Modern transportation methods include railway transportation, road transportation, water transportation, air transportation and pipeline transportation. Among them, the highway is undoubtedly the busiest and most noticeable category. Especially in the cargo transportation field, even if it has been degraded due to extensive development, it has still achieved considerable development in recent years, and it also reflects another major form of transportation - the railway's desolateness in the freight market.

Such a situation is certainly not what people's "iron boss" wants to see. Therefore, the reform of railway freight transport has been quietly started. To reverse the defeat, the “iron boss” has been vigorous. In this way, the pressure on the freight market, such as highways, civil aviation, and water transport, will in fact increase. In particular, highway companies face the potential of “iron bosses” and are destined to compete with certain specific routes and some of the higher value-added goods transportation.

In 2016, as the opening year of the “Thirteenth Five-Year Plan”, a fierce battle may be staged and may not be superficial. However, heavy truck companies engaged in trunk transportation and logistics vehicles that provide trunk lines must be vigilant. Such a public and iron “underworld” may cause severe “harm”. This is not an outrage, not an untimely conjecture, but a new round of life and death that must be faced.

The city gate caught fire and caught fish. In the past two years, the heavy-duty truck market is such an unfortunate situation. Due to the sluggish economic situation at home and abroad, the sales volume has been declining year after year, and the “harm” suffered has reached 10,000 points. However, the new year has just arrived and the heavy-duty truck market will suffer injury and injury. On the one hand, industry insiders generally believe that sales of heavy trucks may remain flat or only slightly higher than last year's level in 2016. On the other hand, an "infighting" is coming.

This should be what people often say, the house leaks in the rain overnight, and the ship is hitting the wind again. In the face of the already-launched 2016, many experts commented that this year the China Railway Corporation will start a turnaround in the freight market. The important competitors of railway transport are actually road transport. The latter has always been the most important mode of transportation in China's freight market. The low level of the macro economy has always been in positive growth.

As a result, it is not difficult to find that the logistics companies that are active in the highway freight transport market and the heavy truck companies that provide transport vehicles for them have to face the menace of the “iron boss”. What's worse is that such situations are inevitable and just like the macroeconomic situation we cannot control. Right now, the competition between the public and the railway for the freight market has become a major trend. Under this background, the related logistics and heavy truck companies cannot be left alone.


Although the road freight market is too extensive to be criticized, but also made impressive progress in recent years in this <br> <br>, may wish to review the performance in recent years, road and rail freight transport, has a kind of look at their respective results . First of all, the road freight market suffered a greater impact in 2015, when the economic down-draft pressure increased sharply. However, it is gratifying to note that the volume of freight and freight traffic remained in the face of a new low of 6.9% GDP growth. Lived the growth momentum.

The data will not lie: Although the full year 2015 data was not released, the performance of China's cargo market in the first 11 months of last year was sufficient to explain the general situation. According to statistics, the total volume of goods handled by roads nationwide was 32.25 billion tons, an increase of 6.2% year-on-year, an increase of 0.1 percentage points over the previous ten months. The volume of cargo turnover was 5,874 billion tons kilometers, an increase of 5.9% year-on-year. The increase was in line with the previous ten months. It can be said that even if the road freight market did not "outperform" the GDP market, it still rose steadily.


Look at the overall situation of railway freight last year. Data show that in 2015 its total shipping volume was 3.4 billion tons, a year-on-year decrease of 10.53%; freight turnover volume was 2.42 trillion tons kilometers, a year-on-year drop of 12%. Among them, the rail freight volume hit a record high. At the same time, since the establishment of the China National Railway Corporation in 2012, the national rail freight volume has been declining for three consecutive years, and the decline may even continue to expand.

Moreover, not only the status quo is unfavorable, but also the pressure caused by railway development planning is enormous. According to the draft “Draft for the 13th Five-Year Plan for Development of Railways” formulated by the National Railway Administration, it is shown that by 2020, the national rail freight will reach 4.2 billion tons, an average annual increase of 4.3%, and the freight turnover will increase by 30%. It reached 3.17 trillion ton kilometers. However, compared with the eye-dropping market performance, the task mentioned in this “opinion” was extremely difficult for the railway freight forwarding department to complete.

This shows what? It shows that the railway freight reforms have to go hand in hand and have to be made. It is very likely that 2016 will be a full-scale force for the year. This can be seen from the recent actions of the railways. At 0:00 on January 10 this year, the railway has begun to implement a new train operation chart, during which time all sorts of goods are arranged for shipments of 193 columns, an increase of 28 more than before, and this may be just the beginning of the “iron boss” new year Try a small knife.

Moreover, compared to the move to increase freight trains, the railway's actions on freight rates deserve even more attention. Once it starts the price war, the power will inevitably be greater. After all, many people's defiance and contempt for the price war breaks down, but the role of price leverage in the incitement of the market has always been the most obvious. A logistics company that wants to reduce logistics costs and a logistics company that always wants to earn more freight will pay for low prices. However, it is also a concern that customers are too concerned about the delay in the road freight rate.

