06 April 2016 Department Of Transport Report. Heavy Vehicle Weight and Dimensions Specifications Research Final Recommendations Report

Transcription

1 06 April 2016 Department Of Transport Report Heavy Vehicle Weight and Dimensions Specifications Research Final Recommendations Report

2 Heavy Vehicle Weight and Dimensions Specifications Research Final Recommendations Report Prepared for Department Of Transport Prepared by AECOM Middle East Limited أيك وم أيكوم مي دل ميدل ايس ت ايست ليمت د ليمتد PO Box 53, Capital Gate, Abu Dhabi United Arab Emirates In association with 06 April 2016 AECOM The information contained in this document produced by AECOM Middle East Limited is solely for the use of the Client identified on the cover sheet for the purpose for which it has been prepared and AECOM Middle East Limited undertakes no duty to or accepts any responsibility to any third party who may rely upon this document. All rights reserved. No section or element of this document may be removed from this document, reproduced, electronically stored or transmitted in any form without the written permission of AECOM Middle East Limited. Quality Information Document Ref Weights and Dimensions Strategy - Recommendations Report Date Prepared by James Mayes Reviewed by John Hix Revision History Authorised Revision Revision Date Details Name/Position Signature 1 08/02/2016 First draft John Hix 2 11/02/2016 Second draft John Hix 3 25/02/2016 Third draft John Hix 4 XX/04/2016 Final Draft John Hix

3 AECOM Work Order Proposal 1-7 Contents Executive Summary... i 1.0 Introduction Strategy Recommendations Key Principles Loads and Vehicle Types Legal Framework Vehicle Design Weight Trade Facilitation Phased Implementation Model Results Development of Scenarios S2A - Vehicle Design Weight limit S3 - Axle Weight limit S4 - GSO 159 limit S5 - Infrastructure limit (62 tonnes) Preferred Scenario Strategy Recommendations Immediate Recommendations I-R-1 Interim Weight Limit to Improve Safety I-R-2 - Infrastructure Condition Surveys I-R-3 - Vehicle Length and Height I-R-4 - Trailer Width I-R-5 - Double Articulated Trailers Strategic Recommendations S-R-1 - Improve Vehicle Safety Specification S-R-2 - Further Research Implications of Trailer Width and Double Articulated Trailers S-R-3 - Revise/Amend Law 8 of Implementation Immediate Actions A-1 - Conduct Infrastructure Condition Surveys I-A-2 - National Recommendations Workshop I-A-3 - Apply Interim Weight Limits Using Current Law 8 of

4 AECOM Work Order Proposal I-A-4 - Joint Specialist Enforcement Teams I-A-5 - Delegate Enforcement Authority to WIM Station Staff I-A-6 - Invest in Weighing Equipment I-A-7 - Amend Registration Database to Include Design Weight and Dimensions Implementation - Strategic Actions S-A-1 - Conduct Research on Trailer Widths and Double Articulated Trailers S-A-2 - Develop Federal Targeted Enforcement Strategy S-A-3 - Agree Appropriate Vehicle Safety Specification Requirements Implementation Recommendations / Actions Phasing Annual Progress review Next Steps Conclusion Appendix A - Relevant Truck Weight Regulations Appendix B - Enforcement Mechanism Process Diagram... 51

5 AECOM Work Order Proposal 1-7 i Executive Summary The current situation with regard to truck weights in the UAE has negative implications for road safety and puts excessive stress on road infrastructure. This leads to more road traffic accidents, higher maintenance expenditure and risk of structural failures. Weigh in motion data collected in Abu Dhabi in 2015 reveals that the average weight of a 6 axle truck was 82 tonnes. The highest weight recorded for a 6 axle truck was 117tonnes. The construction sector, predominantly aggregates, is the worst offender for heavy loading however heavy loading does occur across all sectors. To ensure road safety no vehicle should be operated above its design weight. However any long term weights and dimensions limits should also protect infrastructure ensuring it is not damaged and maintenance costs are kept within planned budgets. To address this important issue detailed research has been conducted aiming to develop a long term strategy for goods vehicle weight and dimensions specifications in the UAE. This strategy applies to conventional heavy vehicle types and loads. Abnormal, indivisible loads are dealt with separately. Additionally any limits for international movements should comply with GSO 159 to ensure the facilitation of trade. This research focused primarily on identifying the most reasonable limit for the following: Vehicle specification Pavements Structures Data on the current condition of pavements and structures and their rate of deterioration is very limited. However, information on the number of structures and types of roads, together with as built drawings and design standards has been available. Using this information it has been possible to understand how structures and pavements behave under current conditions and get an understanding of how they may behave under various weights scenarios. Analysis based on UAE bridge design standards indicates a gross vehicle weight limit in the region of 62 to 76 tonnes would protect bridge structures from damage and maintain the intended design life of infrastructure. Using evidence from the research into vehicle specification, pavements and structures an economics model has been developed to assess the overall cost impact of different weight limits. The key parameters used to model impacts are vehicle kilometres, vehicle operating costs, pavement maintenance and construction costs, bridge maintenance costs, accident costs, CO 2 emissions costs and ESALs 1. The model outputs represent the cost savings to roads, bridges, accidents and the increasing cost to industry in terms of vehicle operating costs as truck weights decrease and the number of trips required increase. The key inputs into the model were found to be Vehicle operating costs, providing the main economic cost component as well as pavements and structures costs their savings in maintenance providing the economic benefits. As such these component costs are highlighted in figures E1 to E3. 1 An equivalent standard axle load or ESAL is a method of converting axles of different weights into multiple numbers of standard axles in order to assess pavement damage (determined by the number and weight of axles moving over an area of pavement. One standard axle =8.16 tonnes. Real axles are converted to standard axles via the formula (axle weight/8.16) 4

6 AECOM Work Order Proposal 1-7 ii Figure E1 shows the lifetime vehicle operating cost in billions of AED, as more and more vehicles become affected by the reducing axle weight, the cost to the economy accelerates, though this is tempered slightly as European specification trucks become less financially viable and operators covert to UAE spec trucks allowing them to carry greater weights. Figure E1 Vehicle Operating Cost Figure E2 demonstrates the rapid initial decline in pavement maintenance costs, flattening as axle weight limits approach 10 tonnes. Below 10 tonnes, there is no advantage for the UAE trucks over the European models and so the heavier loads enabled by by them reduces and therefore we see a faster rate of ESAL reduction and increasing maintenance cost savings. Figure E2 Pavement Maintenance Costs Given the lack of data on pavement condition, Figure E2 includes the result of assuming that 50% of pavements are of a non-perpetual 2 design. This shows the significant increase in costs brought about by this assumption and 2 Perpetual pavements are designed such that the substructure of the pavement does not need to be replaced throughout the foresseable life of the pavement, only requiring periodic replacement of the surface layers. Non-perpetual pavements are likely to require some periodic maintenance/reconstruction of the sub structure.

7 AECOM Work Order Proposal 1-7 iii therefore the significant additional benefits brought about by reducing vehicle axle weights. The difference in cost reduces as axle limits decrease as shown by the red line moving closer to the blue. Figure E3 shows bridge maintenance costs and the rapid decline in future costs as a result of introducing even a 16 tonne axle weight limit in that it negates the need for high levels of reconstruction, redesign and refurbishment of structures if they are to continue to safely accommodate loads currently seen on the netork Figure E3 Bridge Maintenance Costs The overall economic net benefit expressed as net present values across a range of axle weights (9 16 tonnes) is shown in Figure E4. It provides the results assuming a perpetutal road pavement design across the UAE road network and the alternative assumption that 50% of the pavement that forms the UAE road network is nonperpertual pavement construction. Figure E4 Economic impact (net present value of each scenario)

8 AECOM Work Order Proposal 1-7 iv The model results shows that the cost to the trucking industry goes up steeply as weight limits reduce due to the cost implications of more trips. There is an immediate benefit in terms of bridges and pavements but this does not continue to increase at the same rate as you continue to lower weights. Therefore as axle weights reduce, an economic break-even point is reached and beyond this point economic losses accrue, becomes greater as axle load limits reduce further. Whilst the model outputs are precise, due to the limited availability of current condition of infrastructure the model results do not provide a sufficient level of confidence to determine specific weight limits in a long term strategy. Whilst the shape of the line is probably a reasonable representation there is a zone of uncertainty either side of it within which the actual answer lies. It is acknowledged by stakeholders and engineers that whilst the model outputs give us a good idea of the likely forecasts there is a need for more data to reduce this zone of uncertainty. It is recommended that whilst detailed condition surveys are being conducted and for reasons of road safety a weight limit should be introduced immediately as a first step to reduce the risk to road users. The vehicle specification research identified a maximum design limit of 88 tonnes for 6 axle trucks (based on a 16 tonne twin wheeled non steering axle and an 8 tonne steering axle) and that additional equipment such as ABS brakes and speed limiters should be applied, in the longer term, to maximum design weight vehicles. This has been termed the Heaviest Standard Truck Concept (see Section 4.1.3). A maximum weight limit for vehicles with 2 6 axles based on 16 tonnes per axle and an 8 tonne steering axle may be considered. However, whilst new 6 axle trucks in UAE are designed for very heavy loads, 40% of tractor units are imported second hand, predominantly from European countries. These vehicles are designed to have a maximum GVW of 56 to 60 tonnes. In addition, because of the high wear and tear rates on trucks operating at very heavy weights and generally poor vehicle maintenance systems (evidenced by the fact that in Abu Dhabi the first time pass rate for the annual truck condition test is less than 50%), to provide a further margin of safety a reduction on the 88 tonne design limit is recommended. This margin of safety is created by reducing the 16 tonne axle limit to 15 tonnes and retaining the 8 tonne steering axle limit, giving an overall limit of 83 tonnes gross vehicle weight for a 6 axle truck. Table E2 shows the recommended interim weight limit for each axle configuration (2 6 axle trucks). Where the manufacturer s design limit for a particular vehicle is lower, then this would prevail over the maximum limits stated. Number of Axles Interim Gross Vehicle Weight Limit (tonnes) Or manufacturer s design weight if lower 2 axle 23 3 axle 38 4 axle 53 5 axle 68 6 axle 83

9 AECOM Work Order Proposal 1-7 v Table E2 Interim weight limits Modelling undertaken by the study team shows that applying these weight limits would result in a 7% increase in vehicle operating costs and vehicle trips across all truck operations. This is small relative to the margins, on average, that we estimate the trucking industry to be making. Figure E5 shows the net present value of each model output at the interim weight limits outlined in Table E2. These limits result in an overall positive net present value of between and 13.5 billion AED. Bridge maintenance has the largest benefit and vehicle operating cost is the largest cost. Figure E5 - S2B: 83 Tonne Maximum Weight (Vehicle Design Weight with Safety Margin) - Economic benefit/cost Implementing an 83 tonne interim GVW limits based on vehicle design weight limits (up to a maximum of 83 tonnes GVW) subject to future change meets with the UAE government aspiration to introduce governance change gradually and helps to improve road safety. This provides time for industry to adapt to any changes, limiting the cost implications and improving the chances of industry acceptance and compliance. However it is important that this is not perceived as a final solution. It is likely that a long term limit will be lower and based on infrastructure limits. Alongside lower weight limit restrictions, vehicle dimensions must also be considered. In the UAE GSO standards for vehicle length, width and height are applied and there is no available evidence to support changing height and length limits for conventional vehicles. In relation to vehicle width, 73% of trailers are operating beyond the current 2.6 metre width limit although only 5% operate above 2.9 metres. Further investigation is required to determine whether there are any safety implications

10 AECOM Work Order Proposal 1-7 vi and to develop the long term width limit. It is recommended that the current operation of vehicles above 2.6 metres but not beyond 2.9 metres is allowed to continue in the immediate term. Existing legislation can be used to enforce these weights and dimensions limits. This could be implemented in 6 months from the date of decision with a longer term solution targeted for implementation within three years or less.

11 AECOM Work Order Proposal 1-7 vii Strategy Recommendations This section provides an overview of the top level immediate and strategic recommendations for weights and dimensions as developed by the study team together. Supporting immediate and longer term strategic actions needed to implement the required measures. These recommendations have been developed through research focussed on vehicle specification, pavements and structures. Further detail on each recommendation and the supporting actions required are provided within the specified sections. Immediate Recommendations I-R-1 Interim Weight Limit to Improve Safety - As an initial step to improve road safety, a six axle vehicle should not be loaded beyond 83 tonnes, or their maximum specified design limit whichever is lower. The limits for vehicles with fewer axles are proportionately less based on a 15 tonne non steering and 8 tonne steering axle. I-R-2 - Infrastructure Condition Surveys - Current analysis indicates a limit in the region of 62 to 76 tonnes in order to maintain forecast operational life for structures. However infrastructure condition surveys are required in order to finalise the appropriate limit for safeguarding infrastructure. Due to high vehicle operating cost impact and low additional benefits for pavements and structures, this research does not support a 45 tonne GVW limit as specified in GSO 159, even in the long term. Section Section I-R-3 - Vehicle Length and Height - No evidence from research suggests conventional vehicles should be operating above current GSO limits for length and height. It is therefore recommended that existing vehicle length and height limits are retained. Section I-R-4 - Trailer Width - 73% of vehicles are operating above the GSO limit of 2.6 metres. However only 5% of vehicles are operating above 2.9 metres. It is recommended that the current operation of trailers above 2.6 metres but not beyond 2.9 metresis is allowed in the immediate termhowever further evaluation of the safety of operating at this width is required before a long term recommendation on a width limit can be made. Section I-R-5 - Double Articulated Trailers - Double articulated trailers are utilised by a number of UAE operators for the movement of freight containers between ports and container terminals. Given the significant positive experience of operating double articulated trailers in the UAE it is recommended that their operation is initially allowed on a pilot basis. Further research to specify technical and operational arrangements is to be carried out before a long term decision on their operation can be made. Section 4.1.5

12 AECOM Work Order Proposal 1-7 viii Strategic Recommendation S-R-1 - Improve Vehicle Safety Specification Research indicates that currently vehicles in the UAE do not have adequate specification to safely transport the GVW s they are operating at. Additionally vehicles often poorly maintained. Mandated improvements in vehicle specification with the aim of improving safety are therefore recommended. Current research identifies a maximum safe GVW limit of 88 tonnes for a 6 axle vehicle. However any mandated vehicle specification should be proportional to the definitive long term weight limit which is yet to be agreed. S-R-2 Further Research Implications of Trailer Width and Double Articulated Trailers Before the long term strategy on trailer widths and the operation of double articulated trailers can be finalised further research must be conducted so sufficient evidence can be gathered to make an informed decision. The research should seek to specify any technical and operational arrangements that are required. It is recommended that a pilot is conducted as part of the research to help assess the implications of operating double articulated trailers on the UAE network. S-R-3 Revise/Amend Law 8 of 1986 In order for the long term weights and dimensions strategy to be written into regulation, Law 8 of 1986 will need to be amended to incorporate the details of the strategy. As well as the new truck weights and dimensions limits this includes the scope of regulation, delegation of enforcement powers and the penalty system. The penalty system needs to be finalised based on the research presented in the Regulations and Enforcement Report and should set out graduated fines and how they vary for different duty holders. Immediate Actions This section provides an overview of the immediate actions required as a minimum to implement the recommendations of the strategy. These actions are achievable in the short term. It is recommended that the Ministry of Interior are the responsible entity for owning and progressing these actions with the support of the FTA and Abu Dhabi Department of Transport. Further detail is provided within the specified sections. I-A-1 - Conduct Infrastructure Condition Surveys Due to a lack of pavement and structures data relating to current condition the interim strategy is based primarily off vehicle specification evidence that provides clear justification to reduce truck weights to improve road safety. Detailed infrastructure condition assessment must be conducted by each Transport Authority before limits that ensure infrastructure is safeguarded can be finalised. Section 5.1 I-A-2 National Recommendations Workshop - A workshop for public entities must be held. The aim of the workshop will be to communicate the details of the strategy and explain the roles and responsibilities of the entities involved in the development, implementation and ongoing management of the strategy going forward. Section 5.2 I-A-3 Apply Interim Weight Limits Using Current Law 8 of 1986 An immediate enforcement mechanism is required in order for the interim weight limit of 83 tonnes to be enforcemed. This can be achieved through the use of Law 8 of I-A-4 Joint Specialist Enforcement Teams In order for enforcement to be carried out Specialist Enforcement Teams dedicated to monitoring heavy vehicle weights, dimensions and safety specification are required. Section 5.3 Section 5.4

13 AECOM Work Order Proposal 1-7 ix I-A-5 Delegate Enforcement Authority to WIM Station Staff Currently in the UAE it is the Police Departments within each emirate that have the power to enforce truck weights and dimensions through Federal Traffic Law. It is recommended that the Ministry of Interior delegates authority for enforcement of heavy vehicle traffic violations to the relevant Transport Authorities. This includes weigh station operational management. I-A-6 Invest in Weighing Equipment Before effective enforcement can take place there must be sufficient truck weighing equipment to allow enforcement resource to accurately weigh trucks. Currently only Abu Dhabi operates permanent weigh in motion (WIM) stations. Therefore immediate investment in either fixed or mobile weighing equipment is required in the other emirates to ensure enforcement can be conducted across the UAE. I-A-7 Amend Registration Database to Include Design Weight and Dimensions To enable effective enforcement, the design weight, by axle and dimensions of each truck needs to be recorded at vehicle registration for new and existing vehicles. This information should also be included on the vehicle registration card. Section 5.5 Section 5.6 Section 5.7 Strategic Actions This section provides an overview of the strategic actions required to enable the strategy to be finalised and fully implemented. It is envisaged that these actions will be achieved in the long term. It is recommended that the Federal Transport Authority form and lead a National Committee to manage and oversee the completion of the long term strategy. Further detail is provided within the specified sections. S-A-1 Conduct Research on Vehicle Widths and Double Articulated Trailers In relation to recommendation S-R-3 (Section 4.2.2) further research must be conducted to gain sufficient evidence to make informed decisions on the operation of trailers up to 2.9 metres and double articulated trailers on the UAE road network. Specific members of the National Committee should be assigned responsibility for ensuring this strategic action is progressed. Section 6.1 S-A-2 Develop Federal Targeted Enforcement Strategy In the UAE there is currently limited resource available to conduct enforcement activities. Therefore a targeted enforcement strategy should be developed so resources can be focused on the transport operators most likely to breach regulations. Developing operator risk scores based on the type, number and severity of traffic violations accrued is a common way of achieving this. Section 6.2 S-A-3 - Agree Appropriate Vehicle Safety Specification Requirements - Once the long term definitive weight limit has been agreed a decision on the appropriate level of vehicle safety specification can be made. Research has already identified a maximum gross vehicle weight limit of 88 tonnes for a 6 axle truck based on a 16 tonne twin wheeled non steering axle and an 8 tonne steering axle and other safety specification requirements. This has been termed the Heaviest Standard Truck Concept (HSTC). The agreed specification requirements should be based on this reseach however should be amended to suit the definintive weight limit. Section 6.3

14 AECOM Work Order Proposal 1-7 x The completion of all immediate and strategic actions is required in order for the long term strategy for truck weights and dimensions in the UAE to be finalised. The process will be complex and require the cooperation of many public entities across the UAE.

