movements or waste.

The result, when all the changes were implemented, was a much shorter production line, with only 9 work stations, a reduction of almost half. The machines now move sideways down the line, making access to front and rear easier; and the number of overhead cranes which have to be used has also been reduced, saving time, since hoisting is always a time consuming process, and improving safety. Shifting processes around has made them more ergonomic,

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safer for operators, and allows more work to be done in a smaller footprint.

And as is often the case, some of the most biggest improvements in manufacturing efficiency involve attention to detail – better bundling of component kits, with a smoother flow of components to the work stations making for more efficient workers, and less wastage. Other options to boost efficiency include designing the machines to use a larger number of common parts, so that there’s less variation in the inventory that’s needed to be held.

The process was repeated across the entire construction line, for the backhoes, site dumpers, compaction equipment, reducing the footprint of each assembly line, and signficantly reducing the number of overhead cranes in use in the factory. The newlyfreed up space could be used for storage of parts, significantly reducing costs by getting rid of external warehousing. New inventory management systems were introduced, in line with lean manufacturing principles.

At the same time as there is now more storage space, it is holding less parts than ever before.

Terex produces all its backhoe models on the same line, and the current models are the TLB8400, the TLB880, and the newly introduced TLB990, with the older generation models being phased out. The backhoe loaders being built by Terex Construction have a lineage that stretches back to some of the first backhoes built, with the first backhoe loader marketed by Massey Harris Fergusson in 1953. That machine consisted of a tractor fitted with a loader and backhoe. It was unique in two ways: it had telescopic arms, allowing it to reach into a truck, and a torque converter transmisions, both features introduced

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then for the time on a backhoe. Over the years, with sucessive generations, Massey Fergusson introduced a number of new features to backhoes that are today nearly taken for granted – automatic levelling of the front bucket and loader, hydraulic clamping of the backhoe for the sideshift, and a roll-over protection safety cab in 1972. In 1992 a management buyout of the industrial division of Massey Fergusson created the company Fermec, which later was bought by Case, before it was acquired by Terex in early 2001.

Backhoe loaders are certainly a busy segment in the Middle East, due to their versatility, and to the number of infrastructure projects in progress. The TLB840 was launched in the market in 2011, and has been well received. The smallest in the range, the TLB840 has a smaller boom and dipper, and so requires less hydraulic power and is equipped with a smaller engine, keeping overall costs low.

The larger TLB890 was launched this year, while the four-wheel steer TLB990 is in the process of being launched. The first order for the new TLB990 came from the Terex dealer for Oman, Al Fairuz, with ten units to be delivered in the new year, Oman being the most popular market in the GCC for the four-wheel steer model.

Upgraded features to the new generation models include the use of a servo power synchro (SPS) transmission, replacing the powershift transmission.

Richard Ghent, backhoe product specialist with Terex, says that with the powershift transmission, which has manual or automatic modes, the shifting is done through hydraulic clutch packs, resulting in a lot of frictional losses. The new SPS has the same advantages of auto and manual modes in terms of shifitng, but it’s done through hydraulic selector forks, rather

than clutch packs. This results in a 9% reduction in frictional responses, making the machine’s driving performance more lively.

There is also the option of Rexroth-Bosche closed centre, load sensing control valves, or Walvoil’s open centre valves, built in India. The open centre valves require more effort from operators to work the levers.

With the closed centre, much less effort is required, and the different is noticeable immediately.

From a manufacturer point of view, one major difference between the markets in the UK and in the Middle East is that a scarcity of skilled operators in Europe means that fleet owners will purchase the machines that their operators want them to buy, whereas in the Middle East the machine operators’ comfort tend to feature less significantly: instead the emphasis is on price, productivity, and reliability.

