< Previous30MARCH 2020 | LOGISTICS MIDDLE EASTwww.logisticsmiddleeast.com OPINION | LEGAL On 30 January, the World Health Or- ganization declared the outbreak of the Coronavirus a Public Health Emer- gency of International Concern. Clearly, the Coronavirus is having an impact on business not only in China but also in the other countries. The shipping and international trade sector in particular must ready itself for the possibility of disputes arising from the coronavirus. Indeed, its e ect will not be limited to delays or contract breaches caused by quarantines or port closures but also sale and purchase agreements, trade nance arrangements, shipbuilding, o shore construction projects, ship - nancing and leasing, and insurance. FORCE MAJEURE Naturally, force majeure is the first issue that comes to mind and whether this concept covers the consequences of the spread of the coronavirus. The China Council for the Promotion of International Trade, accredited with China’s Ministry of Commerce, is now issuing force majeure certificates (upon request) to shipyards in China if their contracts with overseas partners have been affected by the coronavirus outbreak, and some Chinese shipyards have already declared their willingness to refer to force majeure and its exculpatory effects for de- lays/disruptions in the running of a shipbuilding project. The suggestion here is to ask the right question. At first glance, the most obvious one is: Does the coronavirus con- stitute a force majeure event? Regretfully, this approach will not work for most shipping contracts, which are subject to English law and jurisdiction. Unlike civil law systems, common law has no general defi- nition of force majeure – it is purely a contractual concept. Therefore, force majeure has only the meaning given to it by the contract governing the relationship between the parties in question. If the contract makes no specific men- tion of the event – or of one very similar to it – it cannot be invoked as a force majeure event. It is thus very important to adhere to the requirements of the contract in question when considering whether to invoke a force majeure event or what to do with a force majeure notice relating to the coronavirus. No ‘one-size-fits-all’ solution exists. Thus, we strongly advise against adhering to general concepts of domestic continental law in the hope they can provide a defence – rather, you must carefully examine the terms and conditions of your contracts, with the support of professional advice. Based on the above, some main fea- tures of the shipping business that could be affected by the Coronavirus can be summarised as follows. SHIPBUILDING Most shipbuilding/offshore construction contracts contain force majeure clauses. As mentioned above, some Chinese shipyards are already issuing force majeure notices to buyers. Force majeure clauses must be carefully examined to ensure that these notices are properly tendered and to check whether they can even be validly given under the circumstances. Some issues to consider are whether the situation prop- erly falls within the scope of the force majeure clause in question, and whether the consequent disruption of sup- ply is enough to affect the critical path of the building or CORONAVIRUS AND ITS POTENTIAL IMPACT ON THE SHIPPING INDUSTRY Marco De Leo, partner (Dubai), and Enrico Vergani, leader of the Shipping and Transport Focus Team (Genoa) of BonelliErede discuss the facts Marco De Leo, partner (Dubai), BonelliErede.31LOGISTICS MIDDLE EAST | MARCH 2020www.logisticsmiddleeast.com LEGAL | OPINION The warehouse team is often left to ‘make do’ with outdated technology, manual tools and labour- intensive processes.” JONATHAN WOOD, INFOR GENERAL MANAGER, MIDDLE EAST AND AFRICA (MEA) construction project. The purpose of force majeure notices is to allow any delay in an affected project to be considered a ‘permissible delay’ and thereby extend the delivery date. Whether a party can rely on Chinese governmental certifi- cates bearing a declaration of force majeure will depend on a careful analysis of the facts and the wording of the force