Truck&Fleet ME July 2019

VEHICLES/ TECH / TranSporTaTIon/LogISTICS

O66/JULY 2O19

MIDDLE EAST

PU BLI CATI O N LI CENSED BY D U BAI PRO D U CTI O N CIT Y

e h t f f O s d han

g n I r E E ST erts p x e g n i d a le the world’s still g n i n o o t a l kp c u r t y h w n o ing v a s h t r o w e has a futur

L E V E L T X THE n ncept the next

O n O m O Us c O t U nspOrt? a a e r h t t ic is L b U in Urban p big thing

contents

contents FeatUre

32 / pLatooning stiLL has a FUtUre

World’s leading minds on why the tech can survive Daimler’s departure.

also this issue … netWorK

06 / neWs FroM the Month Ford Transit to make official debut onto Egyptian roads following deal.

06

10

14

22

26

38

LaUnChes

10 / nXt LeveL Scania concept reveals what the bus of 2030 is likely to be.

FeatUre

14 / aUtoMeChaniKa DUbai All the best news and views from the year’s biggest aftermarket event. intervieW

22 / storY oF a tYre Continental talks to T&FME about how it keeps re-thinking the port tyre.

Drivers

26 / higher Driving Meet the driver of the world’s most beautiful bus route. opinion

28 / aUtonoMoUs Driving Why planning will be vital to the arrival of greater vehicle autonomy. teChnoLogY

38 / a FUtUre repaCKageD How Industry 4.0 and automation is re-shaping logistics and warehousing in the region.

JULY 2019 TRUCK&FLEET ME 01

WELCOME

GROUP MANAGING DIRECtOR RAZ ISLAM raz.islam@cpitrademedia.com +971 4 375 5483 EDItORIAL DIRECtOR VIJAYA CHERIAN vijaya.cherian@cpitrademedia.com +971 4 375 5472 EDItORIAL EDItOR StEpHEN wHItE stephen.white@cpitrademedia.com +44 7541 244 377

Do you have too much – or not enough screen time?

Chances are you’re as tied to your phone as much as I am. In fact, my reliance on keeping in touch with the rest of the world via the tiny, shiny face of mine led my wife to wassapp-ing me a cartoon about it. The irony of the fact I saw it on my phone does not escape me.

It is an inescapable reality of working life that we spend an inordinate amount of time strapped to one. And if you are involved in ferrying people or goods around then it is only going to get much worse. Almost every manufacturer I meet, now has an online hub or app that they want the end-user to use, so I wonder if now is the time to start taking a strategic approach to it?

What is the best way to manage your screen time? Should you limit its use or fully embrace it? Certainly, we are getting to the point where it is almost impossible to have a new vehicle or service without adding a new app or bit of software. My advice is to set-up a digital team inside your operation to audit the many different ones you use and work out what is essential.

I’ve worked in some environments and roles where using your phone would be frowned upon but I don’t think that approach is at all practical for a modern transport business. And if you’re a fleet manager, chances are you having to navigate through dozens of apps to get so-called valuable data on your vehicles and drivers.

However, we should never forget that we work in a B2B environment and that means human contact and skills are as valuable as ever. And if you feel your operation has lost that, you may be in danger of losing your operation altogether.

Finally, a public service announcement and, unfortunately, a nudge to keep sticking your eyes to the screen. Our Truck and Fleet Middle East website – www.truckandfleetme.com – continues to get more hits daily and if you haven’t yet had a chance to look at it, please pay us a visit. And, as ever, if you have an interesting story to tell or want to point us in the direction of one, do drop us a line.

sUb EDItOR AELRED DOYLE aelred.doyle@cpitrademedia.com ADVERtIsING sENIOR sALEs MANAGER BIpIN SONEJI bipin.soneji@cpitrademedia.com +971 4 433 2856 DEsIGN ARt DIRECtOR SIMON COBON simon.cobon@cpitrademedia.com DEsIGNER pERCIVAL MANALAYSAY percival.manalaysay@cpitrademedia.com PHOtOGRAPHY MAKSYM pORIECHKIN maksym.poriechkin@cpitrademedia.com MARKEtING MARKEtING MANAGER SHEENA SApSfORD sheena.sapsford@cpitrademedia.com +971 4 375 5498 CIRCULAtION & PRODUCtION PRODUCtION MANAGER VIpIN V. VIJAY vipin.vijay@cpitrademedia.com +971 4 375 5713 DIstRIbUtION MANAGER pHINSON MAtHEw GEORGE phinson.george@cpitrademedia.com +971 4 375 5476 WEb DEVELOPMENt MOHAMMAD AwAIS SADIQ SIDDIQUI fINANCE ACCOUNts NAHEED HOOD naheed.hood@cpitrademedia.com +971 4 375 5474 CREDIt CONtROL ExECUtIVE CAMERON CARDOZO cameron.cardozo@cpitrademedia.com +971 4 375 5499 fOUNDER DOMINIC DE SOUSA (1959-2015) PRINtED bY pRINtwELL pRINtING pRESS LLC

Licensed by tECOM to registered company, CpI trade publishing fZ LLC whose registered office is 207 – 209, Building 3, Dubai Studio City, Dubai, UAE. www.cpitrademedia.com

stEPHEN WHItE EdiToR, TRUCK&FLEET ME STEPHEN.WHiTE@CPiTRAdEMEdiA.CoM 02 TRUCK&FLEET ME JULY 2019

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CONSTRUCTiON

HOw ReTAiL deveLOPeRS CAN wiN figHT AgAiNST ONLiNe

Sharjah Airport Authority opens tenders for airport expansion project

You only have to look at the increasingly sparse town and city centres across the developed world to see that retail faces a major challenge.

I read the article (How

CONSTRUCTiON

Work starts on Swiss pavilion for Expo 2020

feature: A bump in the road for driverless cars?

CONSTRUCTiON

Kuwait’s CAPT issues resolutions for construction services

CONSULTANT

ACCIONA Producciones y Diseño reflects on construction of Qasr Al Watan

CONSULTANT

EmiratesGBC: Retrofitting is crucial for meeting carbon emission targets 04 TRUCK&FLEET ME JULY 2019

Opinion: A new generation, a new style

retail developers can win fight against online) and was happy to see that I am not the only one that thinks we need to re-think the way we design malls in the region.

We may be behind the curve when it comes to the evolution of the retail space but online sales are now keeping people away from the traditional shopping experience – and it will inevitably hit here. We need to not just be thinking about the technology but also the economics of mall operations and ensure that retailers are not priced out of the market.

That is the only way that we can continue to offer choice and also value for consumers. We also need to ensure malls maintain strong, separate identities. In the future, we won’t need more malls, but better ones too.

Name withheld by request

NETWORK

SWVL SELECTS FORd TRANSiT / RTA ANd SKYTRAN TO dEVELOP dRiVERLESS TRANSPORT / PHANTOM iN THE PiCTURE / FAMCO RTA BUS dEAL

network

SWVL selects Ford Transit for Egyptian city runs MOU SiGNEd FOR dELiVERY OF “SAFE, RELiABLE ANd COMFORTABLE” VEHiCLES TRANSPORT Ford and Egyptian mobility company SWVL have entered a partnership agreement that will see the Ford Transit minibus designated as the preferred vehicle of choice on SWVL’s routes.

Both companies revealed that they have signed an MoU that will see them working together to deliver a “safe, reliable and comfortable transportation solution to urban commuters in Egypt’s large cities.”

Ford said: “The agreement will combine the brilliance of the Transit, world’s

best-selling van brand, with an app-based mass transit system that enables commuters in Egypt’s major cities to enjoy an affordable, convenient, safe and reliable alternative to existing transportation services.”

The announcement was made in SWVL’s home city of Cairo where the company has also partnered with Nasser Social Bank and EFG Hermes Bank to offer competitive lending rates to operators looking to adopt the Ford Transit bus as their vehicle of choice.

“We are thrilled to bring

Ford Transit to Egypt,” said Achraf El Boustani, managing director, Ford North Africa.

“We’re confident that SWVL operators here will soon learn just why thousands of people around the world rely on the Ford Transit to get the job done.”

Moustafa Kandil, SWVL’s CEO added: “SWVL was created to help improve people’s lives by revolutioniaing the transport scene in Egypt with a smart solution that helps ease the commute. We’re proud of the results we’ve achieved in such a short period of

time, and the work that Ford has put in to help elevate the levels of service we offer our customers.”

Ford and local distributor, Auto Jameel, have worked with SWVL and the Egyptian government to provide “the best value equation for the Transit buses”.

SWVL captains not only will receive financing facilities through Nasser Social Bank and EFG Hermes Bank, but they will also have access to a series of after-sales support and maintenance services through Auto Jameel’s network.

GOLdSTEiN RESEARCH FORECASTS THE UAE CAR RENTAL & LEASiNG MARKET WiLL GROW AT A CAGR OF MORE THAN 9% BETWEEN 2017-2025

06 TRUCK&FLEET ME JULY 2019

NETWORK

RTA ANd SKYTRAN TO dEVELOP dRiVERLESS TRANSPORTATiON SYSTEM TRANSPORT

Dubai’s Roads and Transport Authority (RTA) has signed a MoU with skyTran to develop advanced public transport facilities in the emirate. The MoU is said to represent a ‘practical manifestation’ of the Dubai Self-Driving Transport Strategy, which aims to convert 25% of total mobility journeys in Dubai into driverless journeys by 2030.

According to a statement from the RTA, the move is part of its efforts to improve and expand the public transport network in Dubai to keep pace with the sustained growth of the city.

“This MoU highlights RTA’s continuous efforts to team with global specialist firms in developing advanced public transport technologies capable of attracting more riders by offering them safe, fast and luxurious transit experiences, besides curbing traffic congestion in the city. One of these solutions is developing Sky Pod units operated by ‘Maglev’ technology, which are characterised by their safety and speed as well as the saving much of the resources associated with the daily mobility of people,” said Abdul Mohsin Ibrahim Younes, CEO of Rail Agency at RTA after signing the deal with John Cole, CEO of skyTran.

According to Younes, the MoU with skyTran is a milestone in the RTA’s efforts to introduce advanced technologies and innovative services in the field of public transport.

“It will enhance the integration of public transport systems, which in turn will boost the economic growth, attract more investments and improve the standard of living in Dubai,” explained Younes.

Cole noted that his firm was excited to sign the MoU with the RTA and play an active role in realising the RTA’s projects and initiatives.

“It will also support the government drive to rank Dubai as the smartest and happiest city in the world. RTA’s public transport network is amongst the most advanced systems worldwide, and Dubai can boast of infrastructure of roads, bridges and tunnels second to none worldwide,” Cole remarked.

ART EVENT BRiNGS ROLLS-ROYCE PHANTOM iNTO THE PiCTURE FLEET Rolls-Royce Motor Cars Dubai has hosted the British artist and designer Helen Amy Murray to showcase unique artworks to be displayed within the Gallery of Rolls-Royce Phantom VIII. The specially created art pieces were unveiled to an audience of invited guests, VIPs and distinguished RollsRoyce Motor Cars Dubai customers at the Rolls-Royce Boutique in City Walk.

A Bespoke Rolls-Royce Phantom motor car, complete with ‘Lakeshore Aurora’ artwork installed in its Gallery, was displayed to guests, giving them

the opportunity to explore both the car and the limitless possibilities for artistic expression the Gallery feature presents.

The Bespoke Phantom model was presented in Rolls-Royce’s striking ‘Belladonna Purple’ with contrasting ‘English White’ exterior colour scheme.

It was also equipped with a secluded Privacy Suite, a unique and supremely luxurious feature that combines rear seat comfort with the “indulgence of an entirely isolated personal cabin.

