#Keystone Automotive Supplier
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Importance of inventory management on retail business
With the increasing demand for technology, people are moving toward an automated world. That is why many businesses are moving towards inventory management software to automate their data handling. If we talk about retailers, they are among the largest business sectors in the world. And this business is continuously spreading its legs in different kinds of business time management, shipping, warehousing, and many other sectors. Inventory management plays a significant role in this business. That is why here we have mentioned some points that will tell you how inventory impacts the retail business.
Let's read them out carefully:
Minimize the inventory cost
When you have an idea of the amount of stock in your warehouse, will help you reduce the storage and carrying costs for the excess merchandise. It will help you know how much you need and estimate inventory levels more accurately. It will spare you the expense of logistics, shipping, depreciation, and the lost potential cost of not having a different product that might sell more effectively.
Decrease the quantity of dead stock
Dead stock is any inventory of unsold goods that haven't been used or sold in a specific period. For instance, unsold clothing, electronics, and a variety of other products. By using the proper methods, you'll have fewer items that fill up space rather than satisfy your customers' requirements and generate revenue. Also, it will help you attract more customers and impress new viewers.
Order fulfillment timeline for products
What you can do to enhance and optimize the process of order fulfillment at the warehouse is crucial. Utilizing product management will help you accomplish this best.
Keep track of the time that the returned goods that were purchased arrived. It needs to be adjusted because this is linked to the warehouse's inventory of goods so that the items are kept there until the next order comes in. It can protect retailers from out-of-stock situations.
Quality assurance
The bane of a retailer's life is faulty suppliers and damaged merchandise. With the aid of quality assurance and control, you can keep track of vendors, monitor inventory, and adhere to legal requirements.
You can respond swiftly to product recalls if you have inventory control because you are aware of how many units you have and where they are kept. By keeping supplies stocked and usable, quality assurance can help build a positive image for your business.
Improve the ROI
If you manage the data inputs and outputs of your products and services. It will reduce many of the expenses of your business and improve the return on investment. It will help you invest the money in other parts of the business, and you can also utilize the rest of the time on other business strategies.
Conclusion
These are some impacts of inventory management on the retail business. With the growing demand for automation, inventory management is grabbing the attention of many businesses, one of them being Keystone Automotive Supplier. They also use inventory software for better performance and business development. If it is about whether the retail sector is highly distributed or fragmented, Over 90% of the retail market is made up of unorganized businesses, while organized businesses are still in the early stages of development and have experienced rapid growth in recent years. Now you can understand the management of the retail business.
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Pennsylvania to Missouri LTL Freight Quote
Title: A Comprehensive Look at Pennsylvania to Missouri LTL Freight Quote Spanning more than 800 miles from east to west, the freight route from Pennsylvania to Missouri is a significant one. It crosses through several states, each offering a unique perspective on American industry and logistics. One of the most popular methods of shipping across this route is Less Than Truckload (LTL) freight, a cost-effective and efficient solution for businesses with smaller freight loads. This editorial dives into the significance of Pennsylvania to Missouri LTL freight quote and how it plays a vital role in the logistics industry. Pennsylvania, also known as the Keystone State, boasts a rich industrial history. With its strategic location near major East Coast markets, Pennsylvania is a central hub for many manufacturers and suppliers. The state is renowned for its abundant resources, including coal and steel, which contribute to a diverse freight landscape. On the other end of the route is Missouri, the Show-Me State. As the geographic center of the United States, Missouri offers convenient access to both coasts and plays a crucial role in the country's transportation network. Its diverse economy, inclusive of agriculture, automotive, and aerospace sectors, ensures a steady stream of LTL freight. The LTL freight quote rate for Pennsylvania to Missouri is a key metric that logistics professionals pay attention to. By leveraging LTL freight, businesses can ship smaller loads that don't require a full trailer, making it a cost-effective strategy for transport. The ease of getting a free online LTL freight quote has made it more convenient for businesses to plan their shipping logistics and budget. The process of obtaining a Pennsylvania to Missouri LTL freight quote is straightforward. All you need to do is fill out the free LTL quote form with details about your freight, pick-up, and delivery information. The team of logistics experts then gets started on providing you with the most accurate and competitive LTL freight shipment rate. The benefits of LTL freight extend beyond cost savings. It also offers increased flexibility, as businesses can send out shipments as soon as they are ready, rather than waiting to fill up an entire truck. Moreover, because multiple shipments share the same truck, it also leads to lower carbon emissions, making LTL freight an environmentally friendly option. To conclude, the Pennsylvania to Missouri LTL freight quote is a reflection of the dynamic logistics landscape across these two states. It is a critical tool for businesses, helping them plan their shipping needs efficiently and cost-effectively. With the # Source: https://www.ltlfreighthub.com/pennsylvania-to-missouri-ltl-freight-quote/ Pennsylvania to Missouri LTL Freight Quote
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Sanding Block Market Overview: An Extensive Study on Market Drivers, Restraints, and Opportunities
The Sanding Block Market is estimated to be valued at US$ 363.1 Mn in 2023 and is expected to exhibit a CAGR of 3.5% over the forecast period 2023 to 2030, as highlighted in a new report published by Coherent Market Insights.
Market Overview:
Sanding block refers to wooden block holding abrasive material such as sandpaper used for sanding surfaces. Sanding blocks provide consistent pressure for smoothing surfaces efficiently. They come in different sizes and shapes for sanding flat and contoured surfaces. Sanding blocks help achieve fine finishes with precise control and are ideal for sanding wood, metal, plastic and other materials.
Market key trends:
Innovation in sanding block market design to cater varied applications is a key trend in the market. Manufacturers are developing ergonomic designs for comfortable grip and controllable sanding. Multi-purpose sanding blocks with interchangeable sandpaper are gaining popularity. Dual-sided sanding blocks provide different grits of sandpaper. Increased usage of power tools is also driving demand for sanding blocks compatible with power sanders. Development of specialized sanding blocks for intricate surfaces like contours is opening new growth avenues. Adoption of eco-friendly materials for sanding block body to promote sustainability is another notable trend.
Porter’s Analysis
Threat of new entrants: New entrants face high initial investment costs to establish manufacturing facilities and distribution channels. Also, existing players have strong brand loyalty which makes it difficult for new players.
Bargaining power of buyers: Buyers have low bargaining power as sanding blocks are basic consumable products available from multiple manufacturers. Switching costs are also low.
Bargaining power of suppliers: Raw material suppliers have moderate bargaining power as key raw materials like abrasive grains, resins and backings are easily available from multiple sources.
Threat of new substitutes: Threat from substitutes is low as sandpaper, abrasive wheels and rotary tools offer different functionality compared to blocks and they are not true substitutes.
Competitive rivalry: Intense as major players compete on product quality, finishing capabilities and pricing.
SWOT Analysis
Strength: Wide product portfolio and availability of varied grit sizes enables finishing of different surfaces. Strong distribution network helps players serve global demand.
Weakness: Overdependence on construction industry cycles makes demand volatile. Adoption of newer automated sanding technology impacts manual block sales.
Opportunity: Growing DIY culture and renovation activities boost sales. Developing economies driving infrastructure growth present new markets.
Threats: stringent environment regulations around VOC emissions during manufacturing. Macroeconomic slowdowns impact discretionary spending.
Key Takeaways
The global sanding block market size is expected to reach US$ XXX Mn by 2030, expanding at a CAGR of 3.5% over the forecast period. Growth is attributed to increasing infrastructure investments and renovation & remodeling activities globally.
By region, Asia Pacific dominates with over 35% market share led by China, India and other developing nations. Growth momentum continues due to rising construction spending and manufacturing activities in the region.
Europe and North America constitute major markets owing to high demand from automotive, aerospace and furniture manufacturing industries. However, growth is expected to be moderate compared to developing Asian markets.
Key players operating in the sanding block market are 3M, Bosch Power Tools, Festool GmbH, Klingspor AG, Mirka Ltd., Saint-Gobain Abrasives, Sankyo Rikagaku Co. Ltd., sia Abrasives Industries AG, Hermes Schleifmittel GmbH, Uneeda Enterprizes Inc., Keystone Abrasives, Indasa USA Inc., Sungold Abrasives, Abcon Industrial Products Ltd., Superior Abrasives LLC. Major players compete on product quality and innovation.
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Elevating Industrial Coating: The Magic of Chemical Pre-Treatment Plants by Crescent Techno
In the world of industrial coating, achieving the perfect finish is an art, and chemical pre-treatment plants are the first brushstroke in this masterpiece. At Crescent Techno, we specialize in creating these magical setups that prepare the canvas for your product's immaculate coating.
A Masterpiece in Every Coat Our chemical pre-treatment plants are engineered to create a pristine surface for your products. Whether you're in the automotive, aerospace, or furniture industry, a flawless finish is paramount. Crescent Techno ensures that the foundation is perfect, so your coating adheres magnificently.
Customized for Excellence No two products are the same, and neither are our chemical pre-treatment plants. We tailor each plant to meet your specific requirements. Our team of experts collaborates with you to design and fabricate a plant that aligns seamlessly with your production needs.
Quality as a Cornerstone Quality is the keystone of our chemical pre-treatment plants. Each plant is meticulously manufactured, adhering to rigorous quality control standards. With Crescent Techno, you can be confident that your products will receive a top-tier pre-treatment.
Eco-Friendly and Cost-Efficient Our chemical pre-treatment plants aren't just exceptional in quality; they're also eco-friendly and cost-effective. We've optimized the pre-treatment process to reduce waste and emissions, making it both sustainable and economical.
Expert Guidance Choosing Crescent Techno means choosing a partner, not just a supplier. Our experts are available to assist with installation, training, maintenance, and troubleshooting, ensuring that your pre-treatment plant functions flawlessly.