In the Middle East, local dealers are of course a major component of a brand’s success, and with the focus on products, Terex Construction is simultaneously investing in and building up the strength of its dealers in the Middle East. Manuel Leal, Terex Construction’s business director, SEMEA, for the Coventry plant, says that the company is focused on helping dealers provide the best possible support to customers. Major news for the UAE this year was the appointment of Construction Machinery Center (CMC) as Terex dealer, and Seal says that while there have been some immediate gains, they’re working hard to show the market that their commitment is long-term, and CMC is being provided with ongoing support for the service offering. Meanwhile Terex is continuing to see market growth with its long-standing dealers the GCC, with MEDCO in Saudi Arabia, Al Obeidly in Qatar, and in Oman, Al Fairuz.

Jon Berkely, backhoe product specialist with Terex Construction, says that with the introduction of the new generation, they’re confident that they’ve got a machine that can compete in any market. “The loader is strong, and it suits the Middle East because they do more loader work.”

Servicing has a big role to play, and Berkely says that when workers ignore the daily servicing demands it is tantamount to to abusing the machine. “It’s important to carry out the daily greasing, keeping an eye on fluid levels – in developing markets the levels of maintenance can drop right off.”

Manufacturing processes at the factory continue to be scrutinised for cost-saving measures, and rising costs in Eastern Europe, coupled with high fuel costs for shipping, mean that more manufacturing could take place in the UK in the future. With the main emphasis being to build performance machines that are reliable and profitable for customers, it’s worth noting the significant amount of work that goes on behind the scenes, necessary in today’s world to ensure the machines remain competitive in the market place.

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PMV Live Review

Live and direct CMME goes to PMV live to see whether the organisers boast of the best event in years is true

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he heavy equipment section of The Big-5 event has struggled to justify its billing as the region’s premier showcase for construction equipment in the region since its inception in the second half of the last decade, however this year’s event built on the good work of 2012 to be the best in years.

Big name exhibitors such as JCB, Sany (present this year only via United Equipment’s mobile crane display) and Doosan have had their fingers burnt by successive shows where they were the big draw for the few visitors that made the effort to visit the show. The decline in numbers was understandable and inevitable as the market slowed and changed shape. Dealers and manufacturers had to adjust.

What was once a 100 machine per year market became a one machine market. As the boom years morphed into the downturn and it became harder to justify using falling budgets to merely maintain a profile.

By the standards of the shows at the turn of the decade, the 2012 was a step forwards, but even that event was missing some companies that had once been habitual exhibitors. Some chose to ignore the event all together and instead preferred to chance their arm at the Intermat Middle East show which could count on using the name and branding of one of Europe’s most established events.

While that event, which returns to Abu Dhabi in January, has held onto some names exclusively, notably Doosan, this year’s PMV Live saw a return of big brands willing to step out of their shadow of their dealer’s stands and take space on their own, such as Putzmeister.

Their decision to come back was seemingly justified. More visitors turned up for The Big-5, PMV Live and MEC 2013 on the first day than attended the entire four-day event last year. The hustle and bustle

returned to the show. Car parks were full even before the official opening time of 11am. The registration areas were packed too and for the first time the CMME team had to fight its way through the crowd to get onto the show floor.

As CMME caught up with familiar faces at their stands most were happy to report that they had made the right decision to participate. The worry lines of previous dissipated, it was a relief to see some genuine smiles in the PMV Live section.

In fact Genie, present beside increasingly regional player, Al Mahroos, even had its first sale a ZX-135 within the first hour of the event. According to the regional sales manager Sharbel Kordahi, the buyer of the machine arrived from Iraq eager to snap up a purchase as quickly as possible.

“He wanted to pay by cheque but I had say no you have to invoice us!” said a clearly happy Kordahi.

Iraq was a market mentioned frequently at this year’s event and so was Iran. An impossible market to consider a year ago, there was uniform optimism that changing politics in the country could soon be followed by opportunities for those willing and with machines to sell.

It has been a long two years since Qatar was considered the most promising market in the Gulf and CMME spoke to Nixon Hire, which returned for the first time since 2010, to find out what progress it was making in the country since setting up there a few years ago.