British artist Helen Amy Murray unveiled two of her newest art concepts made for the ‘Gallery of a Phantom.’

FAMCO ANd VOLVO BUSES SECURE RECORd BUS ORdER WiTH RTA BUSES Al-Futtaim Auto & Machinery Co. LLC (FAMCO) and Volvo Buses have won a record order from Dubai’s Roads and Transport Authority (RTA).

The organisation’s order of 373 city buses is Volvo’s largest chassis order to date in Dubai. It is also the largest ever purchase of Euro VI city buses in the Middle East region.

The deal surpasses last year’s Volvo Buses and FAMCO winning

an order to supply 143 SC5 Volvo luxury intercity coaches which at the time was FAMCO’s largest deal with the RTA to date.

Volvo’s B11R was the first bus in the Middle East to meet the strict Euro 6 standards of fuel efficiency and emissions; thus aiding the successful signing of the deal which was evaluated against the RTA’s rigorous 10-year total cost of ownership requirements, including fuel and operational costs.

JULY 2019 TRUCK&FLEET ME 07

NETWORK

FiRST HYdROGEN FUEL STATiON OPENS iN KSA

ALTERNATiVE FUELS

Saudi Aramco and industrial gases company, Air Products, have opened Saudi Arabia’s first hydrogen fuelling station at Air Products’ new Technology Centre at the Dhahran Techno Valley Science Park.

The pilot station will fuel a fleet of six Toyota Mirai fuel cell vehicles with high-purity

compressed hydrogen, initially.

According to a statement from the company, Air Products’ proprietary SmartFuel hydrogen fuelling technology will be incorporated into the new station to supply the vehicles with compressed hydrogen.

It is expected that the fleet of Toyota Mirai vehicles will have a driving range of 500 km with water as their

only emission and the ability to be fuelled in five minutes.

Amin H Nasser, president and CEO of Saudi Aramco, said: “[This] is an important step in making oil-to-hydrogen a reality as we continue to be focused on creating breakthrough technologies and solutions as part of our long term efforts to reduce carbon emissions and address climate concerns.”

Meanwhile, Seifi Ghasemi, chairman, president and CEO of Air Products, said: “It is well known that our world needs a sustainable system to address environmental challenges while also meeting growing energy demand. Hydrogen and fuel cell technologies are well positioned to be part of the solution.”

NEW KALBA ANd KHOR FAKKAN ROAdS TO OPEN iN 2020, MOid SAYS ROAdS Construction work on the Kalba Corniche and Khor Fakkan road projects is progressing at pace according to the Ministry of Infrastructure Development (MoID). The projects, which are being developed at a cost of $57m, are part of the MoID’s efforts to support and develop the road network in the east coast.

The MoID says that it is overseeing the implementation of several important central roads in the region, in line with worldwide quality and safety standards. It is said to have made significant progress in delivering the projects, which are expected to open in 2020.

The road connects the Khalifa Bin Zayed Federal Road to the Kalba Corniche and extends to

the border with Oman is said to cost approximately $16.3mn.

It will enable the movement of traffic from Kalba to Sharjah and Dubai, without passing through the streets of Fujairah. The MoID says this will shorten travel times between cities and will reduce pressure on Fujairah’s internal roads. The ministry said it is also implementing Phase Two of the Kalba road.

rhino enters Middle east RENTAL

Award-winning, UK-based car hire company, Rhino, has launched its operations in the Middle East, after signing a strategic agreement with UAE-based TIME Hotels.

TIME Hotels is now a contracted affiliate of Rhinocarhire.ae allowing TIME to offer ‘live’ car rental bookings through its own website. Real time rates and availability will be visible to the millions of online visitors that log on to TIME Hotels’ website every year.

“We wanted to partner with Rhino, principally because their entire business strategy is built on offering exceptional value-for-money, in a rate sensitive sector, without compromising on operational quality, or customer service. That’s something we believe in very strongly and the bedrock of our own brand,” said Mohamed Awadalla, CEO, TIME Hotels.

Goldstein Research analyst forecasts the UAE car rental & leasing market is anticipated to grow at a CAGR of more than 9% between 20172025, as investments by the new and existing market players in the region is expected to upsurge in coming years.

Furthermore, with the increased number of tourist arrivals year-on-year and the impending Expo 2020, the growth of the car rental & leasing market is forecast to continue unabated.

Declan McNaughton, CEO – Middle East, Rhinocarhire.ae, commented: “we are excited about expanding into a dynamic market, with a trusted partner such as TIME Hotels.”

TIME Hotels currently has 17 properties in operation across the UAE and wider GCC.

iNSidE THiS iSSUE: ROUNd-UP OF LAUNCHES, NEWS ANd ViEWS FROM AUTOMECHANiKA, A SPECiAL LOOK AT PLATOONiNG, ANd MORE!

08 TRUCK&FLEET ME JULY 2019

7.00 R16 & 7.50 R16

STEER/ALL POSITION/ALL STEEL CONSTRUCTION

Excellent directional stability & mileage in regional roads

Robust tread compound & design for better cornering Straight shoulder ribs for a stable manoeuvring Optimized contact pressure for superior handling Equal rubber mass distribution for uniform wear pattern

LAUNCHES

SCANIA UNvEILS ITS NXT CONCEPT / fOrd brINGS EdGE ST INTO mArkET / THE fLYING SPUr – bENTLEY’S GrANdEST TOUrEr YET

Launches fUTUrE TrANSPOrT BUs CoULd BE on Roads wiThin a dECadE

The NXT Level

SCANIA LIfTS LId ON SELf-drIvING ANd ELECTrIC UrbAN CONCEPT

Why not have a vehicle that can do everything? Well, Scania has revealed a new electric, self-driving urban concept vehicle designed to offer flexibility and ferry “commuters to and from work in mornings and evenings, delivering goods during the day and collecting refuse at night.”

Scania’s engineers believe they have taken the company’s famous modular system to the next level in developing a concept vehicle that can change shape for

10 TRUCK&FLEET ME JULY 2019

varying urban assignments.

Countless cities are now catalysing change in urban transport, driven by the need for lower emissions and less congestion, claims Scania in its launch notes. Technological and infrastructural advances in electric and autonomous vehicles will be key enablers for cities when shifting to a sustainable transport system.

“NXT is a vision of the future for transport in cities. Several of these

technologies have yet to fully mature but for us it’s been important to actually build a concept vehicle to visibly and technically demonstrate ideas of what is within reach,” says Scania’s President and CEO Henrik Henriksson.

“NXT is designed for 2030 and beyond while incorporating several cutting-edge features that are already available.”

In NXT, the front and rear drive modules can be fitted to a bus body, a

distribution truck body or a refuse collector. The bus module of this innovative concept vehicle was on display at the UITP Global Public Transport Summit in Stockholm held last month.

To achieve real change in the transport ecosystem, vehicles play an important part but more needs to be in place.

Significant development of infrastructure is required to cater both for electrified and autonomous vehicles.

Additionally, the 24/7 flow

LAUNCHES

of people and goods in cities needs to be coherently addressed rather than disparately planned.

Commercial transport in many ways constitutes the pulse of a city. It is how we get to work or school. It is how food reaches shops and restaurants, how medicines are delivered to hospitals and how refuse is collected and removed.

Currently, flows in cities are far from being optimised as goods are delivered during the morning rush hour while most people are also

on the move. meanwhile, commercial transport is largely barred from city centres during nights when people are asleep.

Henriksson adds: “We at Scania can’t redraw the entire transport system for cities. What we can do is inspire change and that is the idea behind NXT – to think about transport and vehicles in a different and sustainable way.”

Public transport has always meant sharing.

That now needs to be taken to the next level.

With a higher degree of automation, it will be simpler to introduce greater flexibility in public transport.

“This is something new, something very different.

Yet flexible design and modularised units lie very much at the core of Scania,” says robert Sjödin, NXT Project manager.

The eight-metre-long bus module is built as one composite unit, substantially reducing weight. The cylindrical cell batteries are placed under the floor,

thereby utilising otherwise dead space as well as contributing to better weight distribution. With the low vehicle weight of less than eight tonnes, the range with present-day batteries is estimated at 245 kilometres.

“Continuous improvement in small steps has been the hallmark of Scania,” says Sjödin. “We are now taking a giant leap into the future. This vehicle will provide invaluable tangible data in our continued development of electrified autonomous vehicles.”

NXT: A TrUE CONCEPT scania says that many of the technologies demonstrated by the nXT are not yet mature enough for road use – but should be ready within the next decade.

JULY 2019 TRUCK&FLEET ME 11

LAUNCHES

CLEAr TrANSmISSION 8 spEEd gEaRBoX MaTEd To 6.0L EnginE

FORD bRings an eDge

fOrd bEGINS LAUNCH Of THE ST brANd TO ITS SUv

ford’s all-new Edge ST – the brand’s first SUv to be tuned by its ford Performance team – is arriving in the UAE packed with the most powerful v6 engine available in its class, the company claims.

The Edge ST’s specially tuned 2.7l twin-turbocharged Ecoboost engine pumps out 335 horsepower and 515 Nm of torque.

It’s also outfitted for dynamic handling with a quick-shifting eightspeed automatic transmission, standard all-wheel drive with selectable traction control, an available performance brake package, and ST-tuned sport suspension.

“The all-new Edge ST is a performance SUv with a track mentality,” said Adriaan Coetzee, director, product marketing, ford mEA. “bringing a sophisticated driving experience, and a host of new technologies, Edge sets a new standard in SUv excellence that fans will love to experience.”

A new Sport mode allows Edge ST drivers to experience more aggressive throttle response and shifting patterns that hold gears near redline through cornering manoeuvres, sharper engine

ST vErSUS EdGE STANdArd an inCREasE FRoM 250 Bhp To 335 Bhp

braking, and a more resonant exhaust tone. drivers can also manually shift using the steering wheel-mounted SelectShift paddle shifters.

To complement its performance abilities, Edge ST features new front and rear styling, a wide mesh grille for optimal cooling, deep side skirts and dual-exhaust outlets. Unique 21inch wheels are standard and interior design cues on the steering wheel, seat backs and scuff plates provide a subtle reminder that this fivepassenger SUv is something special. for 2019, Edge introduces ford Co-Pilot360, which bundles popular, advanced driver-assist features previously available only as separate options, as standard.

EdGE ST SPECIfICATIONS Engine

2.7 V6 EcoBoost

Power

335 bhp

Torque

515 nm

STANdArd EdGE SPECIfICATIONS Engine

2l EcoBoost

Power

250 bhp

Torque

373 nm

The gRanDesT TOuReR yeT

bENTLEY mOTOrS UNvEILS THE fLYING SPUr, THE WOrLd’S mOST AdvANCEd LUXUrY GrANd TOUrING SPOrTS SEdAN Whether driving or being driven, the all-new Flying Spur offers a unique combination of limousine luxury and sports sedan performance, blending bold new road presence with worldleading interior quality and design, plus cutting-edge customer-focused technology.

“As with the launch of the Continental GT, the new Flying Spur is a ground up development that pushes the boundaries of both technology and craftsmanship to deliver segment-defining levels of performance and refinement,” comments Adrian Hallmark, Chairman and Chief Executive of Bentley Motors.

Designed, engineered and handcrafted at the Home of Bentley in Crewe, England, the new Flying Spur showcases Bentley’s unique application of cutting-edge & modern technology, seamlessly integrating the latest British craftsmanship with innovation features. The latest generation of Flying Spur pushes the existing boundaries of refinement and attention to detail to create the finest super-luxury sports sedan ever built.

Newly-designed for the next century, a ‘Flying B’ mascot adorns the nose of the new Flying Spur for the first time in modern memory, rising from beneath a revised Bentley badge.

