< Previous10 PLANT / MACHINERY / VEHICLESwww.plantmachineryvehicles.comSEPTEMBER 2021 NEWS A DNOC Logistics & Services (ADNOC L&S), the shipping and maritime logistics arm of the Abu Dhabi National Oil Company (ADNOC), has announced its strategic partnership with Netherlands-headquartered Roll Group to jointly off er heavy haulage solutions for both onshore and off shore projects. Under the terms of the agreement, ADNOC L&S and Roll Group will off er end-to-end heavy lifting and transport solutions, including full scale installation for engineering, procurement and construction (EPC) contracts, acting as a one-stop shop for all logistic requirements. This integrated approach is expected to reduce overall project costs for customers. The agreement also strengthens the development of ADNOC L&S’ logistics base in Mussafah and Riash as Roll Group will set up a permanent base at ADNOC L&S’ Mussafah off shore supply base and relocate its self-propelled modular trailers (SPMTs) to ADNOC L&S’ Riash facility. ADNOC L&S currently operates logistics bases in Ruwais, Fujairah and Mussafah with Mussafah operating as the largest integrated logistics base in the Gulf region. The company also operates the only marine passenger terminal within ADNOC Group, providing a wide range of diversifi ed services to the off shore industry with limited competition in the region. Captain Abdulkareem Al Masabi, CEO of ADNOC L&S, said: “The partnership with Roll Group is an important step in the growth of our integrated logistics operations, particularly for heavy haulage. Heavy lift services are an integral part of any large EPC contract, and this combined capability allows us to deliver a comprehensive and cutting- edge solution, which also turns out be more economical for the project." "The UAE is currently making large investments in new downstream and industrial facilities and refurbishing existing plants. As part of our broad strategy across shipping, integrated logistics and marine services, we are creating an integrated ecosystem that can meet the transport and logistical needs of such large and critical oil and gas projects,” he added. Nimalan Logeswaran, regional sales director, Roll Group MEA, said: “We have formed this partnership to consolidate our expertise in response to the changing market conditions and our clients’ requirements. By providing a single integrated source covering end-to-end logistics solutions, ADNOC L&S and Roll Group can now off er our clients an optimized and economical approach for their logistical needs on oil and gas projects. Our focus is to help our clients deliver the most innovative and cost-eff ective solutions to their clients. This is why both companies have committed to jointly exploring the next generation of innovative Heavy Lift solutions for the region.” Roll Group was started in 2006 in Amsterdam (Netherlands), and it has since developed into one of the key providers of heavy haulage solutions worldwide. Within the UAE, Roll Group has previously undertaken the engineering, SPMT, and installation of modules for phase 1 of the IGDE II project in Das Island and are also contracted to execute phase 2 of the IGDE II project. Following the shifting of Roll Group’s base to ADNOC L&S’s base in Mussafah and Riash, the companies will look for opportunities to expand their equipment and fl eet to cater to current and future projects in the region. ADNOC L&S is in the midst of a strategic expansion program, to off er a broader service to its customers while supporting and enabling the growth of ADNOC’s upstream production capacity and the expansion of its downstream and petrochemical operations. In addition to shipping crude oil and refi ned products, its integrated logistics and marine services off ering has been growing rapidly. Last year, ADNOC L&S signed a 25-year agreement with Petroleum Ports Authority to service all petroleum ports in Abu Dhabi. ADNOC L&S PARTNERS WITH ROLL GROUP TO OFFER INTEGRATED HEAVY HAULAGE SOLUTIONSNEXT IS NOW. CONTACT YOUR LOCAL DEALER OR VISIT: WWW.BOBCAT.COM Backhoe Loaders Compact Track Loaders Telehandlers Small Articulated Loaders We invented the compact equipment industry, and now we’re reinventing it. Get the complete solution for any jobsite with our line-up of powerful and versatile machines. NEXT IS HAPPENING RIGHT NOW AT BOBCAT EN_Bobcat_PMV_Family-RU-MEA_205x275_(5).indd 1EN_Bobcat_PMV_Family-RU-MEA_205x275_(5).indd 126.08.2021 13:29:3126.08.2021 13:29:31K almar, part of Cargotec, has secured an order from DP World to supply 81 Kalmar Ottawa