majeure clause in question (as mentioned above). The crux of the matter is whether the party has truly and seriously been affected by the coronavirus outbreak – i.e., whether it is facing the possibility of halting its business operations or is unable to fulfil its contractual obligations due to the outbreak. SHIP FINANCE Lending and leasing arrangements that involve a bareboat charter with a ‘hell or high water’ payment clause require the borrowers/charterers to pay hire regardless of whether the ship is earning. Clearly, this could place the borrow- ers/charterers in financial difficulty. Although the effect of coronavirus might not be immediate, if the outbreak con- tinues for significantly longer, borrowers could attempt to redeliver the vessel under the bareboat charter or could even become insolvent. This could result in a lender becoming an operational shipowner and, thereby, being exposed to the general com- mercial shipping market – which includes the potential li- abilities and complexities mentioned above. OTHER FACTORS TO CONSIDER SEAWORTHINESS A vessel may become unfit to receive and carry the cargo it is chartered for after calling at an infected area. Similarly, if a vessel is delayed due to quarantine regulations that in turn damage cargo, the vessel may be considered unseaworthy. SAFE PORT WARRANTIES Charter parties often contain express or implied warranties given by charterers to order vessels to safe ports. A port is considered safe only if, in the relevant period, the ship in question can reach it, use it and return from it without, in the absence of some abnormal occurrence, being exposed to danger that cannot be avoided by good navigation and seamanship. If a given port is unsafe, a shipowner may be able to refuse to comply with a charterer’s order. This can be a complex issue because port safety is a question of fact and is likely to depend on medical evidence, such as the likelihood of the crew being exposed to the coronavirus and the fatality rate. MARINE INSURANCE P&I will cover many losses relating to the Coronavirus out- break. The cover could extend to cargo loss related to a delay if the delay is associated with the exercise of a force majeure clause. In quarantine or port closure situations, charter party disputes could arise – in which case the legal costs of de- fending such claims could be covered by defence insurance. That said, many insurance policies contain exclusions for global pandemics. This is mainly because insurers are unable to calculate the risks and costs of such an event. Standard business interruption insurance cover is usually triggered only by physical damage to property or equipment –the fact that a virus has broken out does not necessarily mean physical damage will ensue. Some businesses might have contingent business interruption insurance, though this triggers only if the circumstances described in the policy are met. As with force majeure clauses, each policy’s wording warrants careful attention. Many unknowns remain: How quickly will the coronavi- rus continue to spread? How far afield will it spread? How deadly is it? How will governments, shippers, charterers, traders, banks and port authorities respond? The anxiety surrounding these questions will, if it has not already, lead many stakeholders to take action to protect their position or to gain a commercial advantage. Extra diligence is required to protect contractual rights and to ensure that each party upholds its side of the deal. Enrico Vergani, leader of the Shipping and Transport Focus Team (Genoa) of BonelliErede.AWARDS 32MARCH 2020 | LOGISTICS MIDDLE EASTwww.logisticsmiddleeast.com Logistics Middle East is preparing to cel- ebrate the best in the logistics and supply chain industries across the Middle East and beyond at this year’s Logistics Middle East Awards. Time to get your nominations in across the 13 categories for the 2020 edi- tion is running out, and it is all systems go for this edition of the Awards. The Logistics Middle East Awards will have senior executives and recognised figures from the industry in attendance, making the event a