SPECIfICATIONS

12 TRUCK&FLEET ME JULY 2019

Engine

6.0-litre twinturbocharged w12 Tsi

Capacity

5950 cc

Power

626 bhp

Torque

900 nm

Top speed

333 kph

0-100 kph

3.8 seconds

AUtomechAnikA DUbAi 2019

Parts and education

T&FME rounds up the biggest news and views from this year’s Automechanika Dubai

B

oasting a line-up of 1,880 exhibitors from 63 countries and the presence of 23 country pavilions and 34 international trade associations, Automechanika Dubai returned last month.

The ever-evolving event also opened with four new sub-sections comprising: Agricultural Parts & Equipment; Body & Paint; Motorcycle Competence; and Oils & Lubricants. Fleet owners were also tempted to look at the allencompassing Truck Competence initiative, where 1,260 exhibitors brought products dedicated to the entire value chain in the truck sector, from truck parts and accessories, to workshop equipment, body repairs and care.

As ever, a highlight for fleet owners and managers was the Automechanika Academy (AA) featuring key presentations such as an

14 TRUCK&FLEET ME JULY 2019

overview of Dubai’s auto parts and accessories trade in 2018 by the Dubai Customs and its role in a sector estimated to be worth over $60 billion in the MENA region.

The event has grown in stature over the years and although some exhibitors and visitors (over 30,000 were expected over the three-day event) told T&FME that they are never sure whether they arrive in expectation or obligation at Automechanika it remains the best place for manufacturers to launch products while the spotlight is on their sector.

A-MAP (Al Muqarram Auto Spare Parts Trading), for instance, used this year’s show to launch its latest range of European batteries designed to cope with extreme climate conditions. Describing the event as “a great place to discover product innovations and gain an understanding of the latest market trends”, A-MAP unveiled the ASIMCO

We feel automechanika dubai should be held once in two years and follow footsteps of automechanika Frankfurt”

PLUS range on the first day of the region’s biggest auto aftermarket exhibition.

According to the firm, the highly efficient maintenance range of ASIMCO PLUS batteries ensure “unparalleled performance” even in demanding climatic conditions. The batteries are manufactured in line with the highest quality standards and pass vigorous quality tests to ensure a hassle-free functioning, says A-MAP. With most vehicles using an ISS (Idle Start Stop) system, AGM batteries offer a notable performance improvement over conventional batteries. A-MAP therefore aims to cater to this segment with the new brand as ASIMCO PLUS batteries are designed for the latest models of vehicles which use regenerative breaking and high energy demands.

The batteries also have full frame optimised grid design that enhances the

AUtomechAnikA DUbAi 2019

A-mAp LAUnches At AUtomechAnikA A-MAP used this year’s show to launch its latest range of European batteries designed to cope with extreme climate conditions.

Giti’s GrowinG presence Exhibitor Giti Tire arrived at the show having recently opened its first flagship store in the region.

longevity of the battery life and the active material has been developed to endure the aggressive usage conditions in high heat environment of the region. Delivered ready to use, the ASIMCO PLUS batteries use CA 100 Technology which boosts performance through its use of calcium alloys. The Heavy Duty range of batteries are uniquely designed with battery cover which include Labyrinth System, Safety Caps, Flame Arrestors and central degassing which makes batteries stronger, safer and more resistant to leaks and spills in demanding rough conditions.

Speaking to T&FME, A-Map market manager Summaya Amad says the company uses the event to meet and greet existing customers from around the world, especially those from the Gulf and Africa. She adds that the event remains important to the company as an opportunity to get market updates,

find new companies and product launches.

“Dubai, with its ancient commercial and seafaring traditions, has long been recognised as the Middle East region’s leading trading hub and has emerged as its key re-export centre,” she says. “In more recent years, the Emirate has become a major venue for a number of growing, profitable industries. For us, Automechanika Dubai is extremely important as participation due to it being the only biggest aftermarket automotive exhibition in the region.”

Amad lists the major trends in the sector as: changes to customer expectations and value generation; an emerging new generation of vehicles; and a “shift in competitive power”.

She adds that A-Map is confident that it can continue to keep pace with the GCC’s own rapid growth in the aftermarket.

“According to a recent report in

it provides us an excellent opportunity to meet existing and new business partners under one roof”

Arabian Business, the number of vehicles on Gulf roads is set to grow at 5% annually to 13.2 million in 2020. That gives us an opportunity to focus on this growth and contribute towards the demand.”

While she states the event earns its premier status in the region’s aftermarket calendar, she believes it could even stronger.

“This year the event felt slower compared to earlier years,” she notes.

“We feel Automechanika Dubai should be held once in two years and follow footsteps of Automehcanika Frankfurt.”

Many of the changes in the truck industry are being driven by progress in driveline technology. The US firm has placed itself firmly at the centre of this evolution but also continues to offer an array of solutions for light and heavy commercial vehicles. The company showcased its popular brands, such as Victor JULY 2019 TRUCK&FLEET ME 15

AutomechAnikA DubAi 2019

Reinz gaskets and Spicer transmissions and driveshafts. It also launched new gaskets for the North American vehicle range, as well as its Tru Cool brand at the exhibition.

Area sales manager Bineet Kumar hints to T&FME that Dana has more to offer the region and entered the event, “looking forward to meeting some new sales leads for the new product lines we want to launch in the market soon. Automechanika offers Dana the opportunity to meet in-person with a number of our existing business partners to discuss our current and future business opportunities.”

When asked how important the event is for Dana, Kumar replies with a simple: “Very important. Automechanika Dubai is undoubtedly the biggest exhibition happening not only in the whole Gulf region, but also in North and East Africa.”

The aftermarket business for the engine

our decades of experience has allowed us to meet the increasing demand we have witnessed in this segment”

spare parts is extremely good within the region, Kumar further notes: “This is partly because of the extreme weather conditions, challenging terrain, and the road and transport infrastructure. The aftermarket business presents a strong opportunity for further growth in the coming years.”

Given the shift toward e-mobility among the global automakers, the aftermarket business for the components of internal combustion engines is going to take a very interesting turn in the coming years, says Kumar.

“However, we see this change as a marathon and not a sprint. Each region and market will adopt the technology with varying pace and enthusiasm. This presents great opportunity for the aftermarket business to remain strong and grow.”

With existing products to demonstrate and

new ranges on display, Kumar is enthusiastic about the opportunity Automechanika Dubai offers the leading global supplier.

“I think the show was excellent, as attendance was significant. For me personally, it was worth the investment,” he says. “This year’s show did face some challenges given the heat in June and its proximity to the observance of Ramadan, but overall I believe it was a success.”

A-Map and Dana were not alone in using the event to demonstrate how they are developing their products and offering in the aftermarket sector.

Under the GP Global Umbrella, flagship brand MAG Lubricants arrived at the show with a full portfolio of lubricants to cater for a complete range of B2B and B2C needs across the region. It also displayed its IPOL range of lubricants from the Indian

eXceLLent opportUnitY For DAnA Dana’s Bineet Kumar describes Automechanika Dubai as the biggest exhibition in the MENA region and provides an excellent opportunity to meet existing and new business partners “under one roof.”

new proDUcts From bkt Balkrishna Industries (BKT) used the event to launch its first On & Off road Tipper tyre 12.00R24 in SR423 pattern, as well as new sizes for the Multi-Purpose Truck segment.

16 TRUCK&FLEET ME JULY 2019

AutomechAnikA DubAi 2019

Envo FE 0w30 and Mag Prima Envo Plus 5w3.

He continues: “We are also seeing a shift in behaviour in the region where earlier it was more a CIFM/DIFM market to more of a CIY/DIFM market. MAG has a good Image in terms of the quality of the product with our customers and consumers. We are also increasing our footprint whereby very recently we have tied up with SAMACO Automotive in Saudi Arabia which is the exclusive Dealership and franchise workshop chain of Volkswagen, Audi, Porsche, etc.”

The increasing need for car ownership across the population of emerging economies is one of the factors anticipated to drive demand for aftermarket automotive lubricants, says Al Theraawi looking ahead.

“As consumers in developed and developing regions have different mobility needs so continued urbanisation is likely to lead them toward car ownership,” he explains.

“Moreover, engine design changes are driven by ever more stringent emission norms that mandate the use of high- performance lubricants and are expected to drive demand for synthetic engine oils. Also the decreasing sump capacities and longer drain intervals will decrease the actual category size.”

heritage brand. Mahmoud Al Theraawi, CEO, GP Global MAG, said Automechanika Dubai remains a “great platform to connect with prospective customers and industry folks” although he insisted that the event must continue to resonate with serious buyers to maintain its relevance.

Like others, Al Theraawi believes the show’s location is one of its enduring strengths: “Dubai is amongst the biggest trading hubs in the world and is a gateway for the region, also its diversity and the number of nationalities living and doing business here makes it extremely important,” he said.

The lubricants market continues to evolve but so do consumer tastes in the region. Al Theraawi affirms that his company has readily adapted its offering and presence to suit the changing market.

“The technology evolution in the lubricants category excites me and we are happy to say that MAG is embracing that technological advancement fast and making products which are extremely relevant to the aftermarket,” he says. “A testimony of it is that we have most of the OEM approvals required to compete and very recently got BMW’s approval on two of our products - MAG Prima

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JULY 2019 TRUCK&FLEET ME 17

AutomechAnikA DubAi 2019

SAF-HOLLAND showcased the world’s lightest air suspension with disc brake axles for trailers as well as trailer axles with a high capacity of 20t (its new YORK axles and mechanical suspensions, for instance, have a capacity per axle up to 20,000kg). The company also offers the towing system brand V.Orlandi and it claims disc brake technology brand INTRADSC is the lightest and the safest product in the market for advance trailer design. Jean Khoury, managing director, SAF-HOLLAND Middle East said the event was also an opportunity to reveal its new branding for its SAUER aftermarket brand with the company arriving at the event hoping to attract new business.

“SAF-HOLLAND covers the whole range of products related to trailer design in the region. Automechanika Dubai was an opportunity to meet new potential customers for trucks and trailer spare parts, as well as some OEM trailer manufacturers who would use our innovative air suspension axles with Disc brake for Trailers,” he explains.

Khoury adds the firm is also targeting fleets through the recently acquired digital trailer management specialist Axscend whose Trailermaster product can aid fleet operations to reduce TCO, he says, “by monitoring the important parts of the trailers such as the lightening system, the brake efficiency and the axle load with a very smart and easy equipment. We are looking for a partner to start the prototyping and to test it in this environment.”

He also believes its SAF INTRA CD TRAK system which adds a driven axle on trailers in the 9t standard range will also help fleets in the region: “This will be the next evolutionary step of this product, especially due to the high axle rate here.”

Al Masaood Commercial Vehicles and Equipment (CV&E) Division used the event to highlights its latest technologies and equipment, such as as tyre repairing, automatic high-quality car wash and car lifting. The recently created unit brought an array of top multinational brands to the show-floor.

COO Robert Schwarz says Automechanika Dubai remains the “perfect platform to showcase the latest innovative technologies from our partners that will answer to the growing demand of automotive workshop equipment. Our decades of experience in the UAE’s automotive sales and after-sales market, has allowed us to meet the consistently increasing demand we have witnessed in this segment recently.”

18 TRUCK&FLEET ME JULY 2019

An internAtionAL showcAse Although it is located in Dubai, Automechanika continues to bring together entities and industry professionals from across the GCC and Middle East and Africa (MEA) region.

The biggest names in the global automotive aftermarket looked to make major inroads in a MEA spare parts market and auto services industry that’s estimated to grow by 6% annually over the next six years.