Versatile Applications Our chemical pre-treatment plants serve a wide spectrum of industries. Whether you're in manufacturing, construction, or any other sector, our plants are adaptable to meet your unique needs.
In conclusion, Crescent Techno stands as a frontrunner in offering chemical pre-treatment plant solutions that are transforming the industrial coating landscape. Our commitment to excellence, state-of-the-art technology, and personalized service make us your ultimate choice. When you opt for Crescent Techno, you're choosing quality, reliability, and a partner dedicated to your success. For all your chemical pre-treatment plant requirements, think Crescent Techno, where each coat is a masterpiece.
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Steel Market 2022-2030, By Top Key Company Profiles – United States Steel Corporation, Hascall Steel Company, Reliance Steel＆Aluminium Co., Schnitzer Steel Industries, Nucor Corporation, Olympic Steel，Inc
The Steel market report is a perfect foundation for people looking out for a comprehensive study and analysis of the Steel market. This report contains a diverse study and information that will help you understand your niche and concentrate of key market channels in the regional and global market for Steel. To understand competition and take actions based on your key strengths you will be presented with the size of the market, demand in the current and future years, supply chain information, trading concerns, competitive analysis and the prices along with vendor information. The report also has insights about key market players, applications of Steel, its type, trends and overall market share.
To set your business plan into action based on our detailed report, you will also be provided with complete and accurate prediction along with future projected figures. This will provide a broad picture of the market and help in devising solutions to leverage the key profitable elements and get clarity of the market to make strategic plans. The data present in the report is curated from different publications in our archive along with numerous reputed paid databases. Additionally, the data is collated with the help of dealers, raw material suppliers, and customers to ensure that the final output covers every minute detail regarding the Steel market, thus making it a perfect tool for serious buyers of this study.
Steel Market: Competition Landscape
The Steel market report includes information on the product launches, sustainability, and prospects of leading vendors including: (United States Steel Corporation, Hascall Steel Company, Reliance Steel＆Aluminium Co., Schnitzer Steel Industries, Nucor Corporation, Olympic Steel，Inc, Timken Company, Allegheny Technologies, Keystone Steel（Liberty Steel＆Wire）, AK Steel, Knoxville Sheet Metal Works, Commercial Metals Company, Chapel Steel, Crucible Industries, Steel Dynamics, American Metals Corporation)
Click the link to get a free Sample Copy of the Report @ https://crediblemarkets.com/sample-request/steel-market-390446?utm_source=Kaustubh&utm_medium=SatPR
Steel Market: Segmentation
By Types: Steel Plate Hot Rolled Coil Steel Cold Rolled Sheet Others By Applications: Consumer Goods & Medicals Chemical, Petrochemical & Energy Automotive & Heavy Transport ABC & Infrastructure Industrial & Heavy Industry
Steel Market: Regional Analysis
All the regional segmentation has been studied based on recent and future trends, and the market is forecasted throughout the prediction period. The countries covered in the regional analysis of the Global Steel market report are U.S., Canada, and Mexico in North America, Germany, France, U.K., Russia, Italy, Spain, Turkey, Netherlands, Switzerland, Belgium, and Rest of Europe in Europe, Singapore, Malaysia, Australia, Thailand, Indonesia, Philippines, China, Japan, India, South Korea, Rest of Asia-Pacific (APAC) in the Asia-Pacific (APAC), Saudi Arabia, U.A.E, South Africa, Egypt, Israel, Rest of Middle East and Africa (MEA) as a part of Middle East and Africa (MEA), and Argentina, Brazil, and Rest of South America as part of South America.
Key Benefits of the report:
This study presents the analytical depiction of the global Steel industry along with the current trends and future estimations to determine the imminent investment pockets.
The report presents information related to key drivers, restraints, and opportunities along with detailed analysis of the global Steel market share.
The current market is quantitatively analyzed from 2020 to 2027 to highlight the global Steel market growth scenario.
Porter’s five forces analysis illustrates the potency of buyers & suppliers in the market.
The report provides a detailed global Steel market analysis based on competitive intensity and how the competition will take shape in the coming years.
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Major Points Covered in TOC:
Market Overview: It incorporates six sections, research scope, significant makers covered, market fragments by type, Steel market portions by application, study goals, and years considered.
Market Landscape: Here, the opposition in the Worldwide Steel Market is dissected, by value, income, deals, and piece of the pie by organization, market rate, cutthroat circumstances Landscape, and most recent patterns, consolidation, development, obtaining, and portions of the overall industry of top organizations.
Profiles of Manufacturers: Here, driving players of the worldwide Steel market are considered dependent on deals region, key items, net edge, income, cost, and creation.
Market Status and Outlook by Region: In this segment, the report examines about net edge, deals, income, creation, portion of the overall industry, CAGR, and market size by locale. Here, the worldwide Steel Market is profoundly examined based on areas and nations like North America, Europe, China, India, Japan, and the MEA.
Application or End User: This segment of the exploration study shows how extraordinary end-client/application sections add to the worldwide Steel Market.
Market Forecast: Production Side: In this piece of the report, the creators have zeroed in on creation and creation esteem conjecture, key makers gauge, and creation and creation esteem estimate by type.
Research Findings and Conclusion: This is one of the last segments of the report where the discoveries of the investigators and the finish of the exploration study are given.
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Key questions answered in the report:
What will the market development pace of Steel market?
What are the key factors driving the Global Steel market?
Who are the key manufacturers in market space?
What are the market openings, market hazard and market outline of the market?
What are sales, revenue, and price analysis of top manufacturers of Steel market?
Who are the distributors, traders, and dealers of Steel market?
What are the Steel market opportunities and threats faced by the vendors in the Global Steel industries?
What are deals, income, and value examination by types and utilizations of the market?
What are deals, income, and value examination by areas of enterprises?
About US
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Battery Holders Market by Product Type (Lithium-Polymer Battery Charger) Price Point (Premium, Medium, and Economy), End User (Consumer Electronics, Automotive, Industrial, and Others ), Application(AA Battery Holders ,AAA Battery Holders, Coin battery Holders, and Others), and Distribution Channel (B2B and B2C):Global Opportunity Analysis and Industry Forecast, (2021-2030)
Battery holders are designed to support commercial, industrial, or OEM batteries.These have one or more compartments for holding batteries.In case of dry battery cells, battery holder must have electric contact with terminal, where as in case wet battery cells, cables are often connected to thebattery terminals, Battery holder help in prevention of damage to circuitry and components from battery leakage. These are plastic chambersin the shape of a housing model that can be used to contain single or multiple batteries. The primary function of battery holders is to keep battery cells safe and carry out the power transfer process safely. Application of battery holders in military, medical & auto mobile sector is the major factor that drives the growth of the battery holder market.
Market Scope and Structure Analysis
Ø Market Size Available for Years
2020–2030
Ø Base Year Considered
2020
Ø Forecast Period
2021–2030
Ø Forecast Unit
Value (USD)
Ø Regions Covered
North America, Europe, Asia-Pacific, LAMEA
Ø Segment Covered
Products Type, Price Point, End User, Distribution Channel and Region
Ø Companies Covered
Keystone Electronics Corp.,Daycounter Inc., Active Components Ltd., PINREX TECHNOLOGY CORP., Best Rico Enterprise Co., Ltd. , KLS Electronic Co., Ltd.
Get a sample of the report @ https://www.alliedmarketresearch.com/request-sample/12057
COVID-19 Impact analysis-
COVID-19 has a terrible impact on the battery holders market.Due to pandemic, there is huge disruption in supply chain of raw material as well as in production cycle. During pre-period of COVID-19, whole economy was facing unexpected challenges such as lockdowns and restrictions on distribution channels. This has led downfall of the battery holders markets.
Various restraints were imposed by the governments on several sectors such as automotive industries, which has led to decline in demand for battery holders, and had an adverse effect on the battery holders market.
Top Impacting Factors-
Application of battery holders in military sector has led to massive incline in demand for battery holders. Usually military batteries are high capacity batteries that are heavy as well. Therefore, higher force is required for holder, which leads to rough handling of batteries.
Application of battery holders in automotive industries has led to increase in consumption of battery holders, which has direct & positive impact in the growth of the battery holder markets.
Various types of batteries are widely used in advance medical devices for different activities such as use of batteries as power sources for motorizedwheelchair, application of batteries in sensors and monitors for physiological parameters,and use of batteries in neurostimulators devices. These are some of key drivers that drive the growth of the battery holder market.
Market Trends-
Significant use of batteries in electric vehicles has increased the demand for battery holders in the automotive industries .Many companies such as Tata Motors Limited &M.G. Car Company Limited have launched their electronic cars in the Indian market in the last few years. Increase in prominence of batteries offers an exponentialgrowth to the battery holder market.
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Key segments covered
Products Type
Lithium-Polymer Battery Charger
Price Point
Premium
Medium
Economy
End User
Consumer Electronics
Automotive
Industrial
Others
Application
AA Battery Holders
AAA Battery Holders
Coin Battery Holders
Others
Distribution Channel
B2B
B2C
Region
U.S.
Canada
Mexico
Germany
France
UK
Spain
Italy
Rest of Europe
China
India
Japan
Australia
South Korea
Rest of Asia-Pacific
Latin America
Middle East
Africa
Key benefits of report-
This study presents the analytical depiction of the battery holders industry along with the current trends and future estimations to determine the imminent investment pockets.
The report presents information related to key drivers, restraints, and opportunities along with detailed analysis of the battery holders market share.
The current market is quantitatively analyzed from 2020 to 2028 to highlight the battery holders market growth scenario.