red letter occasion and an evening not to miss for anyone working in materials handling and logistics in the Middle East. The Logistics Mid- dle East Awards are a celebration of excellence Be the best! for the great and the good of the supply chain and logistics communities in the Middle East. The Awards follow the traditions of rewarding industry suc- cess, first set by the Supply Chain & Transport Awards, which were first held in here in Dubai, in 2007. In 2020 the Awards are focused on the companies and individuals working for logistics and transport companies in the Middle East. These Awards will highlight the industry players that have contributed most towards the success of the logistics sector in what has been an exciting year. Should you have any questions, wish to submit a nomination, or wish to book a table for your team at the Awards, please e-mail Anthony Chandran, table sales executive, Marketing on Anthony.Chandran@itp.com. OUR JUDGES ARE GETTING READY TO JUDGE YOUR NOMINATIONS. THE LOGISTICS MIDDLE EAST AWARDS 2020 WILL BE HELD ON 15TH APRIL 2020, WALDORF ASTORIA, THE PALM Logistics Middle East Awards winners 2019.CELEBRATING THE MOVERS AND SHAKERS IN LOGISTICS LAST CHANCE TO SUBMIT YOUR NOMINATIONS! DEADLINE: THURSDAY 5TH MARCH WEDNESDAY 15TH APRIL 2020 WALDORF ASTORIA, THE PALM FOR SPONSORSHIP ENQUIRIES, CONTACT: SANJAY KATHAN Sales Manager Tel: +971 4 444 3377 Mobile: +971 52 421 0698 Email: sanjay.kathan@itp.com FOR NOMINATION ENQUIRIES, CONTACT: GEORGINA FORD Editor Email: georgina.ford@itp.com FOR EVENT & TABLE SALES ENQUIRIES, CONTACT: TERI DUNSTAN Events Manager Tel: +971 4 444 3227 Email: teri.dunstan@itp.com CATEGORY SPONSOR CATEGORY SPONSOREXHIBITING SPONSORMEDIA PARTNER12th Edition Organized by 13 - 15 APRIL 2020 | INTERCONTINENTAL DUBAI FESTIVAL CITY, UAE SUPPLY CHAIN 4.0 MAXIMIZING PERFORMANCE THROUGH TECHNOLOGY JOIN THE CONVERSATION INDUSTRY KEYNOTES | MASTERCLASSES | INTERACTIVE PRESENTATIONS The 12th edition of GPCA Supply Chain Conference will be held under the theme ‘Supply Chain 4.0: Maximizing Performance through Technology’. This year’s conference will focus on the pre-requisites for successfully integrating technology to develop an agile and robust supply chain. It will showcase the impact of disruptive technologies on chemical supply chains through a series of expert presentations, interactive masterclasses, keynote sessions and dedicated audience engagement activities connecting leaders from the industry, technology experts, consultants, academia, regulators and logistics service providers to share their knowledge. 3 DAY CONFERENCE LEADERS OF TOMORROW (STUDENTS PROGRAM) EXHIBITION NETWORKING GALA SUPPLY CHAIN EXCELLENCE AWARDS REGISTER BEFORE 5 MARCH 2020 TO SAVE USD 200 REASONS TO ATTEND Meet leading CSCO and supply chain executives from the region and around the globe Address your supply chain related challenges in the extensive Q&A rounds Meet your potential customers and develop new business relationships Connect with your industry peers and deep-dive into conversations spurred through masterclasses, leadership dialogues, keynote sessions and thought provoking presentations DELEGATE REGISTRATIONS | SPONSORSHIP AND EXHIBITION ENQUIRIES sales@gpca.org.ae +971 4 451 0666 ext. 103 or 155www.gpcasupplychain.com KEY EVENT FEATURESBRAND VIEW 35LOGISTICS MIDDLE EAST | MARCH 2020 www.logisticsmiddleeast.com PL AC I N G T E C H AT T H E H E A RT OF A N EW DE CADE OF TRADE – HOW OM A N I S U S I N G N EW DI G I TA L SYST E M S TO I M PROV E E F F I C I E N C I E S FOR I N TE R NAT IONA L F R E I G H T FORWA R D E R S OLC executive director, Al Khattab Al Maani Oman’s customs pre-clearance process Bayan, the GCC’s leading e-customs portal, has completed its second phase of integration with all government departments.BRAND VIEW 36MARCH 2020 | LOGISTICS MIDDLE EASTwww.logisticsmiddleeast.com Technology is reshaping the way business operates across all sectors and regions. At the forefront is the Omani logistics sector where tech- nology, in partnership with policy reform, continues to increase sup- ply chain efficiency for freight