Co-managing director Graham Nixon, told the magazine that the rental company remains confident that its move there will soon pay dividends as it looks to serve both the FIFA World Cup construction programme as well as other opportunities in neighbouring countries.

Lookout for CMME’s indepth interview with Nixon in next month’s magazine to get a full understanding

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Al Mahroos’ secured the dealership of German attachment specialist Hunklinger at this year’s Bauma and the two companies took the opportunity to debut its paving offering. Replacing hundreds of man-hours for contractors involved in road and pedestrian works, it is easy to see how the palletised paving attachment could find a strong, if very, niche for itself in the UAE, Qatar and even Saudi markets.

The organisers of PMV Live once again made the sensible decision to coax German exhibitors to the adjacent Saeed Halls, attracting firms such as Putzmeister and Bauer back to the event. While the PMV Live section was arguably the strongest in almost a decade, the Middle East Concrete hall was less impressive.

Formwork companies like Doka took warehousesized stands at Bauma but here they were low-key or absent, however the seminar programme which is housed in the same hall, had a strong line-up. Not as well attended as it deserved the seminar programme included an interesting if intimate overview of the use of tracking equipment on site, as well as a look at working at height with IPAF and the ministry of labour (moderated by CMME).

Beyond PMV Live, the Dubai Municipality used the event to explaind its new Building Code Guidelines.

Kamal Azayem, mechanical engineering expert at Dubai Municipality, told seminar goers that there were currently 40 buildings in Dubai that were in line with the new Green Building codes, with two already complete and certified.

Contractors present at the seminar were taken through what they could expect from the codes and given examples of how these were already being put into practice.

The new guidelines will enforce a number of construction and operational specifications that are meant to make buildings more sustainable and efficient, Azayem added.

This year’s four-day had a little something for everyone, and as PMV Live and MEC continue to evolve you hope that the extra visitors will next time make the most of what is once again a fine show.

of how it is expanding across the region and what problems you run into when you use the word hire (as in Nixon Hire) when everyone else, when it comes to naming their company, is turning to ‘rental’.

It was very difficult to move around PMV Live this year without seeing the massive banner for Hyundai and Al Wasit. Indeed the stack of Hyundai excavators were the dominant machines on display.

A platinum sponsor this time around, Muhammed Al Ali told CMME that the event had been a great show for the Sharjah-based dealer.

PMV Live has been keen to add live demonstrations on the Main Concourse and unfortunately the tight confines of the World Trade Center do not lend themselves for heavy equipment routines especially when everyone is so tightly packed in. However MAN Trucks squeezed its simulator onto its stand as well as its ‘actual’ trucks.

Considering that MAN Trucks has used the PMV Live event to make massive in-roads into the truck scene in the UAE and wider GCC, it is perhaps mystifying that it remains the main manufacturer of its type at the event.

EXPO 2020 annOucEmEnt On thE last day The announcement that was awarded to Dubai came on the 27th of November, on the penultimate day of the show. Quite obviously, exhibitors were optimistic about its impact on the local construction industry and what it would mean for them.

Stefano Iannocone, the managing director of Mapei, says that he expects there to be a positive impact in the wake of the announcement.

“The Big 5 is an excellent opportunity for the industry to unite on the eve of the Expo 2020 result announcement. A lot of deals have been signed and

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the Expo announcement will only further this activity,” he says.

DMG:Event’s Andy White agrees, adding that this could be seen throughout the exhibition.

telling Big Project ME that his stall had seen a surge in interest as compared to previous years.

“We congratulate Dubai and the UAE on their successful bid. The optimism in the industry has certainly been seen on the show floor. This year has surpassed attendance expectations. Winning the Expo bid was a fantastic way to round off this show.”

“We came here two years ago and we were a bit disappointed with the show. But we don’t come to shows to sell jobs, but for branding and presence, and this year we’ve found that it’s been much busier.