T2 terminal tractors for its South Container Terminal (SCT) in Jeddah Islamic Port, Saudi Arabia. The order was booked in Cargotec's 2021 Q2 quarter order intake with delivery scheduled for Q2 of 2022. Jeddah Islamic Port is the largest port in the Kingdom of Saudi Arabia and a major trade hub, connecting the east-west trade routes. Global trade enabler DP World was awarded a 30-year build-operate-transfer (BOT) concession in 2019 by the Saudi Ports Authority (Mawani), for the management and development of the Jeddah South Container Terminal at the multi-purpose Jeddah Islamic Port. DP World Jeddah’s operations are aligned with the Saudi Vision 2030 of transformation, and will further assist the ease of doing business in the ports and logistics sector by introducing advanced technologies. In addition to Kalmar terminal tractors, the current equipment fl eet at SCT includes Kalmar reachstackers and empty container handlers. Mohammad Alshaikh, CEO, DP World Jeddah and country head KSA, said: “The new Kalmar equipment will help accelerate DP World Jeddah’s SCT development plans, which aim to further enhance its infrastructure capabilities and technology driven services to continue providing our customers with seamless quality services. This will ensure that DP World Jeddah continues to strengthen Jeddah’s Islamic Port as a key strategic hub in the region.” Suresh Ananthanarayan, sales director, Kalmar, said: “We are delighted to further reinforce our long-standing relationship with DP World and to support their ongoing commitment to further develop SCT as a strategic regional and global trade hub.” The Kalmar Ottawa T2 combines power, functionality and performance with ergonomics and easy maintenance access. The 81 units delivered to SCT will incorporate a range of additional safety features including an automatic fi re extinguisher system, a reverse warning system and a drive speed limiter system. 12 PLANT / MACHINERY / VEHICLESwww.plantmachineryvehicles.comSEPTEMBER 2021 NEWS KALMAR RECEIVES ORDER FOR 81 TERMINAL TRACTORS FOR JEDDAH SOUTH CONTAINER TERMINALAnup Oommen Editor T: +971 4 444 3448 M: +971 56 298 7798 Email: anup.oommen@itp.com Anup Nagpurkar Group Sales Manager T: +971 4 444 3573 M: +971 52 895 0931 Email: anup.nagpurkar@itp.com Anthony Chandran Marketing and Events Manager T: +971 4 444 3685 Email: anthony.chandran@itp.com FOR NOMINATION ENQUIRIES: FOR SPONSORSHIP ENQUIRIES: FOR EVENT ENQUIRIES: CROWNING ACHIEVEMENTS IN THE MEP SECTOR TUESDAY 28TH SEPTEMBER 2021 JW MARRIOTT MARQUIS HOTEL DUBAI CONFIRM YOUR PRESENCE AT THE AWARDS TO NETWORK WITH THE WHO’S WHO IN THE MEP INDUSTRY BOOK YOUR TABLE NOW WWW.MEPMIDDLEEAST.COM/AWARDS GOLD SPONSORS SILVER SPONSOR PLATINUM SPONSOR T he US federal agency governing road safety has announced an investigation into Tesla and its self-driving car claims, bringing the challenges of autonomous vehicle adoption to the spotlight. The National Highway Traffi c Safety Ad- ministration (NHTSA) has identifi ed 11 crashes of particular concern, where the vehicle was operating in an autopilot mode prior to the collision and the driver was sometimes com- pletely distracted from the task of driving. Tesla’s vehicles boast ‘Full-Self-Driving’ (FSD), but current regulations do not allow for fully autonomous vehicles on the road, so what is happening? To fi nd out more about the regulations governing autonomous cars, read IDTechEx’s in-depth analysis in their latest report ‘Autonomous Cars, Robotaxis & Sensors 2022–2042’. The term Autonomous Vehicle (AV) conjures images of cars running around independently, devoid of human input. But this is not yet the reality within the automotive industry today. The Society of Automotive Engineers has agreed on six levels of automation, and the bar- rier to entry is surprisingly low. Level 1 vehicles simply need to automate one part of driving, such as maintaining a set speed which can be achieved with cruise con- trol. Level 2 vehicles must be able to assist with two aspects of driving, this is typically satisfi ed with adaptive cruise control and lane-keep as- sist systems. It is not until we get to level 4 that the sci-fi fantasy self-driving car is achieved. So where does Tesla sit on this scale? Level 3? Level 4? In fact, Tesla Autopilot is a level 2 system. In other words, it is not a self-driving car, and a human always needs to pay attention to the road. This is not to say that Tesla Autopilot is a bad system. In fact, according to consumer reports, it is the second-best advanced driver assistance system (ADAS) on