forwarders. In another major step towards leading logistics efficiency, Oman’s customs pre-clearance process Bayan, the GCC’s leading E-customs portal, has completed its second phase of integration with all government departments. Whereas previously, importers and export- ers were required to obtain certified, official documentation from relevant authorities prior to their Bayan applications, now all government departments and authorities are integrated on the platform. This holistic ‘one-stop-shop’ for permit requests and fees payment is increasing efficiencies yet further - meaning no more trips to border control and no physical paperwork - just smooth online application, payment and approval. As for physical inspections they’re fewer than ever before but, when absolutely necessary, bor- der agencies and government departments now coordinate, acting simultaneously with a single shared inspection, further improving the cus- tomer experience and speed of process. However, given Oman Customs’ advanced, intelligence-led approach to pre-screening, inspection rates are a region-leading 2.5% on average – even beating the EU’s four per cent average whilst maintaining comprehensive bor- der security. As a result, freight forwarders are now highly unlikely to lose time at check-points and are instead able to get goods to customers faster than ever before. If the final destination for goods isn’t Oman, system improvements have enabled the creation of digitally-managed bonded corridors that will speed goods to their point of onward distribu- tion, with customs clearance then taking place at the final destination. The dry port currently under construction at the new Khazaen Economic City provides a further demonstration of Oman’s commitment to ensure the import and export of goods is as swift as possible. Here goods will be able to be cleared by cus- toms away from traditional ports of entry, reduc- ing processing times further still and allowing shipments to be cleared adjacent to customers facilities. Turning to other examples of how technology has improved operating efficiencies for freight forwarders, at Sohar Port and Free Zone an e- route planner, Sohar Navigate – the first of its kind in the region, provides a wealth of logistical information on available connections, optimising onward transit to over five hundred ports world- wide, both enhancing the user experience and their market access. Sohar has followed up with an App called ‘Ubi’, which users are already calling the ‘port in your pocket’ as it provides customers with greater visibility across port operations and shipment movements. Ubi is able to process track and trace information enquiries for quayside, landside and gateway terminal operations for truckers, consignees and shippers. Truckers, for example, can be informed through the Ubi app when their box is ready for collection. They can pay using the platform, a process which removes the need to pay physically at in-port billing offices and saves time. The app also includes a truck appointment system to stream- line gate operations, reducing dwell time at the Sohar quay. The port of Salalah has also put in place new technology that is designed to enhance customer experience at its operations. TradeLens, a new blockchain-enabled, auditable digital ship- ping platform developed by Maersk and IBM allows secure information sharing and collaboration across the international logistics ecosystem. TradeLens participants currently include over 100 organisa- tions including carriers, ports, terminal operators, third party logistics, and freight forwarders. The platform tracks and handles 10 million events and more than 100,000 documents every week. Similar progress is afoot in the air. Oman Air SATS Cargo’s new Cargo Mobile App provides con- signees and freight forwarders with a real-time capability to make bookings on the go, track and trace their shipments, receive notifications, perform online payments, view freight schedules and pick orders for examination and delivery. The new system has already had a positive impact at Oman’s air freight hub at Muscat airport – increasing efficiency and customer satisfaction. All in all, Oman’s technological renaissance throughout the logistics sector is simplifying business operations for freight forwarders – saving both valuable time and money across the board. When this is combined with the fact that Oman offers faster access to regional and global markets than all GCC competi- tors, with two billion consumers within just five days journey by sea and three hours by air, it is unsurprising why an ever- increasing number of international logistics companies are setting up shop in the Sultanate. The port of Salalah has also put in place new technology designed to enhance customer experi- ence at its operations.” OLC EXECUTIVE DIRECTOR AL KHATTAB AL MAANIONE MOTO | COMPANY FOCUS 37LOGISTICS MIDDLE EAST | MARCH 2020www.logisticsmiddleeast.com for 10 years. That’s each year. That’s just based on the 12,000 vehicles in the UAE. When we consider Pakistan to have 20 million motorcycles, or India’s 50+ million - this is seriously affecting the air quality, and contributing to the humanities greatest killer. Why are electric motorbikes the way forward for the lo- gistics sector? Having spoken to most of the major food delivery and last- mile operators in the country, 30% have a sustainability man- date, yet 100% have a financial one. We’re able to calculate the cost savings to the operators and end customer by reduc- ing these overheads by >50%, how? No fuel, no fuel servicing industry, no maintenance, no servicing this has a qualified financial figure, yet the biggest attractor is the downtime the operators save. With the ONE Adam Ridgway, founder and CEO of ONE MOTO - Electric Vehicles discusses the environmental impact of fuels, and whether electric is the way to go CITY ELECTRIC What is the cost to the environment of using traditional fuel-powered motorbikes? When considering the costs to the environment regarding electric vs. petrol, pollutants have been overlooked by many governments around the world - many people do not know that petrol motorcycles produce 16x more hydrocarbons than SUVs - that’s if they are well maintained and up to 50x if they aren’t. But what does this look like in relative, visual terms? The Carbon emitted from these petrol delivery motorcycles equals 16,560 tonnes of CO2 per year, that’s the equivalent to a 20,000 square foot ware- house or a 16 storey building, yet what does this really mean? To make it as comprehensible as possible, the same carbon would be sequestered by 273,000 seedling trees being grown Adam Ridgway, founder and CEO of ONE MOTO - Electric Vehicles.COMPANY FOCUS | ONE MOTO 38MARCH 2020 | LOGISTICS MIDDLE EASTwww.logisticsmiddleeast.com pass these cost savings to our customers, meaning operators can double their fleet, for half the cost whilst maintaining a sustainability focus. Many industry experts not that the mining of materials for electric vehicle batteries, plus the generation of elec- tricity to power them, using fossil fuels, is just as harmful to the environment as carbon emissions from fuel-powered vehicles - what would you say to this? We are in a world that isn’t perfect, we are the first gen- eration to be affected by cli- mate change, and the last one to do something about it. We aren’t able to offer clean energy solutions, nor are we able to miraculously overtake technol- ogy. Those experts are right, there is harm to Mother Earth for the extraction of Lithium, however, this is far less harm- ful than the extraction of fossil fuels, the oil service industry and is undoubtedly cleaner than where we are today. Many car manufacturers are still investing millions into re- fining the performance of the combustion engine, this should stop. Why fight a losing bat- tle? Invest in the future (which many are) and cut your losses. I firmly believe, this industry and the way we operate in the mobility sector is successful if we collaborate. Within the next 10 years, we won’t have as many car manufacturers as we have to- day, there will be an increase in M&A, JVs and with some lesser known entities - as the big manufactures with the ‘100 