Porter’s five forces analysis illustrates the potency of buyers & suppliers in the market.
The report provides a detailed battery holders market analysis based on competitive intensity and how the competition will take shape in coming year
To know more about the report @ https://www.alliedmarketresearch.com/battery-holders-market-A11692
Questions answered in the report –
Who are the leading market players active in the battery holders market?
What current trends will influence the market in the next few years?
What are the driving factors, restraints, and opportunities in the market?
What future projections would help in taking further strategic steps?
What is battery holders marketprediction in the future?
About Allied Market Research:
Allied Market Research (AMR) is a full-service market research and business-consulting wing of Allied Analytics LLP based in Portland, Oregon. Allied Market Research provides global enterprises as well as medium and small businesses with unmatched quality of "Market Research Reports" and "Business Intelligence Solutions." AMR has a targeted view to provide business insights and consulting services to assist its clients to make strategic business decisions and achieve sustainable growth in their respective market domains. AMR offers its services across 11 industry verticals including Life Sciences, Consumer Goods, Materials & Chemicals, Construction & Manufacturing, Food & Beverages, Energy & Power, Semiconductor & Electronics, Automotive & Transportation, ICT & Media, Aerospace & Defense, and BFSI.
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Profitable Insights of Global Electro-Mechanical Harware Market Outlook: Ken Research
Electro-mechanics focuses on the interaction of electrical and mechanical systems as an entire and the ways the two systems interact with each other. Electro-mechanical Hardware refers to electronic parts utilized in mechatronics system. Electro-mechanical hardware is utilized in numerous finish use application together with Automotive, Industrial, Oil & Gas, Aerospace & Defence and Others.
The increasing awareness concerning edges offered by mechanical devices relays, like cost-efficient and simple maintenance and big selection of application are the few factors accountable for growth of the market over the forecast period. According to the study, ‘Global Electro-mechanical Hardware Market to reach XX billion by 2026.’ express that there are some corporate which presently functioning extra successfully for dominant the foremost effective growth of the market and getting the productive competitive edge whereas acceptive the productive profit making ways in which during which and policies like joint ventures, mergers and acquisitions, partnership, merger and merchandise development includes TE Connectivity Limited, Fascomp, Molex Incorporated, RAF Electronic Hardware Inc., Amphenol Corporation, Fujitsu Ltd., Keystone Electronics Corp, 3M Company.
Furthermore, the introducing new merchandise and services further as different strategic alliances adopted by market key player can produce a profitable chance for the market. For instance: as per Company's news unleash in April 2019, TE Connectivity ltd acquired Kisslingcluster of firms, supplier of high power relays and ruggedized switches utilized in the business vehicle, transportation, industrial, military and aviation industries further as different applications. This acquisition can permit TE property to expand its product portfolio of switches to support industrial and business transportation customers and others. However, increasing demand for client electronic merchandise would produce profitable growth aspects for international Electro-mechanical Hardware market throughout the forecast period.
The regional investigation of worldwide Electro-mechanical Hardware market is taken into the account for the key regions like Asia Pacific, North America, Europe, Latin America and remainder of the Planet. North America is that the main country over the world. Whereas, Asia-Pacific is additionally anticipated to exhibit highest growth rate / CAGR over the forecast period 2020-2026.
Furthermore, Government laws and client awareness campaigns like the Global New Car Assessment Program (NCAP) are driving the demand for MEMS within the automotive phase. Global NCAP demands the mixing of minimum vehicle safety standards for each crash protection and crash shunning all told new cars oversubscribed worldwide by 2020. This needs the installation of various sorts of MEMS in vehicles. MEMS offer safety options like airbag systems, vehicle security systems, inertial brake lights, headlight levelling, change detection, automatic door locks, and active suspension. Thus, the Global Electro-mechanical Hardware market will increase in forthcoming years.
For More Information, click on the link below:-
Global Electro-mechanical Hardware Market Research Report
Related Report:-
Global Electro-mechanical Hardware Market 2019 by Manufacturers, Regions, Type and Application, Forecast to 2024
Contact Us:-
Ken Research
Ankur Gupta, Head Marketing & Communications
+91-9015378249
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5 Trends! Every Automobile Company Should Follow
There is no denying that technology is progressing at a rapid pace. The ongoing push for technology has become one of the most difficult issues for the car manufacturing business. As a result, engineers may create parts that are stronger, lighter, and less expensive, among other things.
It encourages manufacturers to seek out new materials and technologies that are both inventive and cost-effective. Which of these enables them to better address changing customer and industry demands?
Examine what kinds of trends you will need to follow to stay competitive;
Lightweight, fuel-efficient materials
Most of the vehicle components are historically made of iron and steel alloys, which are strong but heavy materials. However, advances in manufacturing technology have enabled automakers to replace these metal components with a new set of materials that are significantly lighter and offer comparable strength and stiffness, such as magnesium, aluminium, high-performance plastics, carbon fibre and other composites, and more. That enables manufacturers to meet consumer needs, and also federal fuel economy rules that are becoming increasingly stringent.
Self-driving automobiles and automotive automation
Another important aspect of car manufacturing is automation. Automotive firms are enhancing the efficiency and safety of their vehicles by influencing the efficiency and power of artificial intelligence, Internet of Things (IoT) technologies, and machine learning.
The automotive industry, in particular, is set to be transformed by the Internet of Things (IoT) technologies. It's nearly impossible to imagine driverless cars, but manufacturers are developing smart cars that update their driving algorithms based on real-time data collected by other autonomous vehicles. This COVID-19 pandemic has also highlighted some of the possible benefits of self-driving vehicles, including their ability to transport groceries, medication, and other supplies without the need for risky person-to-person contact.
Customization on a large scale
Mass customisation is another rising trend in the automotive industry, which is representative of a greater global trend toward personalization. Today, two customers from the three feel it's a critical consideration when purchasing a new vehicle.
Additive technologies enable non-luxury manufacturers to offer cost-effective customisation choices for their vehicles, as well as specialist car makers to produce unique cars in extremely low volumes.
Mini and Ferrari are two brands that now offer customers the to customise everything from the exterior panelling colour to granular elements like LED trim illumination and bespoke consoles. Manufacturers can take advantage of the advantages of on-demand manufacturing to solve the problems posed by personalisation cost-effectively and efficiently. On-demand manufacturing, rather than mass-producing parts like traditional manufacturing methods do, precisely adapts production to demand through operational agility.
Electric vehicles
Previously, electric vehicles were limited by their range and high production costs, but in recent years, cutting-edge lithium-ion cathode batteries have become more powerful and less expensive to make. In fact, by 2022, electric vehicles may be less expensive to produce than their gasoline-powered equivalents. Between 2010 and 2019, battery prices dropped by 80%, and are expected to drop by another 45 per cent next year.
Using 3D printing and additive manufacturing to create the unmarketable
While additive manufacturing processes are assisting several automakers in producing better-performing cars more efficiently, the technology's full potential remains largely unexplored. Rapid prototyping using 3D printing is common, but developments in additive technologies also allow manufacturers to 3D print production tooling and end-use parts.
Design and production can both benefit from additive technology. Many components that formerly had to be moulded separately and then welded together, such as air intake ducts, can now be created additively in a single step. Additive manufacturing can also be used to generate unique geometries that save a lot of room inside dashboards and panels compared to traditional approaches.
These are the most prevalent and important trends to follow if you work in the automobile business. Instead, if you are looking for a keystone automotive supplier, contact Gravity Shift to identify the perfect fit for your company. Keystone is the world's leading distributor and marketer of speciality automobile parts. Keystone Automotive Supplier is connected to your next sale with GravityShift.IO.
#Keystone Automotive Supplier#Keystone Automotive#Automotive Supplier#Keystone Auto Parts#Keystone Parts#Auto Parts Suppliers
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Inside the Cocoon: What to Expect from Automated-Vehicle Interiors
We don’t know when the autonomous-vehicle revolution will start, how it will look, or what to expect—apart from a tangled mess of red tape and legalese—but we know it will inspire change, like any worthwhile revolution. In the case of the automotive interior, it’s not difficult to imagine the metamorphosis it will soon undergo will be its most dramatic since inception.
“The traditional automotive interior is built around the driver and the steering wheel for the best possible control and view of the vehicle’s surroundings,” says Klaus Bischoff, Volkswagen’s executive director of design. “The autonomous interior, however, is based on the passenger’s needs. The autonomous interior gives passengers time to do what they want while getting where they want to go.”
Manufacturers and suppliers are on the scent, early in development of basic passenger cocoons that coddle and encourage free play. No idea is too perverse, audacious, or unrealistic, and no one knows what will stick. Some manufacturers refuse to comment on the subject at all because they see no point in discussing something in such flux. Others are less timid, wandering eagerly through undefined space as they engineer solutions to never-before-seen problems posed by the six graduated levels of automated driving that range from Level 0 to 5.
Infiniti’s design boss Karim Habib believes the first step toward the ideal autonomous interior is simplification: strip away excess to create a warm, minimalistic space.
As the revolution arrives in stages, so will aspects of the next-generation interior, first in semi-autonomous vehicles that don’t appear all that different from today’s automobiles. They drive among us even now: Cadillacs with Super Cruise, Mercedes-Benzes with Drive Pilot, Teslas with Autopilot, and Volvos with Pilot Assist offer stints of autonomous driving with occasional human inputs. Tesla designed its Model 3 from the outset to be an “open, liberating space” with fewer physical buttons and controls so it would be upgradeable and hopefully avoid obsolescence in an autonomous world.
The VW I.D. Vizzion (pictured above), Volvo 360c, BMW Vision iNext, and Mercedes-Benz F 015 showcase open-concept autonomous interiors with similar layouts but different aesthetics.
