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Global Market of Rolling Stock Manufacturing: Present Situation and Future Potential Yoshihiko Sato

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Global Market of Rolling Stock Manufacturing: Present Situation and Future Potential Yoshihiko Sato F Rolling Stock and Manufacturers (part 1) eature Global Market of Rolling Stock Manufacturing: Present Situation and Future Potential Yoshihiko Sato Until the 1980s, rolling stock The main market for new rolling stock in days, railway equipment was imported as manufacturing was considered primarily both the West and Japan will come from part of the drive to industrialize, but the as a domestic industry with strong renewal of existing stock, because these means to manufacture rolling stock connections to the national railways of railways have reached a ceiling. It is hard domestically came with industrial success each country and with some exports based to expect new big demand for rolling stock and economic growth. In some cases, on government policy. Things changed due to new line constructions or domestically manufactured rolling stock in the early 1990s around the time of EU increasing transport capacity. Over the became sufficiently advanced that it found market integration and restructuring of next decade or so, large-scale new export markets in other countries. This national railways. In parallel with this demand can be expected to come almost evolution—from dependent importer to restructuring, mergers and acquisitions exclusively from areas experiencing rapid exporter—has occurred in one form or (M&As) occurred among rolling stock economic growth, like China and SE Asia. another in a number of European manufacturers in N America and Europe, Japanese manufacturers are keen to do countries, and in Japan and S Korea. making them international business with business in these markets and to supply In summary, the first railways started in little regard to national boundaries. Also the replacement market in N America, but Britain, and other countries in Europe, around this time, as well as manufacturing they face stiff competition from Asia and elsewhere imported the bulk of rolling stock and railway equipment, manufacturers in Europe, N America, their rolling stock from Britain until the manufacturers took on a system integrator S Korea, and China. beginning of 20th century. However, once role for railway projects. This article examines today’s global rolling the railway industry in other European In Japan, system integration has been stock manufacturing industry and market, countries had become sufficiently mastered by the JRs, other major private points out some of the differences developed, those countries manufactured railway operators, and publicly owned between the West, E Asia, and Japan, and and exported their own rolling stock to railways, forcing Japanese rolling stock looks into the future. countries building railways. This placed manufacturers to act as carriage makers them in direct competition with Britain. in the domestic market and system Early Beginnings and The same evolutionary path occurred in integrators in their export markets. Rolling Developments Japan, and more recently in S Korea, India, stock is manufactured by large companies and China; low labour costs give these in Japan as one department in their overall From the advent of railway transport until three newcomers an edge in the export business, so the types of buyouts and the mid-20th century, one yardstick of a market. M&As seen in the West have almost never country’s industrial prowess was whether But rolling stock design has changed occurred in Japan. it manufactured rolling stock. In the early considerably since the 1980s. Locomotives, electric multiple units (EMUs), and diesel multiple units (DMUs) have computer systems, power-control electronics, advanced control systems supported by software etc., almost as standard. As a result, rolling stock has higher development costs and the manufacturing works require high-level facilities and technologies. The strengths of manufacturers in the West and Japan in these areas place them at an advantage. However, they still face a disadvantage—demand for new rolling stock has shifted from Europe and Japan, to China and SE Asia where strong economic growth is driving fever-pitch demand for high-speed intercity, freight, and urban transport. This explains why Series 700, basis for T700 serving Taiwan High Speed Rail, running on Tokaido Shinkansen (Author) demand for new rolling stock is 4 Japan Railway & Transport Review 41 • October 2005 concentrated in E Asia (excluding Japan), Russian Railways nor subways and other in Japan are calculated a little differently, and because costs are increased by non-UIC railway operators. and the rolling stock of Japanese subway shipping rolling stock over long From the data we can calculate the and 2. suburban train operators—who