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Marketing

The 2011 Import and Export Market for Railway or Tramway Track Fixtures and Fittings; Mechanical Signaling, Safety, and Traffic Control Equipment for Railways and Tramways; and Parts Thereof in Asia

On the demand side, exporters and strategic planners approaching the market in Asia face a number of questions. Which countries are supplying railway or tramway track fixtures and fittings; mechanical signaling, safety, and traffic control equipment for railways and tramways; and parts thereof to Asia? What is the dollar value of these imports? How much do the imports of railway or tramway track fixtures and fittings; mechanical signaling, safety, and traffic control equipment for railways and tramways; and parts thereof vary from one country to another in Asia? Do exporters serving the market in Asia have similar market shares across the importing countries? On the supply side, Asia also sells to the international market of railway or tramway track fixtures and fittings; mechanical signaling, safety, and traffic control equipment for railways and tramways; and parts thereof. Which countries in Asia supply the most exports of railway or tramway track fixtures and fittings; mechanical signaling, safety, and traffic control equipment for railways and tramways; and parts thereof? Which countries are buying their exports? What is the value of these exports and which countries are the largest buyers?

This report was created for strategic planners, international marketing executives and import/export managers who are concerned with the market for railway or tramway track fixtures and fittings; mechanical signaling, safety, and traffic control equipment for railways and tramways; and parts thereof in Asia. With the globalization of this market, managers can no longer be contented with a local view. Nor can managers be contented with out-of-date statistics that appear several years after the fact. I have developed a methodology, based on macroeconomic and trade models, to estimate the market for railway or tramway track fixtures and fittings; mechanical signaling, safety, and traffic control equipment for railways and tramways; and parts thereof for

CIS ERT 610On the way to Station Brig.

De Pendolino, ETR 610 ook wel ElettroTreno Rapido genoemd en ook wel Cisalpino Due of New Pendolino genoemd is een elektrisch treinstel, bestemd voor het lange afstands personenvervoer tussen Zwitserland en Noord Italie van de voormalige spoorwegonderneming Cisalpino (CIS). De Ferrovie dello Stato (FS) en de Schweizerische Bundesbahnen (SBB) hebben de treinen overgenomen.

De hoge snelheidtreinen werden door FIAT Ferroviario ontwikkeld en gebouwd. Het design stamt van Giorgetto Giugiaro. In 2000 / 2002 werd deze fabriek overgenomen door Alstom.

Het treinstel werd in juni 2005 als een schaal 1:1 model gepresenteerd. De eerste treinen werden als ETR 600 in 2008 door Alstom aan de Italiaanse FS afgeleverd.

Door de ontbinding van Cisalpino per 13 december 2009 gingen 7 treinen over naar Ferrovie dello Stato (FS) en gingen 7 treinen over naar Schweizerische Bundesbahnen (SBB). In het midden van 2010 zullen de resterende 4 treinen worden afgeleverd.
Het treinstel is opgebouwd uit een aluminium frame met luchtgeveerde draaistellen. Het treinstel is uitgerust met kantelbak techniek. Door deze installatie is het mogelijk dat het rijtuig ongeveer 8° gaat kantelen en daardoor meer comfort in de bochten merkbaar is.

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The New Pendolino is a class of high-speed tilting trains built by Alstom Ferroviaria for Trenitalia and Cisalpino, known as the ETR 600 and ETR 610, respectively. They represent a further development of the earlier models in order to better respond to the requirements expressed by the market and the customers of Trenitalia and Cisalpino.

The ETR 610 (also known as the Cisalpino Due) primarily differs from the ETR 600 in the sense that the ETR 610 supports the voltage and signalling systems used in Switzerland and Germany. This includes the need for much heavier on-board traction transformers necessary as a result of the lower traction power frequency of 16.7 Hz used in Switzerland and Germany in comparison with those required for the 25 kV 50 Hz AC traction power supplies. The innovative features concern the interior and exterior design, now closer to the customers’ brand strategy and an improved comfort and services for passengers. Moreover, some important technical characteristics have been increased, such as the power of the traction unit, and the level of redundancy of components and equipment, in order to improve reliability. The new trains will be produced in full accordance with the new regulations governing interoperability (for example, passive security in case of impact).

The name, Pendolino, is used to identify the Italian family of high-speed, tilting-technology trains. These trains owe their name (which in Italian means 'small pendulum') to the mechanism enabling them to tilt when going round a bend. The maximum tilt of 8 degrees allows the trains to reach a speed that is up to 35% higher than for conventional trains, whilst assuring the greatest safety and comfort for passengers. Developed by Alstom Ferroviaria, which inherited tilting technology (including that of the British Advanced Passenger Train) after its acquisition of former producer Fiat Ferroviaria, they are built at Alstom’s Savigliano sites, in Piedmont, as well as in Sesto San Giovanni near Milan (which will supply the traction converters).