All semi-autonomous cars require means by which to steer. A number of automakers have released concept cars with retractable steering wheels that automatically fold up and store themselves during autonomous driving scenarios, freeing up precious interior space. Mercedes’ director of interior design, Hartmut Sinkwitz, wonders if we need a steering wheel at all. “Maybe we only need a joystick or something that gives you a perfect interaction to really conduct or to really steer and control the car,” he says. “Just yesterday I was test-driving a car with joysticks and enjoyed it very, very much.”
We’ll control whatever steering appendage from the comfort of a three-axis seat that twists and slides through the cabin to support both active driving and autonomous relaxation. The seats might articulate, according to Motivo Engineering, a Southern California-based product design and engineering firm. A fabric skin will stretch over a “flexible skeleton,” and the seats will shapeshift depending on use. Domagoj Dukec, head of design for BMW i and M, says the movable seat won’t debut until the “seat belt issue” is resolved: Will cars be so predictably safe that there’s no need to buckle up? “We’d need a highly intelligent airbag system that will know immediately how each individual passenger is sitting at that particular moment,” he says. “The foldaway steering wheel tech will be the extent of things for the time being.”
Infiniti’s design boss Karim Habib believes the first step toward the ideal autonomous interior is simplification: strip away excess to create a warm, minimalistic space. He also believes black slabs of touchscreen will be difficult to interact with in the changing interior of a self-driving car and that screens have to “be much more organic, blend into the environment—actually have the screen adapt to the space and be used in the space.” Some screens will be subtle, like Continental Corporation’s “see-through” A-pillar concept, which wraps bendable OLED screens around a car’s roof pillars to reveal, via camera, whatever occupies the not-so-blind spot.
Unconvincing models discuss 2024’s business trends in the Volvo 360c’s rolling office, which also features a full-size bed.
Other screens will be less subtle. “Energized glass coupled with augmented reality opens up new opportunities for connection,” says Chris Rockwell, founder and CEO of Lextant, a user-experience and design consultancy. “Imagine the windscreen becoming a window to the world. You drive through a new city, see where relevant services are located, get information on history and culture, and then use virtual-reality services to tour the sites en route.”
The keystone of any successful semi- or fully autonomous interior will be a seamlessly integrated user interface (UI), i.e., non-sentient artificial intelligence (AI) working in conjunction with finely tuned voice and gesture controls. Without a thoughtfully developed, intuitive system for two-way, human-to-machine conversation, there will be no relationship, no trust. User-experience (UX) designers research potential customers to better understand and empathize wants and whims in hopes of breathing life into a UI that understands routines, habits, emotions, and desires.
“The interior of the future needs to be about psychology as much as technology,” Rockwell says. “The goal is for the experience as a whole to not only meet needs but to anticipate them, inspiring connection, collaboration, and relaxation.” But the hardware and software developed for autonomy will go to waste if an interior can’t sympathize with its occupants, who will likely be understandably wary of the “ghost” driver.
The VW I.D. Vizzion comes with a “Hololens by Microsoft” for augmented reality fun.
That trust won’t come easily, but Tim Shih, vice president of design for Yanfeng Automotive Interiors, believes the transitional period preceding full automation will be surprisingly short because vehicles built to accommodate both driving and non-driving scenarios will inherently compromise both.
With the mass adoption of Level 5 automation, expect to see a shift from traditional interior to living environment, where higher roofs allow more fluid movement, consoles rearrange on the go, and automatic lighting reflects the mood; an integrated sensor pack will monitor your temperature, heart rate, actions, and more, and share that information with the AI. “The manufacturer may choose to provide more of a blank canvas than a beautiful completed painting,” Shih says, “and the passengers and users could then determine what happens in this space as much as—if not more so than—the manufacturer themselves.”
That blank canvas will be most common because fully autonomous vehicles will generally be of the shared-use variety and need to accommodate many different people and their varied interests. Trying to imagine all possible uses and adaptations is an overwhelming exercise, which is why manufacturers typically group predicted actions into broad, wide-reaching categories. General Motors considers three areas of use: productivity (email, work), relaxation (read a book, take a nap), and social (interacting with the vehicle or other individuals). Volvo adopted a similar approach for its 360c concept, an autonomous pod built for four scenarios: living room, office, party, and sleeper. The autonomous cabin will amplify whatever parts of life accompany you into it, becoming a spa-like oasis after work, a rolling wet bar for a party on the move, or a bottomless media trough.
The inside of the Mercedes F 015 is a blend of Apple store and high-end hair salon.
Humans stream 500 million hours of YouTube content every day. “It’s clear that users will continue this behavior in their autonomous vehicles’ personal space,” despite voiced desires to relax or work while not driving, says Jose Wyszogrod, chief designer of interior styling and UX/UI for Honda R&D Americas. If he’s right, hungry advertisers and content providers will find a way to stream nonstop ads and entertainment to insatiable passengers, who will blindly agree to “all terms and conditions” as they do today.
An interior uncorrupted by greedy perversions sounds much nicer, if we let ourselves have it. Wyszogrod sees it as a social space that a wanderlust generation uses for learning and discovery. Sofia Lewandowski, interior and UX designer at Hanseatische Fahrzeug Manufaktur GmbH in Berlin, sees an interior that celebrates connectedness and equality and brings new freedoms to individuals with limited mobility. “We all age into disabilities,” she says. “Designing for the disabled is including all.”
Hungry advertisers and content providers will find a way to stream nonstop ads and entertainment to insatiable passengers, who will blindly agree to “all terms and conditions” as they do today.
Mercedes-Benz’s Sinkwitz sees handcrafted woodwork and luminous metals that remind occupants of the analog world they left behind, and ArtCenter College of Design student Santiago Diaz thinks augmented and virtual reality will be digital veils that help us interact with cars in ways we can’t yet fathom, if you can stomach the motion sickness.
“I think we’re going to discover a lot of that, the fact that you have glass around you, showing things whizzing by you,” Infiniti’s Habib says. Maybe windows will be replaced by energized glass, projecting images of the outside world via a 360-degree camera, darkening to opaque when you ask.
Autonomy faces a lot of these odd obstacles. Gesture control, for example, will be a building block of the interior, but it won’t be intuitive to use if you’re traveling abroad because different countries use different body language. But right now no one really cares about those obstacles because autonomy has much bigger issues to overcome and a lot of tough questions in need of good answers sooner rather than later.
The BMW Vision iNext displays images on its Jacquard-weave rear bench through “intelligent projection.”
For instance, how do we protect personal privacy in a complex, hyperconnected world? Will there be global compatibility between competing digital devices, and will in-vehicle Wi-Fi and other entertainment outlets require paid subscriptions separate from what you already have and pay for in your home? Will seat belts indeed be nixed, and who’s at fault if your autonomous car causes a crash? Will politicians embrace or smother autonomy? The list of unknowns that must be dealt with is exhaustive.
“Legislation regarding liability, unconventional seating positions, and alternative-use cases are frequently being discussed but not yet defined on paper,” Yanfeng’s Shih says. “Designers and manufacturers are operating in a gray zone between legislation and speculation. This ambiguity has given designers greater latitude and, from the creativity standpoint, has already unleashed refreshing new thoughts and philosophies around the automotive interior.”
Today, freethinkers unconcerned with convention can disrupt and inspire and be wrong without any real consequence because maybe their dream becomes a reality in the new automotive era. “It’s fantastic to be able to think that our generation could really be the one that changes the way you live in a product that’s more than 100 years old,” Habib says, “but it’s daunting, definitely. There’s a big chance of failure with all the startups and all the established companies creating new things. Some are going to win, and some are going to lose.”
Motivo Engineering CEO Praveen Penmetsa says the company that delivers the most engaging mobility experience will rule the automotive world. “However, we don’t know what that secret combination is yet,” he is quick to point out. “The interior of the automobile will dominate our lives and will be our work desk, play space, creative blank sheet. The car will be more integral than ever before, not less like some people are saying. We’ll work more in cars, have more fun, and will have more life experiences in a car than we could have ever imagined.”
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Inside the Cocoon: What to Expect from Automated-Vehicle Interiors
We don’t know when the autonomous-vehicle revolution will start, how it will look, or what to expect—apart from a tangled mess of red tape and legalese—but we know it will inspire change, like any worthwhile revolution. In the case of the automotive interior, it’s not difficult to imagine the metamorphosis it will soon undergo will be its most dramatic since inception.
“The traditional automotive interior is built around the driver and the steering wheel for the best possible control and view of the vehicle’s surroundings,” says Klaus Bischoff, Volkswagen’s executive director of design. “The autonomous interior, however, is based on the passenger’s needs. The autonomous interior gives passengers time to do what they want while getting where they want to go.”
Manufacturers and suppliers are on the scent, early in development of basic passenger cocoons that coddle and encourage free play. No idea is too perverse, audacious, or unrealistic, and no one knows what will stick. Some manufacturers refuse to comment on the subject at all because they see no point in discussing something in such flux. Others are less timid, wandering eagerly through undefined space as they engineer solutions to never-before-seen problems posed by the six graduated levels of automated driving that range from Level 0 to 5.
Infiniti’s design boss Karim Habib believes the first step toward the ideal autonomous interior is simplification: strip away excess to create a warm, minimalistic space.
As the revolution arrives in stages, so will aspects of the next-generation interior, first in semi-autonomous vehicles that don’t appear all that different from today’s automobiles. They drive among us even now: Cadillacs with Super Cruise, Mercedes-Benzes with Drive Pilot, Teslas with Autopilot, and Volvos with Pilot Assist offer stints of autonomous driving with occasional human inputs. Tesla designed its Model 3 from the outset to be an “open, liberating space” with fewer physical buttons and controls so it would be upgradeable and hopefully avoid obsolescence in an autonomous world.
