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The cumulative negative sales growth of Chinese heavy vehicles (including non-integrated vehicles) from January to July this year has been reduced from 12.26% in the first half of the year to 6.23%. For heavy trucks only, cumulative sales from January to July have already experienced a positive growth of 1.34%. Medium-duty trucks (including non-integrated vehicles) and light trucks also saw positive cumulative growth of 7% and 8.8%, which was higher than the cumulative number of 2% in the first half of the year. The market situation of the entire commercial vehicle has gradually reversed the negative growth, from a cumulative negative growth of 0.52% in the first half of the year to a cumulative positive growth of 5.47% (after deducting the negative growth of passenger cars and non-integrated vehicles).
In this global financial crisis, the methods used by the world to save the auto industry also seem to be similar. As early as the beginning of the year, China’s “Auto Industry Adjustment and Revitalization Plan†proposed measures to “speed up the scrapping and updating of old cars.†The funding arrangement increased from 600 million yuan in 2008 to 1 billion yuan, and then added to 5 billion yuan. yuan.
Coincidentally, on August 7, President Barack Obama formally signed an agreement to expand the "old car for cash; plan size. According to the bill," used cars for cash; plans to expand from the original $ 1 billion to $ 3 billion. British cars are used for trade-in; the subsidy scale is 300 million pounds, 2000 pounds per car and so on.
The significance of the auto-renewing of automobiles is not only to stimulate consumption in the auto market, but more importantly, to eliminate large numbers of high-fuel-consuming and highly polluting vehicles as soon as possible. Since China began to implement the national I emission standard in April 2001, it assumed that it would calculate the automobile's 10-year use period. From 1991 to 2000, the total output of all commercial vehicles was 10,963,367, of which 372,887 were heavy trucks. This part is not up to the national I standard. China has implemented the National II emission standard since July 1, 2004. From the first half of 2001 to 2004, a total of 6,643,238 commercial vehicles were produced, of which 864,351 were heavy vehicles. The total number of these two batches of vehicles is about 17.6 million, of which 1.237 million are heavy-duty vehicles, which should all be included in the scope of being scrapped and updated. Therefore, from the point of view of commercial vehicles or heavy trucks, the potential for scrapping and updating is great. If there is a substantial part of the original medium-sized truck users who have been scrapped and updated to buy heavy trucks, their market potential is even greater.
Recently, the scrapped old cars proposed by Shanghai and the early scrapped yellow mark car policies also include the State III diesel cars, which can both enjoy state and local double subsidies. The maximum of 13,500 yuan can be obtained, and at the same time, the scope of restrictions on the expansion of high pollution vehicles is also taken. This kind of “carrots and sticks†is worthy of being used for reference and flexible application in various areas according to the humanities and economic development of different regions. In short, the policy of scrapping and updating should not only reduce environmental pollution, but also increase the consumption of automobiles. The rate of economic growth will also enable local finances to bear the weight of subsidies.
In addition, if a commercial vehicle that meets the National IV emission standard can also implement the purchase tax relief method as a passenger car, and it is bundled with the retirement update preferential policy, how?