the market, with GM’s SuperCruise taking the top spot. This is refl ected by videos of Tesla’s system in action: it handles traffi c superbly, it can fol- low the sat nav. But it is not driving the vehi- cle - the human driver is. In videos where the driver is asleep or has left the driver’s seat, they are abusing the system and breaking the law. ADAS is a much better description of the autonomous vehicles currently on the market. No vehicle currently on sale has anything more than driver assistance features, the driver is al- ways in control. To fi nd out more about the dif- ferences better ADAS and highly autonomous vehicles, read IDTechEx’s latest report ‘Auton- omous Cars, Robotaxis & Sensors 2022–2042’. The problem for Tesla is that their system has been catastrophically over-marketed and SAE’s six levels of autonomy. Source: SAE, IDTechEx. By Dr James Jeff s, technology analyst, IDTechEx TESLA AUTOPILOT AUTONOMOUS OR NOT? COMMENT 14 PLANT / MACHINERY / VEHICLESwww.plantmachineryvehicles.comSEPTEMBER 2021oversold. The problem ranges from the ‘full self-driving’ labeling to exaggerated language that CEO Elon Musk uses when describing the system. Musk has been talking about the ‘full self- driving’ upgrade on Tesla vehicles since 2018, and with multiple revisions, upgrades, and hype cycles since then: some confused cus- tomers will think they have bought a self-driv- ing autonomous vehicle when they haven’t. CAMERA-ONLY SYSTEM: IS TESLA WRONG? Another part of the problem is in Tesla’s camera-only sensor suite. While other manu- facturers rely heavily on cameras, radars, and LiDARs, Tesla is pursuing a camera-only ap- proach and has even gone as far as removing the radar from Model 3 and Model Y vehicles (as of May 2021). The justifi cation is that humans can drive with their eyes: the same information a camera suite can capture. Therefore a car will be able to drive with cameras alone. A camera suite also has better potential than a human driver as it provides a greater perspective around the vehicle, and thermal cameras can do a better job at night. The problem is cameras do not have the same capabilities as radar. Although cameras can infer range and velocity through AI, radars can measure this information intrinsically and are almost completely unaff ected by poor weather, darkness, and direct sunlight, which are present challenges for a camera. Tesla can certainly exceed human driving performance with a camera-only suite, but IDTechEx believes they have limited their potential by disregarding radar and have put themselves at a competitive disadvantage. Other manufacturers will also be bringing Li- DAR into their ADAS sensor suites, which have some benefi ts over radar, but some drawbacks also. Radars and LiDARs can become very impor- tant at night when the camera systems are per- forming far below their peak potential. This is crucial for ADAS systems as most pedestrian fatalities happen at night. The NHTSA also noted that most of the incidents they are in- vestigating involving Tesla’s autopilot systems happened in darker conditions. It might be time for Tesla to reconsider the removal of radars, especially as newer more so- phisticated radars are emerging, such as those from Continental, Arbe and Metawave. These next-generation radars might address the problems that Tesla has had with radar in the past. This would give Tesla superior night-time performance while supporting their camera system during the day. This will help Tesla to be ready for when regulations change and level 3 activities are allowed, like in Japan. Tesla Autopilot and FSD are not bad sys- tems. They are among the best ADAS systems on the market. It is unlikely that the US gov- ernment and the NHTSA will fi nd anything untoward or dangerous within these systems. The problem lies entirely with a dangerous misinterpretation of the system’s capabilities. Until there is a clear message that these are not full self-driving vehicles, and the driver is very much responsible for driving the vehicle, these incidents under investigation will continue to damage the perception of automated vehicles, and in the worst case, cost lives. Qualitative Attribute Performance. Image Source: IDTechEx. Dr James Jeff s, technology analyst, IDTechEx. COMMENT 15 PLANT / MACHINERY / VEHICLESwww.plantmachineryvehicles.comSEPTEMBER 2021O ver the last century, scientifi c break- throughs in motoring have seen the capabilities of industrial, commercial and motorsport vehicles rise exponentially to meet drivers’ needs. However, it’s fair to say