The VW I.D. Vizzion (pictured above), Volvo 360c, BMW Vision iNext, and Mercedes-Benz F 015 showcase open-concept autonomous interiors with similar layouts but different aesthetics.
All semi-autonomous cars require means by which to steer. A number of automakers have released concept cars with retractable steering wheels that automatically fold up and store themselves during autonomous driving scenarios, freeing up precious interior space. Mercedes’ director of interior design, Hartmut Sinkwitz, wonders if we need a steering wheel at all. “Maybe we only need a joystick or something that gives you a perfect interaction to really conduct or to really steer and control the car,” he says. “Just yesterday I was test-driving a car with joysticks and enjoyed it very, very much.”
We’ll control whatever steering appendage from the comfort of a three-axis seat that twists and slides through the cabin to support both active driving and autonomous relaxation. The seats might articulate, according to Motivo Engineering, a Southern California-based product design and engineering firm. A fabric skin will stretch over a “flexible skeleton,” and the seats will shapeshift depending on use. Domagoj Dukec, head of design for BMW i and M, says the movable seat won’t debut until the “seat belt issue” is resolved: Will cars be so predictably safe that there’s no need to buckle up? “We’d need a highly intelligent airbag system that will know immediately how each individual passenger is sitting at that particular moment,” he says. “The foldaway steering wheel tech will be the extent of things for the time being.”
Infiniti’s design boss Karim Habib believes the first step toward the ideal autonomous interior is simplification: strip away excess to create a warm, minimalistic space. He also believes black slabs of touchscreen will be difficult to interact with in the changing interior of a self-driving car and that screens have to “be much more organic, blend into the environment—actually have the screen adapt to the space and be used in the space.” Some screens will be subtle, like Continental Corporation’s “see-through” A-pillar concept, which wraps bendable OLED screens around a car’s roof pillars to reveal, via camera, whatever occupies the not-so-blind spot.
Unconvincing models discuss 2024’s business trends in the Volvo 360c’s rolling office, which also features a full-size bed.
Other screens will be less subtle. “Energized glass coupled with augmented reality opens up new opportunities for connection,” says Chris Rockwell, founder and CEO of Lextant, a user-experience and design consultancy. “Imagine the windscreen becoming a window to the world. You drive through a new city, see where relevant services are located, get information on history and culture, and then use virtual-reality services to tour the sites en route.”
The keystone of any successful semi- or fully autonomous interior will be a seamlessly integrated user interface (UI), i.e., non-sentient artificial intelligence (AI) working in conjunction with finely tuned voice and gesture controls. Without a thoughtfully developed, intuitive system for two-way, human-to-machine conversation, there will be no relationship, no trust. User-experience (UX) designers research potential customers to better understand and empathize wants and whims in hopes of breathing life into a UI that understands routines, habits, emotions, and desires.
“The interior of the future needs to be about psychology as much as technology,” Rockwell says. “The goal is for the experience as a whole to not only meet needs but to anticipate them, inspiring connection, collaboration, and relaxation.” But the hardware and software developed for autonomy will go to waste if an interior can’t sympathize with its occupants, who will likely be understandably wary of the “ghost” driver.
The VW I.D. Vizzion comes with a “Hololens by Microsoft” for augmented reality fun.
That trust won’t come easily, but Tim Shih, vice president of design for Yanfeng Automotive Interiors, believes the transitional period preceding full automation will be surprisingly short because vehicles built to accommodate both driving and non-driving scenarios will inherently compromise both.
With the mass adoption of Level 5 automation, expect to see a shift from traditional interior to living environment, where higher roofs allow more fluid movement, consoles rearrange on the go, and automatic lighting reflects the mood; an integrated sensor pack will monitor your temperature, heart rate, actions, and more, and share that information with the AI. “The manufacturer may choose to provide more of a blank canvas than a beautiful completed painting,” Shih says, “and the passengers and users could then determine what happens in this space as much as—if not more so than—the manufacturer themselves.”
That blank canvas will be most common because fully autonomous vehicles will generally be of the shared-use variety and need to accommodate many different people and their varied interests. Trying to imagine all possible uses and adaptations is an overwhelming exercise, which is why manufacturers typically group predicted actions into broad, wide-reaching categories. General Motors considers three areas of use: productivity (email, work), relaxation (read a book, take a nap), and social (interacting with the vehicle or other individuals). Volvo adopted a similar approach for its 360c concept, an autonomous pod built for four scenarios: living room, office, party, and sleeper. The autonomous cabin will amplify whatever parts of life accompany you into it, becoming a spa-like oasis after work, a rolling wet bar for a party on the move, or a bottomless media trough.
The inside of the Mercedes F 015 is a blend of Apple store and high-end hair salon.
Humans stream 500 million hours of YouTube content every day. “It’s clear that users will continue this behavior in their autonomous vehicles’ personal space,” despite voiced desires to relax or work while not driving, says Jose Wyszogrod, chief designer of interior styling and UX/UI for Honda R&D Americas. If he’s right, hungry advertisers and content providers will find a way to stream nonstop ads and entertainment to insatiable passengers, who will blindly agree to “all terms and conditions” as they do today.
An interior uncorrupted by greedy perversions sounds much nicer, if we let ourselves have it. Wyszogrod sees it as a social space that a wanderlust generation uses for learning and discovery. Sofia Lewandowski, interior and UX designer at Hanseatische Fahrzeug Manufaktur GmbH in Berlin, sees an interior that celebrates connectedness and equality and brings new freedoms to individuals with limited mobility. “We all age into disabilities,” she says. “Designing for the disabled is including all.”
Hungry advertisers and content providers will find a way to stream nonstop ads and entertainment to insatiable passengers, who will blindly agree to “all terms and conditions” as they do today.
Mercedes-Benz’s Sinkwitz sees handcrafted woodwork and luminous metals that remind occupants of the analog world they left behind, and ArtCenter College of Design student Santiago Diaz thinks augmented and virtual reality will be digital veils that help us interact with cars in ways we can’t yet fathom, if you can stomach the motion sickness.
“I think we’re going to discover a lot of that, the fact that you have glass around you, showing things whizzing by you,” Infiniti’s Habib says. Maybe windows will be replaced by energized glass, projecting images of the outside world via a 360-degree camera, darkening to opaque when you ask.
Autonomy faces a lot of these odd obstacles. Gesture control, for example, will be a building block of the interior, but it won’t be intuitive to use if you’re traveling abroad because different countries use different body language. But right now no one really cares about those obstacles because autonomy has much bigger issues to overcome and a lot of tough questions in need of good answers sooner rather than later.
The BMW Vision iNext displays images on its Jacquard-weave rear bench through “intelligent projection.”
For instance, how do we protect personal privacy in a complex, hyperconnected world? Will there be global compatibility between competing digital devices, and will in-vehicle Wi-Fi and other entertainment outlets require paid subscriptions separate from what you already have and pay for in your home? Will seat belts indeed be nixed, and who’s at fault if your autonomous car causes a crash? Will politicians embrace or smother autonomy? The list of unknowns that must be dealt with is exhaustive.
“Legislation regarding liability, unconventional seating positions, and alternative-use cases are frequently being discussed but not yet defined on paper,” Yanfeng’s Shih says. “Designers and manufacturers are operating in a gray zone between legislation and speculation. This ambiguity has given designers greater latitude and, from the creativity standpoint, has already unleashed refreshing new thoughts and philosophies around the automotive interior.”
Today, freethinkers unconcerned with convention can disrupt and inspire and be wrong without any real consequence because maybe their dream becomes a reality in the new automotive era. “It’s fantastic to be able to think that our generation could really be the one that changes the way you live in a product that’s more than 100 years old,” Habib says, “but it’s daunting, definitely. There’s a big chance of failure with all the startups and all the established companies creating new things. Some are going to win, and some are going to lose.”
Motivo Engineering CEO Praveen Penmetsa says the company that delivers the most engaging mobility experience will rule the automotive world. “However, we don’t know what that secret combination is yet,” he is quick to point out. “The interior of the automobile will dominate our lives and will be our work desk, play space, creative blank sheet. The car will be more integral than ever before, not less like some people are saying. We’ll work more in cars, have more fun, and will have more life experiences in a car than we could have ever imagined.”
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Text
Inside the Cocoon: What to Expect from Automated-Vehicle Interiors
We don’t know when the autonomous-vehicle revolution will start, how it will look, or what to expect—apart from a tangled mess of red tape and legalese—but we know it will inspire change, like any worthwhile revolution. In the case of the automotive interior, it’s not difficult to imagine the metamorphosis it will soon undergo will be its most dramatic since inception.
“The traditional automotive interior is built around the driver and the steering wheel for the best possible control and view of the vehicle’s surroundings,” says Klaus Bischoff, Volkswagen’s executive director of design. “The autonomous interior, however, is based on the passenger’s needs. The autonomous interior gives passengers time to do what they want while getting where they want to go.”
Manufacturers and suppliers are on the scent, early in development of basic passenger cocoons that coddle and encourage free play. No idea is too perverse, audacious, or unrealistic, and no one knows what will stick. Some manufacturers refuse to comment on the subject at all because they see no point in discussing something in such flux. Others are less timid, wandering eagerly through undefined space as they engineer solutions to never-before-seen problems posed by the six graduated levels of automated driving that range from Level 0 to 5.
Infiniti’s design boss Karim Habib believes the first step toward the ideal autonomous interior is simplification: strip away excess to create a warm, minimalistic space.
