In 2014, due to the explosive growth of China's new energy vehicles, it was defined by the industry as the first year of commercialization of new energy vehicles in China. Among them, the sudden emergence of the private consumer market indicates that China's new energy vehicle industrialization is about to usher in a "turning point." In addition to facing the problems of technology breakthrough and high cost of vehicles, the promotion of new energy vehicles in China still has a series of problems such as serious local protection, insufficient cultivation of consumption habits and high cost of one-time purchase of pure electric vehicles. Furniture casters are widely used in social and economic production and life, in order to ensure the quality of furniture, therefore, the quality and stability of all aspects of furniture casters must be guaranteed. Locking Caster Wheels,Furniture Wheels,Office Chair Casters,Casters Home Depot Kaiping City Sunnywah Electronic CO.,LTD , https://www.knightcasters.com
The biggest stumbling block for the promotion of new energy vehicles Last year, the development of new energy vehicles can be said to have ushered in the best historical period. When President Xi Jinping visited SAIC, he said: "The development of new energy vehicles is the only way for China to move from a car-powered country to a car-powered country." Policy level, "Energy Conservation and New Energy Vehicle Industry Development Plan", "On the New Energy Vehicle Charging Facilities Construction Award" Notice of the State Council, the State Council and various ministries and commissions on the issue of new energy vehicles are constantly being introduced. The state and local governments have also provided subsidies for real money and silver, and the construction of charging facilities has formed a good situation of multi-sectoral coordination and state-owned private interaction.
At the enterprise level, SAIC, BAIC, Dongfeng, BYD, Zotye... There are no fewer than 20 companies with mature new energy vehicle products, and almost all other car companies have done their homework in the technical reserve of electric vehicles. The market is released and products can be launched immediately.
The reaction in the terminal market is also surprising. Data show that in the first 11 months of last year, domestic sales of new energy vehicles were 53,000. Among them, pure electric vehicles sold 29,000 units, a 7-fold increase from 2013, ranking second in the world; plug-in hybrid vehicles sold 24,000 units, a 25-fold increase over the same period last year. There has been a star model of BYD "Qin" that has produced and sold over 10,000 vehicles a year.
Although the situation is very good, at present, narrow local protectionism is the biggest challenge facing the development of China's new energy automobile industry. At present, various local governments in China have imposed various access restrictions on new energy vehicles. It is not easy to license licenses in new energy vehicle demonstration cities, and it is even more difficult in restricted cities or non-model cities. According to statistics, local protectionism directly leads to the difficulty of entering new energy vehicles in 70% of local markets.
For example, the BYD plug-in hybrid car "Qin" listed last year encountered such a flaw. As Beijing's revised "Beijing Demonstration Application New Energy Passenger Car Manufacturers and Product Catalogue" does not include plug-in hybrid cars, this means that plug-in hybrid cars produced by BYD, Roewe, Jianghuai and other car companies are being Excluded from the scope of subsidies, Beijing customers currently want to buy "Qin" can only participate in the same ordinary number as the gasoline car.
According to the “Energy Conservation and New Energy Vehicle Industry Development Plan (2012-2020)†formulated by the state, in 2015, a total of 500,000 production and sales targets will be achieved. The promotion and declaration plan for the two years of 2014 and 2015 was 330,000 vehicles. Now the time is over half, and the plan is only completed in less than one-fifth. Experts have concluded that local protectionism is not removed and new energy vehicle development plans are difficult to achieve.
Why local protectionism is so prevalent "Local protection seriously hinders the development of electric vehicles, does not conform to the spirit of the market, is not conducive to the development of automobile manufacturers, and is not conducive to consumers to obtain quality products, must be removed." Vice Premier Ma Kai in March last year This was stated at the National Office of New Energy Vehicle Promotion. The biggest reason for the emergence of local protection barriers in the promotion of new energy vehicles is the driving force of local governments.
Specifically, there are four factors. First, after the new energy automobile industry is established as a strategic emerging industry, it has received huge financial subsidies from the central government. Local governments will try every means to introduce various policies to help local enterprises obtain central subsidies, and these enterprises can create more for local governments. More taxes and profits.
Secondly, despite the “Notice on Continued Promotion and Application of New Energy Vehicles†jointly issued by the relevant ministries and commissions on September 17, 2013, “the number of foreign brands in the promotion and application of vehicles shall not be less than 30%.†From a perspective, this is also a kind of acquiescence and recognition that the local government can maintain 70% of the new energy vehicle market share, which inevitably contributes to the local protection trend.