that none of these innovations would achieve their potential without the vast strides made by lubri- cant technology every step of the way. Lubricants may seem like a second thought for the industrial buyer or the fi rst-time driver looking to take their test as quickly as possible to get on the road. However, the contribution of oils to motoring is fundamental and unpar- alleled. In fact, it is now inseparable from the high-class performances challenging every part of the industry to innovate and advance. Petronas’ experts share how the power and agility of lubricants have shaped motoring in the past, craft tailored performances in the present, and become inseparable partners to those innovating the future of motoring. A RICH HERITAGE IN WINNING FORMULAS Motor oil was never a retrospective attrition to the motorist’s arsenal of tools. It has always been essential to performance. These fi rst lu- bricants reduced friction in far more ways than one. Born of steam engine innovations follow- ing the industrial revolution, they emerged side-by-side with cars as they entered the inter- national scene. The ability of quality lubricants to optimise and lengthen the performance of engines not only allowed early drivers to hit the road smoothly for the fi rst time but, conse- quently, it paved the way for the acceptance and development of the motor car. Critically, lubri- cants proved to the world that a frictionless mo- torcar ride was far better than the ‘faster horses’ which the people supposedly wanted! As lubricants developed, so did vehicles. Fiat, for instance, began its lubricants division in 1912, designing ‘fi rst fi ll’ fl uids that would soon become the industry standard for achieving op- timal performance on the road. As the Second World War prompted a need for higher perfor- mance military vehicles, lubricants enabled this. In the post-war period, this newfound va- riety and quality in motor oils allowed the car industry to evolve its design diversity to cater for the modern drivers of the 1960s. Petronas has powered the Mercedes-AMG Petronas Formula One Team since 2010, with its Fluid Technology Solutions. By Fausto Lupone, tautomotive sector expert, Petronas Lubricants International LUBRICANTS: THE BACKBONE TO A CENTURY OF MOTORING EVOLUTION COMMENT 16 PLANT / MACHINERY / VEHICLESwww.plantmachineryvehicles.comSEPTEMBER 2021Advanced formulation and manufacturing never failed to meet the needs of the latest con- temporary technologies. As a result, the knowl- edge that new engine types and new materials could be supported by key lubricant suppliers has powered motoring innovation ever since. COLLABORATING TO ACHIEVE THE BEST RESULTS POSSIBLE With a century of development in fl uid technol- ogy under its belt, the lubricants industry is now capable of truly democratising driving in the modern day. This means ensuring that every industry or individual can secure the highest quality performance from their vehicle possible, regardless of the make or model. Optimal compatibility between system and product is only achievable through close collab- oration between lubricant developers and origi- nal equipment manufacturers (OEMs). Both teams must share knowledge and workspaces to ensure that lubricants are co-engineered to achieve the highest standards for specifi c ve- hicles. A continued commitment to high quality research is what enables lubricants manufac- turers to turn their hand to any brief, under- standing the needs of equipment, recognising challenges and ultimately formulating the best results for the OEM’s customers. For instance, the development of a scheme like Petronas Lubricants International’s (PLI’s) Fluid Technology Solutions (FTS) programme has helped to maximise productivity for cus- tomers, with value-added products and services that are global, yet refi ned to specifi c needs. Through detailed user and market research, analysis of legislative requirements and col- laboration between engineers and scientists, schemes like this foster a unique approach to deliver the right fl uid to the right user. The development of lubricants for Formula One cars is a case in point. The collaboration between Mercedes and Petronas began with the engineering of fuels and lubricants inde- pendently by PLI, which were then handed over to the Mercedes team for testing. However, in 2014, an integration exercise saw the teams begin to work much more closely together, enabling Petronas specialists to gain a better understanding of technical aspects of the Mer- cedes engine, thereby increasing