Different standards, local protection restrict new energy automotive industry

For China’s new energy auto industry, which is expected to be in its infancy but is only in its infancy, 2011 was a year in which the problems were gradually exposed. Problems in the market, whether there are problems with cars, problems with vehicle prices, problems with standards, problems with local protection, problems with operators, policy-oriented issues, etc., make companies in the entire new energy automotive industry chain feel entangled.

"In the past, 2011 was worse than that in 2010. In 2010, we were able to recover the goods, but in 2011 it was more troublesome. Some of the highest debts of some companies could reach 6,000 to 70 million yuan." Chairman of Henan Huanyu Group Li Middle East Told reporters. In fact, at the “2011 Global New Energy Vehicle Conference” held in Beijing on January 6, there are quite a few companies that share the same views with Li Middle East. In their view, this is not a problem for a company. Instead, these problems Exposing the entire new energy vehicle industry chain, there is an urgent need to focus on the links.

High vehicle prices National electric vehicle development Different policy types City level City name Main policy type Shanghai, Changchun, Shenzhen, Hangzhou, Hefei. Private subsidies and public service promotion.

The second category is Beijing, Chongqing, Dalian, Jinan, Wuhan, Changsha and Kunming. Promoting the use of energy-saving and new energy vehicles in public service areas such as public transportation, rental, business, sanitation, and postal services.

Three types of Chengdu, Harbin, Lanzhou, Luoyang, Xinxiang, Jinhua, Zhuzhou, Shantou, Guiyang, Wuhu, Taizhou, Nanjing, Wuxi, Liuzhou, Liaocheng and Xiangtan. There are local policies or existing industry bases.

Even if it is the area of ​​public vehicles that is expected to achieve its goal, the vehicle price is also a major problem that is currently plagued by it. Even government subsidies will not help.

He Xiuling told reporters: “A traditional car becomes an electric car, and the car price will be at least three times the original. In Hangzhou, there is no new energy sanitation car, not to push, but the price is unbearable.”

“Although the government is trying to promote electric vehicles, it is much more expensive than fuel vehicles. For example, an electric bus that is generally 10 meters or more in length has a low price of 700,000 to 800,000 yuan. To more than 200 million, while the price of ordinary fuel vehicles is only 400,000 yuan," said Li Middle East. He believes that "the bus can be divided into simple, general, luxury, deducting batteries from electric vehicles should not be much more expensive than traditional cars, even if the battery price is higher than 200,000 yuan is reasonable, more is not reasonable , but in fact it is not the case."

Liu Yanshuang, deputy general manager of Shandong Yuexing Electric Vehicle Co., Ltd., which specializes in electric vehicles, told reporters that “At present, a 200 million yuan electric bus will be deducted from the central subsidy of 500,000 yuan and local government subsidies of 500,000 yuan. The remaining 1 million yuan, the reason why the price is still high, because the market has not really opened, a small amount of production needs to amortize the high cost."

From this point of view, the high price of the car has a lot to do with the demand of the market, but it is worth noting that the lack of market demand is attributed to the high price of the car, which seems to have become a chicken egg. The vicious circle of egg chickens.

According to the data provided by Li Middle East, “at present, there are about 500,000 buses in China, and now only 1% of the purely electric buses on the road are actually running, which is absolutely not more than 2,000 units. The gap is too big.”

Regarding this, an industry insider who did not want to reveal his identity pointed out that “Behind the gap, there is actually a problem of the original interest pattern. Fuel trucks have developed for at least 20 years and have formed a stable territory. Now the promotion of electric vehicles is instigating. It is the original interest pattern. To solve this problem, it is necessary for the government to continue to increase its efforts in the introduction of green procurement policies."

Local choice is not subject to selective protection. Despite the fact that in 2009 four ministries and commissions of the “Ten Thousand Cities” plan stimulated 25 cities, hundreds of companies flocked to launch new projects. However, according to January 5, 2012, “the first electric network” The “2011 China New Energy Bus Demonstration Operation Survey Report” showed that, “As of October 2011, the country had invested a total of 9,288 new energy buses, far from the target of 24,220 vehicles nationwide at the end of 2012, and only completed 38.15. In the 25 demonstration cities, 10 cities have achieved completion rates of more than 50%, accounting for only 40% of the total number of cities, and there are as many as 14 cities with completion rates below 30%."

Obviously, the development of new energy buses that are supported by national policies is not optimistic. According to sources, the country plans to re-examine the 25 cities originally planned for in terms of new energy vehicles on-street vehicles, infrastructure construction and operation status, and remove the names of cities that cannot meet the standards.