As the revolution arrives in stages, so will aspects of the next-generation interior, first in semi-autonomous vehicles that don’t appear all that different from today’s automobiles. They drive among us even now: Cadillacs with Super Cruise, Mercedes-Benzes with Drive Pilot, Teslas with Autopilot, and Volvos with Pilot Assist offer stints of autonomous driving with occasional human inputs. Tesla designed its Model 3 from the outset to be an “open, liberating space” with fewer physical buttons and controls so it would be upgradeable and hopefully avoid obsolescence in an autonomous world.
The VW I.D. Vizzion (pictured above), Volvo 360c, BMW Vision iNext, and Mercedes-Benz F 015 showcase open-concept autonomous interiors with similar layouts but different aesthetics.
All semi-autonomous cars require means by which to steer. A number of automakers have released concept cars with retractable steering wheels that automatically fold up and store themselves during autonomous driving scenarios, freeing up precious interior space. Mercedes’ director of interior design, Hartmut Sinkwitz, wonders if we need a steering wheel at all. “Maybe we only need a joystick or something that gives you a perfect interaction to really conduct or to really steer and control the car,” he says. “Just yesterday I was test-driving a car with joysticks and enjoyed it very, very much.”
We’ll control whatever steering appendage from the comfort of a three-axis seat that twists and slides through the cabin to support both active driving and autonomous relaxation. The seats might articulate, according to Motivo Engineering, a Southern California-based product design and engineering firm. A fabric skin will stretch over a “flexible skeleton,” and the seats will shapeshift depending on use. Domagoj Dukec, head of design for BMW i and M, says the movable seat won’t debut until the “seat belt issue” is resolved: Will cars be so predictably safe that there’s no need to buckle up? “We’d need a highly intelligent airbag system that will know immediately how each individual passenger is sitting at that particular moment,” he says. “The foldaway steering wheel tech will be the extent of things for the time being.”
Infiniti’s design boss Karim Habib believes the first step toward the ideal autonomous interior is simplification: strip away excess to create a warm, minimalistic space. He also believes black slabs of touchscreen will be difficult to interact with in the changing interior of a self-driving car and that screens have to “be much more organic, blend into the environment—actually have the screen adapt to the space and be used in the space.” Some screens will be subtle, like Continental Corporation’s “see-through” A-pillar concept, which wraps bendable OLED screens around a car’s roof pillars to reveal, via camera, whatever occupies the not-so-blind spot.
Unconvincing models discuss 2024’s business trends in the Volvo 360c’s rolling office, which also features a full-size bed.
Other screens will be less subtle. “Energized glass coupled with augmented reality opens up new opportunities for connection,” says Chris Rockwell, founder and CEO of Lextant, a user-experience and design consultancy. “Imagine the windscreen becoming a window to the world. You drive through a new city, see where relevant services are located, get information on history and culture, and then use virtual-reality services to tour the sites en route.”
The keystone of any successful semi- or fully autonomous interior will be a seamlessly integrated user interface (UI), i.e., non-sentient artificial intelligence (AI) working in conjunction with finely tuned voice and gesture controls. Without a thoughtfully developed, intuitive system for two-way, human-to-machine conversation, there will be no relationship, no trust. User-experience (UX) designers research potential customers to better understand and empathize wants and whims in hopes of breathing life into a UI that understands routines, habits, emotions, and desires.
“The interior of the future needs to be about psychology as much as technology,” Rockwell says. “The goal is for the experience as a whole to not only meet needs but to anticipate them, inspiring connection, collaboration, and relaxation.” But the hardware and software developed for autonomy will go to waste if an interior can’t sympathize with its occupants, who will likely be understandably wary of the “ghost” driver.
The VW I.D. Vizzion comes with a “Hololens by Microsoft” for augmented reality fun.
That trust won’t come easily, but Tim Shih, vice president of design for Yanfeng Automotive Interiors, believes the transitional period preceding full automation will be surprisingly short because vehicles built to accommodate both driving and non-driving scenarios will inherently compromise both.
With the mass adoption of Level 5 automation, expect to see a shift from traditional interior to living environment, where higher roofs allow more fluid movement, consoles rearrange on the go, and automatic lighting reflects the mood; an integrated sensor pack will monitor your temperature, heart rate, actions, and more, and share that information with the AI. “The manufacturer may choose to provide more of a blank canvas than a beautiful completed painting,” Shih says, “and the passengers and users could then determine what happens in this space as much as—if not more so than—the manufacturer themselves.”
That blank canvas will be most common because fully autonomous vehicles will generally be of the shared-use variety and need to accommodate many different people and their varied interests. Trying to imagine all possible uses and adaptations is an overwhelming exercise, which is why manufacturers typically group predicted actions into broad, wide-reaching categories. General Motors considers three areas of use: productivity (email, work), relaxation (read a book, take a nap), and social (interacting with the vehicle or other individuals). Volvo adopted a similar approach for its 360c concept, an autonomous pod built for four scenarios: living room, office, party, and sleeper. The autonomous cabin will amplify whatever parts of life accompany you into it, becoming a spa-like oasis after work, a rolling wet bar for a party on the move, or a bottomless media trough.
The inside of the Mercedes F 015 is a blend of Apple store and high-end hair salon.
Humans stream 500 million hours of YouTube content every day. “It’s clear that users will continue this behavior in their autonomous vehicles’ personal space,” despite voiced desires to relax or work while not driving, says Jose Wyszogrod, chief designer of interior styling and UX/UI for Honda R&D Americas. If he’s right, hungry advertisers and content providers will find a way to stream nonstop ads and entertainment to insatiable passengers, who will blindly agree to “all terms and conditions” as they do today.
An interior uncorrupted by greedy perversions sounds much nicer, if we let ourselves have it. Wyszogrod sees it as a social space that a wanderlust generation uses for learning and discovery. Sofia Lewandowski, interior and UX designer at Hanseatische Fahrzeug Manufaktur GmbH in Berlin, sees an interior that celebrates connectedness and equality and brings new freedoms to individuals with limited mobility. “We all age into disabilities,” she says. “Designing for the disabled is including all.”
Hungry advertisers and content providers will find a way to stream nonstop ads and entertainment to insatiable passengers, who will blindly agree to “all terms and conditions” as they do today.
Mercedes-Benz’s Sinkwitz sees handcrafted woodwork and luminous metals that remind occupants of the analog world they left behind, and ArtCenter College of Design student Santiago Diaz thinks augmented and virtual reality will be digital veils that help us interact with cars in ways we can’t yet fathom, if you can stomach the motion sickness.
“I think we’re going to discover a lot of that, the fact that you have glass around you, showing things whizzing by you,” Infiniti’s Habib says. Maybe windows will be replaced by energized glass, projecting images of the outside world via a 360-degree camera, darkening to opaque when you ask.
Autonomy faces a lot of these odd obstacles. Gesture control, for example, will be a building block of the interior, but it won’t be intuitive to use if you’re traveling abroad because different countries use different body language. But right now no one really cares about those obstacles because autonomy has much bigger issues to overcome and a lot of tough questions in need of good answers sooner rather than later.
The BMW Vision iNext displays images on its Jacquard-weave rear bench through “intelligent projection.”
For instance, how do we protect personal privacy in a complex, hyperconnected world? Will there be global compatibility between competing digital devices, and will in-vehicle Wi-Fi and other entertainment outlets require paid subscriptions separate from what you already have and pay for in your home? Will seat belts indeed be nixed, and who’s at fault if your autonomous car causes a crash? Will politicians embrace or smother autonomy? The list of unknowns that must be dealt with is exhaustive.
“Legislation regarding liability, unconventional seating positions, and alternative-use cases are frequently being discussed but not yet defined on paper,” Yanfeng’s Shih says. “Designers and manufacturers are operating in a gray zone between legislation and speculation. This ambiguity has given designers greater latitude and, from the creativity standpoint, has already unleashed refreshing new thoughts and philosophies around the automotive interior.”
Today, freethinkers unconcerned with convention can disrupt and inspire and be wrong without any real consequence because maybe their dream becomes a reality in the new automotive era. “It’s fantastic to be able to think that our generation could really be the one that changes the way you live in a product that’s more than 100 years old,” Habib says, “but it’s daunting, definitely. There’s a big chance of failure with all the startups and all the established companies creating new things. Some are going to win, and some are going to lose.”
Motivo Engineering CEO Praveen Penmetsa says the company that delivers the most engaging mobility experience will rule the automotive world. “However, we don’t know what that secret combination is yet,” he is quick to point out. “The interior of the automobile will dominate our lives and will be our work desk, play space, creative blank sheet. The car will be more integral than ever before, not less like some people are saying. We’ll work more in cars, have more fun, and will have more life experiences in a car than we could have ever imagined.”
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Protecting Home Industries
The mushrooming of American unilateralism, a phenomenon whose apex inspired the Uruguay Round amid the unipolarity of the 1990s, first took root in the Tokyo Round conducted over six years between 1973 and 1979, it was this second measure in the seventies to reform the world economy, anteceded by the first whereby the global system shifted from fixed to floating exchange rates as trade liberalization in its wake no longer religiously sought to equilibrate the balance of trade with the balance of payments, that enshrined a precedent to countenance transnational interests as opposed to generic ones typified by SMEs. Between the realities kindled by the world economy piggybacking on American succour, and disproportionality of this status quo, a volte-face on policies of postwar appeasement to rebuild war-torn countries inevitably resulted, the symptoms betraying such donor fatigue included the first US trade deficit of the twenty-first century in 1971, a widening public debt from the war in Vietnam, the accession of Britain, Denmark, and Iceland into the bloc of preferential trade by the European Community in 1973, or OPEC’s quadrupled oil prices that same year attended with stagflation throughout the remaining decade. It was then to allay fears of decline, notably after the ignominy of Vietnam, that a resurrection in hawkish policymaking came to influence the recrudescence of US nationalism, and nolens volens the multilateral trading system as well.