trust as well as effi ciency and delivering results. The results were immediate, and the Mercedes-AMG Petro- nas team has won every championship since. POWERING THE FUTURE OF SUS- TAINABLE MOTORING The lubricants industry has always been highly adaptable to the development of new vehicle technologies. Now, as motoring undergoes the biggest shift towards sustainability in its his- tory, lubricants science is leading the way by enabling ‘greener’ technologies to reach their potential, ultimately proving the value of eco- friendly vehicles to manufacturers, investors and consumers. Research into lubricants to empower hybrid and electric vehicles (EVs) is already fully un- derway at the world’s top fl uid development labs, as demand for these vehicles booms. EV motors require several fl uids: oil for the reduc- tion gear that is the EV’s transmission unit, and oils specifi cally for the electric motor if the oil cooling is used for the motor. Teams are focussing their R&D eff orts on battery ther- mal management fl uids: ways to help electric vehicles reach maximum performance when operating at various conditions and to prolong battery life. The pace of innovation in vehicle perfor- mance is just as quick as that at the forefront of vehicle production and design. Both start with conversation; such discussions at Petronas’ EV Fluids Symposium are a direct result of the automotive care fostered in Fiat’s own garages over one hundred years ago. The innovations these conversations produce are then testa- ment to that ongoing excellence: thermal bat- tery fl uids for optimised delivery of electrical energy, fl uid for friction management of inte- grated driveline systems, and next-generation bearing greases for a quieter ride and long- lasting performance. Once again, lubricant technology remains fi rmly by the side of those pushing for the brighter future of driving. Reducing waste is also high on the agenda of lubricant manufacturers. Older cars can still reach maximum performance through the development of modern lubricants which draw on the original oil specifi cations from the manufacturer. By using the most appropriate additives and the most advanced technologies to ensure protection of older engines against wear and tear, modern lubricants can enable top class, effi cient performances from older cars. This ultimately prolongs their lifespan and delays highly polluting disposal processes. LUBRICANTS ENABLE DRIVERS TO KEEP UP WITH THE PACE OF INNOVATION There has never been a more exciting time for motoring than today. The challenges of sustainability, combined with the democra- tisation of technology, means that pioneer- ing new technologies are making their way to the market continually. Each must be able to demonstrate long-term effi ciency to meet the expectations of drivers, and limit impact upon the environment. Quality lubricants will be integral in enabling cars to meet this high standard - as they have been throughout the history of the modern motor vehicle. Fausto Lupone, automotive sector expert, Petronas Lubricants International. COMMENT 17 PLANT / MACHINERY / VEHICLESwww.plantmachineryvehicles.comSEPTEMBER 2021S atisfaction in the transport industry with the software used for managing drivers, vehicles and logistics opera- tions is growing, but more than a third of the companies surveyed are not using these solutions. This is a key fi nding of the study ‘The Connected Truck’, which was carried out for the second time since 2016 by the Infas Institute for Applied Social Science on behalf of Continental. Between February and May 2020, Infas surveyed the fi rst and second management levels of small, medium-sized and large companies in the German logistics and transport industry, including trucking com- panies and logistics & transport companies. The scope of the study was reduced due to the Covid-19 crisis. A total of 45 companies took part in the survey, the results of which can be taken as an indication of trends. The percentage of non-users – most of them small companies – is roughly the same as in the previous survey. In a refl ection of current developments in this sector, it was also shown that when it comes to equip- ment, logistics providers are mainly inter- ested in driver-assistance functions and fuel-saving technologies. Vehicle tracking Satisfaction with software has risen compared to 2016 in all areas. However, about a third of the companies surveyed do not use software solutions. CUSTOMER SATISFACTION WITH SOFTWARE IN ROAD TRANSPORT INCREASES, BUT MARKET ACCEPTANCE REMAINS