Exhibitors use Automechanika Dubai’s impressive regional scope to reach out to farflung markets. Emerald Spare Parts, based in the UAE and distributors of auto parts, batteries and lubricants for Japanese and Korean cars, is looking to reach new markets.

Automechanika Dubai has traditionally enjoyed a strong Indian manufacturer presence and Balkrishna Industries (BKT), a manufacturer and exporter of Off Highway Tyres, used the event to launch its first “On & Off road” Tipper tyre 12.00R24 in SR423 pattern, as well as new sizes for the Multi-Purpose Truck segment.

“BKT is also expanding its range in Solid tyre segment where 4.00 – 8 ECO Rib pattern has been introduced for Ground Support Equipment and 7.00 – 12 Maglift ECO pattern as a

high performance tyre for Forklift and Material Handling,” said Rajiv Poddar, Joint Managing Director of BKT. The Indianheadquartered company is one of the world’s fastest growing companies in the OHT segment, with a 5th manufacturing facility planned in Tennessee, USA. “This will be the first BKT manufacturing facility outside India, and will be helpful in increasing our presence in the American continent,” said Rajiv Poddar, Joint Managing Director of BKT. “BKT growth will be mainly coming from the All Steel OTR (Off-TheRoad) radials as this the fastest growing segment for BKT. Owing to the sustained market demand, BKT will also grow in Construction and Industrial tyre segments with its vast product range.

Elsewhere, Polish manufacturer Troton was a headline exhibitor in the new Body & Paint section - and launched its Brayt line of polishing compounds and the Rangers bed liner.

“The weather in this region can be harsh on the car, what with the intense heat and dusty conditions,” said Karol Duda, Director of Business Development at Troton. “Applying Brayt protect a car’s exterior from road dirt and the sun’s harmful UV rays.

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AUtomechAnikA DUbAi 2019

RApid mobility

this year’s Automechanika region survey revealed the aftermarket believes cASe mobility is here and happening right now

A

market survey of 1,250 auto aftermarket professionals conducted days before this year’s Automechanika Dubai reveals CASE (Connected, Autonomous, Shared, Electric) mobility is already happening in a big way or will dominate the market in the Middle East within the next five years.

Held in May, the Automechanika Dubai Market Outlook survey suggests that despite this enormous change in direction for their industry 67% of respondents feel their companies are ready to face the changes that will inevitably arrive in the future, compared to 55% of the 1,300 respondents to the same question one year ago.

In fact, global auto aftermarket professionals believe they’re more ready now than they were one year ago for imminent market changes, as new technologies, economic climate, and government policy play key roles in how the Middle East auto services industry will look in the next five years Answered by distributors, manufacturers, importers, exporters, wholesalers, retailers, consultants and service providers, the survey showed that while technology is still the chief reason for change in the next five years, political and economic scenarios will have a bigger role to play. When asked what would be the reasons for future change in the Middle East auto aftermarket, 64% of respondents in 2019 cited change in automotive technology, versus 74% in 2018.

Meanwhile, 48% of respondents in 2019 believed that regular political and economic improvements or slowdowns will be the chief factors driving change in the next five years.

This is six percentage points higher than in 2018, indicating external factors beyond the industry’s control might have a bigger say in how the aftermarket looks in the future.

20 TRUCK&FLEET ME JULY 2019

GettinG reADY for chAnGe The Dubai Market Outlook survey suggests the market is better prepared for new technology than it was a year ago.

“The Automechanika Dubai Market Outlook is an annual survey we conduct every year to ascertain the current situation in the regional aftermarket, where it’s headed, and where the potential opportunities are in the Middle East,” said Mahmut Gazi Bilikozen, Show Director for Automechanika Dubai.

“It’s clear that the automotive industry, and the aftermarket as a result, is undergoing a rapid transformation, but it’s a positive indicator that industry professionals appear more confident their businesses can still survive and ultimately be more successful in a market that will no doubt look very different in years to come.”

Prresented at Automechanika Dubai’s Innovation Zone, the survey shows that the perception that electric vehicle technology will challenge petrol and diesel the most has increased year-on-year, with 51% of respondents believing electric cars will be the chief challenger to the internal combustion engine, compared to 47% in 2018. Confidence in hybrid and

We feel Automechanika dubai should be held once in two years and follow footsteps of Automechanika Frankfurt”

hydrogen cell vehicles as the big challengers appears to have waned slightly year-on-year.

Tellingly, more than two thirds of the survey (68%) agreed that CASE mobility is re-shaping their industry, a figure which is 12 points higher than in 2018 (56%).

More than half (55%) also say they would expect to see Return on Investment (RoI) in alternative fuel vehicles repair equipment in five years if they were to invest in it, while a further 35% say RoI would be seen within two years.

But while 55% of respondents in 2019 (no change from 2018) indicated that customers had started approaching them for products and services for non-petrol or diesel engines, 61% of garage or workshop respondents had not yet invested in new equipment for electric vehicles. A further 35% said that, while they know what equipment would be needed, it was still too early to make this investment.

Respondents were also asked for their thoughts on which key aftermarket product groups would face the most disruption in the Middle East in the coming years, these comprising Parts & Components; Electronics & Systems; Accessories & Customizing; Repair & Maintenance; Car Wash, Care & Reconditioning; and Tyres & Batteries.

There was very little movement yearon-year in what product groups respondents perceived would face the most disruption.

Parts & Components – the heart of the internal combustion engine – would face the most disruption in the next five years according to 56% of the survey sample in 2019, a slight drop from 59% in 2018.

This was followed by Electronics & Systems (37% in 2019, 35% in 2018), Repair & Maintenance (36% in 2019 and 2018), Accessories & Customizing (27% 2019; 26% 2018), Tyres & Batteries (23% 2019; 25% 2018), and Car Wash, Care & Reconditioning (12% in 2019; 14% 2018).

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INTERVIEW

Riding thE cutting EdgE Continental talks to T&FME about its Commercial Speciality Tyres development

E

xpected to carry the weight of giant containers and loads across increasingly under pressure port and logistics hubs, tyres are often unheralded workhorses.

Continental’s Commercial Speciality Tyres team have to develop rubber that can cope in wildly different conditions from the icy platforms of the Artic Circle to the searing heat of the Gulf’s own ports.

Sitting with T&FME on the edge of Europe’s biggest port in Rotterdam, Julian Alexander explains the first stages of development.

“Well, it’s basically learning how the customer is using the tyres first of all. So the important thing, is what’s going on in the market. For that we have basically three main sources. We have field engineers which are 22 TRUCK&FLEET ME JULY 2019

basically purely visiting customers, visiting sites to look at how the tyres are performing,” he begins. “What does he see? He sees maybe a little bit more in detail about the operation of the vehicles, the loads, the weights and how the tyres are being used. Together, with our sales people who are in daily contact with the people who are using the tyres - whether it is a dealer or the end user. And of course they’re also getting feedback. What is good?

What’s not so good? And additionally we have our R&D who are tuning into this all the time: listening and learning. We do, of course, our own internal testing of the tyres, taking tyres back from the market to analyse and really understand what’s going on.”

The ultimate reason for the analysis and feedback and data gathering is to assess how Continental can improve its existing products or whether it needs a new product

if new technology is fitting with what we see out there, we apply it. that’s the time when you want to launch a new generation”

altogether. June’s TOC Europe taking place a short water taxi or bicycle ride away from our discussion was an opportunity to show how the company has re-thought its tyre offering.

Announced last year, its new radial tyre portfolio started as a response to ports that are running their load and carry vehicles for longer distances; adding strain and stress while generating greater heat in their tyres.

Alexander flashes a picture of tyre scrapyard at a port to demonstrate on a huge scale of what happens when tyres can no longer cope with the demands of modern port operations.

“Ultimately they all failed,” he muses.

“When you start analysing these tyres, you can find out really what happened to that tyre throughout its lifetime. You will see if it’s been heat damaged, we will see how the tread been used; you will see this because of the grain

INTERVIEW

on the tread surface. How the tyre was used, which directions it went on. It really tells you the life history of the tyre. We can also see why it failed. Was it in the bead area, the inner lining, the basic construction? Everything tells us why this tyre failed and when we know why it failed, we can learn how can we improve that or do we need something else?”

The most common reason for failure over the course of forensically analysing thousands of failed tyres is low pressure.

Consequently all of the radial tyre portfolio will be fitted with sensors that can read temperature or pressure, explains Alexander.

Head of R&D Commercial Speciality Tyres Martin Welzhofer says that the company is continually looking ahead as well as at the past performance of its tyres when it makes decisions on the direction of travel for its products. He adds that he and his team must also look at the types of vehicles currently in use as well as those that are heading towards being deployed in the field. A jigsaw puzzle of what the tyre will look like begins to come together.

“The core of that is our requirement book and with that we will then start to design the tyre. We put several segments together, put the tyre layout together, start to simulate how the tyre would work and build our first prototypes. Once we have those prototypes, we start test them. First, internally on a drum and then later on in the field in order to validate the product performance.”

A requirement book? Before continuing on, Welzhofer explains.

“It’s the story of the tyre. How we see it.

This is not only (put together) by R&D and while that’s probably very important it also

A gLobAL pRoCESS Continental’s Julian Alexander says the company has had to adapt to changes in the port environment.

has input from the marketing person such as a product line manager, from the field engineers who are often in contact with our customers, the sales people and of course my engineers who put together what they what they see and what they have learned and analysed.”

According to Welzhofer, the information drafted into the requirement book can include everything from tyre sizes and descriptions of applications to the road surfaces and even the desired price.

“All of that we try to put into key performance requirements. Something which we can use at the very end to evaluate if our development was successful,” he continues.

A team is then formed around the idea with a tyre designer acting as a project leader, “to keep all the strings together”

bALANCINg ACT Tyre design is a balance between achieving a look and the practicalities of being durable and reliable.

We said, we can do that but we will get a lot of negative press because it’s not going to work”

including a specialist that analyses what the materials it will be made of (cue thoughts of a mad chemist experimenting in their lab), a simulation engineer to do test the design, a creative head (who gives the tyre its “fancy look” that fits with Continental’s product story).

In the case of the radial tyre, the original design took included sharp grooves that resembled a crane but Welzhofer says that the realities of designing a tyre that must perform at optimum levels eventually reigned back the stylised look.

“We said, we can do that but we will get a lot of negative press because it’s not going to work,” he recalls. “The battle between design and function starts but basically design should be more about function. At the end you probably do not see much of a crane in the final design but we tried to give the tyre a technical look. I would say on Straddlemaster it’s a bit hard to see.”

Welzhofer says that one of the biggest differentiators of Continental compared to its competitors lies in the compound used.

Using an analogy of the team acting like a cook in a restaurant he sums the process up neatly: “We have recipes which we are following and we are creating in a lab and then later one rolled out into the world.”

He continues: “The chemical engineer working on our tyres is a very essential person. The materials which are in contact with the surface plays an important role in the performance at the very end. We at Continental insist the chemist is not only JULY 2019 TRUCK&FLEET ME 23

INTERVIEW

on a laptop in his lab environment but joins the field engineers in going to the customers. And visiting the scrap yards and seeing why the tyres are failing. What has gone wrong? Where are the pain points?”

Once the tyre design is put together, testing in simulations in the lab begin leading to the creation of a mould that can be used for production. That is, in turn, then taken to a testing drum, such as one of the largest test machines in the world for tyres at Continental’s facility in Texas (which has diameter of 5m and can test tyres sized up to 61in).

“What we do there is testing until failure,” he says. “We let it rotate under load and the tyre heats up and at a certain time it simply fails. And we hope that it’s late enough in the process that we are satisfied with what we see and that the picture of the failure is what we expect. And in that case, we are happy people.”