15 AECOM Work Order Proposal Introduction The UAE has positioned itself as a global hub, with world leading infrastructure and an open approach to foreign trade and investment. The UAE is ranked 16th in the world and 1st in the GCC region in terms of trade enablement by the World Economic Forum. This trade position, as well as the scale of growth and development in the country means that large volumes of freight are moving through or within the Emirates. Regulation with the aim of managing and controlling the weights and dimensions of trucks in the UAE exists in the form of Law no.8 of 1986 and GSO 159. However the limits imposed by GSO 159 are the prevailing limit for the UAE. Table 1.1 provides an outline of the GSO 159 weight limits. Table 1.1 Truck weight limits set out in GSO 159 Vehicle type Axles GSO 159 (prevailing limit) Rigid Articulated Draw bar Despite the regulation outlined in Table 1.1 there is no enforcement of weight limits. Currently only monitoring of truck weights at WIM stations is conducted in some Emirates. This amongst other factors has resulted in industry operating at GVW s commonly over the limits set out in regulation. Table 1.2 outlines the dimensions limits for heavy vehicles in the UAE. Again these limits are not enforced with a large proportion of the vehicle fleet operating over the 2.6m width limit. Table 1.2 Truck dimension limits set out in GSO 159 Vehicle type Length Width Height Rigid 12.5 Artic 18 / 23* Draw bar 20 *Car transporters

16 AECOM Work Order Proposal The combination of large freight volumes as well as developing governance has led to the use of high capacity vehicles to maximise payloads and keep costs low to the detriment of road safety and infrastructure condition becoming common practice. This results in overloading across all sectors, however the construction sector, in particular tipper vehicles, are the worst offenders. In the short term this keep costs low for industry but it in the long term it creates problems in terms of safety, infrastructure condition, competition and international trade. This industry practice is highlighted by the inherently unsafe heavy loading of trucks beyond Law no. 8 of 1986 and GSO 159 weight limits as well as stipulated design weights of vehicles. The current situation with regard to truck weights in the UAE has negative implications for road safety and puts excessive stress on road infrastructure leading to more road traffic accidents, higher maintenance expenditure and risk of structural failures. As a result their is a growing consensus that truck weights and dimensions require urgently addressing. The topic was therefore put on the agenda of the Land Transport Technical Council and a project to develop a long term strategy was initiated. The weights and dimensions of goods vehicles are restricted by considerations relating to vehicle specification, pavements and structures. The development of the strategy has been based on these core considerations. Therefore the methodology focused the research on each restriction individually to identity the maximum acceptable gross vehicle weight for each. Identifying individual limits for each restriction would allow a strategy that satisfies all three aspects to be developed (Figure 1.1). Pavements Vehicle specification Structures Figure 1.1 Core Methodology for development of the strategy Data on the current condition of pavements and structures and their rate of deterioration is very limited. However, information on the number of structures and types of roads, together with as built drawings and design standards has been available. Using this information it has been possible to understand how structures and pavements behave under current conditions and get an understanding of how they might behave under various weights scenarios. Analysis based on UAE bridge design standards indicates a gross vehicle weight limit in the region of 62 to 76 tonnes would protect bridge structures from damage and maintain the intended design life of

17 AECOM Work Order Proposal infrastructure. However detailed condition surveys are required in order to provide enough evidence to support such a limit. It is recommended that whilst detailed condition surveys are being conducted and for reasons of road safety a weight limit should be introduced immediately as a first step to reduce the risk to road users. It should be highlighted that the topic of truck weights and dimensions regulation is complex and decisions to amend this regulation are not taken lightly and often take place over an extended time period. Therefore the strategy outlined within this report recommends a phased approach with both immediate and strategic recommendations. Further ongoing work is required to obtain the detailed evidence required in relation to pavements and infrastructure condition and to develop specific details of the long term strategy. The further work required to develop and finalise the long term strategy is outlined in Chapter Strategy Recommendations This section provides an overview of the top level immediate and strategic recommendations for weights and dimensions as developed by the study team together. Supporting immediate and longer term strategic actions needed to implement the required measures are then provided. These recommendations have been developed through research focussed on vehicle specification, pavements and structures. Further detail on each recommendation and the supporting actions required are provided within the specified sections. Immediate Recommendations I-R-1 Interim Weight Limit to Improve Safety - As an initial step to improve road safety, a six axle vehicle should not be loaded beyond 83 tonnes, or their maximum specified design limit whichever is lower. The limits for vehicles with fewer axles are proportionately less based on a 15 tonne non steering and 8 tonne steering axle. I-R-2 - Infrastructure Condition Surveys - Current analysis indicates a limit in the region of 62 to 76 tonnes in order to maintain forecast operational life for structures. However infrastructure condition surveys are required in order to finalise the appropriate limit for safeguarding infrastructure. Due to high vehicle operating cost impact and low additional benefits for pavements and structures, this research does not support a 45 tonne GVW limit as specified in GSO 159, even in the long term. Section Section I-R-3 - Vehicle Length and Height - No evidence from research suggests conventional vehicles should be operating above current GSO limits for length and height. It is therefore recommended that existing vehicle length and height limits are retained. Section I-R-4 - Trailer Width - 73% of vehicles are operating above the GSO limit of 2.6 metres. However only 5% of vehicles are operating above 2.9 metres. It is recommended that the current operation of trailers above 2.6 metres but not beyond 2.9 metresis is allowed in the immediate termhowever further evaluation of the safety of operating at this width is required before a long term recommendation on a width limit can be made. Section 4.1.4

18 AECOM Work Order Proposal I-R-5 - Double Articulated Trailers - Double articulated trailers are utilised by a number of UAE operators for the movement of freight containers between ports and container terminals. Given the significant positive experience of operating double articulated trailers in the UAE it is recommended that their operation is initially allowed on a pilot basis. Further research to specify technical and operational arrangements is to be carried out before a long term decision on their operation can be made. Section Strategic Recommendation S-R-1 - Improve Vehicle Safety Specification Research indicates that currently vehicles in the UAE do not have adequate specification to safely transport the GVW s they are operating at. Additionally vehicles often poorly maintained. Mandated improvements in vehicle specification with the aim of improving safety are therefore recommended. Current research identifies a maximum safe GVW limit of 88 tonnes for a 6 axle vehicle. However any mandated vehicle specification should be proportional to the definitive long term limit which is yet to be agreed. S-R-2 Further Research Implications of Trailer Width and Double Articulated Trailers Before the long term strategy on trailer widths and the operation of double articulated trailers can be finalised further research must be conducted so sufficient evidence can be gathered to make an informed decision. The research should seek to specify any technical and operational arrangements that are required. It is recommended that a pilot is conducted as part of the research to help assess the implications of operating double articulated trailers on the UAE network. S-R-3 Revise/Amend Law 8 of 1986 In order for the long term weights and dimensions strategy to be written into regulation, Law 8 of 1986 will need to be amended to incorporate the details of the strategy. As well as the new truck weights and dimensions limits this includes the scope of regulation, delegation of enforcement powers and the penalty system. The penalty system needs to be finalised based on the research presented in the Regulations and Enforcement Report and should set out graduated fines and how they vary for different duty holders. Immediate Actions This section provides an overview of the immediate actions required as a minimum to implement the recommendations of the strategy. These actions are achievable in the short term. It is recommended that the Ministry of Interior are the responsible entity for owning and progressing these actions with the support of the FT A and Abu Dhabi Department of Transport. Further detail is provided within the specified sections. I-A-1 - Conduct Infrastructure Condition Surveys Due to a lack of pavement and structures data relating to current condition the interim strategy is based primarily off vehicle specification evidence that provides clear justification to reduce truck weights to Section 5.1 improve road safety. Detailed infrastructure condition assessment must be conducted by each Transport Authority before limits that ensure infrastructure is safeguarded can be finalised. I-A-2 National Recommendations Workshop - A workshop for public entities must be held. The aim of the workshop will be to communicate the details of the strategy and explain the roles and responsibilities of the entities involved in the development, implementation and ongoing management of the strategy going forward. Section 5.2

19 AECOM Work Order Proposal I-A-3 Apply Interim Weight Limits Using Current Law 8 of 1986 An immediate enforcement mechanism is required in order for the interim weight limit of 83 tonnes to be enforcemed. This can be achieved through the use of Law 8 of I-A-4 Joint Specialist Enforcement Teams In order for enforcement to be carried out Specialist Enforcement Teams dedicated to monitoring heavy vehicle weights, dimensions and safety specification are required. Section 5.3 Section 5.4 I-A-5 Delegate Enforcement Authority to WIM Station Staff Currently in the UAE it is the Police Departments within each emirate that have the power to enforce truck weights and dimensions through Federal Traffic Law. It is recommended that the Ministry of Interior delegates authority for enforcement of heavy vehicle traffic violations to the relevant Transport Authorities. This includes weigh station operational management. I-A-6 Invest in Weighing Equipment Before effective enforcement can take place there must be sufficient truck weighing equipment to allow enforcement resource to accurately weigh trucks. Currently only Abu Dhabi operates permanent weigh in motion (WIM) stations. Therefore immediate investment in either fixed or mobile weighing equipment is required in the other emirates to ensure enforcement can be conducted across the UAE. I-A-7 Amend Registration Database to Include Design Weight and Dimensions To enable effective enforcement, the design weight, by axle and dimensions of each truck needs to be recorded at vehicle registration for new and existing vehicles. This information should also be included on the vehicle registration card. Section 5.5 Section 5.6 Section 5.6 Strategic Actions This section provides an overview of the strategic actions required to enable the strategy to be finalised and fully implemented. It is envisaged that these actions will be achieved in the long term. It is recommended that the Federal Transport Authority form and lead a National Committee to manage and oversee the completion of the long term strategy. Further detail is provided within the specified sections. S-A-1 Conduct Research on Vehicle Widths and Double Articulated Trailers In relation to recommendation S-R-3 (Section 4.2.2) further research must be conducted to gain sufficient evidence to make informed decisions on the operation of trailers up to 2.9 metres and double articulated trailers on the UAE road network. Specific members of the National Committee should be assigned responsibility for ensuring this strategic action is progressed. Section 6.1 S-A-2 Develop Federal Targeted Enforcement Strategy In the UAE there is currently limited resource available to conduct enforcement activities. Therefore a targeted enforcement strategy should be developed so resources can be focused on the transport operators most likely to breach regulations. Developing operator risk scores based on the type, number and severity of traffic violations accrued is a common way of achieving this. Section 6.2

20 AECOM Work Order Proposal S-A-3 - Agree Appropriate Vehicle Safety Specification Requirements - Once the long term definitive weight limit has been agreed a decision on the appropriate level of vehicle safety specification can be made. Research has already identified a maximum gross vehicle weight limit of 88 tonnes for a 6 axle truck based on a 16 tonne twin wheeled non steering axle and an 8 tonne steering axle and other safety specification requirements. This has been termed the Heaviest Standard Truck Concept (HSTC). The agreed specification requirements should be based on this reseach however should be amended to suit the definintive weight limit. Section 6.3 The completion of all immediate and strategic actions is required in order for the long term strategy for truck weights and dimensions in the UAE to be finalised. The process will be complex and require the cooperation of many public entities across the UAE.

21 AECOM Work Order Proposal Key Principles This section outlines the key principle that the Long Term Strategy for Goods Vehicles Weights and Dimensions Specifications should follow and aim to achieve. The following principles are discussed: The strategy is to cover only conventional vehicles and loads (section 2.1) Make use of, and amend, the existing legal framework (section 2.2) No vehicle is to be loaded above its design weight (section 2.3) The strategy must continue to facilitate trade between the UAE and the rest of the GCC (section 2.4) Phased implementation the strategy must be implemented over a period of time (section 2.5) 2.1 Loads and Vehicle Types This strategy covering truck weights and dimensions regulation relates to the use of conventional vehicles used to transport conventional divisible loads. The movement of abnormal indivisible loads (AIL s) are covered by separate regulations. The distinction between conventional and AIL is very important and must be clearly defined to prevent operators taking advantage of regulation relating to AIL when they should be complying with the regulation relating to conventional loads. Examples of conventional vehicles and loads are shown in Figure 2.1 with examples of AIL s shown in Figure 2.2. Figure 2.1 Examples of conventional vehicles and loads covered by the strategy

22 AECOM Work Order Proposal Figure 2.2 Examples of abnormal (AIL) loads not covered by truck weights and dimensions regulation 2.2 Legal Framework While GSO 159 is the prevailing regulation with regard to truck weights and dimensions in the UAE if Federal Law No. 8/1986 concerning the determination of the axial load of vehicles using the paved roads in the country is amended this will then become the prevailing regulation. This regulation is felt to provide a suitable regulatory starting point to build upon for weights and dimensions. It goes beyond simply outlining prescriptive limits with important areas such as penalties and chain of responsibility also included. Weights and dimensions regulations are specific for heavy goods vehicles, therefore it is also important that the threshold between light and heavy goods vehicle is set at an appropriate level. Currently the threshold set in Law 8 of 1986 is 2.5 tonnes unladen weight. However a vehicle with an unladen weight of 2.5 tonnes could have a gross vehicle weight of up to 8 tonnes. A vehicle of this weight should be classed as a heavy goods vehicle. Therefore a threshold of 3.5 tonnes GVW is recommended. This is in line with international practice and ensures that a wider range of heavy goods vehicles are covered by the regulation.

23 AECOM Work Order Proposal Vehicle Design Weight All goods vehicles are manufactured with a specific design weight. This is the maximum weight that the vehicle, together with its load can weigh (gross vehicle weight). This is normally recorded on the plates of both the vehicle and the trailer (Figure 2.3). Figure 2.3 Example of trailer plate It is currently common practice within the transport industry in the UAE for trucks to be loaded way in excess of design weights. This practice is inherently unsafe as the vehicle is operating outside of the boundaries it was designed to cope with and cannot be tolerated on the UAE roads. Therefore regardless of the prescriptive limits for axle weight and GVW if a vehicle is loaded above the specified design weight they should be considered in breach of weights regulation. However for this to be successfully implemented the design weight of all goods vehicles need to be recorded during their yearly registration. This currently doesn t occur so further work is required to ensure this is achieved going forward (see section 5.6). 2.4 Trade Facilitation In order to support efficient international freight transport in the GCC the weight and dimensions limits need to be unified. The GCC gross vehicle weight limit is 45 tonnes as mandated in GSO 159. Additionally limits for vehicle height, length and width are set (Table 1.1). It is therefore important that the limits imposed in the UAE are at least equal to these. Limits can be lower for specific weak bridges or sections of roads in need of maintenance unless in specific circumstances due to a weak bridges or sections of pavement. However for national transport the weight limit can be higher.

24 AECOM Work Order Proposal Figure 2.4 Trucks at Khatem Al Shaklah border crossing in Al Ain Europe is an example of where the concept of unified limits is widely deployed and enforced. European member states must allow and enforce the truck weight and dimensions limits imposed by the EU as a minimum for any truck on an international journey. However member states are free to set different limits for domestic movements. The height limit for trucks on international movements in Europe is 4 metres. However for domestic movements in the UK there is no prescriptive height limit enforced. This is due to fewer vehicle height restrictions on the road network when compared to other European countries. Most of the UK s road network can accommodate lorries up to 4.9 metres high. This has permitted the use of double-deck trailers that are typically between 4.8 and 5 metres in height. Lower bridges or tunnels in the UK require detours if double deck trailers are to be used however it is up to industry to ensure this is managed. Additionally in Sweden a gross vehicle weight of 64 tonnes is permitted for 6 or 7 axle vehicle on domestic movements. This is higher than the 44 tonnes limit imposed on international movements by the European Union. 2.5 Phased Implementation It is recognised as part of this strategy that a phased implementation is required. This will make implementation easier to manage from a governmental perspective and also allow industry time to adapt to any new regulations. The phased implementation of the strategy is discussed in detail in Chapter 7.

25 AECOM Work Order Proposal Model Results This section outlines how each scenario was developed along with the model results for each chosen scenario. The preferred scenario and the reasoning for its selection are then explained. 3.1 Development of Scenarios Despite GSO 159 not being enforced, it is currently the most relevant weight regulation for the UAE. Other countries such as Saudi Arabia do enforce against these limits for both domestic and international movements. Therefore the effect of implementing GSO 159 (a 13 tonne non steering axle limit with a cap of 45 tonnes GVW) has been modelled accordingly (S4: GSO 159). The range of different axle weights (9 to 16 tonnes) has also been tested. This is in recognition that any weight limit must consist of a GVW weight limit and an axle weight limit (S3: Axle Weight Limit). Additionally assessing a range of axle weights in this way allows a range of weights to be tested to understand the varying economic impacts of different weights and ultimately reveals a breakeven weight limit in terms of equalizing economic costs and benefits identified. Research into vehicle safety highlights that six axle trucks under their current design cannot weigh beyond 88 tonnes GVW based on a 16 tonne twin tyred steering axle limit and 8 tonne steering axle limit (S2A: Design Weight Limit), and assuming that the trucks have necessary safety features such as ABS braking. However to ensure a safety margin and also for simplicity in terms of communication to industry and enforcement the nonsteering axle limit has been reduced by 1 tonnes to 15 tonnes giving a maximum GVW for a 6 axle truck of 83 tonnes (S2B: Design Weight Limit (safety margin)). A lack of data around the strength and current condition of infrastructure, particularly bridges has meant the study is uncertain over the safe limit for infrastructure; however the lowest limit identified through as built drawings is 62 tonnes for a six axle truck (S5: Infrastructure Limit). In reality, the higher specification infrastructure at least in some parts of the UAE may be able to support higher weights and this is certainly the view of a number of experts, however no expert or amount of research has stated a limit lower than 62 tonnes. As such it forms the lower limit for modelling. Based on these findings the following scenarios have been modelled and compared to S1: Current Situation : S2A: Design Weight Limit S2B: Design Weight Limit with safety margin S3: Axle Weight Limit S4: GSO 159 Limits S5: Infrastructure Limit Each scenario has been modelled based on the following key parameters: Vehicles Kilometres (KM) Vehicle Operating Costs (AED) Bridge Maintenance Costs (AED) Accident Costs (AED) CO 2 Emissions costs (AED) Equivalent Standard Axle Loads (ESALs) (n)

26 AECOM Work Order Proposal Pavement Maintenance & construction Costs for perpetual 3 and non perpetual pavements (AED) A degree of uncertainty surrounding, varying pavement design across the different emirates, pavement condition as well as the impact of overloaded vehicles upon the structures means we cannot be certain regarding its strength and therefore whether it can be classed as perpetual. To account for this uncertainty, two scenarios, alternative to the principle assumption that all pavements are perpetual were undertaken and the full results are presented in the inception report. However, given the evidence from DOT Main Roads, AECOM pavement analysis and observations from Etihad Rail, 100% non perpetual pavements is not considered to be supportable and therefore only the 50% scenario is presented within the strategy document. It should be noted however that neither the 50% or 100% non perpetual scenario alter the results sufficiently to change the strategy s recommendations. Figure 3.1 provides the overall net present value of the two scenarios. More detailed results are outlined in the subsequent sections. Figure 3.1 Economic impact (net present value of each scenario) It is clear that the economic optimum ranges from tonnes axle weight depending on the perpetuality of pavements, translating to a gross vehicle weight of tonnes and an NPV ranging from billion AED, respectively Similarly the economic break even (giving an NPV of zero) ranges from 68 to 71 tonnes or a tonne axle limit and this is the point where the costs to vehicle operators is balanced by the savings to government in maintenance spend. The use of rail as per ER market share forecasts and the Heaviest Standard Truck Concept (HSTC) are considered for all scenarios 4. The GSO 159 scenario also includes the lower cost of road construction. There may be an impact in terms of congestion costs due to the additional KMs, though this has not been modelled. Forecast increases in traffic volumes, maintains them within capacity limits as estimated by STEAM. 3 Perpetual pavements are designed such that the substructure of the pavement does not need to be replaced throughout the foresseable life of the pavement, only requiring periodic replacement of the surface layers. Non-perpetual pavements are likely to require some periodic maintenance/reconstruction of the sub structure. 4 The heaviest standard truck concept is a requirement for a higher specification of vehicles carrying the weights at the upper end of their limits in order to ensure the safety of the vehicle and other road users. This is recreated in the model through modelling a level of uptake as well as additional operating/capital costs of operating such a vehicle and the consequential reduction in accident frequency (based on assumption. Further details about the concept and how its modelled are contained in the Vehicle Specification report and Options Modelling Report respectively.