However, it seems inevitable that prices will break. Railways that have not cut prices for many years are ready to make a fuss about prices in the face of market pressure. Faced with the continuing rise in road freight transport, as well as the accelerated adjustment of the national economic structure and the intensification of competition in various modes of transport, the “Iron boss” can no longer ignore the fact that the total railway freight shipments and freight turnover have been declining. Especially when the price of oil falls all the way to good roads, civil aviation and water transport, railway freight must regain its price advantage.

Therefore, we can see that the Beijing Railway Bureau began to find ways to reduce rail freight. The China Railway Corporation also launched a freight adjustment plan on November 5 last year. It has taken the lead in the Hohhot Bureau and Shandong Bureau. Moreover, if you pull back the time, you will find that the railway freight has actually not risen for nearly a year. The last price increase was on February 1, 2015, and the average price per ton-km increased by 1 cent.

Obviously, the railroads are very clear about the freight market. They continue to add freight trains when their capacity is still surplus, and they have begun to make concessions to adjust their prices in response to freight rates that have been reluctant to bow. This shows their determination and morale. For the main protagonist of this battle, road freight, its pressure may not appear too much in the short term, but in the long run, it must also be given enough attention to prevent it being taken off the board by the “iron boss”.

However, in the face of the public and iron disputes, how should we prevent it? From the standpoint of road transport considerations, it is first of all to find key markets where railway transportation is about to take off. In the past, railways were dominated by coal and iron ore, and their product structure was relatively simple. In the future, the business of the China Railway Corporation will be more diversified, especially in the market areas such as e-commerce, express delivery, and express delivery, which will surely increase the intensity of its efforts.

At this point, we can not fail to mention that nowadays, heavy truck companies in various places are in the emerging market of e-commerce and express delivery services. In terms of express delivery, the total number of express delivery service companies nationwide last year reached 20.67 billion, an increase of 48% year-on-year. The Dongfeng commercial vehicles that have consistently performed well in the sub-markets such as express delivery have once again topped the ranking of annual sales charts for heavy trucks. Others such as FAW Liberation and Foton Auman have also won numerous prizes in such markets.

Therefore, when the public and the railways “undercover” escalated and finally landed on these focused market segments, it would be necessary for the logistics companies that worked hard in the above markets to plan ahead and walk in front of their peers so that they would not be “ "Extrusion Bureau" risk. At present, there are more than 700,000 small and medium-sized micro logistics enterprises in the country. They occupy about 90% of the domestic logistics market share. However, due to their relatively weak competitiveness, if there is no preparation, the “iron boss” may injure one shot.


The majority of heavy-duty truck companies, in real estate and other national pillar industries, gradually reduce the demand for heavy trucks, and then take the initiative to seize more long-term development of the road logistics vehicle market is a wise move. Along with their efforts, many heavy-duty truck companies have performed in the market of road logistics subdivided vehicles, including Sinotruk, Shaanxi Auto and other companies that have made product structural adjustments in this regard, and have achieved very good results.

As far as the long term is concerned, the “investment, export, consumption, and consumption” troika has also driven the heavy truck market differently. In terms of investment, although national strategies such as the “One Belt and One Road” and new urbanization have been introduced and landed, it is still too small to start work and increase demand for heavy trucks in the short term. On the export side, due to the current global economic downturn, especially the economic downturn and declining demand in the main destination countries for China’s auto exports, the situation is not optimistic.

Therefore, the important task of driving the heavy truck market must ultimately rely on "consumption", which is also reflected in the specific sales. The sales of heavy trucks produced by dump trucks, construction vehicles, and other services fell sharply last year, but heavy truck products such as tractors, special vehicles and other services have seen a significant increase in sales volume, especially the aforementioned express delivery, e-commerce, and cold chain and danger. Chemicals and other logistics vehicle market, it is quite potential.

In the face of this important enemy of rail freight, there may only be two ways: in the country, to strengthen itself and squeeze others; in foreign countries, aiming at international and strengthening exports. You know, the market does not believe in tears. Whether you are a well-known heavy truck veteran or a brand new model, in the face of brutal competition, self-advancement is the only way. Just as a person's career rises, it is always necessary to rely on such a method to completely open it up, and the opponent who is shaken or eliminated can only chase behind him in the future.

In addition, we must also mention that for today's Chinese manufacturing industry, there are also some problems that must be resolved: First, the demand side upgrades force the supply side reform, must be the development of the latter in turn to stimulate the former; second, high levels The logistics costs need to continue to shrink. We have a long way to go compared to developed countries. Both of these aspects require that heavy truck companies must improve their quality and build suitable models. By implementing supply-side reforms, logistics companies can optimize logistics costs with high-efficiency and cost-effective products.

Undoubtedly, the “iron boss” has tried his best to pinpoint the pulse of the market economy and embrace the trend of “Internet logistics”. The combat effectiveness will also be different. The logistics company and the heavy truck brand in which they serve the mainline transportation, no matter what kind of products, services, or plans to beat the market, have now come to a time when they are actively preparing for and then fighting better.



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