He adds that this process can take up two years, meaning that new technology can sometimes alter the course of development.

“And if that new technology is fitting with what we see actually out there, we apply it. And that’s probably the time when you want to launch a new generation.”

Returning to the theme of having to the create tyres that can cope in different environments, Alexander says that Continental uses 17 different testing locations, including the UAE. “Testing isn’t as easy as it sounds.

Container handling is a global business and isn’t just happening in Germany,” he explains.

“We’ve been testing in the UAE but we also look where it is cold like Finland where its very cold. You also have different vehicles like straddle carriers and reach carriers. You also

HUgE INVESTmENT Julian Alexander says that the German tyre-maker has invested 100 million euros into its production.

need customers that are happy for you to do it. You also have very different environments.

You need the biggest mix you can get.”

Alexander remarks that the field testing is essential as “we might find where improvements are possible.”

Welzhofer adds that Continental has invested more than 100 million euros into its production, refining its processes - even ensuring that the equipment used on the line is ergonomic for workers – to make sure the finished product matches the development performance.

Continental as an organisation has stressed in recent years that it wants to be regarded as technology company. While the B2B world of Speciality Tyres may not neatly fit into this vision, both agree that the use of

FIELd TESTINg Testing of new and old tyres in the wild is critical to determining the direction of product development.

24 TRUCK&FLEET ME JULY 2019

When you start analysing these tyres, you can find out really what happened to that tyre throughout its lifetime”

ContiConnect and ContiPressureCheck are critical components in avoiding tyre failures.

During TOC Europe, T&FME was shown how the system works in action, and how low tyre alerts can be relayed to ensure uptime.

Welzhofer says, “If you have the right tyre pressure, the tyres are working at their optimum and taking the lowest energy.”

“Our tyres are smart. All the tyres from our factory will be fitted with sensors that can use ContiConnect and ContiPressureCheck to monitor the tyre and inform the user of the temperature and pressure of the tyre as it’s running,” adds Alexander. “You probably know that riding on your bike, when don’t have much air in your tyre it uses a lot of energy, and a lot fuel, and the tyre will heat up much quicker which will lead to an earlier failure.”

pRESSUREd Job Martin Welzhofer is tasked with overseeing the development of tyres and the teams that make them.

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FEATURE

The mosT specTacular bus rouTe in The World?

Meet the driver that gets to navigate the beautiful Stelvio bus route

W

hen Swiss bus driver Walter Burch retired five years ago, he was offered the job of his life. Twice a week, he drives a purpose-built Scania Interlink over the Alps at almost 3,000m on one of the world’s most spectacular and demanding bus routes.

“These days I feel like a real driver,” he says.

In the early morning hours, tourists, cyclists and a few locals are queuing outside the Benedictine Convent of St John in Müstair, in the Swiss canton of Graubünden.

Not for a visit to the 1200-year-old Unesco World Heritage Site, but for a bus ride that will live on in their memory for a long time.

The Stelvio bus route connects Val Müstair in Switzerland with the Valtellina region in northern Italy. The journey across the Stelvio Pass to Tirano is a mountain adventure offered from May to November 26 TRUCK&FLEET ME JULY 2019

by the Swiss bus company PostBus which is called PostAuto in German.

The original road was built between 1820 and 1825 by the Austrian Empire. It was made to connect the former Austrian province of Lombardy with the rest of Austria, covering a climb of 1,871m. Since then, the route has not changed much. Its 85 tight turns are a challenge to drivers. Forty-eight of the corners are located on the northern side of the mountain and marked with stones.

This route was nominated by the British automotive show Top Gear as the “greatest road in the world,” although it only covered Europe. Lamborghinis, Porsches, Ferraris and Alfa Romeos are all tested to their limits on these heart-stopping curves that never seem to end. Countless cyclists and motorcyclists have struggled to get to the highest stretch of road in the Eastern Alps.

But the Stelvio Pass is not all fun and games. Many people underestimate the

scania’s interlink bus was very important to us, as it was custommade to fit our exact specifications”

difficulty of the zigzag road and overestimate the ability of their vehicles, which leads to accidents.

This is especially true on the Italian side where the climb is steepest and most challenging. Even the British Formula One racing driver Sterling Moss – a man that has been called “the greatest driver never to win the World Championship”– lost control of his car and skidded off the road in a classic car race in the 1990s.

So, how can anyone come up with the idea of making Stelvio a regular bus route?

“Scania’s Interlink bus was very important to us, as it was custommade to fit our exact specifications,” explains Bruno Brot from PostAuto.

The yellow Scania postbus is perfectly suited to master the steep roads, high passes, old and narrow tunnels and sometimes frightful hairpin corners.

The bus, which can be lowered by five centimetres when entering the narrowest tunnels, is 11m long, 2.55m wide and

FEATURE

REFLECTIon AnD RELIABILITY Driver Walter Burch says the Stelvio route allows him to reflect on his life but needs a reliable bus that is up to the challenge.

PostAuto is the leading bus company in Switzerland’s public transport network. With over 4,200 employees (including the drivers of the PostAuto companies) and around 2,300 vehicles at its disposal, PostBus carries around 155 million passengers each year.

Its trademarks – the three-tone horn and the yellow postbuses – are part of Switzerland’s cultural identity. The three-tone motif comes from the “William Tell” Overture

by Andante of Rossini and is made up of the notes C sharp, E and A in the key of A major.

EXCEPTIon To ThE RULE No vehicles longer than 10m are allowed on the route save Burch’s Scania Interlink.

2.3m high. While no vehicles longer than 10m are allowed to operate on the Swiss side of the route, an exception was made for the bus, which, despite its length, has a wheelbase of less than fivem.

“But of course, the overall package was important for PostAuto too. The vehicle costs, the customer benefits and the expected operating costs must result in a balanced overall package,” says Bruno Brot.

“The reduction of fuel consumption, which was noted already during the first week of operation, is extremely satisfying.”

When Walter Burch leaves Müstair with the postbus, he already knows what to expect.

His bus is half full of excited passengers and a small rear carrier brings half a dozen mountain bikes and road bikes. There can be massive snowfalls, even in the summer and autumn, but today the forecast is sunny and clear.

“The distance between Müstair through Umbrailpass and Stelvio down to the Italian

ThE ThREE-TonE hoRn

city of Bormio and the terminal station Tirano is about 80 kilometres. Müstair is 1,200m above sea level, Stelvio 2,750m and Tirano 400m above sea level, a difference in altitude of about 3,900m. This route could almost be added to the Guinness World Records. There are also huge temperature fluctuations of +30 to -30 degrees Celsius.

It changes quite frequently,” Brot explains.

Walter Burch is thrilled by the adventure and drives his bus regularly, punctually and reliably. He manoeuvres the bus perfectly over ravines and approaches the many blind bends by playing the iconic, three-tone PostBus horn to warn other drivers that he is coming.

A few hundredm after crossing the border to Italy, Walter Burch stops the bus at the top of Stelvio Pass at 2,757m above sea level.

This is where many of the hikers and bikers leave the bus. This is also the highest paved mountain pass in the Eastern Alps, and the second highest in the whole Alps. At an altitude

The overall package was important for postauto; the vehicle costs, the customer benefits and the expected operating costs”

of 3,450m, The Stelvio Pass Glacier usually permits skiing year-round and is a frequently used training ground for elite alpine skiers.

“Grazia fich,” or thank you in Rumantsch, the local language, one of the passengers says as she leaves the bus.

With a break of 30 minutes, Burch has time to reflect on his life. He is a mostly retired driver and gets emotional when talking about his work.

“I really love this vehicle and route. When you drive a bus in the city or in the plains, you are just one in the crowd. But here, I feel special – like a real driver,” he says, patting on the yellow bus.

When every curve is a challenge, he and his passengers must rely on the Scania bus.

“To me, it is a great driving experience and I truly need to rely on my vehicle. It gives a stable driving experience, very good manoeuvrability and optimum torque. And the passengers are delighted to travel on such a comfortable, stress-free excursion in this spectacular alpine landscape.”

JULY 2019 TRUCK&FLEET ME 27

FEATURE

A bump in the roAd for driverless cArs?

Patrick Mallejacq, secretary general, PIARC World Road Association looks at the future of autonomous driving ahead of the 26th World Road Congress in Abu Dhabi

A

re transport authorities around the world ready for the advent of driverless cars?

Driverless cars look set to be the future. For a few years now, the technology has been making headlines around the world as we grapple with what this newest innovation will mean for our everyday lives.

We are right to be excited. Driverless cars represent a significant shift in how we will come to rely on transport in the future. Already in many developed economies we are seeing the diminishing ownership of vehicles, with more and more people relying on on-demand transport services like taxis, ride-hail services or public transport.

What is less clear though is the impact this will have on our roads, what infrastructure driverless cars will rely on to make their technology work and what countries around the world may need to do to make a future of autonomous vehicles a reality.

Take white road markings for example.

Driverless cars use these to help guide themselves – and in a lab or controlled environment this works well. But the real world is very different.

It’s not an issue in Abu Dhabi, but in certain parts of Europe road maintenance budgets just haven’t kept up with the levels of demand and white markings are not that easy to distinguish.

28 TRUCK&FLEET ME JULY 2019

This is just one example. Road signs are another. Driverless cars will have to be programmed to read particular types of road signs – but which ones? These are the sorts of decisions that need to be made now, as equipment like this can be expensive, and in many cases road administrations will not be able to fund them.

Manufacturers of driverless cars rely on the basic road infrastructure to be in place to be able to operate their vehicles. They also expect the infrastructure to be in a good state of repair, since even autonomous vehicles will be affected by down-to-earth potholes.

But planning infrastructure takes years and then developing it takes years too. And when it’s there its design can’t be easily changed.

So, it is a matter of planning. Planning has always involved strategic-level decisions but now the conversation could become really complex with many different factors.

A good example of why partnerships are necessary is the European ‘E-call’ initiative – an automatic system which calls the emergency services when you have a serious road traffic accident. This has taken time to implement because vehicle manufacturers and IT infrastructure were originally slow in creating a good dialogue with the emergency services.

driverless cars represent a significant shift in how we will come to rely on transport in the future”

The learning is clear. To get driverless cars on the road we need to bring together road authorities, manufacturers, technology companies and other experts to begin planning for a future where driverless cars are part of our everyday lives.

That is why, every four years, we hold the PIARC World Road Congress bringing together thousands of the world’s foremost experts in road infrastructure, transport and technology.

Organised by the World Road Association (PIARC) and the Abu Dhabi Department of Transport (DoT), the next World Road Congress will be held this year in Abu Dhabi in October with more than 5,000 delegates from 120 countries and at least 40 government ministers expected to attend.

The Congress is where we continue these discussions. One of our taskforces is looking specifically at the possible infrastructure implications of driverless cars on roads around the world. They are working on their report, to be called ‘Autonomous vehicles, challenges and opportunities for road authorities’ and will present it at the Congress.

The fact this has been identified as a priority topic for discussion speaks volumes as to how important road authorities consider the challenge – and opportunity – of driverless cars.

WORKSHOP

HYVA AWARD RecOgniTiOn / giTi TiReS TAKeS On Le-mAnS / SAF-HOLLAnD / A-mAP AUTOmecHAniKA DUBAi LAUncH

workshop

Hyva wins prestigious Dutch award JUDgeS PRAiSe STRUcTURAL APPROAcH AnD PROceSSeS PARTS

Hyva has won a Best Managed Companies Award for companies with headquarters in The Netherlands.