Third, as a new product, once a new energy vehicle is put into use, the user is bound to communicate and coordinate frequently with the manufacturer on issues such as technology update, maintenance and so on. If the producer and the user are in the same place, the cost will be saved. It is precisely because of this consideration that local governments have listed local new energy vehicles as the focus of procurement in government procurement, and local governments are also willing to distribute national and local subsidies to these local car companies.
Finally, local governments and auto companies have insufficient confidence in their products and are afraid to open up the market. From a perspective, BYD Qin’s experience in Beijing is a victim of local protectionism. On the other hand, BYD’s electric vehicles are popular in Shenzhen and other places, and benefit from local local protectionism. Therefore, local governments and auto companies, which are intertwined between benefit and victimization, fear that their local advantages will also be lost after the market is fully opened, so they are embarrassed about local protectionism. In the interview with reporters, BYD Chairman Wang Chuanfu said that BYD needs government support, which is necessary. But for local protection, he "dare to anger and dare not speak."
Wang Binggang, head of the national “Energy Conservation and New Energy Vehicles†major project supervision consulting expert group, believes that although the starting point of local protection is to protect the rapid promotion of new energy vehicles, in essence, it undermines the role of the market as an economic lever. It not only hinders the rapid development of domestic excellent products, but also restricts consumers' product choice rights to a large extent, and forms a pattern to protect local backward industries, which is not conducive to the healthy development of the new energy vehicle industry.
How to solve the problem with kicking a stumbling block At the end of 2013, BYD and GAC's electric vehicle cooperation project settled in Zengcheng. Up to now, BYD has established factories in more than 10 cities including Nanjing, Tianjin and Huizhou. The “admission ticket†for the local market through the establishment of the factory is considered by the industry to be a compromise and helplessness in the face of local protectionism.
However, if the symptoms are not cured, it is necessary to break the local protectionism and kick off the promotion of new energy vehicles. First, we must change the current local tax system. Since the promotion of new energy vehicles requires subsidies from government departments, local governments are reluctant to use local financial funds to subsidize products in other regions, thus exacerbating local protectionism. If no matter what car is sold, local governments can get the same tax, and the phenomenon of local protection will improve.
Secondly, in response to the 30% threshold specified in the Notice on Continued Implementation of the Promotion and Application of New Energy Vehicles, government departments should strengthen supervision and check the demonstration cities every year to take measures and deal with those who fail to meet the brand share of foreign brands.
Third, at present, China urgently needs to introduce a national unified new energy vehicle standard to determine the direction and trend of new energy vehicle technology development, and then form a standardized industry standard, so that the majority of car companies can obtain standard operating practices that can be followed. At present, governments at all levels should actively encourage domestically powerful enterprises to continuously accumulate relevant experimental data, and establish their own standards first. When the time is ripe, relevant parties will work together to introduce uniform industry and national standards in due course.
Finally, for enterprises, we must improve the quality of our products and speak with strength. Tesla also faces local protectionism when it sells on all continents. However, due to its high-end positioning and strong product strength, some state governments have sufficient ability to pay even if they do not provide subsidies. Similarly, domestic new energy auto companies should also make products and reduce costs. As long as they are recognized by consumers, they can win the market even without subsidies.
In July last year, the development of new energy vehicles ushered in new favorable policies. The General Office of the State Council officially issued the "Guiding Opinions on Accelerating the Promotion and Application of New Energy Vehicles" (hereinafter referred to as "Opinions"), and proposed 30 specific policy measures from eight aspects. The "Opinions" clearly stated that we must resolutely break local protection, unify standards and catalogues, and stipulate that all regions must strictly implement national standards and industry standards for nationally unified new energy vehicles and charging facilities, and must not formulate and introduce local new energy vehicles. And charging facility standards.
After the new policy, some scholars have also questioned that the so-called "policy and countermeasures" and the local governments eager to support local enterprises will be happy. In the course of implementation, will some cities continue to implement some invisible settings, and tend to subsidize local auto companies? To what extent can the implementation of the Opinions change this situation? These not only require state supervision, but also test the execution of local governments.
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·Local protection is not difficult to promote new energy vehicles