27 AECOM Work Order Proposal S2A - Vehicle Design Weight limit (88 tonnes) The vehicle specification research identified a maximum limit of 88 tonnes for 6 axle trucks, subject to certain vehicle specification requirements outlined in the Heaviest Standard truck Concept (HSTC) (see section 4.1.3). The limits for other vehicles with fewer axles are proportionately less based on a 16 tonne twin wheeled non steering axle and an 8 tonne steering axle. However the design weight is always the limiting factor therefore if the manufacturers specification states a lower design weight capability, this will take precedence. In terms of HSTC, the model assumes increasing use of the specification from 2018 onwards, starting with an initial 10% of the market, Modelling results based on a limit of 88 tonnes GVW are shown in Figure 3.2 and 3.3. Figure S2: Vehicle Design Weight (88 tonnes) - Economic benefit/cost Figure 3.2 shows the economic benefit and cost for each model parameter. Figures are shown as financial costs/benefits, the parameter producing the largest benefit is bridge maintenance with a 28 billion AED saving or 9% of overall net economic benefits with vehicle operating costs producing the largest cost of 16.8 billion over the planning horizon of the project. (-5.44% of net economic benefits). Overall this scenario generates between a 3.56% and 3.64% net benefit to the economy depending on the assumed perpetuality of pavements, as the savings from reduced infrastructure maintenance costs outweigh the cost increases to operators and CO 2.This equates to a net present value of between billion AED and billion AED.

28 AECOM Work Order Proposal Additional Trips Due to S2A: Design Weight Limit Overall 6.45% 6 Axle Artic 11.97% Axle Configuration 5 Axle Artic 4 Axle Artic 3 Axle Artic 4 Axle Rigid 3 Axle Rigid 1.52% 5.49% 6.73% 5.86% 9.41% 2 Axle Rigid 4.21% 0.00% 2.00% 4.00% 6.00% 8.00% 10.00% 12.00% 14.00% % Trip Growth Figure S2: Vehicle Design Weight Additional Trips 1 The additional vehicle trips, resulting in more kilometers run, in turn results in an equivalent % growth in vehicle operating costs to industry. Detailed analysis shows a maximum of 11% increase in vehicle operating costs across the 6 axle configuration for the design weight (88t) option across six axle vehicles. This is small relative to the margins, on average, that we believe the trucking industry to be making. However recognizing that the current heavy vehicle fleet is poorly maintained and data on infrastructure is uncertain, an additional scenario has been tested. This scenario imposes a margin of one tonne per non steering axle. This results in an 83 tonne interim weight limit for six axle vehicles based on a 15 tonnes twin tyred non steering axle limit. The Heaviest Standard Truck Concept specification requirements still apply to this reduced limit.

29 AECOM Work Order Proposal S2B - Vehicle design weight limit with safety margin (83 tonnes) Figure 3.4 shows the model results for this reduced weight limit. As would be expected the results are very similar with the benefit or cost of each parameter being increased slightly due to the one tonne decrease in non steering axle weight. The largest change in relative terms can be seen for pavement maintenance. This increased to a benefit of between 2.75 billion AED and 5.1 billion AED compared to the current situation depending on the assumption regarding perpetual or non-perpetual pavements. Overall this scenario generates between a a 3.55% and 4.13% net benefit to the economy equating to a net present value of between and 13.5 billion AED Figure S2B: Vehicle Design Weight with safety margin (83 tonnes)- Economic benefit/cost Figure 3.5 shows the additional trips in percentage terms as a result of implementing a design weight limit plus a safety margin. Overall, the reduction of one tonne per axle generates an additional 1.2% of vehicle trips across the range of vehicle configurations. The largest impact is to six axle vehicles, generating an additional 15% worth of additional trips.

30 AECOM Work Order Proposal Additional Trips Due to S2B: 15 tonne Axle Weight Limit Overall 7.63% Axle Configuration 6 Axle Artic 5 Axle Artic 4 Axle Artic 3 Axle Artic 4 Axle Rigid 3 Axle Rigid 1.74% 6.28% 7.76% 6.68% 11.01% 15.12% 2 Axle Rigid 4.80% 0.00% 2.00% 4.00% 6.00% 8.00% 10.00% 12.00% 14.00% 16.00% % Trip Growth Figure S2B: Vehicle Design Weight with safety margin (83 tonnes) Additional Trips 5 5 Overall trip results shown may differ slightly due to grouping or results

31 AECOM Work Order Proposal S3 - Axle Weight limit While axle weights were effectively modelled within the design weight scenario this scenario provides analysis on varying non steering twin wheeled axle weights ranging from 8 to 16 tonnes. Figure 3.6 shows the variation in net present value to the economy as the axle limit is decreased. Optimum NPV is between 15 tonnes and 16 tonnes per axle depending on the assumptions around pavement perpetuity, presenting between a billion AED and billion billion AED benefit respectively or between 3.56% and 4.13% net economic benefit. At the other end of the scale at 8 tonnes per axle,the net present value is between billion and billion AED and. Breakeven lies between 12.5 and 12 tonnes per axle or 68 and 71 tonnes GVW. Figure 3.6 Net present value of options by non steering axle weight limit However due to a lack of available data, predominantly relating to the current condition of pavements and structures in the UAE, the reliability of the curve cannot currently be guaranteed. The blue faded zone visually represents this uncertainty. It is important to note that this faded zone is a serves as a visual representation and is not based on modelling results. It can be seen that the red line, generated by the pavement sensitivity test remains within this zone of uncertainty.

32 AECOM Work Order Proposal S4 - GSO 159 limit (45 tonnes) GSO 159, brought into effect through cabinet resolution 12 of 2014 stipulates a 13 tonne non-steering and 8 tonne steering axle limit but also imposes a maximum gross vehicle weight of 45 tonnes, essentially capping any vehicle larger than 3 axles. This is well below limits required in terms of vehicle specification or according to structural experts, local infrastructure design. In the interests of trade facilitation vehicles travelling internationally will have to comply with the 45 tonne limit. However there is no evidence that the same should be required for domestic traffic. Previous attempts to introduce similar laws have been suspended given the serious economic costs of doing so. Figure 3.7 S4: GSO 159 Limit (45 tonnes) - Economic benefit/cost Figure 3.7 shows the extent of these economic costs, resulting in a net loss of between 20.4% and 3.5% to the economy depending on the assumption regarding perpetual or non-perpetual pavements, with vehicle operating costs far outweighing savings from infrastructure maintenance. This equates to a net present value of between billion AED billion AED over the appraisal time period. Additionally, with infrastructure designed built to support vehicles at least 37% heavier, the state would not be getting the best value from their investment.

33 AECOM Work Order Proposal Additional Trips Due to S4: GSO 159 Limit Overall 38% 6 Axle Artic 176% Axle Configuration 5 Axle Artic 4 Axle Artic 3 Axle Artic 4 Axle Rigid 14% 11% 4% 40% 3 Axle Rigid 11% 2 Axle Rigid 7% 0% 20% 40% 60% 80% 100% 120% 140% 160% 180% 200% % Trip Growth Figure 3.7 S4: GSO 159 Limit Additional Trips 1 Looking in detail at the large increase in vehicle trips, whilst all configurations are heavily affected, six axle vehicles, the very heaviest in the fleet, have their costs increased by 176%. This is due to the additional vehicles required, though similar to the infrastructure scenario, this may be mitigated by being able to purchase lower specification trucks in the longer term.

34 AECOM Work Order Proposal S5 - Infrastructure limit (62 tonnes) Uncertainties surrounding the current condition of infrastructure, as well as disagreements between experts in how values for infrastructure maintenance and damage can be derived, means that it has not been possible to determine an absolute limit for infrastructure, hence the zone of uncertainty discussed in Figure 3.6. However, in the absence of more detailed pavement information, this research indicates that any long term limit based on safety considerations will be driven by structures rather than pavements. Engineering analysis based on the design life of many structures in the UAE suggests that the infrastructure limit could be as low as 62 tonnes and so this represents the modelling boundary for the infrastructure scenario. Figure 3.8 S5: Infrastructure limit (62 tonnes) - Economic benefit/cost Figure 3.8 demonstrates between an [5.64%] and 7.50% net loss to the economy from this scenario depending on the assumption regarding perpetual or non-perpetual pavements, as the cost to operators and CO 2 outweighs the benefits in infrastructure maintenance cost savings. Of particular note being the 17.44% increase in vehicle operating costs across the fleet. This equates to a net present value of between billion AED and billion.

35 AECOM Work Order Proposal Additional Trips Due to 15 tonne Axle Weight Limit Overall 22.37% 6 Axle Artic 49.55% Axle Configuration 5 Axle Artic 4 Axle Artic 3 Axle Artic 4 Axle Rigid 4.15% 20.18% 19.93% 32.89% 3 Axle Rigid 19.29% 2 Axle Rigid 10.61% 0.00% 10.00% 20.00% 30.00% 40.00% 50.00% 60.00% % Trip Growth Figure S5: Infrastructure Limit (62 tonnes) - Operating Cost Changes 1 Looking at this in detail, vehicle trips show large increases across the spectrum of axle configurations. Six axle vehicles have their trips increased by around 50%. However, like GSO 159, in the long term this could be mitigated through the purchase of lower specification vehicles as less weight can be carried.

36 AECOM Work Order Proposal Preferred Scenario After modelling the 4 scenarios compared to the current situation it can be seen that in year 2030 Scenario 2B (Design Weight Limit with (safety margin)) has the most positive result with a net present value of and 13.5 billion AED. This scenario marginally out performs Scenario 2A (Design Weight Limit) which has a net present value of billion AED and billion AED Scenario 4 (GSO 159 Limit) was the worst performer resulting in a net present value of billion AED billion AED For this reason as well as the disproportionate impact on vehicle operating costs, it is recommended that this scenario is discounted as a potential option for the long term weights and dimensions strategy in the UAE. Scenario 5 (Structural Limit) also leads to an increase in economic costs with a net present value of billion AED and billion AED However at this stage this result should be treated with caution as detailed conditional survey data for pavements and structures in the UAE is not available. Should the infrastructure limit be able to increase, this scenario may approach break even or generate a positive impact to the economy. However, detailed further study is required to establish a level of confidence around these numbers. Scenario 3 (Axle Weight Limit) does not appear on the NPV graph as the NPV figure varies across the different axle weights. As the axle weights are lowered the net present value reduces. The net present value ranges from between billion AED and billion AED at 15/16 tonnes and billion and billion AED at 8 tonnes. This is demonstrated in section 3.3. The breakeven point leading to a zero economic sum is around 12.5 or 12 tonnes depending on the perpetuality of pavements Figure 3.10 Overall economic impact (%) for 2030 when compared to the current situation perpetual pavement assumption

37 AECOM Work Order Proposal The preferred scenario from both an operational and economic perspective is therefore Scenario 2B (Vehicle Design Weight (safety margin)) as an interim solution as it achieves a favourable model result compared to the current situation across the planning horizon and detailed evidence is available to support its benefits, with additional practicalities it brings in terms of enforcement and safety. However, in the longer term, detailed infrastructure surveys may change the results of the modelling significantly and this work needs to be carried out for the model to enable reliable recommendations to be made on a long term gross vehicle or axle weight limit for heavy vehicles.

38 AECOM Work Order Proposal Strategy Recommendations This chapter outlines the recommendations for the strategy for truck weights and dimensions in the UAE. The interim recommendations outlined are based on the preferred modelling scenario of Scenario 2B (Design Weight Limit with (safety margin)). This is justified on the basis of detailed vehicle specification evidence that highlights the undoubted safety implications of loading vehicles over their design weight. However it is important that evidence from pavements and structures analysis is also taken into account to inform the long term recommendations and ensure that infrastructure is safeguarded. However currently the analysis is based mainly off design standards as detailed infrastructure condition surveys are not widely conducted. As such the accuracy of the analysis cannot be guaranteed and is more of a theoretical representation. Therefore at this stage evidence from infrastructure analysis is not sufficiently reliable to inform a detailed axle and gross vehicle weight strategy. Therefore these recommendations are a first step towards managing truck weights and dimensions in the UAE. Further strategic actions (Chapter 6) are required in the long term to finalise the details of the strategy. 4.1 Immediate Recommendations Despite a lack of detailed evidence for pavement and structure condition across the UAE it is important that something is done to improve the situation with regard to truck weights. There should be both an axle and gross weight limit that is clear and enforceable. Initially this should be based on the safety implications of heavy loads in relation to vehicle specification. However in the long term the limit must also ensure that infrastructure is sufficiently protected. This section sets out the immediate recommendations of the strategy I-R-1 Interim Weight Limit to Improve Safety Research conducted has demonstrated that there is insufficient evidence currently available to draw a definitive conclusion on appropriate long term weight limits that would safeguard infrastructure. When considering the impact on pavements and structures, the level of deterioration has been forecast by axle and gross weight using infrastructure design standards and equivalent standard axle analysis. This research has indicated that indicates a limit in the region of 62 to 76 tonnes in order to maintain forecast operational life. Detailed condition surveys are required in order to provide enough evidence to support such a limit. However evidence for a maximum weight limit based on vehicle specification is detailed and identifies an 88 tonne GVW limit for 6 axle vehicles based on a 16 tonne twin wheeled non steering axle and an 8 tonne steering axle. This has been termed the Heaviest Standard Truck Concept (HSTC). This concept is explained in further detail in Section This weight limit is higher than the forecast weight limit to safeguard infrastructure. Therefore it is likely that the long term limit will be primarily based on infrastructure limits. Whilst more infrastructure condition research is being conducted, this research recommends immediate action such that no vehicle should be loaded above its design weight capability, enforcement action on this issue alone would have a significant beneficial impact on road safety and infrastructure damage. Therefore as a minimum, a limit of 88 tonnes for 6 axle trucks should be implemented. The limits for other vehicles with fewer axles would be proportionately less based on a 16 tonne twin wheeled non steering axle and an 8 tonne steering axle.

39 AECOM Work Order Proposal However recognizing that the current heavy vehicle fleet does not meet the highest safety specifications, a safety margin should be imposed of one tonne per non steering axle resulting in an 83 tonnes interim weight limit for six axle vehicles. The interim weight limit across the different number of axles is set out in Table 4.1. Table 4.1 Interim truck weight limits based on the HSTC with a 1 tonne non steering axle safety margin reduction Number of Axles HSTC GVW limit (t) Interim Weight Limit* 2 axle axle axle axle axle *1 tonne non steering axle margin However these limits are a first step. Further work (see Chapter 5 and 6) is required to finalise the long term weight limit that will safeguard infrastructure. This further work is mainly focused on conducting detailed conditional surveys of structures and pavements to build up an accurate understanding of the current condition of infrastructure (see Section 4.1.2) I-R-2 - Infrastructure Condition Surveys While a maximum limit for 6 axle vehicles of 83 tonnes based on vehicle specification evidence with a 1 tonne reduction (safety margin) for non steering axle is initially recommended, lower limits must be assessed to ensure that infrastructure across the UAE is safeguarded. Infrastructure analysis conducted to date on the project indicates that a limit of between 62 and 76 tonnes would protect infrastructure sufficiently. However this is based on as build drawings and advice from technical experts. Infrastructure condition surveys must be conducted across the UAE to provide full visibility of current infrastructure condition. Once these surveys have been completed enough evidence will be available to support an infrastructure based limit. The results from condition surveys will also allow any local limits relating to particularly weak bridges or sections of pavement to be identified and managed through techniques such as load posting.