Insofar as deeper economic integration gainsaid the presumed hegemonic decline, viz., since the Tokyo Round unlike previous ones handled tariff as well as non-tariff barriers (NTBs) alike, the US moved to rebalance the world economy in its favour, in so doing a paradigmatic shift from free to fair trade came afoot where once the albatross of the system’s quid pro quo fell upon the superpower to sacrifice its national interests by consenting to discrimination against its goods and services, any such kind of self-flagellation promptly ended. What the Tokyo Round symbolized was how, in effect, at whim the US could alter ad hoc the structure of the world economy as need be, marrying its proper comparative and competitive advantages to and compensating for its industrial inadequacies through multilateral institutions, its national interests concomitantly would run roughshod over the prevailing wisdom that the trading system’s laxity befit variegated levels of economic development in the world, and though noble enough in its idealism whatever patronage for this abstraction ceased entirely as costs showed to be prohibitively high. So it was then that unilateral over collective action defined the zeitgeist of a new era, albeit Japan and Europe jostled against the US, this convergence does tend towards hyperbole, indeed America nevertheless continued to exploit the trading system in spite of any distant competition.
In the years leading to and during the Tokyo Round mercantilism increasingly shared priority with investments whose synthesis gave vent to the structure of modern multinationals. The amalgam, that of exports adjoined with investment was cobbled together through selective trade liberalization specific to transnational firms, rationalization of production by way of interstate agreements shored up their competitive advantages, and in 1965, corroborating the new currency vested in this breakthrough of America’s new sprawling international value chains, the Canada-US Automotive Products Trade Agreement presaged how multinationals would affect trade policy in the years to come. The auto-pact resulted in a duty-free market for finished vehicles and parts, enabling Chrysler, Ford, and General Motors to skirt a fratricidal trade war, leverage foreign ownership of Canadian industry, and seize market share of the North’s automotive sector in virtue of incoming FDI as bait. Though American multinationals transformed Canada into a branch-plant economy well before WWII (Laxer 1986:8), the episode was the first reconciliation between the White House and Parliament to promulgate the interests of America’s multinationals whose spillovers symbolized a forerunner to NAFTA in 1994.
The station of transnational firms, with each successive series of multilateral, trilateral, or bilateral negotiations, ensconced itself in economic statecraft as the keystone of national income, soft as well as market power, and factotum of American production. Vertical integration, economies from intrafirm joint costs, portfolio and risk diversification all transformed US companies into behemoths, yet the initial uncertainty from insufficient returns prior to becoming growth firms with positive cash flows were quieted by the paternalism of trade agreements, in the 1970s therein carved out from the Tokyo Round pursuant to its Agreement on Trade in Civil Aircraft (ATCA) were specific provisions, for those firms situated in the world’s aviation oligopoly, protecting Boeing, United Technologies, General Electric, and Honeywell. As the saga of expanding companies informs modernity, market forces coupled to dirigisme consolidates oligopolies, in the commercial aircrafts industry the Federal Government particularly fretted over the advent of Airbus in 1970, its trade-distorting subsidies granted by Europe, and the imperfect competition that would ensue into Boeing’s own market share of which one-third was captured by its wide-body 747 model until Europe’s introduction of the fuel-efficient A300 (Irwin & Pavcnik 2004:224; McGuire 1997:62). State subsidies in international markets distort trade as purchase value, set beneath production costs and below market prices, compensate for the difference between real and actual costs, from this inequity it behooves governments through the agency of strategic trade policies to safeguard mature and infant industries endowed with high earnings potential against firms poaching on market share (Brander & Spencer 1985).
By the beginning of the Tokyo Round, subsidies as a NTB aroused the angst of Boeing, Lockheed, and McDonnell Douglas, sensitive already from issue linkages in and overlap with military application comprised of implications for national security, without precedent these negotiations established sectoral agreements for these lucrative firms that, underwritten by the President’s office cloaked in power to exclusively decide trade outcomes, were essential to GDP. In 1977 alone, Boeing tendered $1.9bn to 2,584 suppliers geographically distributed across 44 states (Pierce 1978:572), the sheer scale of its value chain, its dominance of the industry, and its revenue could not be ignored lest neglect redound to catastrophic loss for company and country alike. In the Tokyo Round, as in all negotiations, the prima facie removal of trade barriers, NTBs or not, comports with economic liberalism, however in truth negotiators espouse a position consistent with free-trade norms only under the pretext of such ideology insofar as US firms control the majority of a sector’s market share, strategic trade policy of this kind is what invariably assures hegemonic stability, thus free trade is only desirable if the bulk of what is produced is sourced in American multinationals otherwise protectionism may be more befitting if the said corporations appear less immune to foreign competition.
In the aircraft industry, sweeping influence by US firms throughout the 1970s, exemplified by commanding heights of over 80 percent in global market share, stature of de facto regulator worldwide whose level of sophistication decreed FAA certification of planes that continues to be a universal prerequisite for all airlines, as well as monopoly over air travel for American consumers (McGuire 1997:81), was a token of how the Federal Government would need to set great store in such a profitable industry, parent firms the likes of Boeing, American Airlines, and others of their ilk were naturally the animus to the ratification of ATCA. State capitalism’s method of subsidization, the US petitioned, unfairly advantaged competing firms (Piper 1980:221), preferential access for flag carriers into home markets equally posed a threat to market share, the sought after permanence of disciplines in civil transports, when the aerospace industry agitated for them, was expected to enshrine America’s quasi-monopoly stymieing aerospace production of other economies. Targeting equity injections or grants, the formal appellation of which is a direct subsidy, the Federal Government’s pro-market disposition was meant to thwart funds of this sort between private and public interests, and to eliminate tariffs on aerospace goods as per the Agreement’s annex.
Europe’s demurral cited infant industry protection in the development of Airbus’ maiden model, the A300, or in economics parlance that large cumulative output for export markets hinges on the ‘big-push theory’ which essentially suggests the acceleration of industrialization by the expedient of public spending. Economist Paul Rosenstein-Rodan (1943) first explained how this minimum amount of resources was the sine qua non of economic takeoff, or how a certain quantum or threshold of investment preceded any sustainable development, as growth and investment are analogous, subsidies in some form promote increasing returns and this proposition had particular relevance in imperfect markets as was the case with the aircraft industry’s US monopoly. For Rosenstein-Rodan, sustainability implied scale economies impossible without the infrastructure of a large firm (1943; 1967), market forces alone would impair growth, but in the example of Airbus, government support for development, production, and marketing could viably incubate the requisite specialization until the stage of the firm’s maturity. The desiderata of a capital-intensive industry includes major investment, and though subsidies distort international trade, Europe’s indignant pushback imagined its own pump-priming defensible on the grounds of creating wealth, national prestige, employment, and export potential.
The European Community (EC) spurned the US’ market rationality when investment capital in prototyping a new airframe exceeds $1bn for R&D,1 an obtrusive barrier for new entrants of a small global market, so exclusive it was that prior to the entry of Airbus an oligopoly shared between Boeing, McDonnell Douglas, and Lockheed characterized global sales as well as handsome profits engendered by spillovers into related industries, an allusion to the US’ monopoly extending into air travel between Pan American Airways and Boeing’s 747 model. Cash flow that funds development of new generation aircraft, the EC averred, cannot be replicated for new entrants unless governments intervene to overcome the entry barrier of high costs, if not then scale economies of R&D enjoyed by veteran firms ward off competition thereby making subsidies the only remedy to such an imperfect market. Another barrier includes the byzantine and gargantuan infrastructure necessary to globally accommodate end-to-end control from design to aftersales repair (Goldstein 2006:260). Prior to the Tokyo Round, Airbus fielded only six A300s to Air France, however in 1978 Eastern Airlines acquired twenty-three planes, until this market penetration US firms trivialized the European conglomerate yet the corollary to this newfound insecurity was to eventually spur the Federal Government’s combative approach to safeguarding them (Yoshino 1986:517-538).
Production subsidies and government loans allocated to Airbus, whose interest rates were below market value, accounted for 80 percent of its output costs, tranches of repayment were commensurate with its new aircraft deliveries, and more magnanimous still was how, most prominently in the firm’s infancy, debt forgiveness was habitual (Carbaugh & Olienyk 2001:272). To seize a foothold in global markets, the US bemoaned, the firm priced aircraft at 10 percent or more below actual costs (Fortiman 1989), and bereft of capital injections between seed money, ongoing investments, and bailouts Airbus’ competitiveness would have floundered. Nevertheless the self-sustaining watermark for the transnational firm’s profitability, independence, and commercial viability was thought to be 30 percent of global market share which until that point would be financed by direct subsidies that reached $7.7bn in seed capital alone (Gellman Research Associates 1970). Europe’s rejoinder instead accused the US’ indirect subsidies, taxation leniency and publicly funded spillovers from NASA’s spaceship technology, as hypocrisy in the stewardship of its own aerospace industry, the European Union (EU) which succeeded the EC commissioned a report that monetized such handouts totalling $18bn between 1976 and 1990 (Arnold & Porter 1991).