The Pendolino first began service in Italy in 1988, with model ETR 450, followed by ETR 460, ETR 470 and ETR 480.
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FS ETR 600 und CIS ETR 610 hei?en die neuesten Zuge der Pendolinobauarten der vierten Generation, die unter den Randbedingungen der Interoperabilitat entwickelt werden.

Pendolino ist ein Markenname fur Zuge mit der von FIAT Ferroviaria (heute zum Alstom-Konzern gehorend) entwickelten und patentierten autark aktiver Neigetechnik. Durch diese Technik konnen die Wagen um bis zu 8 Grad geneigt werden, um bei gleichem Komfort bis 35% schneller zu fahren als starr aufgehangte Wagenkasten.

Das Design des ETR 600 stammt von Giorgetto Giugiaro. Von der neuen Generation wurden 28 Exemplare in der FS-Farbgebung als ETR 600 und fur die gemeinschaftlich von FS und SBB getragene Cisalpino als CIS ETR 610 bestellt.

Die neuen Fahrzeuge sollen im Jahr 2007 auf der italienischen Neubaustrecke zwischen Rom und Mailand in Betrieb gehen. Die ETR 600 fuhren sieben Zwischenwagen, davon einen mit Bar und Selbstbedienungsretaurant. ETR 610 weist an dessen Stelle einen Restaurantwagen auf.

Ab Dezember 2008 fuhrte Trenitalia fur ihre Hochgeschwindigkeitszuge neue, nach Hochstgeschwindigkeit kategorisierende Beinamen ein. Die zweitschnellste Zugkategorie - nach "Frecciarossa" (Roter Pfeil), wie die ETR 500 fortan auch bezeichnet werden - ist "Frecciargento" (Silberpfeil), fur Zuge mit Hochstgeschwindigkeiten zwischen 250 und 285 km/h. So hei?en die Zuge jetzt ETR 600 "Frecciargento&qu

When the motor car took over from the horse, it brought the end of several other trades: blacksmiths, livery stables, wheelwrights and cart-makers, corn chandlers and nearly all the harness makers and saddlers disappeared, too.

Only one Bristol saddler and harness maker survived the changeover, H.A. Matthews and Son, now of Keynsham. Frederick Matthews set up in Redcliff Street in 1882, making saddles and harness for the hauliers, the railways, Bristol Police and the Corporation, and they also worked for the Wills and Smythe estates.

When the telegraph and telephone arrived, they made safety harnesses for the men who had to climb the poles, and in the First World War, the firm supplied the Army, employing 20 harness-makers.

By the Twenties, the motor car was affecting trade, so the family went into haulage as well, taking a whole day to haul beer from George's Brewery from Bristol to Bridgwater.

Next came a Model T lorry, used for fetching and delivering to sheep fairs. Nowadays the business is mainly agricultural equipment, though saddles are still part of the stock.

The changeover to agricultural equipment is a neat illustration of the kind of crisis that could happen in the Depression of the Thirties. Frederick's son Harold went to a man who owed the firm a very large sum for harnesses.

The man said he couldn't pay - but in his garden were lots of wheelbarrows, shovels, bales of wire and gates.

So Harold took them in payment.

When he arrived home, his father asked: 'What's all this?

We're not agricultural merchants.'

And his son replied: 'We are now!'

This report was created for strategic planners, international marketing executives and export managers whose primary concern is the world market for railway or tramway track fixtures and fittings; mechanical signaling, safety, and traffic control equipment for railways and tramways; and parts of rail vehicles. With the globalization of this market, managers can no longer be contented with a local view. Nor can managers be contented with out-of-date statistics that appear several years after the fact. I have developed a methodology, based on macroeconomic and trade models, to estimate the market for railway or tramway track fixtures and fittings; mechanical signaling, safety, and traffic control equipment for railways and tramways; and parts of rail vehicles for those firms serving the world via exports and foreign direct investment. It does so for the current year based on a variety of key historical indicators and econometric models.

In what follows, this report begins by summarizing the world market for railway or tramway track fixtures and fittings; mechanical signaling, safety, and traffic control equipment for railways and tramways; and parts of rail vehicles exports. The total level of exports on a worldwide basis is based on a model that aggregates across over 150 key country markets and projects these to the current year. From there, each country represents a percent of the world market. This market is served from a number of competitive countries of origin. Based on supply-side dynamics, market shares by country of origin are then calculated across each country market. These shares lead to a volume of export values for each country and are aggregated to regional and world totals. In doing so, we are able to obtain maximum likelihood estimates of both the value of each supplier and the destinations (countries served by the supplier country). From these figures, world rankings are calculated. In this way, all the figures provided in this