40 AECOM Work Order Proposal I-R-3 - Vehicle Length and Height During research conducted throughout the project there has been no observation of conventional vehicles in operation over the length and height limits set out in GSO 159 (Table 1.2). Additionally there is no available evidence to support changing height and length limits for conventional vehicles. Additionally given the number of vulnerable overhead structures across the UAE network it is felt increasing the height limit would put these structures at risk. Therefore it is recommended as part of this strategy that the GSO limits for length and height of conventional vehicles are retained I-R-4 - Trailer Width During research conducted at Mussafah and Al Ain Weigh in Motion Station 73% of vehicles were operating above the 2.6 metre limit. It is therefore deemed inappropriate in the short term to mandate the operation of 2.6 metres trailers as this would render large amounts of the vehicle pool illegal with huge industry cost implications. During the research on 5% of vehicles were found to be above 2.9m. Those that were over 2.9 metres were predominately low bed vehicles transporting machinery. These vehicles are likely to have a permit allowing them to operate at widths above 2.6 metres. There are also no clear safety implications or road network limitations to operating up to 2.9 metres. It is therefore recommended that exiting trailers up to and including 2.9 metres may continue in service initially however further research is required to finalise the long term width limit to be included in the strategy I-R-5 - Double Articulated Trailers Double articulated trailers are not permitted by Law 8 of 1986 or Federal Traffic Law 21. However, such combinations are utilised by a number of UAE operators for the movement of freight containers between ports and container terminals. These combinations have been observed to be made up of trailers suitable for carrying 20ft (Figure 4.4) and 40ft (Figure 4.5) containers, and clearly provide significant trip and cost reductions with no evidence of operational issues. However, anecdotal evidence gathered through the project s consultation process does suggest that the coupling and braking systems used for these operations can be improved. Figure Double articulated trailer at Musaffah weigh station 2015

41 AECOM Work Order Proposal Figure Double articulated trailer leaving Sharjah Inland Container Terminal Given the significant positive experience of operating double articulated trailers in the UAE it is recommended that initially their operation is permitted. However further research is required, including a pilot, to assess the road network compatibility of these configurations and specify technical and operational arrangements to ensure road safety. Details of the work required is outlined in section Strategic Recommendations Some of the strategy recommendations must be completed immediately in order for the interim weight limit of 83 tonnes for 6 axle trucks to be implemented and enforced. However additional work is required to develop and finalise the long term strategy. This section outlines the strategic recommendations that are required S-R-1 - Improve Vehicle Safety Specification Research indicates that currently vehicles in the UAE do not have adequate specification to safely transport the GVW s they are operating at. For example tyres are poorly specified, brakes do not have ABS and trailers do not have parking brakes. Additionally vehicles are often poorly maintained which leads to further road safety concerns. Mandated improvements in vehicle specification with the aim of improving safety are therefore recommended. Current research identifies a maximum GVW limit of 88 tonnes for a 6 axle vehicle. This is based on a 16 tonne twin wheeled non steering axle and an 8 tonne steering axle with additional vehicle specification requirements as outlined in S-A-4 (Section 6.4) However any mandated vehicle specification should be proportional to the definitive long term limit which is yet to be agreed (see Section 6.4 for details).

42 AECOM Work Order Proposal S-R-2 - Further Research Implications of Trailer Width and Double Articulated Trailers The operation of trailers up to 2.9 metres in width and double articulated trailers is to be initially allowed as part of the strategy as outlined in I-R-4 and I-R-5. However before a decision is made as to the legitimacy of their use in the long term further research is required to identify any additional vehicle specification requirements and understand any negative safety or network compatibility issues. In realtion to the use of double articulated trailers it is recommended that a pilot is conducted as part of the research. A study tour to Australia to investigate the operation of various vehicle configurations including sidetipping aggregates trailers would also be useful. These multiple trailer configurations have been used successfully for many years in Australia so many lessons could be learnt. If permitted in UAE double articulated vehicle combinations must be subject to proper standards for couplings and braking systems, they may not be suitable for all routes and drivers would require additional training. The following should therefore be considered: Creation of reserved provisions in Regulation 8 to permit the use of double articulated combination vehicles Implementation of a suitable operational standards and technical specification for couplings and braking systems Restriction to certain routes or barring from urban areas Extension of current container operations to other sectors in particular aggregates Implementation of a trial of Multiple Trailer combinations to determine suitable vehicle specification and expansion to non-container markets The research conducted should be linked to the definitive weight limit as this will have an impact on the operational standards required and potential safety implications of operating these configurations. For example operating at higher GVW s is likely to have implications for vehicle stability and rollover potential. Therefore the relationship of GVW, trailer width and stability should be one of the focuses of the research. Once this research has been conducted sufficient evidence will be available to enable an informed decision to be made on on the details of the long term strategy.

43 AECOM Work Order Proposal S-R-3 - Revise/Amend Law 8 of 1986 The strategy recommends that Law 8 of 1986 is used as the governance framework for truck weights and dimensions regulation. As outlined in section 2.2 currently GSO 159 is the prevailing regulation for truck weights and dimensions however if amended Law 8 of 1986 would replace it as the prevailing regulation. Table 4.2 outlines the areas require updating or adding to Law 8 of Table 4.2 Areas that require updating or adding to Law no.8/1986 Area Addition / amendment Requirement Scope of regulation Amendment The scope of the regulation needs to be amended so that it is 3.5 tonnes GVW Weight limits Amendment The truck weight limits outlined in section must be incorporated Dimension limits Amendment The truck dimensions limits outlined in section 4.2.1, 4.2.2, must be incorporated Delegation of enforcement powers Addition In addition to Police officers having enforcement powers these powers need to be extended to judicially empowered persons delegated by the competent licensing authority. Penalty system* Amendment The penalties (once agreed) in the strategy need to be adopted to replace current penalties *Futher information on the penalty sytem is provided below. Penalty System As part of this project an enforcement strategy has been developed. This is presented in full in the Regualtions and Enforcement Report which forms part of the Task 3: Consultation stage of the project. In developing an enforcement penalty system the following principles are to be taken into account: The level of penalty must reflect the serious consequences in terms of safety, infrastructure damage and fair competition that weights and dimensions infractions cause Penalty levels must be greater than the benefit an individual gains from operation outside of the legal requirements Sanctions need to increase for persistent offenders The most severe offences should be dealt with by a court of law Further sanctions beyond fines can be imposed for the most serious offences, including impounding or seizure of vehicles and loss of operator licence The system needs to account for both gross vehicle weight and axle weight infringements Foreign registered vehicles must be dealt with under the same system Reasonable tolerances should be allowed to account for the level of accuracy of weighing equipment It is anticipated that the penalty system would apply to parties in the supply chain other than operators and drivers for example vehicle loaders and consignors.

44 AECOM Work Order Proposal The recommended pentaly system applies an AED fine per percentage point of overload (axle or gross weight), with further sanctions and unlimited fines for the most severe breaches. Additonally four categories of breach of the regulations are proposed, each denoted by the severity of the infringement: Severe breach Substantial breach Significant breach Minor breach Violations may be for gross vehicle overload, individual axle overload or both. The categories of breach are used to determine the enforcement action and the subsequent level of penalty. Table Suggested axle and gross vehicle weight penalty system. (AED figures shown for operator infringements) INFRINGEMENT CATEGORY SEVERE BREACH +20% overload SANCTION PENALTY Driving BAND FINE Licence Endorseme nt (Future option) Penalty Charge Notice (PCN) for most severe cases: D Unlimited 12 Court hearing Seizure of vehicle Removal of business licence (Future option - suspension, curtailment or revocation of Operator Licence) Removal of driving licence SUBSTANTIAL BREACH 10% - 20% overload Penalty Charge Notice (PCN) C 400AED per % over the limit 8 SIGNIFICANT BREACH 5% - 10% overload Penalty Charge Notice (PCN) B 200AED per % over the limit 6 MINOR BREACH 2%-5% overload or 1 tonne A Warning letter issued The level of fine is subject to discussion with stakeholders and can be varied for different duty holders (for example consignors, loaders, vehicle operators and drivers). Consideration should also be given to the possibility of endorsing/suspending driver licences as a possible future penalty option.

45 AECOM Work Order Proposal Implementation Immediate Actions Policy, legislative and governance recommendations to manage goods vehicle weight and dimensions must be supported by a consistent and effective enforcement strategy if industry compliance is to be achieved. This section outlines the immediate actions relating to enforcement that are required to implement the strategy recommendations outlined in Chapter 4. The following actions are covered: Conduct Infrastructure Condition Surveys National consultation workshop Apply interim weight limits using current Law 8 of 1986 Joint specialist enforcement teams Delegate enforcement authority to WIM station staff Invest in weighing equipment Amend registration database to include design weight and dimensions It is recommended that the Ministry of Interior are the responsible entity for owning and progressing these actions with the support of the Federal Transport Authority and Abu Dhabi Department of Transport. This could be managed through a Working Group A-1 - Conduct Infrastructure Condition Surveys There is currently a lack of detailed conditional surveys of infrastructure across the UAE. Despite having the original drawings, without conditional surveys it is impossible to know for sure exactly what condition infrastructure is in. Detailed condition surveys should therefore be conducted across the UAE so that sufficient evidence is available to make decisions on the appropriate long term maximum weight limit to be promoted in the updated Law 8 of 1986 (See section 6.2). The Ministry of Public Works (MoPW) currently has an Asset Management System implemented which includes a Bridge Management System (BMS) and a Pavement Management System (PMS). This system is used to manage the information collected from inspections. So far within the BMS all the structures have been logged and basic visual inspections have been conducted to identify any obvious defects. The next step of the process is to conduct detailed condition assessment of all the structures. It is anticipated that this will be completed during The final stage in the BMS process is to rank the defects picked up during the detailed condition assessments by importance and conduct special inspections. It is anticipated that the special inspections will be completed during 2017 and Figure 6.1 summarises the process being followed by the MoPW. Once the special inspection (Stage 3) are complete there will be full visibility of current structure condition across the MoPW jurisdiction. The PMS is at a more advanced stage compared to the BMS.

46 AECOM Work Order Proposal Figure 6.1 Ministry of Public Works Bridge Management System process Research from the project team indicates that the MoPW have progressed furthest with their Asset Management System compared to the other emirates. Therefore it should be considered the lead on this topic going forward. Abu Dhabi Department of Transport also have an Asset Management System implemented however the extent to which this is utlised is unclear as limited information has been made available to the project team. It is recommended as part of this strategy that all emirates start the process (if they have not already) of conducting detailed infrastructure condition surveys. The information collected should be managed using an Asset Management System. Summary of key steps required: Ministry of Public Works to continue progressing their BMS and PMS and complete detailed condition assessments of all infrastructure. Other emirates to follow the lead of MoPW and conduct detailed conditional assessment of all infrastructure using an asset management system. Road Transport Authorities to continually monitor progress of BMS and PMS in each emirate. Road Transport Authorities to discuss and agree for all detailed condition survey data to be shared so it can be used to inform details of the strategy. Road Transport Authorities to develop best practice methodology to correlate weight limits to infrastructure design and condition and maintenance regimes. 5.2 I-A-2 - National Recommendations Workshop A workshop for public entities must be held. The aim of the workshop will be to communicate the details of the strategy and explain the roles and responsibilities of the entities involved in the development, implementation and ongoing management of the strategy going forward. An example of a similar workshop held by the Abu Dhabi Department of Transport, Freight Division before the launch of the operator licensing initiative is shown in Figure 5.1.

47 AECOM Work Order Proposal Figure 5.1 Workshop held by Abu Dhabi Department of Transport before the launch of Operator Licensing

48 AECOM Work Order Proposal I-A-3 - Apply Interim Weight Limits Using Current Law 8 of 1986 An immediate enforcement mechanism is required in order for enforcement to take place. This must be achieved through the use of current regulations relevant to weight enforcement. A table of relevant regulations that have been identified is presented in Appendix A. The following options have been identified as potential initial enforcement mechanisms. A process diagram demonstrating these options is presented in Appendix B. Option 1 Existing weight limits enforcement under Law 8 of 1986 Option 2 Safety argument (Law 21) Loading above max design weight is unsafe Option 3 Legal weight argument (Law 21) Loading above max design weight is illegal It is recommended that option 1 is used as the enforcement mechanism for the interim weight limits. Where Law 8 of 1986 is used a decision is required as to whether a Cabinet decree is issued amending the weights specified in the regulation or whether enforcement can simply commence but with a large margin applied above the currently stated limits. However in the long term the weight limit contained within Law 8 of 1986 will be amended again to adopt the definitive long term weight strategy. Additionally other aspects of Law 8 of 1986 such as scope of regulation and penalties must be amended (see Section 6.2). Summary of key steps required: Working Group to fomrally agree to use Law 8 of 1986 as the enforcement mechanism. Cabinet Decree to be issued outlining the interim weight limits

49 AECOM Work Order Proposal I-A-4 - Joint Specialist Enforcement Teams In most countries the freight transport industry is highly regulated. There are many facets to the regulations ranging from; vehicle technical and environmental standards; to driving standards and driver requirements; to measures concerning specific load types such as dangerous goods; and economic measures such as road users fees and taxation. With such complexity it comes as no surprise that specialised units within the police or even specialist agencies are established to enforce truck controls. It is therefore recommended specialist enforcement teams are deployed across the UAE to conduct enforcement of truck weights and dimensions. These specialist enforcement teams should be a joint venture between the Police and Transport Authorities in the UAE Substantial amounts of training will be required for these teams as ccurrently the experience of the enforcement agency (Police) relating to truck weights and dimensions regulation is very limited. Figure 5.2 Specialist Police enforcement team, Mussafah Weigh Station Summary of key steps required: Working Group to discuss and agree how many specialist enforcement teams are required and who is going to lead them. Building on previous experience, Abu Dhabi Police in coordination with the Abu Dhabi Department of Transport should set up and train a permanent Specialist Police Enforcement Team for truck weights and dimensions.

50 AECOM Work Order Proposal I-A-5 - Delegate Enforcement Authority to WIM Station Staff Currently in the UAE it is the Police Departments within each emirate that hold the power to enforce truck weights and dimensions regulation. However for enforcement to be effective delegation of authority to the relevant Transport Authorities outlined in Table 5.1 is required. Providing Transport Authorities with the power to enforce would increase the resource available to manage truck weights and dimensions in the UAE. Table 5.1 Transport Authorities in the UAE Emirate Transport Authority Abu Dhabi Department of Transport Dubai Road Transport Authority Sharjah Roads and Transport Authority Ras Al Khaimah Umm Al Quwain Ajman Ministry of Public Works Fujairah Summary of key steps required: Ministry of Interior to delegate truck enforcement powers to the Transport Authorities throughout the UAE. Powers to be delegated using appropriate legal framework such as Law I-A-6 - Invest in Weighing Equipment Weighing equipment allowing high accuracy gross vehicle weights and axle weights to be measured is required if weight regulation is to be enforced. Abu Dhabi is the only emirate that currently has permanent Weigh in Motion stations monitoring truck weights. There are 3 in regular operation throughout the emirate: Mussafah Ghweifat Kattm Al Shikla These WIM stations require each truck to drive slowly (5 km/h) across the platform. Figure 5.3 shows a truck driving over the Khattm Al Shikla WIM station situated on the outskirts of Al Ain near the Oman Border.

51 AECOM Work Order Proposal Figure 5.3 Khattm Al Shikla WIM Station, Abu Dhabi In order for limits to be enforced across the UAE immediate investment in similar fixed weighing stations or mobile weighing equipment is required. Monitoring should also be conducted at borders and ports entering the UAE to prevent over weight vehicle accessing the road network. Rather than weighing all truck that enter the UAE this can be achieved by requiring any truck entering the UAE to have a consignment note outlining the gross vehicle weight of the truck. If the truck does not comply with the regulation set out in the strategy then it should be denied access to the UAE. Summary of key steps required: Working Group to agree whether fixed or mobile weigh station are to be used to enforce interim truck weight strategy (83 tonnes for a 6 axle vehicle). Respective Transport Authorities to invest based on the decision. If fixed stations are required then tenders for design and construction will be required. 5.7 I-A-7 - Amend Registration Database to Include Design Weight and Dimensions As outlined in section 2.3 a key principle of the strategy is that trucks should not be loaded beyond their design weight. If this to be enforced effectively the design weight and specified dimensions of each vehicle must be accurately recorded at annual vehicle registration. This information should be taken from the vehicle or trailer plate as described in section 2.3. Currently this does not occur in any of the Emirates so work is required to persuade the respective entities with responsibility for vehicle registration that design weight and dimensions information should be accurately recorded. Ideally the information should be recorded on the vehicles registration card so that it easy for enforcement agencies to identify the design weight of any vehicle inspected. The Freight Division of Abu Dhabi Department of Transport has already started dialogue with Abu Dhabi Police to discuss this topic. It is therefore recommended that the Transport Authorities in the other emirates follow the lead

52 AECOM Work Order Proposal of Abu Dhabi and begin discussion with the respective police departments. Once the design weight of vehicles is recorded in every emirate the enforcement of truck weight regulation at the roadside will be far more efficient and accurate. Summary of key steps required: Abu Dhabi Department of Transport and Abu Dhabi Police to continue to progress towards amending the registration database and registration card to include the design weight of trucks. Other Transport Authorities to commence discussions with the entity responsible for vehicle registration in their emirate.

53 AECOM Work Order Proposal Implementation - Strategic Actions While Chapter 5 outlines the immediate actions required to implement the strategy there is also a need for strategic actions to be completed. These strategic actions require detailed work to be conducted and will ultimately allow the final details of the strategy to be developed. The recommendations outlined in Chapter 4 for managing truck weights and dimensions is based primarily on detailed vehicle specification evidence that highlights the undoubted safety implications of loading vehicles over their design weight. Evidence from pavements and structures analysis has also been used which highlights implications with regard to reductions in maintenance intervals and reduced design life. However the analysis is mainly based off design standards as detailed infrastructure condition surveys are not widely conducted. As such the accuracy of the analysis cannot be guaranteed and is more of a theoretical representation. Therefore at this stage evidence from infrastructure analysis cannot be wholly relied upon to inform details of the strategy. The following strategic actions are required to finalise the long term strategy: Conduct research on vehicle widths and double articulated trailers Develop Federal targeted enforcement strategy Revise/amend Law 8 of 1986 This section outlines the strategic actions that are required to evidence, develop and finalise the Long Term Strategy for Goods Vehicle Weights and Dimensions Specifications in the UAE. It is recommended that the Federal Transport Authority form and lead a National Committee to manage and oversee the completion of the long term strategy.

54 AECOM Work Order Proposal S-A-1 - Conduct Research on Trailer Widths and Double Articulated Trailers As outlined in S-R-2 research into the operation of trailers up to 2.9 metres in width and double articulated trailers must be conducted before any decisions on the long term strategy can be made. The Land Transport Committee will need to organise the commission the research on trailer widths and double articulated trailers. The output of the research should be contained within one report as the topics are intrinsically linked. Double articulated trailers will also need to be sourced for the pilot. This will either need to be organised by members of the National Committee or stipulated as part of the commission. Efforts should focus on companies such as Momentum who currently operate double articulated configurations. Additionally the National Committee must decide whether a Study Tour to Australia to investigate the operation of double articulated trailers is required. Summary of key steps required: National Committee to commission project to conduct this investigation. National Committee to decide how double articulated vehicles for pilot will be sourced. National Committee to decide if study tour to Australia to understand how double articulated trailers are successfully operated is required.