year heritage’ aren’t as agile as companies like us and it’ll be the collaborators who make a difference and pioneer an even greater, cleaner energy solution in the future. Is the electric vehicle market growing in the Middle East? Absolutely it is. It’s an in- credible time, many are play- ing catch up to the evolution that’s happening right now. The government entities are playing their part to facilitate demand and build an infra- structure – yet the investment needed is trying for both the government, customer and EOMs. We will get there, but may need to look at things slightly differently – stop demanding infrastructure, looking at capitalising on the industry progression and think ‘how can we collaborate for sustainable growth?’ ONE MOTO is built on five core values; Environment, convenience, affordability, product/quality and lifestyle. EVs are a lifestyle choice, with more considerations than simply driving and fuel. Our products allow you to charge anywhere, swap out batteries, afford the vehicles without concern and build trust in our vehicles. We’ve avoided the complications surrounding infrastructure from the core R&D phases. We may choose to evolve as society does, but for now, we have a solution to all objections and now it’s time for us to establish ourselves as market leaders. In March we will be announcing mobile EV car charging for all EV owners. We’ve discovered, many reasons why people aren’t adopting the change at such a rapid pace to other pats of the world is due to convenience and price. If you live in a villa, you’ll probably have your own charger, yet if you are in an apartment block, you don’t have this luxury as landlords, FM companies and ownership rights create the confusion – ONE MOTO Delivering Energy. If we work with OEMs to offer this service, then it’ll help drive sales and place more EVs on the road. Efficient urban mobility is a core element of the infra- structure of smart cities. How is One Moto contribut- ing to the development of smart cities in the UAE? As a team of avid riders and sustainabilists we are aware of the issues surrounding safety of motorcycle riders, so we’ve developed a solution for this too. Delivered through tech and an inter-connected vehicle eco-system. ONE MOTO are developing an app (with multi-operator API integration) to understand riding styles, behaviours, riding times, impact, traffic hotspots where we can advise and guide operators to further train and develop their staff to protect them. The pressure to deliver high volumes of orders each shift will be reduced by eliminating the downtime, but also shifting the CapEx investment to one of OpEx, encouraging the delivery companies to all pay base salaries without reduction of fuel and servicing. Would you prefer to order from a company with sustainable values and who invest in their rider’s safety? MOTO electric motorcycles, riders can swap out their bat- teries in as little as 30 seconds, giving them more ‘up time’. From a CapEx perspective the cost of electric motorcy- cles are higher, yet the OpEx is significantly lower, meaning the vehicles are guaranteed to pay for themselves within 12 months. Hopefully as we work with the RTA and DOT, we’ll be able to negotiate incentives beyond the financial one to the operators, and those with the want to make a difference, will of course benefit from the PR angle ‘would you rather order your food from a sustainably focused business, or one that isn’t?’ Especially if the prices and selection are the same. However, it doesn’t end there, some of the operators do not pay the riders a salary, instead they pay per delivery, plus the riders pay their own fuel and take five hours from their month to accommodate servicing, maintenance and fuelling. Meaning the riders are working longer hours, un- der pressure, to achieve the minimum delivery order. With the operational costs being reduced by >50% - its reported the average cost of delivery in the UAE is AED 30 - this would encourage a safer working environment for riders and helping to avoid fatalities and road accidents from the two-wheeled delivery riders which