"The main reason why many cities can't accomplish their goal now is because the city has no car at all when it comes to promoting new energy vehicles." He Xiuling, Director of the Automotive Division of Hangzhou Economic and Credit Commission, told reporters that "there are so many vehicles recommended by the Ministry of Industry and Information Technology - There are as many as a few hundred models, but when you actually buy it, you find that there are no cars in the market. We have visited many places and contacted many auto companies and told them that the Hangzhou government is very open. As long as your car is suitable for Hangzhou, we will buy it. However, although many homes have been invited, there is still no option for cars."

Indeed, in the “Ten Thousand Cities” program, Hangzhou reported 23,000 to the state, 3,000 to the public domain, and 20,000 to the private sector. However, only 1,374 vehicles currently run on the Hangzhou Road. He Xiulin said: “Hangzhou 2012 budget will give priority to the purchase of new energy vehicles, increase the number of electric vehicles in the bus area and taxi area, the completion of the public domain is promising, but the completion of the private sector is difficult, but also to do a lot Work hard."

There is no "car" in the market

For the current China's new energy auto companies, they face not only a narrow market, but also the market has become fragmented due to local protection.

“Every local city is willing to support local businesses because the government buys cars for local companies. The government pays the money, which is equivalent to the left-handed trade. The cars purchased by other local car companies give money to others. This is the current local government. The general mentality." Informed sources told reporters.

It is worth noting that in January 2009, China officially launched the "Ten Thousand Cities" project and began large-scale commercialization of energy-saving and new energy vehicles. According to statistics, in 2009 alone, the central government's subsidy for new energy vehicles in the public transport system amounted to 1 billion yuan.

Not only that, the city participating in the plan can get a lot of benefits. Ma Xianzeng, general manager of Zonda New Energy Automobile Company, told the media that there are two major reasons why the “Ten Thousand Cities” plan has received such enthusiastic response: First, a car There are nearly 500,000 yuan of state subsidies, 1,000 are 5 billion; Second, for many local governments, the "ten cities and a thousand cars" as a new energy project will greatly enhance the image of the region. It is precisely because of this that it is not easy to join the planned local city and it will not easily spread out the competing interests. According to informed sources, “Some cities will pay special attention to local companies. For example, in Hunan, although the procurement process went through a tender process, the parties clearly stated that the first 200 pure electric buses in Changsha were used in addition to BYD’s. However, in reality, the BYD plant in Changsha is currently undercapacity, and the 100 BYD K9 pure electric buses that have been contracted are difficult to deliver in the short term, and the remaining 100 vehicles are harder to say. If you want to enter the Changsha market, you can only continue waiting."

The industry’s concern is that at present, there are more than 26 companies that are capable of producing new energy buses in China, but local governments do not choose the best choice when purchasing new energy buses, causing serious regional barriers and damaging the overall new energy automobile market in China. .

Long-term investment in new energy auto industry investment institutions, the UK's Ou Rui Fund Investment Director Ge Yuan told reporters: "From the investment point of view, China should have been a very large market. However, at present, China has adopted 25 cities for demonstration operation mode. Participation in subsidy, which just splits the market and divides them into small markets, creates serious regional barriers."

The inconsistency of standards has restricted the development of the industry. Liu Yanshuang told the reporter: “The unconformity of standards is the reason that restricts the development of electric buses.” On December 22, 2011, the charging standards for three-year-old electric vehicles finally came into being. After the introduction of the standard, the 100 units of Iridium electric vehicles sold have been forced to recall and rectify due to their failure to meet the standard interfaces. Each vehicle costs about 3,000 yuan and the total cost is more than 300,000 yuan.

Liu Yanshuang said: "Fortunately, it is a charging car. If it is a tram change, the cost of such a recall will be even greater." It is understood that although the charging interface standard for electric vehicles in China is unified, the standard for changing electricity has not yet been introduced. Not only are the standards for the replacement box between different grid operators uniform, but even the replacement boxes used in different substations within the national grid are not unified. Liu Yanshuang reluctantly stated: “After the introduction of the future standard, if the electric vehicle replacement box for the satellite is different from the standard, each vehicle will need to spend 70,000 to 80,000 yuan for rectification.” Even more amazing.

In fact, Liu Yanshuang's state of mind is exactly the mentality of many car managers. Since the standards are not uniform, once an electric car produced by a company is manufactured, it will be expensive to adapt to standard rectification in the future. Therefore, many companies are watching and doing. Look while you do it.

Li Zhongdong believes that: "The battery box standard for the battery replacement mode cannot be issued if it does not meet a certain level of standards. Because there is no standard that satisfies many parties, the NDRC forced the introduction of this standard. The government hopes that the competition among enterprises will be in the market. Whoever wins the standard can rise to the standard, but the current local protection cannot achieve a truly market-oriented survival of the fittest, and each enterprise is limited to the market in its own region, but without the winner, the national standard will be difficult to achieve. station."

Obviously, the lack of standards and the interaction of local protection are making new energy development a bottleneck.