55 AECOM Work Order Proposal S-A-2 - Develop Federal Targeted Enforcement Strategy Often there is limited resource available to conduct enforcement activities. For this reason enforcement targeting is often beneficial as it allows resources to be focused on the transport operators most likely to breach regulations. Developing operator risk scores is a common way of achieving this. This is a score assigned to each operator based on the type, number and severity of traffic violations accrued. In the long term operator risk scores provide operational benefits to companies that comply with the weights and dimensions regulation as they will have low risk scores and are therefore less likely to be delayed due to inspections and detailed weighing at WIM stations. An operator risk score system that is developed for the UAE must be linked to the vehicle registration database for each Emirate. This will allow enforcement resource to effectively search for operators with a high risk rating. For targeting to be most effective automatic number plate recognition (ANPR) cameras linked to the vehicle registration database should be positioned before every WIM station in the UAE. Automatic electronic signage can then be used at the WIM station to request certain trucks (based on their risk rating) to be selected for detailed weighing. Trucks with a low risk rating can be allowed to bypass the station to save on enforcement resource. It is therefore recommended that a Federal Targeted Enforcement Strategy is developed for the UAE. A potential operator risk score system has been outlined in detail in the Task 3: Regulations and Enforcement Report. Figure 6.2 below summarises the proposed process for developing operator risk scores outlined in the report. Figure 6.2 Summary process for developing operator risk scores It is proposed in Figure 6.3 that two operator risk scores are calculated for each operator: 1. Weight Violations Risk Score (WVRS) Only takes into account violations relating specifically to truck weights (e.g. axle overload, gvw overload) 2. Other Violations Risk Score (OVRS) This risk score takes into account violations from all the other compliance information outlined in Figure 6.3.

56 AECOM Work Order Proposal Using the OVRS allows a risk score to be developed from historic compliance information. If only truck weight violations were used to develop a risk score it would take time to build up enough information for a robust calculation. Additionally operators that often breach regulations in the other compliance areas should be considered more likely to breach truck weight limits. These operators could therefore be targeted based on their OVRS even if they are not considered to have a high Weight Violation Risk Score (WVRS). However full visibility of relevant violation data relating to operators is required if accurate and effective enforcement targeting is to be achieved. Data should therefore be shared at an emirate level between entities and federally between all emirates. The strategy recommends that the compliance information outlined in Figure 6.3 should be held electronically in a central repository. This should then be linked to the vehicle registration database in each emirate allowing identification of the operator responsible for the violations. Violation data that feeds into the central repository should be periodically updated (e.g. monthly) to ensure the data used to develop operator risks scores is up to date. Truck weight violations Operator licensing violations Traffic violations Central Repository Vehicle registration database Vehicle violations Border crossing violation Annual test violation Figure 6.3 Central repository of compliance information Summary of key steps required: Each Transport Authority to outline what data is available in their respective emirate through. This will require coordination with the Police. National Committee to discuss and agree for data to be shared between all entities Agree a central repository to collectively store data so that it is available to all involved entities. Use data to develop Operator Risk Scores for each transport company in the UAE.

57 AECOM Work Order Proposal S-A-3 - Agree Appropriate Vehicle Safety Specification Requirements Research has already identified a maximum reasonable gross vehicle weight limit of 88 tonnes for a 6 axle truck based on a 16 tonne twin wheeled non steering axle and an 8 tonne steering axle and other safety specification requirements. This has been termed the Heaviest Standard Truck Concept (HSTC) and identifies the maximum safe and reasonable weight of a truck being operated on the roads of the UAE using standard equipment. This concept does not take into account the effect on pavements and structures. The long-term weight limit recommended is likely to be lower than this limit however options higher than this should not be considered for safety reasons. The HSTC concept is fundamentally based off the maximum capacity of a standard tyre being 4 tonnes. Applying this 4 tonnes tyre limit provides a maximum steering axle limit of 8 tonnes (single wheel) and a maximum limit for a non steering axle of 16 tonnes (twin wheeled). These limits can be applied to different axle configurations. The maximum gross vehicle weight limit for vehicles from 2 to 6 axles is shown in Table 4.1. To allow trucks to operate at these GVW s a certain vehicle specification is also recommended to ensure vehicles can cope with the gross vehicle weight. The specification of the HSTC is a mix of vehicle specification aspects already present in the UAE (Figure 4.2) and specification aspects not present in the UAE (Figure 4.3). In order for a vehicle to be able to operate at the GVW s outlined in Table 4.2 it must have all the specification outlined in Figure 4.2 and 4.3 fitted. Figure 4.2 Specification - Already present in the UAE Figure 4.3 Specification Not present in the UAE

58 AECOM Work Order Proposal Additional to the HSTC the following principles must always be adhered to: No vehicle should exceed its design weight limit/sum of axle weight limit whichever is lower Tyres must be correctly specified to support axle weights. Where this is not the case, vehicles should not be loaded beyond weight permitted by tyres However the long term weight limit is unlikely to be 88 tonnes. Therefore once the long term weight limit has been finalised a decision on the appropriate level of vehicle safety specification should be made. Due to the technical vehicle engineering considerations a vehicle engineering expert will need to be commissioned to conduct this. The safety specification requirements should be based on the HSTC research however should be amended to suit the definintive weight limit. Summary of key steps required: National Committee to commission a vehicle engineering expert to consider the safety soecification required for trucks in relation to the definitive weight limit. The HSTC research already conducted should be provided.

59 AECOM Work Order Proposal Implementation This section recommends the phasing required to implement the recommendations (Chapter 4) and complete the immediate (Chapter 5) and strategic (Chapter 6) actions. Additionally the next steps required to get the strategy approved and on the road to implementation. 7.1 Recommendations / Actions Phasing Table 7.1 outlines proposed phasing for the recommendations and actions for implementation of the interim strategy. Table 7.1 Recommendations / actions phasing Recommendation / Action Ref Section Immediate Actions Working Group to implement interim strategy Led by MoI National Committee to manage and oversee the completion of the long term strategy - Led by FTA N/A 5 N/A 6 Q Q Implementation period Q Conduct infrastructure condition surveys I-A National Recommendations Workshop I-A Apply interim limits using current Law 8 of 1986 I-A Joint specialist enforcement teams I-A Delegate enforcement authority to WIM station staff I-A Invest in weighing equipment I-A Amend registration database to include design weight and dimensions I-A Implement weight limit of 83 tonnes (6 axles) I-R Infrastructure condition surveys I-R Vehicle length and Height I-R Trailer Width I-R

60 AECOM Work Order Proposal Recommendation / Action Ref Section Q Q Implementation period Q Double Articulated Trailers I-R Improve Vehicle Safety Specification S-R Further research implications of trailer width and double articulated trailers S-R Revise/amend Law 8 of 1986 S-R Conduct research on trailer widths and double articulated trailers S-A Develop federal targeted enforcement strategy S-A Agree appropriate vehicle safety specification requirements S-A Review interim weight limit of 83 tonnes (6 axles) - N/A Implement long term weights and dimensions strategy - N/A Action Recommendation Future milestone Annual Progress review While Table 7.1 outlines an implementation plan for phasing of the truck weights and dimensions strategy it is recognised that implementation will be challenging, unpredictable and complex. Therefore an annual review of the implementation plan should be conducted by the National Committee managed by the Federal Transport Authority. This will enable the progress of implementation to be assessed and monitored and the implementation plan to be revised if required. Additionally the annual review can be used to consider any additional tasks that are required to enable the long term strategy for truck weights and dimensions to be finalised.

61 AECOM Work Order Proposal Next Steps While Table 7.1 outlines the proposed phasing for implementation of the recommendations and actions it is important that the next steps are clear. Table 7.2 outlines the implementation process and ownership for the next steps. Table Next steps implementation process and ownership # Next Steps Estimated dates Consideration & Approval of strategy by the Federal Transport Authority Board MoI to lead implementation of short term recommendations with support from the Federal Transport Authority / Abu Dhabi DoT FTA to lead and establish National Committee to manage and oversee the completion of the long term strategy: Amend law 8 of 1986 Determine long term vehicle specifications Champion infrastructure condition research and recommendations April 2016 June - Dec 2016 June 2016 onwards 4 National Recommendations Workshop June Recommend short & long term strategy to Cabinet Aug/Sept Interim weight limit or design weight whichever is lower implemented and enforced December 2016

62 AECOM Work Order Proposal Conclusion The current situation with regard to truck weights in the UAE has negative implications for road safety and puts excessive stress on road infrastructure leading to more regular maintenance and increased costs. To address this issue a detailed research has been conducted aiming to develop a long term strategy for goods vehicle weight and dimensions specifications in the UAE. This research focused on identifying a maximum weight limit for the following key aspects: Vehicle specification Pavements Structures A maximum weight limit has been identified for all three aspects and it is clear from this that truck weights must be reduced. However data on the current condition of pavements and structures and their rate of deterioration is very limited. However, information on the number of structures and types of roads, together with as built drawings and design standards has been available. Using this information it has been possible to understand how structures and pavements behave under current conditions and get an understanding of how they may behave under various weights scenarios. Analysis based on UAE bridge design standards indicates a gross vehicle weight limit in the region of 62 to 76 tonnes would protect bridge structures from damage and maintain the intended design life of infrastructure. However detailed condition surveys are required in order to provide enough evidence to support such a limit. It is recommended that whilst detailed condition surveys are being conducted and for reasons of road safety a weight limit should be introduced immediately as a first step to reduce the risk to road users. The vehicle specification research identified a maximum design limit of 88 tonnes for 6 axle trucks (based on a 16 tonne twin wheeled non steering axle and an 8 tonne steering axle) and that additional equipment such as ABS brakes and speed limiters should be applied, in the longer term, to maximum design weight vehicles. This has been termed the Heaviest Standard Truck Concept (see Section 6.4). However recognizing that the current heavy vehicle fleet does not meet the highest safety specifications, a safety margin should be imposed of one tonne per non steering axle resulting in an 83 tonnes interim weight limit for 6 axle vehicles.

63 AECOM Work Order Proposal Table 8.1 shows the recommended interim weight limit for each axle configuration (2 6 axle trucks). Where the manufacturer s design limit for a particular vehicle is lower, then this would prevail over the maximum limits stated. Table 8.1 Interim weight limits Number of Axles Interim Gross Vehicle Weight Limit (tonnes) Or manufacturer s design weight if lower 2 axle 23 3 axle 38 4 axle 53 5 axle 68 6 axle 83 However these limits are a first step. Further work (see Chapter 5 and 6) is required to finalise the long term weight limit that will safeguard infrastructure. This further work is mainly focused on conducting detailed conditional surveys of structures and pavements to build up an accurate understanding of the current condition of infrastructure (see Section 4.1.2). It is recommended that the Ministry of Interior should lead implementation of the immediate recommendations (June - December 2016) with support from the Federal Transport Authority and Abu Dhabi Department of Transport. It is also recommended that the Federal Transport Authority form and lead a National Committee (June 2016 onwards) to manage and oversee the completion of the strategic recommendations. The overall implementation process will be arduous and require the cooperation of many public entities across the UAE. There will be challenges to overcome during the process but with the commitment of the MoI Working Group and the FTA National Committee and equipped with the strategy recommendations these can be effectively overcome.

64 AECOM Work Order Proposal Appendix A - Relevant Truck Weight Regulations

65 AECOM Work Order Proposal Appendix B - Enforcement Mechanism Process Diagram

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67 10 April 2016 Department of Transport Report Heavy Vehicle Weights and Dimensions Strategy Final Recommendations Report - Executive Summary

68 The linked image cannot be display ed. The file may hav e been mov ed, renamed, or deleted. V erify that the link points to the correct file and location. AECOM Weights and Dimensions Strategy Recommendations - Executive Summary Weights and Dimensions Strategy Recommendations - Executive Summary Prepared for Department of Transport Prepared by Hanscomb Consultants Inc. شركة ھانسكومب لالستشارات ھانسكومب لالستشارات شركة PO Box 41124, Abu Dhabi United Arab Emirates In association with 10 April 2016 AECOM The information contained in this document produced by AECOM Middle East Limited is solely for the use of the Client identified on the cover sheet for the purpose for which it has been prepared and AECOM Middle East Limited undertakes no duty to or accepts any responsibility to any third party who may rely upon this document. All rights reserved. No section or element of this document may be removed from this document, reproduced, electronically stored or transmitted in any form without the written permission of AECOM Middle East Limited. Quality Information Document Weights and Dimensions Strategy Recommendations - Executive Summary Ref ADH-FFC-DSM-REP Date 10/04/2016 Prepared by James Mayes Reviewed by John Hix Revision History Authorised Revision Revision Date Details Name/Position Signature 1 08/02/2016 First draft John Hix 2 11/02/2016 Second draft John Hix 3 25/02/2016 Third draft John Hix 4 10/04/2016 Final John Hix

69 AECOM Weights and Dimensions Strategy Recommendations - Executive Summary 1 The current situation with regard to truck weights in the UAE has negative implications for road safety and puts excessive stress on road infrastructure. This leads to more road traffic accidents, higher maintenance expenditure and risk of structural failures. Weigh in motion data collected in Abu Dhabi in 2015 reveals that the average weight of a 6 axle truck was 82 tonnes. The highest weight recorded for a 6 axle truck was 117tonnes. The construction sector, predominantly aggregates, is the worst offender for heavy loading however heavy loading does occur across all sectors. To ensure road safety no vehicle should be operated above its design weight. However any long term weights and dimensions limits should also protect infrastructure ensuring it is not damaged and maintenance costs are kept within planned budgets. To address this important issue detailed research has been conducted aiming to develop a long term strategy for goods vehicle weight and dimensions specifications in the UAE. This strategy applies to conventional heavy vehicle types and loads. Abnormal, indivisible loads are dealt with separately. Additionally any limits for international movements should comply with GSO 159 to ensure the facilitation of trade. This research focused primarily on identifying the most reasonable limit for the following: Vehicle specification Pavements Structures Data on the current condition of pavements and structures and their rate of deterioration is very limited. However, information on the number of structures and types of roads, together with as built drawings and design standards has been available. Using this information it has been possible to understand how structures and pavements behave under current conditions and get an understanding of how they may behave under various weights scenarios. Analysis based on UAE bridge design standards indicates a gross vehicle weight limit in the region of 62 to 76 tonnes would protect bridge structures from damage and maintain the intended design life of infrastructure. Using evidence from the research into vehicle specification, pavements and structures an economics model has been developed to assess the overall cost impact of different weight limits. The key parameters used to model impacts are vehicle kilometres, vehicle operating costs, pavement maintenance and construction costs, bridge maintenance costs, accident costs, CO 2 emissions costs and ESALs 1. The model outputs represent the cost savings to roads, bridges, accidents and the increasing cost to industry in terms of vehicle operating costs as truck weights decrease and the number of trips required increase. The key inputs into the model were found to be Vehicle operating costs, providing the main economic cost component as well as pavements and structures costs their savings in maintenance providing the economic benefits. As such these component costs are highlighted in figures E1 to E3. 1 An equivalent standard axle load or ESAL is a method of converting axles of different weights into multiple numbers of standard axles in order to assess pavement damage (determined by the number and weight of axles moving over an area of pavement. One standard axle =8.16 tonnes. Real axles are converted to standard axles via the formula (axle weight/8.16) 4 Report\FINAL\Heavy Vehicle Weights and Dimensions Strategy_Exec Sum FINAL_xp.docx Revision - 10 April 2016

70 AECOM Weights and Dimensions Strategy Recommendations - Executive Summary 2 Figure E1 shows the lifetime vehicle operating cost in billions of AED, as more and more vehicles become affected by the reducing axle weight, the cost to the economy accelerates, though this is tempered slightly as European specification trucks become less financially viable and operators covert to UAE spec trucks allowing them to carry greater weights. Figure E1 Vehicle Operating Cost Figure E2 demonstrates the rapid initial decline in pavement maintenance costs, flattening as axle weight limits approach 10 tonnes. Below 10 tonnes, there is no advantage for the UAE trucks over the European models and so the heavier loads enabled by by them reduces and therefore we see a faster rate of ESAL reduction and increasing maintenance cost savings. Figure E2 Pavement Maintenance Costs Given the lack of data on pavement condition, Figure E2 includes the result of assuming that 50% of pavements are of a non-perpetual 2 design. This shows the significant increase in costs brought about by this assumption and 2 Perpetual pavements are designed such that the substructure of the pavement does not need to be replaced throughout the foresseable life of the pavement, only requiring periodic replacement of the surface layers. Non-perpetual pavements are likely to require some periodic maintenance/reconstruction of the sub structure. Report\FINAL\Heavy Vehicle Weights and Dimensions Strategy_Exec Sum FINAL_xp.docx Revision - 10 April 2016

71 AECOM Weights and Dimensions Strategy Recommendations - Executive Summary 3 therefore the significant additional benefits brought about by reducing vehicle axle weights. The difference in cost reduces as axle limits decrease as shown by the red line moving closer to the blue. Figure E3 shows bridge maintenance costs and the rapid decline in future costs as a result of introducing even a 16 tonne axle weight limit in that it negates the need for high levels of reconstruction, redesign and refurbishment of structures if they are to continue to safely accommodate loads currently seen on the netork Figure E3 Bridge Maintenance Costs The overall economic net benefit expressed as net present values across a range of axle weights (9 16 tonnes) is shown in Figure E4. It provides the results assuming a perpetutal road pavement design across the UAE road network and the alternative assumption that 50% of the pavement that forms the UAE road network is nonperpertual pavement construction. Figure E4 Economic impact (net present value of each scenario) Report\FINAL\Heavy Vehicle Weights and Dimensions Strategy_Exec Sum FINAL_xp.docx Revision - 10 April 2016

72 AECOM Weights and Dimensions Strategy Recommendations - Executive Summary 4 The model results shows that the cost to the trucking industry goes up steeply as weight limits reduce due to the cost implications of more trips. There is an immediate benefit in terms of bridges and pavements but this does not continue to increase at the same rate as you continue to lower weights. Therefore as axle weights reduce, an economic break-even point is reached and beyond this point economic losses accrue, becomes greater as axle load limits reduce further. Whilst the model outputs are precise, due to the limited availability of current condition of infrastructure the model results do not provide a sufficient level of confidence to determine specific weight limits in a long term strategy. Whilst the shape of the line is probably a reasonable representation there is a zone of uncertainty either side of it within which the actual answer lies. It is acknowledged by stakeholders and engineers that whilst the model outputs give us a good idea of the likely forecasts there is a need for more data to reduce this zone of uncertainty. It is recommended that whilst detailed condition surveys are being conducted and for reasons of road safety a weight limit should be introduced immediately as a first step to reduce the risk to road users. The vehicle specification research identified a maximum design limit of 88 tonnes for 6 axle trucks (based on a 16 tonne twin wheeled non steering axle and an 8 tonne steering axle) and that additional equipment such as ABS brakes and speed limiters should be applied, in the longer term, to maximum design weight vehicles. This has been termed the Heaviest Standard Truck Concept (see Section 4.1.3). A maximum weight limit for vehicles with 2 6 axles based on 16 tonnes per axle and an 8 tonne steering axle may be considered. However, whilst new 6 axle trucks in UAE are designed for very heavy loads, 40% of tractor units are imported second hand, predominantly from European countries. These vehicles are designed to have a maximum GVW of 56 to 60 tonnes. In addition, because of the high wear and tear rates on trucks operating at very heavy weights and generally poor vehicle maintenance systems (evidenced by the fact that in Abu Dhabi the first time pass rate for the annual truck condition test is less than 50%), to provide a further margin of safety a reduction on the 88 tonne design limit is recommended. This margin of safety is created by reducing the 16 tonne axle limit to 15 tonnes and retaining the 8 tonne steering axle limit, giving an overall limit of 83 tonnes gross vehicle weight for a 6 axle truck. Table E2 shows the recommended interim weight limit for each axle configuration (2 6 axle trucks). Where the manufacturer s design limit for a particular vehicle is lower, then this would prevail over the maximum limits stated. Report\FINAL\Heavy Vehicle Weights and Dimensions Strategy_Exec Sum FINAL_xp.docx Revision - 10 April 2016