Best Managed Companies is an initiative of Deloitte, a global consulting and financial advisory group. The programme, which aims to challenge and recognise the overall strength of successful privatelyowned companies while guiding and recognising their leadership teams, was introduced in The Netherlands in 2007 and rolled out globally in 2011. cUSTOmeR DemAnD Hyva’s e-Power initiative recognises customer demand for electrically operated vehicles.

The organisation was impressed

by Hyva’s global presence and praises the structural approach and processes in the company.

“We are very proud to have won this prestigious award,” commented Marco Mazzu, CEO of Hyva. “The award recognises the consistency of our performance based on a sustainable business strategy. Our management team and all of our employees are commended for their efforts.”

Evaluation of nominee companies

for the award is guided by the Business Maturity Model (BMM) which is based on the premise that organisational balance results in greater efficiency and better performance. The model analyses five company pillars: Strategy & Policymaking, Organisation & Processes, Operation & Control, Information Technology, and People & Culture.

It also considers aspects such as sustainability, competitive pressure, financial performances, client satisfaction and innovative capital.

Catharina Monster, Chief HR Officer and Leader of Sustainability of Hyva added, “This Best Managed Companies designation adds an independent quality label for our organisation. And, it opens up valuable networking opportunities with other exceptional business leaders and strong private companies.”

Hyva was also nominated for a second award in the Sustainability category. Hyva’s achievements in sustainability were also illustrated by the new Hyva KENNIS e-Power crane which operates on electric power, rather than conventional diesel power.

It offers improved energy efficiency and lower environmental impact – no exhaust fume emissions and lower noise levels, claims the company.

Giti takes on Le-Mans TYReS

Giti Tire’s motorsports third presence at the world-famous 24-hour race included a team-record four vehicles, combining top technology and talent from around the world.

While much as been made of Giti’s historic all-female Volkswagen racing team, the company’s two Audi R8 vehicles with WS racing also turned many heads with full Giti yellow and black branding.

Leading off Giti’s Audi team this year was a high-powered Audi R8 LMS Ultra. With a V10 5.2L DOHC engine and 570HP, this car manages to put a great deal of strength into a relatively light weight of 1,225kg, ensuring great performance and flexibility on the track. The car’s driver team included Rahel Frey, Bernhard Henzel, P. Lefterov, and F. Schickler.

The second Giti Audi vehicle joining the race was an Audi R8 GT4, which packed 495HP into its V10 5.2L DOHC engine.

inSiDe THiS mOnTH’S WORKSHOP: SOme OF THe WORLD’S LeADing exPeRTS On THe FUTURe OF PLATOOning, WAReHOUSing AUTOmATiOn AnD mORe 30 TRUCK&FLEET ME JULY 2019

WORKSHOP

SAF-HOLLAnD iS A DAF TOP SUPPLieR

a-Map Launches new ranGe at autoMechanika BATTeRieS

A-MAP (Al Muqarram Auto Spare Parts Trading) has used this week’s Automechanika Dubai 2019 to launch its latest range of European batteries designed to cope with extreme climate conditions.

A-MAP unveiled the ASIMCO PLUS range on the first day of the region’s biggest auto aftermarket exhibition. In a statement, the Dubai-based said the “highly efficient maintenance range of ASIMCO PLUS batteries ensure unparalleled performance even in demanding climatic conditions.”

The batteries are pass vigorous quality tests to ensure a hassle-free functioning, added A-MAP.

PARTS SAF-HOLLAND is the first manufacturer of fifth wheels in Europe to have received the DAF award for being a top supplier.

The truck manufacturer presented this award in recognition of the high quality of the components from the commercial vehicle supplier’s plant in Singen, Baden-Württemberg.

Every year, US truck manufacturer PACCAR, of which DAF is a wholly-owned subsidiary, presents awards to suppliers who meet or exceed its strict “10 PPM” quality standard. “10 PPM” means that a maximum of ten parts per one million components supplied to PACCAR may be defective.

Suppliers must also meet stringent requirements to get the award, including delivery performance and customer service.

“Our innovative Holland fifth

Winning PARTneRSHiP The award reflects DAF’s and SAF-HOLLLAND’s successful partnership over recent years.

wheels are available ex works from all leading truck brands, including DAF. This award underscores the partnership that we have built up in recent years, and provides further incentive for us to continue to deliver top performance with our Holland fifth wheels in the future,” says Dr. Rainer-Rudolf Gärtner,

head of Truck Business Europe at SAF-HOLLAND in Singen.

In 2018, PACCAR recognised 337 suppliers in 26 countries on four continents for attaining the required high level of quality performance. SAF-HOLLAND is the only manufacturer in Europe to be honoured with an award for its high-quality fifth wheels.

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PLATOONING

how STARTupS ARe SAving plATooning developmenT

Intelligent vehicles expert Richard Bishop on why platooning is here to stay

T

o most of the world, truck platooning arose in the last few years as part of the larger automated driving wave. But there is a small and dedicated cadre of players who have pursued it for over 20 years! What insights does this history hold for the pending commercial deployment of platooning?

The first truck platooning research started in Europe in 1996 as the CHAUFFEUR project, funded by the European Commission and costshared with industry. The first drive-by-wire Class 8 truck tractor was developed under the project which involved truck-makers Daimler, Renault and

32 TRUCK&FLEET ME JULY 2019

IVECO, among others. Rather than “platooning” the term of art at the time was “Electronic Towbar” – a term clearly created by engineers, not marketers!

My first experience of truck platooning was in a Mercedes truck in 1998 on a public road in Southern Germany near Konstanz. As I recall, three fully automated CHAUFFEUR trucks were traveling quite close together, around 10m, supported by a circular pattern of infrared emitters on the rear doors of the preceding trailer; this pattern was detected by an IR camera in the follower truck cab which allowed a precise calculation of range. This approach made sense technically but even then it was well understood

Commercial players boil it down to minimum viable product”

that this would not be feasible in the real world, because trailers are frequently switched between tractors and therefore a platooning system cannot depend on specially equipped trailers.

This work was preceded by (mainly) passenger-car-focused automated driving projects in the EU, US, and Japan. The US Department of Transportation (USDoT) Automated Highway Systems programme spanned 1993-98, in partnership with the National Automated Highway System Consortium led by General Motors. I was the guy who had the privilege of leading this exciting programme from the government side.

NAHSC activities culminated with “Demo 97”

PLATOONING

on a closed HOV section of I-15 in San Diego; the use cases demonstrated included platooning operations but focused on cars due to the extensive traffic flow benefits offered by close-following cars. This would have required dedicated lanes and extensive market penetration but is still seen as viable for the long term when AV cars are common.

Subsequent work by the California PATH programmeme at UC Berkeley, funded by Caltrans, entered the realm of truck platooning, motivated by fuel economy. This work occurred from 2000-2003 with fully automated trucks operated on test tracks. Using only V2V communications and radar, inter-vehicle gaps at highway speeds were quite small, something like 3 meters. Then the German government funded the KONVOI project (2005-2009), in which fully automated platooned trucks were tested on public roads to evaluate traffic interactions. Traveling with a police escort, they ran at 10m inter-vehicle spacing for nine days and accumulated over 3,000km of testing.

The project included the heavy vehicle industry and major trucking firms for stakeholder input. A bit later Japan’s Ministry of Economy, Trade, and Industry got into the truck platooning act with the Energy ITS project (2008-2013), motivated by reductions in emissions as well as fuel economy. Again, good technical performance at highway speeds with small gaps was implemented, with testing occurring on closed courses.

In 2009, a unique concept was pursued by the European SARTRE project (2009-2012): why not have human-driven trucks followed by fully automated platooned cars and trucks?

The lead truck driver would handle the main driving tasks while everyone behind could relax. SARTRE was led by Ricardo PLC and included Volvo Cars and Volvo Trucks. Here fuel economy was evaluated on the open road and for the first time cars were platooning behind trucks! The work included public road evaluation plus examination of business case issues.

The US military has pursued automated vehicles since the 1980’s. In 2010, the US Department of Defense (US DoD) got into the platooning game with the Autonomous Mobility Applique System (AMAS) developed by Lockheed Martin. AMAS logged more than 55,000 testing miles during “Extended Warfighter Experiments” at US Army bases. The platooning trucks were operated by soldiers, who appreciated being relieved of the driving task so they could concentrate better on their military mission. These military trucks were platooned at full automation, but for tactical reasons were following at large gaps (i.e. 100+ meters).

In the more recent past, the USDOT Federal Highway Administration (FHWA) launched two Exploratory Advanced Research (EAR) projects.

The first, starting in 2013, was led by Auburn University with partners Peloton Technology,

PART Of ThE dEVELOPmENT Richard Bishop provides intelligent vehicles strategy and perspective to the industry. He has been involved in several platooning initiatives.

Peterbilt Trucks, Meritor-WABCO, and ATA’s American Transportation Research Institute; this work consisted of two-truck Level 1 platoons with emphasis on assessing business case and fuel economy testing. The second, starting in 2014, was led by Caltrans with partners UC-Berkeley, Volvo Group, Cambridge Systematics, LA Metro, Gateway Cities COG, and Transport Canada, with Peloton Technology serving in an advisory role. This work consisted of three-truck Level 1 platoons with emphasis on fuel economy testing, traffic interactions, and driver preferences.

In the last few years, the US Army Tank Automotive Research and Development Engineering Center (TARDEC) has demonstrated cross-border (US-Canada) inter-brand platooning on public highways with 4- to 5-truck platoons, using a combination of vehicles operating at SAE Level 1 with plans to expand to Level 2 and higher automation. These and related activities have served to prove out L1 platooning technically and operationally. I’ve heard that the US Army recently issued a purchase order for platoon capable trucks. In addition, the high profile and very

Right now they’re in the final stage prior to market introduction: fleet customer trials with near marketready platooning systems”

successful European Truck Platooning Challenge in 2016 saw trucks from DAF, Daimler, IVECO, MAN Truck & Bus, Scania and Volvo travel from their company research centres to Rotterdam.

Over the last two decades, the fuel economy benefits of platooning were proven and effective control systems were developed. This research provided a technical baseline but oddly enough did not provide the spark for commercial development.

Getting from research to production systems is always a winding path. During the 1990s and into the 2000s, the USDoT programme managers (myself and my successors) were in touch with the US DoD Unmanned Ground Vehicles programmeme managers. Building on this earlier work, the DARPA Challenges were launched (attracting those who had worked on previous automated driving research projects from the USA and around the world) and automated driving leapt into the public consciousness. DARPA’s initiatives inspired Google’s self-driving car programme. This was a vitally important turning point: whilst heretofore a startup company trying to accomplish anything major in the vehicle technology space (i.e. not software) would get little traction with venture capitalists, the Google move created the necessary appetite among investors to launch the self-driving development boom.

Truck OEMs could have initiated product programmes at some early point along this timeline, especially the ones who had led projects in truck platooning. But incumbents don’t feel the urgency that startups do. The business of a truck OEM is in building and selling trucks, which is relatively secure as long as they keep up with their competitors.

There was no “forcing function” to bring out new capabilities and no evidence at the time that the highly conservative trucking market was ready for it.

Enter the startups

So far, the sole truck platooning focused startup that I’m aware of is Peloton Technology, which launched in 2013. Although focused on L1 driver-assistive truck platooning, Peloton could have had significant challenges attracting funding

ENTRY LEVEL In first generation platooning systems, drivers are fully engaged in steering and road monitoring while the system handles only longitudinal control and provides linked safety between the trucks.

JULY 2019 TRUCK&FLEET ME 33

PLATOONING

if not for the self-driving-car activity of Google and a few others at that time. Now, in the same way that Google tested the waters for and spurred action by passenger car OEMs, Peloton has served to initially test the waters for commercial truck platooning, a topic now of intense interest across the trucking manufacturers and fleets.

