On November 28, the Ministry of Industry and Information Technology released the public announcement of the preliminary verification of the 2016 subsidy for the promotion and application of new energy vehicles (the second batch). It is understood that before and after the Ministry of Industry and Information Technology launched a total of two 2016 national supplementation and a supplementary application. According to the statistics of the electric vehicle resource network, only 799 new energy special vehicles have passed the review, and the liquidation of subsidies will be 93.4516 million yuan. Industry experts have been advocating that the subsidy of new energy vehicles should not be considered as “Tangrou Meatâ€, but from the perspective of this set of data, the subsidies for new energy logistics vehicles are so difficult to come by. According to the review of the electric vehicle resource network, in the following chart, the number of new-energy logistics vehicles in the vehicles declared by enterprises is relatively large, but the overall base is small, accounting for a very small proportion of the total sales of new energy logistics vehicles last year (the second batch of liquidation is still in the publicity period. Based on the final result). At the beginning of the year when the first batch of 2016 national supplementary declarations was launched, the proportion of new energy logistics vehicles was very low, and the second liquidation actually still had such a low pass rate. What are the reasons for this? What are the hidden concerns behind this? When it comes to the reasons, it will have to be old-fashioned. The 30,000 kilometers clearly stated in the liquidation notice has become a “stepping stone†for enterprises to obtain subsidies, and it is also a “stumbling blockâ€. 30,000 kilometers is only a small segment of the entire life cycle of a car, and users generally do not care too much about accumulated mileage. However, due to subsidies, businesses and users will be extremely sensitive to this, and the significance of 30,000 kilometers will be infinitely amplified. When 30,000 kilometers were put forward, many companies even had a single account. From the standpoint of operations, they would have to reach 30,000 kilometers, short-term half-year or 1 year, and long-term 2-3 years. In addition to the subsidy clearing, allocation and payment period, the final subsidy time is at least half a year on the basis of the operation time. The shortest time span also takes more than one year. For many companies, subsidies for new energy vehicles account for a large proportion of overall revenue, and companies are basically all heavy asset investments. Therefore, if subsidies cannot be put in place in time, once the capital chain is broken or blocked, operations will be restricted. Over the entire market, the development has also been fluctuating. However, the 30,000-kilometer seems to have become a mirror of the evil spirits, radiating the reality that the new energy logistics vehicle is not operated on a large scale. Because they did not really run up the road, companies would not be able to make large-scale absences from the national liquidation list. So why not run? First, real end-users are not activated and it takes time for the market to digest existing vehicles. Although the inventory of new energy logistics vehicles is increasing every year, the operation rate is extremely low. It is only used in small-scale and small-scale applications. The real large-capacity end-users have not been activated. At the same time, the performance characteristics of the market in recent years For the end of the year to focus on the outbreak, so the actual market to the second year to digest the amount of the first year. Second, new energy logistics vehicle companies do not fully consider the real needs of the market. At present, new energy vehicles are still in the "subsidy market." More companies still start from subsidies, for example, the amount of electricity will be determined based on the subsidy limit, thereby ignoring the user's mileage anxiety and the battery's annual decline. In addition, the homogeneity of products is serious and the quality levels are uneven, and it is difficult to meet the diversified needs of the market. The third is the difference in local road rights. The new energy logistics vehicle has an important advantage over the traditional transportation vehicle is the right of way, but the actual clear city of the right to open road rights to new energy logistics vehicles is not many, and there are differences in the execution of landing, so the new energy logistics vehicle will be promoted in the region Imbalance. The fourth is the difference between the convenience of charging and the difference in charging costs. At present, the public charging facilities in the entire society are still very lacking, the proportion of vehicle piles is very uncoordinated, and the charging costs lack a unified plan. Therefore, the inconvenient use of new energy logistics vehicles will hinder the market's choice of new energy logistics vehicles. Fifth, the service of production enterprises lags behind and the entire post-market system of new energy vehicles is not perfect. When the social service system cannot be supported and the production company's services lag behind, it will greatly affect the user's choice of new energy logistics vehicles. Sixth, the market price of new energy vehicles is chaotic. Some operators robbed end-users with ultra-low rents, disrupting the market order. In this case, users are prone to picking their eyes, and they are also likely to become victims of low-price competition. This is not conducive to fostering the public's correct understanding of new energy logistics vehicles. ······ In fact, since 2015, the commercialization of new energy logistics vehicles has attracted much attention. However, up to now, although there are hundreds of special-purpose vehicle companies such as new energy logistics, there are not many companies that have relatively fixed monthly sales and already have a certain market share. Therefore, the new energy logistics vehicle industry is still in the initial stage of development. The same is true in the field of operations. There are many authorities and long-term entrants, but there are very few operators that are truly profitable. After several years of exploration by some operators, the operation is still very difficult. In order to gain insights into the ecology of the new energy logistics vehicle industry and build platforms for exchanges, resource sharing and cooperation for industry and enterprises, the electric vehicle resource network held three consecutive meetings for exchanges between operators and car companies. Each time, the participating guests were able to thoroughly experience the changes in the technical means, market size, business model and awareness of the new energy logistics vehicle and operation industry through brainstorming and heart-to-heart exchanges. The direction of future business development. This time, on January 17-18, 2018, the electric vehicle resource network will hold the "4th China New Energy Automobile Industry (Chengdu) Summit Forum" in the same period. meeting". It is reported that the subsidy policy for new energy vehicles will be adjusted again in 2018, so this time, we look forward to more different voices and look forward to more innovative suggestions. We look forward to your arrival and join us toward the same goal. Hot Dip Galvanized Hexagonal Wire Mesh Our Hot Dip Galvanized Hexagonal wire mesh, expertly manufactured in China, is designed to meet the rigorous demands of international importers. This mesh is crafted using a hot-dip galvanization process where the steel wire is immersed in molten zinc, creating a thick, protective coating. This enhances the mesh's resistance to rust and corrosion, making it exceptionally suitable for outdoor and harsh environmental conditions. 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