73 AECOM Weights and Dimensions Strategy 5 Recommendations - Executive Summary Number of Axles Interim Gross Vehicle Weight Limit (tonnes) Or manufacturer s design weight if lower 2 axle 23 3 axle 38 4 axle 53 5 axle 68 6 axle 83 Table E2 Interim weight limits Modelling undertaken by the study team shows that applying these weight limits would result in a 7% increase in vehicle operating costs and vehicle trips across all truck operations. This is small relative to the margins, on average, that we estimate the trucking industry to be making. Figure E5 shows the net present value of each model output at the interim weight limits outlined in Table E2. These limits result in an overall positive net present value of between and 13.5 billion AED. Bridge maintenance has the largest benefit and vehicle operating cost is the largest cost. Figure E5 - S2B: 83 Tonne Maximum Weight (Vehicle Design Weight with Safety Margin) - Economic benefit/cost Report\FINAL\Heavy Vehicle Weights and Dimensions Strategy_Exec Sum FINAL_xp.docx Revision - 10 April 2016

74 AECOM Weights and Dimensions Strategy Recommendations - Executive Summary 6 Implementing an 83 tonne interim GVW limits based on vehicle design weight limits (up to a maximum of 83 tonnes GVW) subject to future change meets with the UAE government aspiration to introduce governance change gradually and helps to improve road safety. This provides time for industry to adapt to any changes, limiting the cost implications and improving the chances of industry acceptance and compliance. However it is important that this is not perceived as a final solution. It is likely that a long term limit will be lower and based on infrastructure limits. Alongside lower weight limit restrictions, vehicle dimensions must also be considered. In the UAE GSO standards for vehicle length, width and height are applied and there is no available evidence to support changing height and length limits for conventional vehicles. In relation to vehicle width, 73% of trailers are operating beyond the current 2.6 metre width limit although only 5% operate above 2.9 metres. Further investigation is required to determine whether there are any safety implications and to develop the long term width limit. It is recommended that the current operation of vehicles above 2.6 metres but not beyond 2.9 metres is allowed to continue in the immediate term. Existing legislation can be used to enforce these weights and dimensions limits. This could be implemented in 6 months from the date of decision with a longer term solution targeted for implementation within three years or less. Report\FINAL\Heavy Vehicle Weights and Dimensions Strategy_Exec Sum FINAL_xp.docx Revision - 10 April 2016

75 AECOM Weights and Dimensions Strategy 7 Recommendations - Executive Summary Strategy Recommendations This section provides an overview of the top level immediate and strategic recommendations for weights and dimensions as developed by the study team together. Supporting immediate and longer term strategic actions needed to implement the required measures. These recommendations have been developed through research focussed on vehicle specification, pavements and structures. Further detail on each recommendation and the supporting actions required are provided within the specified sections. Immediate Recommendations I-R-1 Interim Weight Limit to Improve Safety - As an initial step to improve road safety, a six axle vehicle should not be loaded beyond 83 tonnes, or their maximum specified design limit whichever is lower. The limits for vehicles with fewer axles are proportionately less based on a 15 tonne non steering and 8 tonne steering axle. I-R-2 - Infrastructure Condition Surveys - Current analysis indicates a limit in the region of 62 to 76 tonnes in order to maintain forecast operational life for structures. However infrastructure condition surveys are required in order to finalise the appropriate limit for safeguarding infrastructure. Due to high vehicle operating cost impact and low additional benefits for pavements and structures, this research does not support a 45 tonne GVW limit as specified in GSO 159, even in the long term. Section Section I-R-3 - Vehicle Length and Height - No evidence from research suggests conventional vehicles should be operating above current GSO limits for length and height. It is therefore recommended that existing vehicle length and height limits are retained. Section I-R-4 - Trailer Width - 73% of vehicles are operating above the GSO limit of 2.6 metres. However only 5% of vehicles are operating above 2.9 metres. It is recommended that the current operation of trailers above 2.6 metres but not beyond 2.9 metresis is allowed in the immediate termhowever further evaluation of the safety of operating at this width is required before a long term recommendation on a width limit can be made. Section I-R-5 - Double Articulated Trailers - Double articulated trailers are utilised by a number of UAE operators for the movement of freight containers between ports and container terminals. Given the significant positive experience of operating double articulated trailers in the UAE it is recommended that their operation is initially allowed on a pilot basis. Further research to specify technical and operational arrangements is to be carried out before a long term decision on their operation can be made. Section Report\FINAL\Heavy Vehicle Weights and Dimensions Strategy_Exec Sum FINAL_xp.docx Revision - 10 April 2016

76 AECOM Weights and Dimensions Strategy Recommendations - Executive Summary 8 Strategic Recommendation S-R-1 - Improve Vehicle Safety Specification Research indicates that currently vehicles in the UAE do not have adequate specification to safely transport the GVW s they are operating at. Additionally vehicles often poorly maintained. Mandated improvements in vehicle specification with the aim of improving safety are therefore recommended. Current research identifies a maximum safe GVW limit of 88 tonnes for a 6 axle vehicle. However any mandated vehicle specification should be proportional to the definitive long term weight limit which is yet to be agreed. S-R-2 Further Research Implications of Trailer Width and Double Articulated Trailers Before the long term strategy on trailer widths and the operation of double articulated trailers can be finalised further research must be conducted so sufficient evidence can be gathered to make an informed decision. The research should seek to specify any technical and operational arrangements that are required. It is recommended that a pilot is conducted as part of the research to help assess the implications of operating double articulated trailers on the UAE network. S-R-3 Revise/Amend Law 8 of 1986 In order for the long term weights and dimensions strategy to be written into regulation, Law 8 of 1986 will need to be amended to incorporate the details of the strategy. As well as the new truck weights and dimensions limits this includes the scope of regulation, delegation of enforcement powers and the penalty system. The penalty system needs to be finalised based on the research presented in the Regulations and Enforcement Report and should set out graduated fines and how they vary for different duty holders. Immediate Actions This section provides an overview of the immediate actions required as a minimum to implement the recommendations of the strategy. These actions are achievable in the short term. It is recommended that the Ministry of Interior are the responsible entity for owning and progressing these actions with the support of the FTA and Abu Dhabi Department of Transport. Further detail is provided within the specified sections. I-A-1 - Conduct Infrastructure Condition Surveys Due to a lack of pavement and structures data relating to current condition the interim strategy is based primarily off vehicle specification evidence that provides clear justification to reduce truck weights to improve road safety. Detailed infrastructure condition assessment must be conducted by each Transport Authority before limits that ensure infrastructure is safeguarded can be finalised. I-A-2 National Recommendations Workshop - A workshop for public entities must be held. The aim of the workshop will be to communicate the details of the strategy and explain the roles and responsibilities of the entities involved in the development, implementation and ongoing management of the strategy going forward. I-A-3 Apply Interim Weight Limits Using Current Law 8 of 1986 An immediate enforcement mechanism is required in order for the interim weight limit of 83 tonnes to be enforcemed. This can be achieved through the use of Law 8 of I-A-4 Joint Specialist Enforcement Teams In order for enforcement to be carried out Specialist Enforcement Teams dedicated to monitoring heavy vehicle weights, dimensions and safety specification are required. Section 5.1 Section 5.2 Section 5.3 Section 5.4 Report\FINAL\Heavy Vehicle Weights and Dimensions Strategy_Exec Sum FINAL_xp.docx Revision - 10 April 2016

77 AECOM Weights and Dimensions Strategy Recommendations - Executive Summary 9 I-A-5 Delegate Enforcement Authority to WIM Station Staff Currently in the UAE it is the Police Departments within each emirate that have the power to enforce truck weights and dimensions through Federal Traffic Law. It is recommended that the Ministry of Interior delegates authority for enforcement of heavy vehicle traffic violations to the relevant Transport Authorities. This includes weigh station operational management. I-A-6 Invest in Weighing Equipment Before effective enforcement can take place there must be sufficient truck weighing equipment to allow enforcement resource to accurately weigh trucks. Currently only Abu Dhabi operates permanent weigh in motion (WIM) stations. Therefore immediate investment in either fixed or mobile weighing equipment is required in the other emirates to ensure enforcement can be conducted across the UAE. Section 5.5 Section 5.6 Section 5.7 I-A-7 Amend Registration Database to Include Design Weight and Dimensions To enable effective enforcement, the design weight, by axle and dimensions of each truck needs to be recorded at vehicle registration for new and existing vehicles. This information should also be included on the vehicle registration card. Strategic Actions This section provides an overview of the strategic actions required to enable the strategy to be finalised and fully implemented. It is envisaged that these actions will be achieved in the long term. It is recommended that the Federal Transport Authority form and lead a National Committee to manage and oversee the completion of the long term strategy. Further detail is provided within the specified sections. S-A-1 Conduct Research on Vehicle Widths and Double Articulated Trailers In relation to recommendation S-R-3 (Section 4.2.2) further research must be conducted to gain sufficient evidence to make informed decisions on the operation of trailers up to 2.9 metres and double articulated trailers on the UAE road network. Specific members of the National Committee should be assigned responsibility for ensuring this strategic action is progressed. Section 6.1 S-A-2 Develop Federal Targeted Enforcement Strategy In the UAE there is currently limited resource available to conduct enforcement activities. Therefore a targeted enforcement strategy should be developed so resources can be focused on the transport operators most likely to breach regulations. Developing operator risk scores based on the type, number and severity of traffic violations accrued is a common way of achieving this. Section 6.2 S-A-3 - Agree Appropriate Vehicle Safety Specification Requirements - Once the long term definitive weight limit has been agreed a decision on the appropriate level of vehicle safety specification can be made. Research has already identified a maximum gross vehicle weight limit of 88 tonnes for a 6 axle truck based on a 16 tonne twin Section 6.3 wheeled non steering axle and an 8 tonne steering axle and other safety specification requirements. This has been termed the Heaviest Standard Truck Concept (HSTC). The agreed specification requirements should be based on this reseach however should be amended to suit the definintive weight limit. Report\FINAL\Heavy Vehicle Weights and Dimensions Strategy_Exec Sum FINAL_xp.docx Revision - 10 April 2016

78 AECOM Weights and Dimensions Strategy Recommendations - Executive Summary 10 The completion of all immediate and strategic actions is required in order for the long term strategy for truck weights and dimensions in the UAE to be finalised. The process will be complex and require the cooperation of many public entities across the UAE. Report\FINAL\Heavy Vehicle Weights and Dimensions Strategy_Exec Sum FINAL_xp.docx Revision - 10 April 2016

79 Hanscomb Consultants Inc. شركة ھانسكومب لالستشارات شركة ھانسكومب لالستشارات PO Box 41124, Abu Dhabi United Arab Emirates To create, enhance and sustain the world s built, natural and social environments

80 أيكوم توصيات بشأن استراتيجية األوزان واألبعاد ملخص تنفيذي 10 April 2016 Department of Transport Report توصيات بشأن است ارتيجية األو ازن واألبعاد - ملخص تنفيذي Error! Unknown document property name.

81 أيكوم توصيات بشأن استراتيجية األوزان واألبعاد ملخص تنفيذي أعدتها شركة هانسكومب لالستشارات ص.ب: أبو ظبي اإلمارات العربية المتحدة لصالح دائرة النقل والمواصالت بالتعاون مع 11 أبريل 1112 عالمة تجارية خاصة بشركة أيكوم ال يمكن عرض الصورة في ال اربط ربما يكون قد تم نقل الملف أو إعادة تسميته أو حذفه. يرجى التحقق من أن ال اربط يشير إلى الملف أو الموقع الصحيح. الغرض من المعلومات الواردة في هذه الوثيقة عن الصادرة شركة أيكوم ميدل إيست ليمتد استخدامها من قبل العميل المذكور على صفحة الغالف في تحقيق الهدف الذي أعدت من أجله وال تتحمل شركة أيكوم ميدل إيست ليمتد أي مسؤولية تجاه الغير الذين يعتمدون عليها. جميع الحقوق محفوظة فال يجوز حذف أي جزء أو عنصر من هذه الوثيقة أو استنساخه أو تخزينه أو نقله إلكترونيا بأي شكل من األشكال دون إذن خطي من شركة أيكوم ميدل إيست ليمتد. بيانات مطابقة الجودة الوثيقة توصيات بشأن است ارتيجية األو ازن واألبعاد - ملخص تنفيذي 6102/4/01 ADH-FFC-DSM-REP- اإلحالة التاريخ إعداد جيمس مايز يظهر توقيع م ارجعة هيكس جون )يوجد توقيع( سجل الم ارجعة الم ارجعة تاريخ الم ارجعة التفاصيل اسم/منصب المفوض التوقيع المسودة األولى جون هيكس يظهر توقيع 6102/6/8 0 المسودة الثانية جون هيكس يظهر توقيع 6102/6/00 6 المسودة الثالثة جون هيكس يظهر توقيع 6102/6/62 3 الوثيقة النهائية جون هيكس يظهر توقيع 6102/4/01 4 Error! Unknown document property name.

82 أيكوم توصيات بشأن استراتيجية األوزان واألبعاد ملخص تنفيذي يؤثر الوضع الحالي ألو ازن الشاحنات في دولة اإلما ارت العربية المتحدة سلبا على السالمة المرورية الواجبة شبكة على الطرق ويزيد من الضغط على البنية التحتية للطرق بشكل كبير مما يؤدي إلى زيادة الحوادث المرورية على الطرق تكلفة وارتفاع الصيانة وزيادة مخاطر تهالك المنشئات كالجسور على وجه التحديد وقد كشفت بيانات م اركز م ارقبة األو ازن المتحركة التي تم جمعها في أبو ظبي في عام 6102 بأن متوسط وزن الشاحنة ذات الستة محاور يبلغ 86 طن بينما بلغ أقصى وزن مسجل للشاحنات ذات الستة محاور 001 طن وبالرغم من أن قطاع البناء والتشييد هو القطاع المتسبب بالدرجة األولى في اإلض ارر بسالمة الطرق بسبب هيمنة األحمال الثقيلة على أعمال هذا القطاع إال أن األحمال الثقيلة نجدها في جميع القطاعات. لضمان السالمة المرورية على الطرق يجب االلت ازم بعدم تحميل أي مركبة بأو ازن تفوق عن الوزن األقصى المحدد لها بحسب المواصفات. بعين االعتبار المي ازنيات المحددة. إضافة إلى ذلك يتعين على إي است ارتيجية طويلة المدى لتحديد أبعاد وأو ازن الشاحنات أن تأخذ مسألة حماية البنية التحتية على نحو يضمن عدم تعرضها للتلف واإلبقاء على تكاليف الصيانة ضمن لغرض معالجة هذه القضية الهامة أجريت د ارسة تفصيلية بهدف وضع است ارتيجية طويلة األمد لمواصفات أو ازن وأبعاد الثقيلة المركبات في دولة اإلما ارت العربية المتحدة وتنطبق هذه االست ارتيجية على أنواع وأحمال المركبات الثقيلة التقليدية في حين ينبغي التعامل مع األحمال الغير اعتيادية ولا غير قابلة للتجزئة بشكل منفصل كما يجب عالوة على ذلك أن تتوافق أي قيود بشأن حركات النقل الدولي مع الالئحة الفنية الخليجية )159 )GSO لضمان تسهيل عملية التبادل التجاري وقد ركزت هذه الد ارسة بشكل أساسي على تحديد الحد األقصى المناسب لما يلي: مواصفات المركبة مواصفات الطرق مواصفات الجسور البيانات المتاحة عن الحالة ال ارهنة للطرق والجسور ومقدار ما تعرضت له من تلف محدودة للغاية إال أن المعلومات المتعلقة بعدد الجسور وأنواع الطرق تعتبر متوافرة باإلضافة إلى توافر المخططات ومعايير التصميم "النهائية" ولذلك يمكننا من خالل استخدام هذه المعلومات فهم كيفية عمل تلك الجسور والطرق في ظل الظروف الحالية والكيفية التي يمكن أن تعمل من خاللها في إطار التصور ات المختلفة لألو ازن وقد أشار تحليل معايير تصميم الجسور في دولة اإلما ارت العربية المتحدة إلى أن تحديد الوزن األقصى اإلجمالي للمركبة بين طن من شأنه أن يؤدي إلى حماية هياكل الجسور من التلف والحفاظ على عمر التصميم االفت ارضي للبنية التحتية. وقد قمنا من خالل استخدام ما توفر لدينا من أدلة من د ارسة مواصفات المركبات والطرق بتطوير نموذج والجسور اقتصادي لتقييم تأثير وضع حدود قصوى لألو ازن على التكلفة االقتصادية وقد تمثلت المعايير الرئيسية التي استخدمت في النموذج: المسافة التي تقطعها المركبات بالكيلو متر والتكاليف التشغيلية للمركبة وتكاليف صيانة وتشييد الطرق وتكاليف صيانة الجسور وتكاليف الحوادث وتكاليف انبعاثات ثاني أكسيد الكربون واألحمال القياسية المعادلة على المحور. 1 وتمثل مخرجات نموذج تحليل األثر االقتصادي توفير في التكاليف المتعلقة بالطرق والجسور والحوادث والتكلفة المت ازيدة للقطاع من حيث تكاليف تشغيل المركبات مثل انخفاض أو ازن الشاحنات وازدياد عدد الرحالت الالزمة. 1 تعتبر عملية قياس األحمال القياسية المعادلة على المحور طريقة لتحويل المحاور من أوزان مختلفة إلى أرقام محاور قياسية متعددة لتقييم أضرار الطريق )المحددة من خالل عدد ووزن المحاور المتحركة على مساحة الطريق. المحور القياسي الواحد = 61.8 طن. يتم تحويل المحاور الفعلية إلى محاور قياسية من خالل المعادلة )وزن المحور / 61.8( 4 Error! Unknown document property name.