People are showing a lot of interest and we think that the market is going in such a way that we’ll benefit very strongly in 2014 and into 2015,” he points out.

Other exhibitors were equally impressed with the turnout at this year’s The Big 5, with Jeff Orme of Thrislington Cubicles,

“We’re already seeing it in other Gulf countries such as Qatar and Saudi Arabia.

At the moment we’re doing the King Abdullah

Sports City and the Doha Convention Centre, we’re involved in the Heart of Doha, the WTC in Doha, so we’re building a nice portfolio of projects.”

“We haven’t had that much work in Dubai and Abu Dhabi recently, we did years ago, but we’ve not had as much work recently, but we’re hoping on the back of this show, that over the course of the next 12 months, we see the fruits of that,” Orme adds.

CK Raju of Rubber World Industries, was also very enthusiastic about the resurgence of the show, following what many deemed to be a lacklustre 2012 edition.

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Your Contacts

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Asmaa CHERRAF +33 (0)1 76 77 12 08 asmaa.cherraf@comexposium.com

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Road Test

A light touch

CMME talks to Christoph Walther, head of sales and marketing at Mercedes-Benz Vans to find out whether the little nippers can find their way into Middle Eastern fleets

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ans are a common fixture on roads and sites in many markets outside the Middle East. A favourite of both one-man-band contractors, as well big gun organisations, they are essential to shuttle man, machine and equipment from site to site. In fact, without them it would be almost impossible to imagine some industries, and especially construction, functioning at all. Why then are they a rare traveller on the roads of the Middle East?

With this question in mind, CMME scooted up to Abu Dhabi last month to take the new Mercedes Sprinter through its paces and get answers from the German company’s hopeful team of execs.

Held on a track next to Yas Island, where Mercedes driver Nico Rosberg had secured third place a few days before, testing was broken into two demonstration. The first showed off the safety credentials of the Sprinter vans and buses, including the vaunted Adaptive ESP (Electronic Stability Programme) system.

The newest revision of the Adaptive ESP system takes the vehicle load into account. Depending on the weight and the position of the vehicle’s centre of gravity, the ESP sensors ascertain the vehicle load at any given time; this ensures that ESP 9i can stabilise the vehicle with individually modulated intervention action. This new ESP system will also intervene selectively if a trailer begins to sway, thus helping drivers to stabilise their vehicle and trailer combination. Mercedes says that Crosswind Assist will form part of the standard equipment for all panel vans and crew buses.

Conducted with two vehicles chasing each other up and down on drag car-style course, the test proved the value of another feature Mercedes is offering as

an option: Collision Prevention Assist. While CMME was not in control (a good thing considering the track test, more on that later), the system kicked in perfectly as the vehicle in front broke; showcasing just why Mercedes remains at the forefront of vehicle design in Formula One, Sports Coupes and even labour buses.

CMME was then offered the opportunity to take the van version of the Sprinter through the wet and dry testing area. Given this writer learnt to drive in a van (a 1990s Ford Popular to be exact), the decision to take on the manual was thus boldly taken with the vehicle duly stalling due to what we will politely describe as driver error.

Refamiliarisation with a gear stick over, the van handled with a lightness through the winding wet section, gripping as well as you would expect. Those used to a Isuzu pick-up say may find the extra tilt disconcerting but the handling felt true on tight turns after moving out of the spray of the wet track onto the dry. You also gain in terms of ride comfort and reduced noise.

It also handled a proceeding chicane particularly well, although using the mirrors to check if any cones were hit, raised concerns that drivers used to pick-ups may struggle with the reduced visibility. A fast-braking manoeuvre (which on the manual was almost revelatory responsive compared to a 4x4) later and the ride was over.

Smooth running and ready to serve, as good as it is, you have to wonder why Mercedes feels that it can break through to fleet owners used to running with pick-ups.

“We want to change this,” says Christoph Walther, head of sales and marketing at Mercedes-Benz Vans, after the test. “Our vehicles are mainly produced for European demands but slowly and surely authorities here are changing regulations. At the moment, there is very little regulation in terms of road safety or requirements for vehicles on the road, emission standards.”