provide such an important service to custom- ers needs. What sectors of the logistics/ supply chain industries do you think could most benefit from the use of EVs? Beyond the electric motorcy- cles, ONE MOTO is supplying other B2B vehicles including ‘Deliva’ the range of electric delivery vans (grocery, flat bed and pick up) allowing us to facilitate the needs of gro- cery businesses, supermarkets, home delivery, logistics, couri- ers as well as the food delivery and last-mile sectors. Keeping our overheads low enables us to FROM A CAPEX PERSPECTIVE THE COST OF ELECTRIC MOTORCYCLES ARE HIGHER, YET THE OPEX IS SIGNIFICANTLY LOWER, MEANING THE VEHICLES ARE GUARANTEED TO PAY FOR THEMSELVES WITHIN 12 MONTHS.” ADAM RIDGWAY, FOUNDER AND CEO OF ONE MOTO - ELECTRIC VEHICLES.ONE MOTO | COMPANY FOCUS 39LOGISTICS MIDDLE EAST | MARCH 2020www.logisticsmiddleeast.com NUMBER OF Petrol Motorcycles on UAE roads 12,000 COST OF FUEL per litre AED 2.20 AMOUNT OF FUEL USED per bike per month AED 540 AMOUNT OF GALLONS PER TANK 37.42 AVERAGE REFUELLING PER WEEK 2.7 ANNUAL FUEL USAGE 12,000 Motorcycles 58,195,584 ANNUAL FUEL COST 12,000 Motorcycles AED 77,760,000 ANNUAL CO2 per year 12,000 Motorcycles 16,560 tonnes PETROL DELIVERY MOTORCYCLE Cost per vehicle 1 year AED 9,500 avg. purchase price AED 7,300 fuel AED 4,400 maintenance AED 2,400 servicing AED 100 salik AED 160 registration AED 1,500 delivery box AED 25,360 TOTAL ONE MOTO MOTORCYCLE Cost per vehicle 1 year AED 14,950 purchase price AED 0 fuel AED 0 maintenance AED 0 servicing AED 0 salik AED 0 registration AED 0 delivery box AED 14,950 TOTAL PETROL DELIVERY VAN Cost per vehicle 1 year (2020 Toyota HiAce) AED 142,900 avg. purchase price AED 26,000 fuel AED 6,000 maintenance AED 4,400 servicing AED 100 salik AED 160 registration AED 38,000 chilled grocery conversion AED 217,560 TOTAL ONE MOTO VAN Cost per vehicle 1 year AED 104,571 purchase price AED 0 fuel AED 0 maintenance AED 0 servicing AED 0 salik AED 0 registration AED 0 chilled grocery conversion AED 104,571 TOTAL HERE ARE SOME VERY ALARMING FIGURES: COST SAVING CALCULATIONS FOSSIL FUEL-POWERED MOTORBIKE VS ELECTRIC: FOSSIL FUEL DELIVERY VAN VS ELECTRIC DELIVERY VAN SPECIFIC A TIONS DIMENSIONS (LxWxH IN MM) CHARGER INPUT (OPTIONAL) CHARGER OUTPUT UNDER CURRENT VOLATGE REAR BRAKE NET WEIGHT CARRYING CAPACITY MOTOR POWER MOTOR TYPE BATTERY CAPACITY BATTERY TYPE SINGLE CHARGE RANGE (APPX) CHARGING TIME EXCEEDED CURRENT AMP FRONT BRAKE TIRE SIZE (FRONT/REAR) MAX SPEED MAX RANGE 150kms 85km/h 18 70x700x1125 AC 240V/ 110V 84V/8A (Lithium) 48V±0.5V (Lithium)/ 60V ±0.5V Hydraulic Disk 110kgs 150kgs 4kW QS MOTO 72V 3200W Bosch Brushles s DC Motor 72V 50AH Lithium R emovable 90 - 150kms 4-5 hours 35A Hydraulic Disk 3.00-12” FEATURES Digital Display PRICE (IN AED) DELIVERY TIME 14,950 60-90 Days SPECIFICA TIONS FLATBED OVERALL TRUCK DIMENSIONS (LxWxH IN MM) TOTAL WEIGHT INCLUDING 2 PASSENGERS (KG) MINIMUM BRAKING DISTANCE @30 KM/HR (METRES) ACCELERATION TIME (0 - 30KM/H) BED SIZE (LxWxH IN MM) WHEELBASE (IN MM) WHEEL TREAD (F/R IN MM) SUSPENSION (F/R IN MM) GROUND CLEARANCE (MM) APROACH/DEPARTURE ANGLE NET WEIGHT (KG) PAYLOAD (KG) MAX SPEED (KM/H) MAX GRADEABILITY (%) MAX DRIVING RANGE (KM) RADIAL TIRE STEERING 36 95×1376×1860 1550 8 15s 22 70×1300×1160 1800 1095/ 1110 1010/985 170 1 4/24 92 0 500 85km/h 20% 200 175/65 R14 EPS Electric P owe r EPS Electric P owe r 175/65 R14 36 95×1400×1860 1560 8 15s 2370×1440×1160 1800 1095/ 1110 1010/985 170 1 4/24 93 0 500 85km/h 20% 200 PICK-UP MOTOR TYPE RATED/MAX POWER (KW) RATED/MAX TORQUE (N.M) BATTERY TYPE SYSTEM VOLTAGE (V) BATTERY CAPACITY (KWH) CHARGING TIME (H) DRIVE MODE BODY STRUCTURE SUSPENSION TYPE (FRONT) SUSPENSION TYPE (REAR) BRAKING (F/R) Permanent Magnet Synchronous Motor 12/24 35.8/ 120 Lithium Battery 86.4 25.9 2 8 - 10h Powered by Straight Gear Reducer E dge beam Independent suspension Non-independent suspension Disc/Disc CARGO COMPARTMENT PRICE (IN USD) PRICE (IN AED) FENDER HEIGHT (MM) 22 70×1300×1160 US$ 26,604.00 97,70 3.19 US$ 2 7,726.00 101,823.74 2370×1440×1160 440mm MOBICOOL 3.0 DELIVERY TIME 60 Days60 DaysNext >