83 أيكوم توصيات بشأن استراتيجية األوزان واألبعاد ملخص تنفيذي أما المدخالت األساسية الالزمة للنموذج تشمل التكاليف التشغيلية للمركبات العنصر الرئيسي من بين العناصر المحققة للتكلفة االقتصادية باإلضافة إلى تكاليف الطرق والجسور ومن شأن ذلك أن يجعل من تحقيق وفو ارت في صيانتها يوفر م ازيا اقتصادية وتوضح األشكال ه )0( و ه )3( تكاليف هذه المكونات. يوضح الشكل ه )0( التكاليف التشغيلية بمليا ارت الد ارهم على مدى العمر االفت ارضي للمركبة فعندما يتز ايد عدد المركبات المتأثرة بخفض الوزن المحوري المسموح لها ترتفع التكلفة االقتصادية بشكل سريع إال أن حدة هذا االرتفاع في التكلفة تتالشى بسبب توجه الشركات إلى االعتماد على الشاحنات بالمواصفات اإلما ارتية بدال من الشاحنات ذات المواصفات األوربية والتي انخفضت جدواها االقتصادية وقد سمح ذلك لهم بنقل أو ازن أكبر. الشكل ه )1( - تكاليف تشغيل المركبة يوضح الشكل ه )6( االنخفاض األولي السريع في تكاليف صيانة الطريق وتهاويها عند اقت ارب الحدود القصوى لألو ازن المحورية من 01 طن حيث تختفي أي م ازيا إضافية للشاحنات اإلما ارتية عن النماذج األوربية لألو ازن ما دون 01 طن وتنخفض كذلك األحمال الثقيلة المتاحة لهم وبالتالي نلحظ زيادة سرعة معدل انخفاض األحمال المحورية القياسية المعادلة وزيادة وفو ارت تكاليف الصيانة. الشكل ه )1( تكاليف صيانة الطريق في ظل انعدام البيانات عن حالة الطريق يتضمن الشكل ه )6( نتيجة افت ارضية بأن %21 من الطرق ذات تصميم غير دائم 2 وهو ما يوضح الزيادة الكبيرة في التكاليف الناجمة عن هذه الفرضية وبالتالي المنافع اإلضافية الكبيرة 2 تصمم الطرق الدائمة بحيث ال تكون البنى التحتية للطريق بحاجة إلى االستبدال طوال مدة العمر االفتراضي للطريق وإنما تتطلب استبدال الطبقات السطحية بشكل دوري فقط. ومن المرجح أن تحتاج الطرق غير الدائمة إلى بعض عمليات الصيانة/إعادة اإلنشاء الدورية للبنى التحتية لها. Error! Unknown document property name.

84 أيكوم توصيات بشأن استراتيجية األوزان واألبعاد ملخص تنفيذي الناجمة عن انخفاض األو ازن المحورية للمركبات الثقيلة وينخفض الفرق في التكلفة مع انخفاض الحدود القصوى لألو ازن المحورية على النحو الذي يوضحه الخط األحمر عند اقت اربه من األزرق. يوضح الشكل ه )3( تكاليف صيانة الجسور/الكباري واالنخفاض السريع في التكاليف في المستقبل وذلك نتيجة لوضع الحد األقصى للوزن المحوري بواقع 02 طن األمر الذي ال يقتضي مستويات عالية من الصيانة واعادة تصميم وتجديد الجسور إذا أريد لها االستم ارر في عملها في استيعاب األحمال الملحوظة حاليا على شبكة الطرق بأمان. الشكل ه )3( تكاليف صيانة الجسور/الكباري يوضح الشكل ه )4( صافي المنفعة االقتصادية الكلية معبر عنها بصافي القيم الحالي )NPV( لمجموعة من األو ازن المحورية )02-9 طن( كما يوضح أيضا النتائج بافت ارض أن الطرق مصممة بشكل دائم في جميع أنحاء شبكة الطرق في دولة اإلما ارت العربية المتحدة والفرضية البديلة هي أن %21 من الطرق التي تتشكل منها شبكة الطرق في دولة اإلما ارت العربية المتحدة عبارة عن طرق غير دائمة. الشكل ه )4( - األثر االقتصادي )صافي القيمة الحالية لكل تصور )NPV - Error! Unknown document property name.

85 أيكوم توصيات بشأن استراتيجية األوزان واألبعاد ملخص تنفيذي توضح نتائج نموذج األثر االقتصادي بأن تكلفة قطاع نقل البضائع بالشاحنات ترتفع بشكل حاد مع انخفاض الحدود القصوى لألو ازن بسبب التكاليف المترتبة على الحاجة إلى مزيد من رحالت النقل مع وجود فائدة فورية تتعلق بالجسور والطرق إال أنها ال تستمر في الزيادة بنفس المعدل مع االستم ارر في تفليل األو ازن ولذلك مع استم ارر انخفاض األو ازن المحورية يتم الوصول إلى نقطة التعادل االقتصادية )breakeven( والتي ينشأ بعدها خسائر اقتصادية وتزداد هذه الخسائر مع زيادة انخفاض الحدود القصوى لألو ازن المحورية. وبالرغم من دقة نتائج النموذج فإنه نظ ار لمحدودية البيانات المتوافرة عن الحالة ال ارهنة للبنية التحتية فإن هذه النتائج ال تتيح مستوى كاف من الثقة الواجبة التخاذ ق ارر تحديد الحدود القصوى لألو ازن في إطار االست ارتيجية طويلة األمد كما أنه وبالرغم من أنه من المرجح أن يمنحنا شكل الخط تمثيال مناسبا لألو ازن فال ي ازل هناك مساحة من عدم اليقين تقع اإلجابة الفعلية على أحد جوانبها مع إق ارر الجهات المعنية والمهندسين بأنه بالرغم من أن نتائج النموذج تمنحنا تصور جيد عن التوقعات المحتملة فال ي ازل هناك حاجة لمزيد من البيانات للتقليل من مساحة حالة عدم اليقين. لذلك من المستحسن -ولسالمة الطرق - وضع حد أقصى لألو ازن فو ار أثناء إج ارء د ارسات حالة الطرق كخطوة أولى للحد من المخاطر التي يتعرض لها مستخدمي الطريق. استقصائية تفصيلية عن حددت الد ارسة الوزن األقصى لمواصفات التصميم بواقع 88 طن بالنسبة للشاحنات ذات الست محاور )على أساس 02 طن على كل محور مزدوج اإلطا ارت غير الموجه و 8 طن على المحور الموجه( مع وجوب توفر معدات إضافية مثل ف ارمل "أيه بي أس" ومحددات سرعة على المدى الطويل وذلك في المركبات المصممة لنقل األو ازن القصوى ويطلق عليها "مفهوم الشاحنات القياسية ذات األو ازن القصوى" )انظر القسم 3-0-4(. يمكن تحديد األو ازن القصوى المسموح بها للمركبات التي يبلغ عدد محاورها من محاور على أساس 02 طن لكل محور غير موجه و 8 طن لكل محور موجه إال أنه وبالرغم من تصميم الشاحنات الجديدة ذات الست محاور في دولة اإلما ارت العربية المتحدة لنقل األحمال الثقيلة جدا فإن نسبة %41 من عربات الجر يتم استي اردها مستعملة غالبا من الدول األوروبية. وقد صممت هذه المركبات بطاقة استيعابية لجر الوزن األقصى اإلجمالي للمركبة من 22 إلى 21 طنا. إضافة إلى ذلك وبسبب ارتفاع معدالت االستهالك في الشاحنات التي تعمل في مجال نقل األو ازن الثقيلة جدا وضعف نظم صيانة المركبات عموما )بناء على األدلة المتوفرة عن معدل نسبة النجاح في االختبار السنوي لحالة الشاحنة من أول مرة بواقع أقل من %21 في أبو ظبي( وبالتالي يتعين تخفيض الوزن األقصى للتصميم إلى أقل من 88 طن وذلك لزيادة وتحسين درجة السالمة ويمكن إيجاد هذا الهامش من خالل خفض الوزن األقصى على المحور من 02 طن إلى 02 طن مع اإلبقاء على الحد األقصى للمحور الموجه 8 طن ومن شأن ذلك أن يسمح بحد أقصى إجمالي قدره 83 طن للوزن اإلجمالي للمركبة وذلك بالنسبة للشاحنات ذات الست محاور. يبين الجدول ه )6( الوزن األقصى المرحلي المقترح لكل محور )شاحنات ذات 2-6 محاور( وفي حال تخفيض صانع المركبة للحد األقصى للتصميم فإنه يعتد بما يقرره الصانع وليس األو ازن القصوى المقررة. Error! Unknown document property name.

86 أيكوم توصيات بشأن استراتيجية األوزان واألبعاد ملخص تنفيذي عدد المحاور الوزن اإلجمالي األقصى المرحلي للمركبة )طن( أو الوزن الذي يقرره الصانع للتصميم في حال كان أقل محورين ثالث محاور أربع محاور خمس محاور ست محاور الجدول ه )3( األو ازن القصوى المرحلية يوضح النموذج الذي قام بوضعه فريق الد ارسة بأن تطبيق هذه األو ازن القصوى من شأنه أن يؤدي إلى زيادة %1 في تكاليف تشغيل المركبات ورحالت المركبات في جميع عمليات الشحن وهي نسبة قليلة مقارنة مع الهوامش التي نتوقع أن يستهلكها قطاع نقل البضائع بالشاحنات. يبين الشكل ه )2( صافي القيمة الحالية )NPV( لكل ناتج من نواتج النموذج حسب األو ازن القصوى المبينة المرحلية في الجدول ه )6( وتحقق هذه األو ازن القصوى صافي إيجابي للقيمة الحالية الكلية بين و 03.2 مليار درهم وتعتبر صيانة الجسور المستفيد األكبر في حين أن تكاليف تشغيل المركبة تمثل التكلفة األكبر. Error! Unknown document property name.

87 أيكوم توصيات بشأن استراتيجية األوزان واألبعاد ملخص تنفيذي الشكل ه )2( التغير الزمني في التكلفة االقتصادية مقارنة مع الوضع الحالي: أقصى وزن بواقع 83 طن )الوزن التصميمي للمركبة مع هامش السالمة( الفوائد/التكلفة االقتصادية المتأتية 83 تطبيق الحدود القصوى المرحلية للوزن اإلجمالي للمركبة بواقع طن على أساس األو ازن القصوى لتصميم المركبة )الوزن اإلجمالي للمركبة 83 طن كحد أقصى( يخضع لتلبية التغيي ارت المستقبلية لتطلعات حكومة اإلما ارت العربية المتحدة بإحداث تغيير تدريجي في النظام والمساعدة على تحسين السالمة على الطرق والذي من شأنه أن يمنح القطاع وقتا للتكيف مع أي تغي ارت والحد من التكاليف المترتبة وتحسين فرص القبول وااللت ازم من جانب القطاع إال أنه من المهم أال ينظر إليها على أنها الحل النهائي حيث أنه من المرجح أن ينخفض الحد األقصى على المدى الطويل وذلك بناء على الحدود القصوى للبنية التحتية. باإلضافة إلى القيود على تخفيض األو ازن القصوى يجب أن يؤخذ بعين االعتبار أبعاد المركبة وتنطبق معايير اللوائح الفنية الخليجية الخاصة بطول وعرض وارتفاع المركبة في دولة اإلما ارت العربية المتحدة وال يتوفر في الوقت الحالي دليل يؤيد تغيير الحدود القصوى الرتفاع وطول المركبات التقليدية. وفيما يتعلق بعرض المركبة فإن %13 من المقطو ارت التي تم رصدها تعمل خارج الحد األقصى الحالي لعرض المركبة 6.9 %2 والبالغ 6.2 متر وبرغم ذلك فإن ماال يزيد عن فقط يتجاوز عرضها عن متر ولذلك يتوجب إج ارء مزيد من التحقيقات لتحديد ما إذا كانت هناك أية آثار تتعلق بالسالمة وتحديد الحد األقصى لعرض المركبة على المدى الطويل حيث أنه المستحسن السماح باستم ارر عمل المركبات التي يزيد عرضها عن متر ولكن دون متر في المدى القريب. يمكن االستفادة من القوانين المعمول بها حاليا في فرض الحدود القصوى لألو ازن واألبعاد ويمكن تنفيذ ذلك في غضون ستة أشهر من تاريخ اتخاذ ق ارر باستهداف وضع حل طويل المدى لتنفيذه في غضون ثالث سنوات أو أقل. Error! Unknown document property name.

88 أيكوم توصيات بشأن استراتيجية األوزان واألبعاد ملخص تنفيذي التوصيات االست ارتيجية: يقدم هذا القسم لمحة عامة عن التوصيات ذات األهمية القصوى العاجلة والتوصيات االست ارتيجية لألو ازن واألبعاد والتي وضعها أعضاء فريق الد ارسة مجتمعين حيث يتعين اتباع إج ارءات داعمة فورية وكذلك است ارتيجية طويلة األمد لتطبيق التدابير الالزمة وقد وضعت هذه التوصيات من خالل الد ارسات التي تركز على مواصفات المركبة والطرق والجسور وقد قدمنا مزيدا من التفاصيل بشأن كل توصية واإلج ارءات الداعمة الالزمة المخصصة لها. في األقسام لها القسم التوصيات العاجلة: الوزن األقصى 0- المرحلي لتحسين مستوى السالمة كإج ارء أولي لتحسين السالمة على الطرق ال يجوز للمركبة ذات الست محاور أن تنقل حمولة تزيد عن 83-6 المرورية طن أو الوزن األقصى المحدد في تصميم المركبة أيهما أقل مع انخفاض الحدود القصوى لألو ازن للمركبات ذات المحاور األقل بصورة تناسبية على أساس محور غير موجه 02 طن ومحور موجه 8 طن. د ارسات استقصائية عن حالة البنية التحتية - -3 يشير التحليل الحالي إلى الحد األقصى في المنطقة من طن للحفاظ على العمر التشغيلي المتوقع للجسور إال أنه يتوجب إج ارء د ارسات استقصائية بشأن حالة البنية التحتية لوضع الحد األقصى المناسبة بصورة نهائية لحماية البنية التحتية إال أنه ونظ ار الرتفاع تأثير التكاليف التشغيلية للمركبات وانخفاض الفوائد اإلضافية للطرق والجسور فإن هذه الد ارسة لم تدعم األو ازن القصوى اإلجمالية للمركبات بحد 42 طن المحددة بحسب الالئحة الفنية الخليجية )159 )GSO حتى على المدى الطويل. أبعاد المركبة - ال يوجد دليل في الد ارسة يشير إلى أنه ينبغي تشغيل المركبات التقليدية بما يزيد عن الحدود القصوى الحالية لهيئة التقييس لدول مجلس التعاون الخليجي للطول واالرتفاع ولذلك من المستحسن اإلبقاء على الحدود القصوى القائمة لطول وارتفاع المركبة. القسم القسم القسم عرض المقطورة %13 من المركبات العاملة يزيد عرضها عن الحد األقصى لهيئة التقييس لدول مجلس التعاون الخليجي البالغ 6.2 متر إال أن %2 من المركبات فقط تتجاوز 6.9 متر وبالتالي توصي الد ارسة بالسماح باستم ارر عمل المقطو ارت الحالية التي يزيد عرضها عن 6.2 متر دون أن يتجاوز 6.9 متر في المستقبل القريب مع التنويه إلى الحاجة إلى إج ارء مزيد من التقييم بشأن سالمة تشغيل مركبات بهذا العرض قبل رفع توصية طويلة األمد بشأن الحد األقصى لعرض المركبة القسم -4 المقطو ارت المفصلية المزدوجة يمكن لعدد من الشركات اإلما ارتية االستفادة من المقطو ارت المفصلية المزدوجة لنقل حاويات الشحن بين الموانئ ومحطات الحاويات وبالنظر إلى التجربة اإليجابية الكبيرة لتشغيل -2 Error! Unknown document property name.

89 أيكوم توصيات بشأن استراتيجية األوزان واألبعاد ملخص تنفيذي المقطو ارت المفصلية المزدوجة في دولة اإلما ارت العربية المتحدة نقترح بأن يتم السماح باستخدامها بصفة مبدئية على أساس تجريبي وي نصح بإج ارء مزيد من الد ارسات لتحديد الترتيبات الفنية والتشغيلية قبل أن يتم اتخاذ ق ارر طويل األمد بشأن استخدامها من عدمه. التوصيات االست ارتيجية: تحسين مواصفات المركبة - المتعلقة بالسالمة تشير الد ارسات بأن المركبات في دولة اإلما ارت العربية -. المتحدة ال تتمتع في الوقت ال ارهن بمواصفات كافية لنقل األو ازن اإلجمالية للمركبات داخل الخدمة حاليا بصورة آمنة عالوة على افتقار المركبات للصيانة الكافية وبناء على ذلك نقترح بإضافة التحسينات الالزمة في مواصفات المركبات والتي تهدف إلى تحسين مستوى السالمة وقد حددت الد ارسة الحد األقصى اآلمن لوزن المركبة اإلجمالي بواقع 88 طن للمركبات ذات الست محاور إال أن أي مواصفات الزمة للمركبة يجب أن تتناسب مع الوزن األقصى النهائي على المدى الطويل والذي لم يتم االتفاق عليه بعد. إج ارء مزيد من الد ارسات بشأن اآلثار المترتبة على عرض المقطورة واستخدام المطو ارت المفصلية -2 المزدوجة قبل وضع است ارتيجية طويلة األمد بشأن عرض المطو ارت واستخدام المقطو ارت المفصلية المزدوجة يجب إج ارء مزيد من الد ارسات بغرض جمع أدلة كافية التخاذ ق ار ارت سليمة ويجب أن تسعى الد ارسة لتحديد أي ترتيبات فنية وتشغيلية الزمة ولذلك نقترح إج ارء تجارب عملية كجزء من الدارسة للمساعدة في تقييم اآلثار المترتبة على استخدام مقطو ارت مفصلية مزدوجة على شبكة الطرق في دولة اإلما ارت العربية المتحدة. تنقيح / تعديل قانون رقم لسنة - من أجل وضع بنود است ارتيجية طويلة األمد بشأن األو ازن واألبعاد في صيغة الئحة تنظيمية ينبغي تعديل القانون رقم 8 لسنة 0982 إلد ارج تفاصيل االست ارتيجية على أن يشمل ذلك باإلضافة إلى األو ازن واألبعاد القصوى للشاحنات الجديدة نطاق الالئحة وتفويض الصالحيات التنفيذية ونظام العقوبات والذي ينبغي وضعه بناء على الد ارسات الواردة في "تقرير األنظمة والتنفيذ" وتحديد العقوبات والغ ارمات التدريجية وتنويعها طبقا الختالف المهام وأصحاب العمل. Error! Unknown document property name.