are distances, why production in technically following global usage ratios for different not UIC members but operate many advanced works close to the local market types of rolling stock: trains—are not included in the figures. offers great advantages. S Korea and • Diesel locomotives: N & S America, China have made rolling stock 31%; EU & EFTA, 24%; China, 16%; Broken down by region and rolling-stock manufacturing a cornerstone of their Asia & Oceania (except Japan, China type, the figures show: industrial policy and when a foreign & S Korea), 11%; Central & Eastern • In N and S America, most operations company bids on a rail project in these Europe, 10% are non-electrified freight transport. countries, there is always a strong • Electric locomotives: EU & EFTA, 49%; • In China, freight predominates; technology transfer component in the bid Asia & Oceania (except Japan, China passenger and freight trains are hauled conditions. This has led to a growing & S Korea), 15%; China, 14%; Central by locomotives. trend toward international cooperation & Eastern Europe, 12% • In Japan and S Korea, passenger in the manufacturing of rolling stock. In • Electric railcars/EMUs: Japan, 35%; EU & transport predominates, with passenger a typical case, Western or Japanese EFTA, 33%; Central & Eastern Europe, 22% trains tending to be EMUs or DMUs. companies may develop the rolling stock • Diesel railcars/DMUs: EU & EFTA, • In the EU, EFTA, and Central and Eastern systems and software, and manufacture 70%; Japan 20% Europe, passenger and freight transport the high-technology equipment, while • Passenger carriages: EU & EFTA, 33%; are about equal; there is a mix of EMU, S Korean and Chinese companies may Central & Eastern Europe, 21%; Asia & DMU and loco-hauled passenger trains. manufacture and assemble the carriage Oceania (except Japan, China & bodies, bogies, and some components. S Korea), 19%; China 18% China’s transport systems may change •Freight wagons: N & S America, 33%; dramatically in the future due to the Worldwide Rolling Stock Central and Eastern Europe, 24%; EU country’s remarkable economic growth, Market & EFTA, 17%; China, 11%; Asia & promotion of new lines, and Oceania (except Japan, China & modernization of passenger systems. In Table 1 lists rolling stock worldwide by S Korea), 9% Central and Eastern Europe, efforts to type and quantity, indicating the current improve railway management are lagging size of the market. It gives an overview Table 1 may under-represent the ratios for behind expectations, but freight transport of overall trends, but does not include Japan for two reasons: 1. EMU numbers may be greatly rationalized. Table 1 Rolling Stock of UIC Members Region or country Diesel Electric Steam Electric Diesel Trailing Passenger Freight locomotives locomotives locomotives railcars/ railcars/DMUs carriages carriages wagons EMUs coupled to hauled by EMUs or DMUs locomotive EU 15,685 13,435 137 11,305 8,240 38,555 67,708 634,005 EFTA 714 1,203 1 446 32 573 4,413 22,294 Central & Eastern Europe 6,569 3,587 244 7,780 390 18,102 45,720 944,221 Northern Africa and Middle East 2,413 100 0 101 36 941 6,050 62,904 Africa south of Sahara 2,164 1,984 1 0 11 29 7,520 145,655 N & S America 21,005 46 3 0 5 0 3,263 1,300,338 Asia & Oceania 7,531 4,355 161 2,117 160 6,320 41,249 365,911 (except Japan, China & S Korea) Japan 494 780 10 12,406 2,354 9,541 776 15,410 China 10,752 4,298 109 0 0 0 37,942 446,707 S Korea 482 96 1 1,662 610 2,272 1,678 14,113 Total 67,809 29,884 667 35,817 11,838 76,297 216,319 3,951,558 Source: International Railway Statistics 2002, UIC Note: Statistics for DMUs and EMUs in Japan taken from publications of seven JRs for 2004 Japan Railway & Transport Review 41 • October 2005 5 Rolling Stock and Manufacturers (part 1) Figure 1 Elimination and Consolidation of Rolling Stock Manufacturer 1980 1982 1984 1986 1988 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 De Dietrich Ferroviaire TRAXS Fiat Ferroviaria (IT) Wessex Traincare (GB) (F) (NL) (SIG (CH) included) RPIL Signalling (IN) N.American JV SASIB (IT) (Merged with Bombardier) Mirless Blackstone (GB) MIW (E) MAM (D)(2000) TCO (F) GEC (GB) Franco-Belge (F) Ateinsa (E) CMW Equipamentos (BR) Brissononneau et Lotz (F) ACEC (B) CIMT (F) SEL (D) Meinfasa (E) Linke-Hofmann-Busch (D) Konstal (PL) Alstom (F) Metropolitan Carel Fouché (F) Cammel (GB) Geo Railmex (MEX) ANF (CAN) ALSTOM Creusot-Loire (F) Hornell (US) GEC Alstom Faur Transport (RD) CIMCo (GB) Jeumont-Schneider (F) MAIMBB (D) Von Roll (CH) LEW (D) AEG (D) Shindler (CH) AEG Dunakeszi (N) Westinghouse (US) SLM (CH) Pafawag (PL) CCC Group (E) Hägglund (S) Comeng (AUS) ABB Daimler Benz Transportation Kalmar Verkstad (S) Stromberg (FI) Sorefame (P) ADTRANZ Sura Traction (S) Ascan Scandia (DK) ML Engineering (GB) IYY (D) BREL (GB) Inter logic Ageve (S) Engineering (GB) ABB BBC (CH) SRSF Signalling ELTA (PL) JV
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