After extensive testing of fully automated truck prototypes over the years, why are Peloton and other platooning providers bringing to market “lowly” SAE Level 1 automation systems? In first generation platooning systems, drivers are fully engaged in steering and road monitoring while the system handles only longitudinal control and provides linked safety between the trucks. Most systems coming to market are just for pairs of trucks. Each driver remains in command of their vehicle at all times and the driving experience is similar to using Adaptive Cruise Control— which is on the market today on millions of vehicles.

How uncool compared to the highly automated research era! Where are the robot drivers? The answer lies in the benefits and the risks, plus understanding the timelines of product development as contrasted with research.

Engineering researchers define key research questions and implement technology to answer these questions. It’s true that the previous research prototypes boasted full automation (steering, brakes, throttle) with up to four trucks running at very short inter-vehicle gaps. They pushed the performance envelope immensely, working in the protected environment of testing grounds.

This served as a great starting point for product developers. From a market perspective, the

TAG TEAmING TRUCKS First generation platooning has focused on pairing up two trucks with drivers in control of their own vehicles.

good news is that platooning does NOT require full vehicle control. The benefits of platooning come from linking collision avoidance systems and providing automated longitudinal control, i.e. controlling the accelerator/brakes so as to achieve and safely maintain close headway platooning. Adding steering (which would be more satisfying to the self-driving tech geeks) does very little to increase return-on-investment.

Plus, in bringing product to market, it’s ideal if you can build upon what’s already out there and familiar to the end user. The ability to control accelerator/brakes based on awareness of in-lane road traffic ahead, generally called Adaptive Cruise Control, was first brought to market in the early 2000’s for passenger cars. It didn’t catch on too quickly, as car customers in dealer showrooms had trouble understanding the benefit (while those who did purchase it quickly learned to love it for lowering the stress of freeway driving.) These systems built

This approach made sense technically but even then it was well understood that this would not be feasible in the real world”

on radar-based forward collision warning, which then evolved to safety-focused forward collision avoidance and mitigation (FCAM) systems. Since the mid-2000’s, FCAM systems (also known as Automatic Emergency Braking) have been steadily penetrating both the passenger car and the heavy truck markets. FCAM, developed independently of the platooning use case, provided a superb technology platform upon which to add platooning capability, as the end-users were already familiar with some degree of automatic throttle/brake control. Thus, for entering the trucking market, where fleet decision-makers were just starting to wrap their heads around the idea of automated driving, it was a godsend that such high benefits could be provided at such a low (and familiar) level of automation. Classic low-hanging fruit.

The tough part, however, was getting from a basic working unit to a robust, high availability, fail-safe and fail-operational, cost effective product

PLATOONING ACTIVITY REmAINS hIGh It is important to understand what has happened and will happen in the truck platooning space by defining three streams of activity: Public Research Stream Testing of experimental systems.

Typically government-funded

34 TRUCK&FLEET ME JULY 2019

and conducted by universities and research institutes (sometimes involving industry stakeholders in advisory roles).

Commercial R&d Stream: Systems developed by product developers undergoing public

road pre-commercial testing, typically with freight carrier partners hauling freight.

Government funded researchers may be involved to assess specific factors. (Note that this stream does not necessarily rely on

the Public Research Stream).

Commercial Product Stream: Systems in pre-launch testing intended for commercial sale following successful prelaunch pilots with early adopter freight carrier customers.

PLATOONING

that the market would accept. This presented a tall order indeed. Referring to the Gartner Hype Curve, the ‘trough of disillusionment’ that follows peak hype has, in the case of platooning, been focused on detailed engineering and testing within a process permeated by careful functional safety analysis (ISO 26262) and implementation of best safety practices into the final product. I’m not an expert on functional safety but I have great admiration for those who are. This is a key component of the IP behind safety-critical vehicle technology and it is highly proprietary. While you may not see it spelled out too much in the media, completing a comprehensive safety validation process is a key part of achieving industry acceptance of new vehicle technology and bringing solutions to market.

Back in 2014, the American Trucking Associations’ Technology and Maintenance Council’s Future Truck programme was prescient enough to establish a Task Force on Automated Driving and Platooning as a way to engage the tech developers with the User Community. I was pleased to be asked to lead this Task Force and we’ve had some fantastic discussions leading to two Information Reports. Truckers are rightly skeptical and risk-averse regarding new technologies. At TMC meetings you can hear endless stories of “tech that disappoints.” But they’re also savvy business people and the fuel economy numbers offered by platooning (on the order of 7% average across each pair of trucks) are highly intriguing. In the truck industry, quote numbers like this and you will turn some heads and raise some eyebrows.

Is this for real? Trucks traveling closer than is “safe” based on the human driver paradigm? A

wATCh OUT fOR ThE LITTLE GUY Richard Bishop argues that tech developers and startups are where the real action is in current platooning development.

significant education process has been underway by all the tech developers regarding the basic tenets of platooning and why it can operate safely.

A large portion of industry effort has been to assess the validity of platooning and its practical applications. Right now they’re in the final stage prior to market introduction: fleet customer trials with near market-ready platooning systems.

Take a look at my table below, which shows currently active platooning projects. If casually browsing the web to keep track of this space, one might conclude that we’re poised to see “Level 4” platooning near term (generally thought of as a human-driven lead truck, followed by one

incumbents don’t feel the urgency that startups do”

or more driverless trucks). But note in the chart that the higher automation activity is in the Public Research Stream, thus still quite far from market. The Commercial R&D work extends only as far as Level 2 to evaluate benefits of lateral control—mostly in the form of Lane Keeping Assistance for the drivers. Most importantly, Commercial Product activities are focused solidly on Level 1 for first generation platooning to bring the significant fuel economy and linked safety benefits to market in the near term.

Most truck OEMs are active in bringing Level 1 truck platooning to market. In the US, this includes Navistar, PACCAR, and Volvo.

Freightliner has been active but recently announced plans to place greater emphasis on Level 4 driverless standalone trucks or possibly platooning at higher level of automation which will come in later years.

We can see that the research stream starts, works through engineering tradeoffs, then proves/disproves basic technical viability. When commercial players get involved they boil it down to a ‘minimum viable product’ with a business focus and the necessary safety validation to bring the product to market. Meanwhile research continues for more ambitious targets. Across the truck technology industry, is there more going on at high levels of automation than you see in the chart? Very likely. As is true across the entire automated driving space, most of the “real action” is happening behind proprietary walls. As one moves from Research to Commercial to Product, the publicity becomes quite limited until market launch is imminent. If you really want to know what’s actually happening, go work for a tech developer.

CURRENTLY ACTIVE TRUCK PLATOONING PROJECTS wORLdwIdE Stream of activity

Country

Project name / Stakeholder participants

Automation level - leader

Automation level - follower

# Trucks

Year of operations

Commercial - R&D

GE

MAN, DB Schenker

L1

L2

2

2018

Public - Research

US

US Army TARDEC (AMAS, Auburn University)

L2

L2

4

2018

Commercial - Product

US

Peloton Technology

L1

L1

2

2019

Commercial - Research

US

Freightliner

L2

L2

2

2018

Commercial - R&D

FI

Scania, Ahola Transport

L1

L2

3

2019

Commercial - R&D

SE

Sweden4Platooning (Volvo, Scania)

L1

L2

2

2019

Commercial - R&D

UK

Helm-UK (Transp. Research Lab, DAF, DHL)

L1

L2

3

2019

Commercial - R&D

EU

European Project Ensemble (TNO, DAF, Daimler, IVECO, MAN, Scania, Volvo Group)

L1

L2

2

2019

Public - Research

SG

Port of Singapore Authority, Scania, Toyota

L1

L4 Driverless low speed

2

2019

Public - Research

JP

Japan Ministry of Economy, Trade and Industry

L1

L4 Driverless controlled setting

3

2019

Public - Research

AT

Connecting Austria

L1

L1

2

2019

JULY 2019 TRUCK&FLEET ME 35

PLATOONING

The cAse for The defence US and European experts on why platooning has a future

A

t the beginning of this year, Daimler used the CES show in Las Vegas to announce it was turning its back on platooning.

“Daimler Trucks has tested platooning for several years, especially in the U.S., where benefits would be expected to be the most substantial. Results show that fuel savings, even in perfect platooning conditions, are less than expected and that those savings are further diminished when the platoon gets disconnected and the trucks must accelerate to reconnect,” said the company in a statement.

“At least for US long-distance applications, analysis currently shows no business case for customers driving platoons with new, highly aerodynamic trucks. Daimler Trucks will, of course, remain committed to all partner projects that are still ongoing.”

36 TRUCK&FLEET ME JULY 2019

Simply put: the famous manufacturer does not see a future for the tech i for vehicle to vehicle communication it has been key in developing.

Could the German giant be wrong? Ross Froat from the American Trucking Association (ATA) says his organisation is not ready to discard the technology at a point where several companies from within the industry such as Volvo, Bosch, WABCO and disrupters like Tesla and Pelaton are providing positive proof of concept during trials. Crucially, he says, the technology has got government support.

“26 US States have changed their traffic laws and implementing a different law to allow platooning. 18 of the US states have fully authorised platooning. 8 are testing or have limited deployments and out of all those collected 26 states they represent 75 percent of US freight movement. So, there are definitely states that are targeted for how fleets can improve

We believe that this technology has to be invested into because it is laying out the foundation for autonomous trucks”

their fleet operations, safety and fuel efficiency, all through truck platooning.” He explains.

The ATA has been working with government authorities such as the Department of Transport to provide advice and a voice for the millions of truck drivers and fleets it represents. Significantly, it has helped to secure the beginnings of a standardisation for the technology, starting with agreeing a communication frequency that can be used by all manufacturers that are developing vehicle to vehicle (V2V) and vehicle to infrastructure (V2X) devices.

This applies to OEMs as well as companies within the aftermarket. He explains that there are currently over 70 active deployments of V2X data communications utilising 5.9GHz. “In 2018 alone they had 18,000 vehicles deployed with aftermarket communication devices and over a 1,000 infrastructure devices,”

PLATOONING

he says. “By 2020 there will be one corridor in each state that will have V2X communication infrastructure making over 2,100 planned.

So, if this is the first time you’re hearing about this, or you said the news sites aren’t picking it up, it’s really, really interesting how this is growing secretly if you haven’t been hearing about this information on platooning.”

He adds: “It’s very, very interesting and very exciting for trucking right now, for engineering technology, for everything that communicates. And on top of that in a lot of ways it is great way of how FCC and DoT are working together in trying to figure this out because we’re going beyond engines here, we’re going beyond just the rubber on the tyre, how the tyre meets the road, we’re going very smart with technology on track to improve safety.”

While Daimler is now concentrating its efforts on autonomous technology beyond platooning, Froat sees it as an integral part of the wider development of technology that is connecting vehicles to each other and infrastructure. He believes that the business case will vary depending on the fleet but platooning should be viewed as a powerful tool for them to tap into.

“It’s really good important to remember just how diverse our industry is. And you know you may be a fleet or anybody that might think that’s the best idea ever or maybe not,” says Froat. However you see your company and operation’s fitness to drive your truck and to deliver your load, it is very different to the other 1.5 million carriers in the United States.”

Froat further argues that platooning could ultimately save jobs in a country where the driver is celebrated and the unions remain strong.

“So, it’s really important to see that the technology choices will depend on business operations. It depends on how you operate.

You may have 10 trucks and loads going in one direction over 500 miles of road, or you may not. And that’s okay. This is a technology, just like many other technologies, that is dependent on the operation and standards. It is not to be thought of as a driverless type of technology or things that replace the driver.