LOW, REVEALS CONTINENTAL STUDY MARKET RESEARCH 18 PLANT / MACHINERY / VEHICLESwww.plantmachineryvehicles.comSEPTEMBER 2021 Software security has top priority in day-to-day work, followed by vehicle tracking. solutions. and software security are also considered important, but companies are careful to invest. A direct comparison with the previous study (2016) reveals a clear trend. Logistics and transport companies that use software solutions are now more satisfi ed with them on the whole. In particular, the companies surveyed rate software for monitoring driv- er behaviour roughly half a point better on a scale from 1 to 6 than in 2016. In day-to-day work, this software is also the most impor- tant kind, followed by software for planning driver deployment, vehicle management and logistics operations. On the other hand, although a majority of the companies surveyed use such soft- ware, many others use it rarely or not at all. More than a third, especially smaller com- panies, are non-users. “Logistics companies that operate small fl eets are just as much aff ected by rising costs and pressure to increase effi ciency as large transport companies,” says Gilles Mabire, who heads Continental’s Commer- cial Vehicles and Services Business Unit. “But small companies are not yet convinced that software can signifi cantly benefi t them. The industry must address this issue and provide solutions that are tailor-made for these customers. It must also point out the advantages of existing solutions for smaller companies. If these big diff erences in use continue to prevail, the gap might grow between large, profi table companies that make extensive use of technology on the one hand and smaller ones with shrinking profi ts on the other.” DEMAND FOR DRIVER-ASSIS- TANCE SYSTEMS AND FUEL- SAVING SOLUTIONS As in the previous study (2016), about two thirds of the companies surveyed expressed a wish for more driver-assistance functions, and more than half would welcome further fuel-saving technologies. In decreasing or- der of importance, they showed an interest in more comfort functions in the interior, tire pressure monitoring systems and sys- tems for better communication with driv- ers. “These needs are in keeping with current changes in the transport sector,” says Mabi- re. “New regulations have been introduced to improve road safety and reduce vehicle emissions. An example is the EU direc- tive to reduce CO2 emissions. As a conse- quence, the demand for these technologies will remain high, and it can be expected to increase.” In addition, cost pressure con- tinues to be a major factor in the industry, so companies must save money where they can. “Fuel accounts for a large portion of the costs in a fl eet, and this is where logistics providers can achieve the biggest savings.” INVESTMENTS MUST PAY OFF QUICKLY The pressure to cut costs and increase ef- fi ciency also plays an important role when it comes to willingness to invest. Logistics providers need their investments to pay off quickly. More than three quarters of the companies surveyed stated that invest- ments in fuel-saving driving have to pay for themselves within two years – and for companies with small numbers of vehicles this period is even shorter. “Their require- ments are challenging, which means that signifi cant benefi ts are expected from new technologies,” says Mabire. “Manufacturers and suppliers must therefore develop solu- tions that yield economic benefi ts within a short time.” HIGH SECURITY REQUIRE- MENTS FOR SOFTWARE, BUT LITTLE WILLINGNESS TO IN- VEST The survey participants also emphasized their need for software that fulfi ls high security standards. “Increasing data traffi c has opened up greater potential areas of at- tack for cybercriminals,” says Mabire. “The industry must off er solutions that are suit- ably sophisticated and practice-proven. But security costs money; it can’t be provided for free.” Only about half of the companies surveyed had already taken defensive mea- sures for an attack on logistics or fl eet man- agement systems. Three quarters said they were not planning any major investments within the next six to twelve months. “Real willingness to invest is not keeping up with statements about the importance of this topic. One reason might be that no trans- port company has yet been the victim of a cyberattack. But the growing number of at- tempted attacks is a sign that the problem is becoming increasingly important.” MARKET RESEARCH 19 PLANT / MACHINERY / VEHICLESwww.plantmachineryvehicles.comSEPTEMBER 2021Next >