Private capital markets are less likely to finance heavy industries, particularly those with long investment horizons from which positive returns take several years to manifest sometimes described as supercycles, and similarly beleaguered by this market failure aircraft production remains dependent on public procurement and capital investments by the state.2 The initial absorption of loses by government, a tradeoff to the risk premium expected from future sales and volume, generates new growth opportunities and this government patronage mitigates uncertainty as it does in the case of aeronautics, for this reason whether directly or indirectly both Europe and US financially support their respective aircraft industries when these transnational firms effect positive externalities in computing, electronics, and other sectors stemming from the sui generis aspect of their amalgam of heavy manufacturing and high-technology research. Notably the undeviating welfare relief destined for the US industry, an appendage of the military-industrial-complex, supplier to the Department of Defence (DOD), and the nation’s largest growth industry (Kaufman 1972:288; Galloway 1972:496), is redolent of economist Adam Smith’s proposition how ‘defence is more important than opulence’, 88 and 75 percents of total sales in 1971 for firms Lockheed and McDonnell-Douglas respectively, contracts of public procurement from which the technology boasts commercial application, elucidates the importance of aerospace multinationals for the US economy and Federal Government (Galloway 1972:494).
Since the classic publication of Alexander Hamilton’s Report on Manufactures in 1791, a theoretical and policy apologia for protectionism and polemic against laissez-fair free trade, recommendations from which namely included import duties on final goods and subsidies, this economic theology actuates both science and industrial policies of all sectors particularly in reference to aerospace technology for the public benefit of society, commercialization of air travel, and advancement in semiconductors. R&D funding, for which the Federal Government amid the Cold War paid the bulk if not all towards advanced and applied research (Eads 1974:6-8), dynamizes indigenous innovation, subsidies then finance supply, the adjacent stage equally expresses such interventionism as public procurement then creates demand, in reality the crowding-out effect of private investment distills how government monopoly, protectionism, and trade agreements are fountainheads for the world economy’s oligopoly in aviation and devoid of endogenous motives to profit national security becomes the forefront of this US strategy. In 1962, preceding European competition, of the top 75 percent in public procurement for defence spending the recipients were all aircraft multinationals.
The growth of national income by way of increased profitability in international markets for transnational firms situated in the aerospace industry, which places reliance on large scale economies, are beleaguered by steep learning curves, and stand in need of massive outlays for R&D, gives credence to the propinquity between government and inter alia Boeing, Lockheed, or McDonnell Douglas to ensure, as market distortions and industrial policies of other countries sully perfect competition and proffer cost advantages to foreign industries, the collection of substantial rents. Should a firm happen to be an economic laggard the expense of catch-up would be prohibitively high for shareholders and politicians alike, ergo it is the steadfast superintendence of the Federal Government in its aerospace industry which promises firms they are, among other things, exceedingly competitive, first movers in the lion’s share of lateral innovation, and engineers of highest value-added prototypes. On average, between development and sale to end users, what is a lead time of five years, and is often characterized by capital requirements which risk an existential threat, the span between an aircraft’s conception and introduction to markets bears with it great time and risk. A six-year rollout for the futuristic subsonic jet airliner 747 well-nigh ruined Boeing into corporate insolvency which corroborates the level of uncertainty confronted by the industry (Haenggi 2003:9; Kutner 1973). The audacious plan was the superlative of disruptive technology to accommodate a 10 percent increase in airline traffic measured by revenue from passenger miles during the era and though cost overruns, late penalties, and capital investment for a new production line housed in 783 acres befell the wide-body aircraft’s value chain, the model eventually became, generating prodigious cash flow, the company’s moneymaker (Gillett & Stekler 1995:129).
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1 Development costs for the Boeing 777 surpassed $5.7bn, a cost-per-seat analysis finds technological intensity places greater strain on balance sheets than previously compared with the Boeing 747, yet it is also agreed that Airbus’ market entry impacted scale economies of its rival thus heavily influencing the aforementioned cost. See TYSON, L. 1992. Who is Bashing Whom? Trade Conflict in High Technology Industries. Washington D.C.: Institute for International Economics.
2 For instance, British and French governments responsible for development of the Concorde, the first and only commercial supersonic jet, earmarked billions of dollars for its creation, subsequent to which Air France and British Airways were conferred subsidies to operate them in their fleet, demand calibrated to higher costs for consumers would not have necessarily found investors in private markets alone.
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Global High-grade Anthracite Sales Market Report 2017
Report Hive market Research Released a New Research Report of 124 pages on Title "Global High-grade Anthracite Sales Market Report 2017" with detailed Analysis, Forecast and Strategies.
In this report, the global High-grade Anthracite market is valued at USD XX million in 2016 and is expected to reach USD XX million by the end of 2022, growing at a CAGR of XX% between 2016 and 2022.
Geographically, this report split global into several key Regions, with sales (K sqm), revenue (Million USD), market share and growth rate of High-grade Anthracite for these regions, from 2012 to 2022 (forecast), covering
United States
China
Europe
Japan
Southeast Asia
India
Global High-grade Anthracite market competition by top manufacturers/players, with High-grade Anthracite sales volume, Price (USD/sqm), revenue (Million USD) and market share for each manufacturer/player; the top players including
Siberian Anthracite
Reading Anthracite Coal
Blaskchak Coal Corporation
Robindale Energy & Associated Companies
Atlantic Coal Plc
Xcoal
Pagnotti Enterprises In
Keystone Anthracite
Kimmel Coal
VostokCoal
Atrum
DTEK
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Anju Coal Mine
VINACOMIN
Yangquan Coal Industry
Jingmei Group
Jincheng Anthracite Mining Group
Henan Energy and Chemical Industry Group
China Shenhua
Feishang Group
Ningxia TLH Group
Lanhua
Shenhuo
Hdcoal
On the basis of product, this report displays the sales volume (K sqm), revenue (Million USD), product price (USD/sqm), market share and growth rate of each type, primarily split into
Lump Anthracite
Anthracite Fines
On the basis on the end users/applications, this report focuses on the status and outlook for major applications/end users, sales volume, market share and growth rate of High-grade Anthracite for each application, including
Electricity Industry
Chemical Industry
Cement Industry
Steel Industry
Table of Contents
Global High-grade Anthracite Sales Market Report 2017
1 High-grade Anthracite Market Overview
1.1 Product Overview and Scope of High-grade Anthracite
1.2 Classification of High-grade Anthracite by Product Category
1.2.1 Global High-grade Anthracite Market Size (Sales) Comparison by Type (2012-2022)
1.2.2 Global High-grade Anthracite Market Size (Sales) Market Share by Type (Product Category) in 2016
1.2.3 Lump Anthracite
1.2.4 Anthracite Fines
1.3 Global High-grade Anthracite Market by Application/End Users
1.3.1 Global High-grade Anthracite Sales (Volume) and Market Share Comparison by Application (2012-2022)
1.3.2 Electricity Industry
1.3.3 Chemical Industry
1.3.4 Cement Industry
1.3.5 Steel Industry
1.4 Global High-grade Anthracite Market by Region
1.4.1 Global High-grade Anthracite Market Size (Value) Comparison by Region (2012-2022)
1.4.2 United States High-grade Anthracite Status and Prospect (2012-2022)
1.4.3 China High-grade Anthracite Status and Prospect (2012-2022)
1.4.4 Europe High-grade Anthracite Status and Prospect (2012-2022)
1.4.5 Japan High-grade Anthracite Status and Prospect (2012-2022)
1.4.6 Southeast Asia High-grade Anthracite Status and Prospect (2012-2022)
1.4.7 India High-grade Anthracite Status and Prospect (2012-2022)
1.5 Global Market Size (Value and Volume) of High-grade Anthracite (2012-2022)
1.5.1 Global High-grade Anthracite Sales and Growth Rate (2012-2022)
1.5.2 Global High-grade Anthracite Revenue and Growth Rate (2012-2022)
Browse Full Report- https://www.reporthive.com/details/global-high-grade-anthracite-sales-market-report-2017-x000d
2 Global High-grade Anthracite Competition by Players/Suppliers, Type and Application
2.1 Global High-grade Anthracite Market Competition by Players/Suppliers
2.1.1 Global High-grade Anthracite Sales and Market Share of Key Players/Suppliers (2012-2017)
2.1.2 Global High-grade Anthracite Revenue and Share by Players/Suppliers (2012-2017)
2.2 Global High-grade Anthracite (Volume and Value) by Type
2.2.1 Global High-grade Anthracite Sales and Market Share by Type (2012-2017)
2.2.2 Global High-grade Anthracite Revenue and Market Share by Type (2012-2017)
2.3 Global High-grade Anthracite (Volume and Value) by Region
2.3.1 Global High-grade Anthracite Sales and Market Share by Region (2012-2017)
2.3.2 Global High-grade Anthracite Revenue and Market Share by Region (2012-2017)
2.4 Global High-grade Anthracite (Volume) by Application
3 United States High-grade Anthracite (Volume, Value and Sales Price)
3.1 United States High-grade Anthracite Sales and Value (2012-2017)
3.1.1 United States High-grade Anthracite Sales and Growth Rate (2012-2017)
3.1.2 United States High-grade Anthracite Revenue and Growth Rate (2012-2017)
3.1.3 United States High-grade Anthracite Sales Price Trend (2012-2017)
3.2 United States High-grade Anthracite Sales Volume and Market Share by Players
3.3 United States High-grade Anthracite Sales Volume and Market Share by Type
3.4 United States High-grade Anthracite Sales Volume and Market Share by Application
Key questions answered in the report
· What will the market size and the growth rate be in 2022?
· What are the key factors driving the High-grade Anthracite Sales Market?
· What are the key market trends impacting the growth of the High-grade Anthracite Sales Market?
· What are the challenges to market growth?
· Who are the key vendors in this market space?
· What are the market opportunities and threats faced by the vendors in the High-grade Anthracite Sales Market?
· Trending factors influencing the market shares of the Americas, APAC, and EMEA?
· What are the key outcomes of the five forces analysis of the High-grade Anthracite Sales Market?
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