90 أيكوم توصيات بشأن استراتيجية األوزان واألبعاد ملخص تنفيذي اإلج ارءات الفورية: يقدم هذا القسم لمحة عامة عن اإلج ارءات الفورية الالزمة كحد أدنى لتنفيذ توصيات االست ارتيجية ويمكن تنفيذ هذه اإلج ارءات على المدى القصير ومن المستحسن أن تكون و ازرة الداخلية الجهة المسؤولة عن تنفيذ وتدرج هذه اإلج ارءات بدعم من الهيئة االتحادية للنقل البري والبحري )FTALM( ودائرة الشؤون البلدية والنقل في أبو ظبي )دائرة النقل سابقا ( وقد أوردنا مزيدا من التفاصيل ضمن القسم القسم األقسام الخاصة بذلك. إج ارء د ارسات استقصائية عن حالة البنية التحتية بخصوص الحالة ال ارهنة للطرق والجسور نظ ار لعدم وجود بيانات كافية فقد اعتمدت االست ارتيجية بشكل المرحلية أساسي على مواصفات المركبات والتي تضمنت مبر ار صريحا لخفض أو ازن الشاحنات لتحسين السالمة المرورية على الطرق وسوف تقوم كل هيئة نقل بإج ارء تقييم تفصيلي عن حالة البنية التحتية قبل تحديد األو ازن القصوى التي تضمن حماية البنية التحتية. ورشة عمل بشأن التوصيات على المستوى االتحادي - يتعين عقد ورشة عمل للجهات القسم القسم العامة بهدف إبالغها بتفاصيل االست ارتيجية وشرح مهام ومسئوليات الجهات المشاركة في تطوير وتنفيذ وادارة االست ارتيجية بصفة دائمة. 3 حدود تطبيق األو ازن القصوى الموضوعة بصفة مرحلية لسنة رقم الساري القانون أحكام م ارعاة مع -3 يتوجب وضع آلية إنفاذ فورية من أجل فرض االلت ازم بالوزن األقصى المرحلي 6838 بواقع 83 طن ويمكن تحقيق ذلك من خالل تطبيق أحكام القانون رقم 8 لسنة القسم فرق تنفيذ اختصاصية مشتركة يتوجب تكوين "فرق تنفيذ متخصصة" لم ارقبة مواصفات -4 األو ازن واألبعاد والسالمة في المركبات الثقيلة لتنفيذ التوصيات ووضعها قيد التنفيذ. تفويض صالحية التنفيذ إلى موظفي محطات م ارقبة أو ازن الشاحنات والتي تتمثل حاليا في دولة اإلما ارت العربية المتحدة بإدا ارت الشرطة في كل إمارة والتي لديها صالحية فرض 8-5 القسم -2 أو ازن وأبعاد محددة للشاحنات من خالل قانون السير والمرور االتحادي رقم 60 على أنه من المستحسن أن تقوم و ازرة الداخلية بتفويض صالحية تنفيذ المخالفات المرورية للمركبات الثقيلة إلى هيئات النقل ذات الصلة بما فيها اإلدارة التنفيذية لمحطات م ارقبة األو ازن. 7-5 القسم االستثمار في معدات التوزين - يجب أن يتوفر معدات كافية لتوزين الشاحنات قبل البدء في عملية تنفيذ النظام بصورة فعالة وذلك للسماح للقائمين على عملية التنفيذ بالقيام بعملية توزين الشاحنات بدقة حيث أن إمارة أبوظبي فقط هي من يمتلك محطات دائمة لم ارقبة أو ازن الشاحنات حاليا ولذلك يتوجب -2 Error! Unknown document property name.

91 أيكوم توصيات بشأن استراتيجية األوزان واألبعاد ملخص تنفيذي على اإلما ارت األخرى االستثمار فو ار في معدات توزين ثابتة أو متحركة لضمان إمكانية التنفيذ في مختلف أنحاء الدولة. تعديل قاعدة بيانات التسجيل لتشمل وزن وأبعاد التصميم - لتمكين عملية التنفيذ بفعالية يتوجب تسجيل -1 وزن ومحور وأبعاد التصميم لكل شاحنة عند تسجيل المركبات الجديدة وتلك داخل الخدمة على أن يتم إد ارج هذه المعلومات في بطاقة تسجيل المركبات. اإلج ارءات االست ارتيجية يقدم هذا القسم لمحة عامة عن اإلج ارءات االست ارتيجية الالزمة لالنتهاء من وضع االست ارتيجية وتنفيذها بالكامل ومن المتوقع أن يتم تنفيذ هذه اإلج ارءات على المدى الطويل ومن المستحسن أن تقوم هيئة 4-8. القسم النقل االتحادية بتشكيل وقيادة لجنة وطنية إلدارة واإلش ارف على عملية وضع است ارتيجية طويلة األمد. وقد أوردنا مزيدا من التفاصيل ضمن األقسام الخاصة بذلك. إج ارء د ارسات بشأن عرض المركبات والمقطو ارت المفصلية المزدوجة - يجب إج ارء -0 مزيد من الد ارسات بشأن التوصية رقم )3( من التوصيات االست ارتيجية )القسم 6-6-4( للحصول على أدلة كافية التخاذ ق ار ارت صحيحة بشأن استخدام المقطو ارت التي ال يتجاوز 2-8 القسم متر وكذلك عرضها 6.9 المقطو ارت المفصلية المزدوجة على شبكة الطرق في دولة اإلما ارت العربية المتحدة كما يجب تكليف أعضاء محددين من اللجنة الفنية االتحادية بالمسؤولية عن ضمان تنفيذ هذا اإلج ارء االست ارتيجي. وضع است ارتيجية تنفيذ محددة على المستوى االتحادي الموارد المتوفرة حاليا في دولة 3-8 القسم -6 اإلما ارت العربية المتحدة للقيام بإج ارءات التنفيذ محدودة للغاية ولذلك ينبغي وضع است ارتيجية محددة للتنفيذ بحيث تركز الموارد على شركات النقل التي من المرجح أن تخل باألنظمة كما أن تحديد درجات مسئولية الشركة المشغلة بناء على نوع وعدد وخطورة المخالفات المرورية المستحقة تعتبر طريقة شائعة بجسب أفضل الممارسات العالمية لتحقيق ذلك. االتفاق على شروط مناسبة لمواصفات السالمة الواجب توافرها في المركبة عند االتفاق على الوزن األقصى النهائي على المدى الطويل يمكن إصدار ق ارر بشأن المستوى المناسب من مواصفات السالمة في -3 المركبة وقد حددت الد ارسة بالفعل الوزن األقصى اإلجمالي لوزن المركبة بأنه 88 طن للشاحنات ذات الست محاور على أساس على أساس 02 طن على المحور مزدوج اإلطا ارت غير الموجه و 8 طن على المحور الموجه وغيرها من شروط مواصفات السالمة. وقد أطلق عليها "مفهوم الشاحنات القياسية ذات األو ازن القصوى ")HSTC( ويجب أن تستند شروط المواصفات المتفق عليها على هذه الد ارسة إال أنه ينبغي تعديلها لتناسب الوزن األقصى النهائي. Error! Unknown document property name.

92 أيكوم توصيات بشأن استراتيجية األوزان واألبعاد ملخص تنفيذي يتوجب االنتهاء من جميع اإلج ارءات الفورية واالست ارتيجية من أجل وضع الصيغة النهائية الست ارتيجية طويلة األمد ألو ازن وأبعاد الشاحنات في دولة اإلما ارت العربية المتحدة وسوف تكون هذه العملية معقدة وتستوجب تعاون العديد من الجهات الحكومية في دولة اإلما ارت. إنشاء وتعزيز واستدامة طبيعية واجتماعية على مستوى عالمي Hanscomb Consultants Inc. لالستشارات لالستشارات هانسكومب هانسكومب شركة شركة PO Box 41124, Abu Dhabi United Arab Emirates إنشاء وتعزيز واستدامة طبيعية واجتماعية على مستوى عالمي Error! Unknown document property name.

93 خطة النقل الشاملة قطاع النقل البري

94 نبذة عن خطة النقل الشاملة خطة النقل الشاملة هي أول خطة شاملة مختصة بالنقل واملواصالت في دولة إلامارات العربية املتحدة وقد تم تطويرها من قبل الهيئة الاتحادية للمواصالت البرية والبحرية في عام تقترح هذه الخطة نهجا جديدا لتخطيط النقل واملواصالت يربط تخطيط وتنظيم وتشغيل الطرق البرية الاستراتيجية بنظيره للنقل البحري والجوي والسككي بحيث تشكل جميعها شبكة متكاملة توازن ما بين ماولويات الاتحادية والاحتياجات املحلية لكل إمارة. تطل ب وضع هذه الخطة إعداد نموذج نقل وطني يغطي كامل دولة إلامارات العربية املتحدة ويشمل جميع وسائل النقل البري وتم استخدام ذلك النموذج للتنبؤ بنمو الطلب على النقل وتقييم أداء شبكة الطرق باإلضافة الى استخدامه لتقييم ودراسة السياسات والسيناريوهات الجديدة وتحديد الاستثمارات املستقبلية املطلوبة.

95 ألاهداف الاستراتيجية لخطة النقل الشاملة للدولة 1( تعزيزالنمو الاقتصادي الوطني وتنافسيته و رفع ثقة املستثمرين في القطاعات كافة من خالل : تمكين البنى التحتية الاستراتيجية من تفادي نشوء اختناقات على مامد القريب ومن استيعاب التغييرات الاجتماعية والاقتصادية والبيئية التي يمكن أن تحدث على املدى الطويل. تخفيض الازدحام وتقليل زمن التأخير في تعزير القدرة على توفير فرص تحقيق التكامل الوصول الى املنافذ الدولية الشبكات. وخيارات تنقل أكثر وأفضل للجميع. بين قطاعات النقل البري والبحري 2( تعزيز السالمة وألامان والصحة من خالل : إدارة تشجيع املخاطر على الصحة والسالمة. مستويات عالية من السالمة ومامان. الرئيسة. والجوي. ممرات التنقل الرئيسة

96 ألاهداف الاستراتيجية لخطة النقل الشاملة للدولة 3( تخفيض آثار قطاع النقل واملواصالت على البيئة تخفيض أثر قطاع النقل على البيئة الحضرية. تقليل الاعتماد على املركبات الخاصة من خالل تشجيع استخدام وسائل املواصالت العامة. رفع كفاءة استخدام الطاقة وتخفيض الانبعاثات الضارة بالبيئة. النقل واملواصالت. التعامل مع التغيرات السكانية وتحسين جودة الحياة للجميع: رفع مستوى رضا املستخد مين والعمل على زيادة مستوى ثقتهم بوسائل تحسين إمكانية وصول الجميع الى الوظائف والخدمات. تعزيز الترابط الاجتماعي. )4

97 عناصر خطة النقل الشاملة تتكون خطة النقل الشاملة من ثالثة أجزاء وملحقين تفصيلين كالتالي: الجزء ماول - التحديات : تحديد الوضع الحالي وتحديات النقل الرئيسة للمواصالت التي تواجه دولة إلامارات العربية املتحدة حاليا وحتى عام الجزء الثاني - سياسات املواصالت الاتحادية : تحديد رؤية النقل الشاملة ومجموعة ماهداف الاستراتيجية والغايات التشغيلية تمهيدا لوضع سياسات النقل الاتحادية الرئيسة وإجراءات تنفيذها وطرح عدد من املقترحات الخاصة كأولويات. الجزء الثالث - خطة التنفيذ: تحديد برنامج وجدول زمني لتنفيذ عناصر خطة النقل الشاملة الرئيسة بما في ذلك الاستثمار في البنية التحتية الهامة والتقديرات ماولية للتكاليف ومقترحات حول متابعة تنفيذ الخطة ومراجعتها لضمان استمرار ترابطها وحداثتها.

98 أوال: تحديات النقل الحالية واملستقبلية النمو السكاني والاقتصادي املتسارع وتزايد الطلب على حركة مافراد والسلع والخدمات. ثقافة الاعتماد على السيارات الخاصة. تجاوز الطلب للقدرة الاستيعابية للطرق السريعة مما ينتج عنه ازدحامات مرورية. تأثير أنظمة النقل واملواصالت على البيئة وصحة إلانسان. التأثيرات السلبية للشاحنات على طرق الدولة. حوادث الطرق واملعدالت العالية للوفيات. محدودية املواصالت العامة. تحسين الوصول الى املوانئ واملطارات. تحقيق تنمية إقليمية متوازنة والربط الشامل للدولة.

99 ثانيا : سياسات النقل الوطنية تركز الخطة على تعزيز التطور الاقتصادي والاجتماعي لدولة إلامارات العربية املتحدة وتتميز املبادئ ماساسية لإلطار العام لسياسات النقل الوطنية بما يلي : تشجيع استخدام مانماط املستدامة للنقل داخل املدن وما بينها. تحديد أولويات الاستثمار في شبكات النقل الاستراتيجية العابرة لحدود إلامارات وضع منهجية جديدة إلدارة ماصول بطريقة فعالة ومؤثرة. وضع منهجية جديدة للحد من لاثار البيئية للنقل وإدارة الطلب على النقل بما يحقق الاستفادة القصوى من الاستثمار في البنى التحتية. بناء قطاع موانئ ومطارات فعال وعالي الكفاءة ي سهم في توفير خدمات نقل متعددة الوسائط ويدعم ماداء اللوجستي للدولة.

100 ثانيا : سياسات النقل الوطنية تضمنت خطة النقل الشاملة الحالية 37 سياسة محددة باإلضافة الى مجموعة من حلول البنية التحتية والاجراءات الالزمة لتحقيق الرؤية الاتحادية وتم تصنيف هذه السياسات وفق ثالثة أهداف رئيسة: الاستثمار في بنى تحتية أفضل لقطاع النقل تعزيز إدارة وسالمة واستدامة شبكات النقل التخطيط الاستراتيجي املتكامل مقترحات البنية الطرقية

101 ثالثا : توصيات خطة النقل الشاملة تضم نت الخطة الحالية توصيات ب : حوالي 600 كلم من البنى التحتية املطورة للطرق السريعة على شبكة الطرق الاتحادية. حوالي 1600 كلم من البنى التحتية للسكك الحديدية لخدمة الركاب والبضائع. حوالي 20 محطة استراتيجية للركاب باإلضافة الى مايزيد على 10 مرافق وتقاطعات لعمليات شحن البضائع. شبكة حافالت بين إلامارات املختلفة تغطي كافة أنحاء دولة إلامارات العربية املتحدة. سياسات وبرامج أخرى ملعالجة قضايا واحتياجات تحسين سالمة الطرق ولتشجيع خيارات النقل املستدامة ولتبني منظومة إدارة أصول فعالة.

102 بعض ألامثلة على التوصيات الجاري العمل بها تعمل الهيئة حاليا على تنفيذ بعض توصيات الخطة الحالية من خالل مشاريع مثل : دراسة لاثار البيئية للنقل البري. دراسة تأسيس مركز وطني لبيانات النقل والطرق. دراسة توحيد أساليب جمع وتوثيق بيانات الحوادث املرورية. تشكيل لجنة وطنية للنظر في خدمات نقل الركاب املتكاملة.

103 لماذا تحتاج الخطة الى التحديث تم إعداد خطة النقل الشاملة الحالية في الفترة ما بين نوفمبر 2008 وإبريل 2010 ونظرا: للحاجة لألخذ باالعتبار لتحديثات خطط النقل الشاملة لكل إمارة من إمارات الدولة خالل السنوات املاضية وتداعيات ذلك على جانبي العرض والطلب. للحاجة ألخذ تطلعات والتزامات الدولة باالعتبار )رؤية إلامارات 2021 البيئة و إكسبو 2020 مثال(..) ( لضرورة توسيع أفق الخطة ليشمل العشرين سنة القادمة على ماقل فهناك ضرورة ملراجعة وتحديث السياسات والحلول املقترحة في الخطة.

104 العناصر املطلوب مراجعتها في خطة النقل الشاملة: عند مراجعة خطة النقل الشاملة الحالية يتبين حلول البنية التحتية املقترحة. أن مامور التالية بحاجة الى املراجعة والتحديث: سياسات وتشريعات النقل املقترحة. البرنامج الزمني لحلول البنية التحتية والسياسات والتشريعات املقترحة: القصير واملتوسط. ما يتعلق باألمدين وخاصة من املقر ر تحديث خطة النقل الشاملة للدولة خالل السنة أو السنتين القادمتين.

105 خطة النقل الشاملة

106 نشكركم على حسن الاستماع

107 االجتماع الثاني للمجلس الفني للنقل البري 2016 األثنين املوافق 9 مايو 2016 الخطة التشغيلية للمجلس فرق العمل

108 املحتوى مقدمة : اختصاصات املجلس الفني الخطة التشغيلية للمجلس الفني فرق العمل بموجب الخطة التشغيلية اتفاقيات األمم املتحدة الرئيسية لتسهيل التجارة والنقل في العالم العربي االتفاقيات العربية واإلقليمية في مجال النقل اللوائح الفنية الخليجية املعتمدة

109 اختصاصات املجلس الفني للنقل البري بموجب قرار تشكيله: بموجب قرار رئيس مجلس اإلدارة رقم) 36 ( لسنة 2015 في شأن تشكيل املجلس الفني تم تحديد اختصاصات املجلس على النحو التالي : 1. استعراض الوضع الحالي لقطاع النقل البري. 2. بحث مجاالت التعاون املشتركة. 3. االطالع على الدراسات واالحصائيات والخطط االستراتيجية في مجال النقل البري وامكانية االستفادة املشتركة منها. 4. التنسيق والتكامل في املشاريع والبرامج املشتركة الحالية واملستقبلية لتحقيق التكامل فيما بينهما وعدم االزدواجية. 5. اقتراح السياسات واملبادرات والتشريعات والبرامج والخطط الالزمة لتطوير قطاع النقل البري وتعزيز تنافسيته. 6. ايجاد الحلول للمعوقات التي تواجه قطاع النقل البري. 7. أية مهام أخرى يتم تكليف املجلس بها. 3

110 الخطة التشغيلية للمجلس الفني لقطاع النقل البري املبادرة 1.دراسة الوضع الحالي لقطاع النقل البري بالدولة 2.عقد مقارنة معيارية مع الدول الرائدة في مجال النقل واملماثلة في طبيعة النشاط االقتصادي والظروف الجغرافية الية التنفيذ دراسة قطاع النقل البري بالدولة وانجاز الدراسة الفنية الخاصة بذلك ثم رفع التوصيات تحديد الدول املستهدفة وعمل زيارات مقارنة معيارية وتوثيق نتائج الزيارة الصالحيات املخرجات مؤشر االداء مسؤولية التنفيذ تشكيل فريق باالستعانة بخدمات استشاري متخصص فريق عمل من املجلس انجاز الدراسة )100 )% انجاز املقارنة املعيارية )%100( 1.دراسة تفصيلية عن الوضع الحالي لقطاع النقل البري بالدولة. 2.خطط عمل 2.توصيات الزيارة االستشاري: يوص ي الفريق: يقر املجلس الفني: يعتمد الفريق: يوص ي 1.تقرير زيارات املقارنة املعيارية املجلس الفني: يقر مجلس ادارة الهيئة: يعتمد 3.تحليل الفجوات وتحديد فرص التحسين للنهوض عمل دراسة لتحليل الفجوات بين قطاع النقل 4 البري الحالي استشاري متخصص تحت اشراف املجلس انجازتحليل الفجوات مع التقرير بنسبة 1.تقرير تحليل الفجوات. 2. خطة عمل لتحسين قطاع النقل االستشاري: يوص ي الفريق: يقر