It’s a very supportive technology. We’re here to educate and be supportive of safety and efficiency technology like platooning.”

Providing a European perspective, Dr Amol Mike, product manager, HERE, agrees that platooning has the potential to meet the operational challenges facing the transportation and logistics industry today.

Mike adds platooning is part of a spectrum of technologies from both the truck and communications industry that are taking towards vehicle autonomy but can deliver

SINGLE bRANDS TAKE ThE LEAD Single brand platooning convoys will arrive far sooner than the alternative multi-brand trains of vehicles.

It’s really interesting how this is growing secretly if people haven’t been hearing information on platooning”

benefits far sooner than driverless trucks – which is still many years away from being practical.

“All these things have to conclude in order for us to move towards the final goal of autonomous transport. Platooning is somewhere in between and we have to help and nurture.”

Mike works to enhance products that support end-to-end workflow and transport planning. He is also working at HERE to explore cloud-based services such as maps geo-coding routing, geo-fencing, tracking and others that can be utilised by the fleet industry. Among an ever-growing list of possibilties, he feels platooning could be available in a relatively short time period.

“The consensus is that it is still single brand scenarios that could be possible in three to five years. But as more and more OEMs invest in

the technology, more carriers opt in, it is going to be more inter-fleet, more multi-branded more with more ad hoc scenarios. These will create new possibilities for platooning,” he says.

Mike says HERE believes that platooning can shape a business case for fleets and make significant cuts to fuel use; reduce insurance premiums; and improve the bottom line.

“Now is also the time for the discussion on driver safety and comfort. We’re trying to quantify the benefits through more coordinated, more systematic ways of driving. So a lot of this is about manoeuvring, accelerating and automatic braking, and how that might add to drivers’ comfort and reduce dangerous crashes.”

HERE has been working with a logistics company that is contracted by the European arm of a “large US burger chain” in Europe. Mike explains that HERE was asked to analyse tens of thousands of routes to identify opportunities for platooning.

“We had to dive deep into their logistics network; finding long stretches of highways,” he explains. “It actually gave us a strong reason for platooning because on these strategic routes there were significant improvements over several transports. This was made transparent for the management to see for themselves; what they can use platooning for and how they can go forward and invest into it.”

While the business case was there, he said that they then encountered problems with permits and regulations restricting where it could be used. Citing an example of a German trial, he says regulatory groundwork done now could lead to platooning fleets becoming a reality: “We believe that this technology has to be invested into because it is laying out the foundation for autonomous trucks.”

LAYING ThE GROUNDWORK Trials of platooning vehicles is helping to shape the laws that will allow them to become a frequent sight on highways.

JULY 2019 TRUCK&FLEET ME 37

FEATURE

Packed to the future

Alain Kaddoum, general manager, Swisslog Middle East looks at how Industry 4.0 is re-shaping logistics operations

I

ndustry 4.0 is the intelligence behind the maximum efficiency of tomorrow’s world. But how does collecting data today help businesses stay sustainable while predicting what will happen tomorrow?

The Middle East and Africa market for augmented and virtual reality is expected to grow to $6 billion by 2020, according to the International Data Corporation. As the digital trend continues to innovate, it will transform the future of sustainable business.

Industry 4.0 has revolutionised the way a modern warehouse or distribution centre operates too, and it is only a matter of time before other sectors start to recognise the advantages.

Energy efficient automation solutions

While Industry 4.0 concepts and automation 38 TRUCK&FLEET ME JULY 2019

have offered endless sustainability benefits to operations around the globe, some are concerned with the increased energy demands required. Reports show that refrigerated warehousing is the most energy intensive.

Energy is one of the largest expenses for the sector, second only to labour costs.

Goods-to-person solutions can recuperate energy from the braking and lifting of carrier vehicles, and this, combined with sustainable energy sharing technologies, can see energy use reduced by up to 20%.

Efficient shuttle and robotics systems have been engineered to reduce carrier weight and optimise weight/payload ratios for lessened energy requirements. Since these systems provide dense storage capacity, they are ideal for minimising refrigeration energy costs, when compared to manual small quantity picking in traditional refrigerated warehouses.

there is no question that a combination of factors coupled with Industry 4.0 energysaving concepts will be a winner”

The modularity of Swisslog’s PowerStore pallet shuttle system enables storage of up to 60% more pallets compared to manual systems. It can also be individually tailored for all shapes and sizes of warehouse buildings.

Smart energy management

Another interesting system at play in automated distribution centres uses Industry 4.0 concepts in integrated energy management controls. Once power consumption values have been established for each automated system, subsystem and I/O, integrated energy management controls link the energy performance of these automated warehouse material handling systems – like Automatic Storage and Retrieval System (ASRS) cranes, conveying systems, lifts and shuttle systems – to these systems’ actual real-time energy needs.

FEATURE

Basically, all these systems are connected via Ethernet or the Internet of Things. They communicate and share a power budget.

Their controllers are looking ahead the next five seconds, and they can tell each other what amount of energy each system, subsystem and axis is producing or using.

The controllers can then improve sustainability by coordinating and optimising the distribution (sharing) of harvested power from one system, subsystem or axis to another. They also coordinate the delay and start functions of associated systems to again optimise the use of harvested energy, as well as minimise peaks in power draw caused by simultaneous machine starts.

High-bay robotic pallet shuttles

When compared to energy use of ASRS cranes, factoring in energy recuperation and energy sharing, high-bay robotic pallet shuttle systems consume 70% less energy – making them highly energy-efficient systems for high-bay pallet storage and retrieval.

Energy consumption rates are a toplevel consideration in high-bay warehouses.

ASRS cranes have been the longstanding workhorse for high-throughput automated pallet movement in these facilities, as well as the biggest users of power.

Robotic pallet shuttle systems employ sustainable low-footprint pallet lifts, instead of aisles, and enable pallet locations to store 20 pallets deep. Consequently, these systems provide the industry’s most dense automated pallet storage, which delivers improved cold retention in highbay cold-storage facilities. They present an alternative option for high-bay distribution that greatly reduces energy requirements.

An example of reduced energy consumption in the warehouse scenario is the Swisslog Vectura crane which offers up to 20% lower energy consumption compared to traditional cranes, thanks to innovative mast design and lighter crane weight.

The future of sustainable warehouse robotics

These energy-efficient developments being integrated into material handling systems enable a truly optimised capability for maintaining high-throughput production coupled with smart energy management.

Aside from the use of future-ready technologies, there are also techniques which can be implemented in existing automated facilities in the Middle East to increase sustainability and energy efficiency. For instance, reducing conveyor

DEpLoYIng AUToMATIon In the Middle East, Swisslog has deployed its automated logistics solutions across multiple sectors including e-commerce, retail, food & beverage. Till date, the company has signed a total of seven large-scale projects in the UAE, the Kingdom of Saudi Arabia (KSA), and Kuwait with a value of over USD 100 million.

The company recently secured three global projects with a combined value of over 17 million euros, and a significant element of these involves SAP EWM integration.

These orders were placed by Festo, a German automation technology specialist to build a new, logistics hub in Shanghai; Aqipa, a consumer electronics distributor from Austria using SAP EWM to control its AutoStore facility near Innsbruck; and Bühler, a Swiss tech company for its new Customer Service Hub in Switzerland.

All three cases call for a combination of the AutoStore compact storage system and SAP EWM. This will allow Swisslog to further cement its position as the world’s number-one AutoStore provider.

“We are delighted that our development of the standard AutoStore concept with SAP EWM offers real added value for our customers. The orders we have secured will allow us to demonstrate our SAP expertise in the market even further,” explained Alain Kaddoum, General Manager of Swisslog Middle East.

AutoStore is an automated storage and retrieval system, which uses radio-controlled, battery-powered robots who move along a grid on top of stacks of bins. The robots lift bins from the stacks and deliver them to the operator at the picking station, after which it returns the bin to storage.

AUToMATED DcS Efficient shuttle and robotics systems have been engineered to reduce carrier weight and optimise weight/ payload ratios for lessened energy requirements.

Industry 4.0 has revolutionised the way a modern warehouse or distribution centre operates”

speeds during low-throughput periods results in significant energy savings.

Another factor is weight reduction.

Reducing the weight loads of solutions, while maintaining systems’ structural integrity and load-carrying ratings, can go a long way to contribute to minimising energy consumption. Some manufacturers have cut their automated guided vehicle weight by 30% without any reduction in load-carrying capability.

There is no question that a combination of these factors coupled with Industry 4.0 energy-saving concepts will be a winner for any Middle East distribution operation aiming to reduce their energy consumption. As for other business sectors, we foresee a world of opportunities.

A wAREHoUSIng wInnER Kaddoum says automation will save energy and costs in the region’s logistics hubs.

JULY 2019 TRUCK&FLEET ME 39

PARTING SHOT

Driving to Distraction

backseat battles: child behaviour a danger on the roads, Nissan reveals

M

ore than six in 10 parents (63%) admit they struggle to fully concentrate on the road when their children are misbehaving in the car. But even more worrying is that nearly one in three adults (29%) reveal they know they’re less safe behind the wheel as a result, according to new research conducted by Nissan in Europe.

Parents say the level of distraction means they’ve taken their eyes off the road and their hands off the steering wheel. They also say they’ve run through red traffic lights, forgotten to indicate, braked suddenly, swerved into the next lane, and even been forced to stop the car completely. As a result, parents are increasingly turning to in-car technology in the quest to keep the whole family safe on the road.

The research highlighted that avoiding distractions is one of the biggest concerns for parents when choosing which car to buy, with one in three (34%) saying they would actively look for driving

assistance systems when choosing their next car.

These could be automatic emergency braking, lane departure warning and adaptive cruise control.

Crying and screaming tantrums top the list of kids’ misbehaviour (65%), followed by backseat battles between siblings or friends (58%), kicking the back of the driver’s seat (49%), undoing their seat belts (43%) and throwing toys around the car’s cabin (39%). It is no surprise that, as a result, parents say they regularly feel stressed and anxious when their kids are in the car. They admit they can arrive at their destination either late or in a bad mood, having had a fight with their partner or even experienced road rage incidents with other drivers.

Many reveal they’re taking desperate measures to reduce the danger and distraction caused by driving with kids – 15% of adults completely avoid using busy roads when their kids are in the car, while others distract them with tablets or smartphones (37%), toys (41%) or sing-along music (53%) or keep them quiet with sweets (22%).

Jean-Philippe Roux, general manager, Crossovers, Nissan Europe, said: “Any parent knows that family outings aren’t always straightforward. The smallest passengers often bring the biggest surprises when you’re trying to concentrate on the road. Knowing your car is fitted with technology that can predict and prevent potentially dangerous situations can help create an overall feeling of calm at the wheel.”

Nissan’s ProPILOT, is one solution for a less stressful, more enjoyable driving experience.

ProPILOT enhances control and confidence by assisting with steering, acceleration and braking. It works in a single lane on motorways and is optimised for low-speed congestion and high-speed cruising.

Designed to reduce fatigue and stress in everyday driving situations, ProPILOT can help improve safety.

It is a ‘hands-on, eyes-on’ technology and the driver remains in control and responsible for the vehicle.

ProPILOT is available now on the LEAF electric vehicle and will be available on Nissan’s crossovers – the Qashqai and X-Trail – later this year.

NEXT ISSUE: VISITING RENAULT IN LYON, ITALIAN STYLE wITH FIAT IN MILAN, A bAHRAIN SUccESS, NORTH AFRIcA’S SPEcIAL MARkET ANd MUcH MORE!

40 TRUCK&FLEET ME JULY 2019

All-Steel casing Excellent traction Outstanding stability High puncture resistance Long tire life SR45H2