He cites the example of Dubai for an example of a potential requirement down the line for vehicles developed for low fuel consumption, low emissions and improved safety in mind.

“Dubai, for instance, has taken the first step to limit the number of road accidents by keeping the speed of mini-buses down to 100k/ph. Driving slower definitely helps in reducing accidents but

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only if all the drivers are driving at more or less the same pace. I think making safety systems standard, such as ABS or EPS, would be a good way to limiting the severeness of accidents. We see the markets changing and going into this direction.”

Turning his attention to the Sprinter’s relatively economical running, he adds that greater concern for the emissions of vehicles is coming to the region.

He uses the example of Mercedes supplying 150 Vito taxis to the UAE’s department of transport as an indication that greater regulation is inevitable.

“The government is more progressive than the private companies, and when they are testing it themselves (you know) sooner or later it is going to be in the regulation.”

Mercedes Benz can claim to be a leader in the car segment and is by someway the dominant player in heavy trucks: Walther estimates its share is 40% with Volvo and MAN somewhere in the 15-20% range (antitrust regulations make accurate figures difficult to find, he adds, “this is our best guess).

Walther says that there is potential to use its existing and vast network for those segments to support its aspirations in vans and buses. The region represents both a chance and a challenge for him and his team: “The European markets are not growing anymore. There is no growth potential for Mercedes Benz,” says Walther. “We are extremely successful here in cars and heavy trucks, and I think we have plenty of potential for the vans. Our competitive advantage is our network. Our European competitors – like Volvo and Renault – can only sell trucks. They are depending on the cycles of spending on consumer

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goods. To set up a network with good density, you need to have a certain volume to maintain it. In a country like Saudi Arabia, for example, if you are only selling a certain number then it is difficult to provide service stations and workshops all around the country. A day in the workshop is a day lost.

According to Walther, Mercedes is willing to play the long game for its vans and buses; starting early so it can be ready when the market matures later down the line. He reminds CMME that Mercedes’ first dealer contracts date back 60 years.

“Our competitors probably couldn’t locate the Middle East on a map in those days – at least as potential market on their horizon. Most of them started to build their infrastructure up in the boom years of Dubai. We can say that a lot of our trucks have helped build up these streets. This is something that we are very proud of.”

As it is the case in machinery, it is dangerous to assume buying habits can be easily transposed across the region. Saudi Arabia and Oman, in particular, have a thriving collection of small contractors that could be interested in Mercedes’ van range. While he expects that large fleets owners (oil and gas companies, emergency teams, hospitality sector are big target groups) will remain the early adopters and the biggest group of buyers, Walther says that Mercedes will also approach small owner/operators in the region.

“We are looking for individuals. We are looking for niches. There are a lot of product feature advantages that can fit a small grocer as well as a large emergency service provider.”

Sprinter FactS 1 million km-plus Mercedes says the Sprinter was tested over millions of kilometres. release date: December ‘13 The commercial release scheduled for the beginning of December in the Middle East.

Sprinter SpecS engines The new Sprinter is the first van to emerge with a complete engine range which complies with Euro 3 as well as up to the Euro VI emission standards. This means a drastic reduction in emission levels for nitrogen oxide (NOx), hydrocarbons (THC) and particulates. For the Middle East, petrol engines complying up to Euro 6 and diesel engines up to Euro 4 emission standard will be available power Two four cylinder diesel engines with 116 and 150HP are offered in the Middle East. transmission An automatic gearbox is standard in combination with the V6 petrol engine and optional for the four cylinder petrol. All diesel engines are paired with the 6-speed ECO Gear manual transmission.

Fuel economy The combination of the highly economical diesel engines, optimised drive train and ancillary equipment results in a combined fuel consumption starting from 6.3 l/100 km – a sensational new record figure for the Sprinter’s vehicle class.

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