The most stringent new energy standards allow car companies to run into trouble: Run less than 30,000 kilometers, don't even want to take a penny

On May 17th, the Ministry of Industry and Information Technology released the Public Announcement on Preliminary Examination of the Grant Funds for the Promotion and Application of New Energy Vehicles in 2016 (hereinafter referred to as “Publicity”), among which 12 models of new energy vehicles failed to meet “the accumulated mileage has reached 30,000 "Kilometer" request did not pass the approval.

In order to plug the loopholes on “cheat cover,” on December 29 last year, the Ministry of Industry and Information Technology issued the “Circular on Adjusting the Financial Subsidy Policy for the Promotion and Application of New Energy Vehicles” (hereinafter referred to as the “Notice”), which requires the accumulation of new energy vehicles purchased by non-private users. The mileage must exceed 30,000 kilometers to receive state subsidies and be implemented on January 1, 2017.

"Daily Economic News" launched an investigation into this, and some new energy auto companies believe that the requirement of reaching 30,000 kilometers in the short term is "difficult." Some industry experts believe that the main purpose of formulating the "30,000-kilometer-long policy" is to curb "deception" and at the same time promote the technical performance of new energy vehicles.

This change in the “tightest” new energy subsidy policy and promotion catalogue has already begun to affect the sales of new energy commercial vehicles. The sales volume in the first four months has dropped by 71.6% year-on-year. Some new energy commercial vehicle companies are encountering “sweet juice” because the new energy garbage trucks and logistics vehicles that operate in small and medium-sized cities have to reach a standard of 30,000 kilometers and have a long time cycle. This will face greater cash flow pressure.

Some companies " not receive subsidies within 2 years"

The "Notice" issued on December 29, 2016, began implementing the "30,000-kilometer-km policy" on January 1, 2017. At the same time, the car sales model in 2016 also applied for subsidies in accordance with the requirements of this policy, which made the company somewhat unprepared.

An insider of a new energy automobile company told the “Daily Economic News” that for some new energy logistics vehicles, it is difficult to achieve “30,000 kilometers” in a short period of time due to the limitations of performance and practical use. What is more important is that only applying for and reviewing the subsidy process once a year makes the subsidy time period for the enterprise prolonged, which results in huge financial pressure.

According to an insider of a new energy auto company, the “Daily Economic News” stated that before the policy was solicited for comments, it had objected to the “30,000-kilometer-km policy” and suggested that the request be reduced to 10,000 kilometers, but the opinions were not Adopted.

"Daily Economic News" learned that for new energy vehicles such as buses or coaches, it is easier to achieve a total of 30,000 kilometers. However, for new energy logistics vehicles, and new energy buses purchased by companies or companies for commuting, it may take two years or so to meet the requirements. This means that after the manufacturer sells the vehicle model subsidy, the purchaser needs a long time to reach the mileage requirement, so the production enterprise cannot obtain the subsidy for a long time, and the cash flow of the production enterprise is under great pressure.

The survey found that according to the current use of new energy logistics vehicles by some logistics companies, production companies are unlikely to receive subsidies within two years. In addition, once the vehicles are sold, they will frequently change hands. Once the production companies cannot track the mileage data of the vehicles they sell, they will face problems such as being unable to apply for and receiving subsidies.

In fact, the long period of subsidy obtained is the most worrying issue for companies.

A person in charge of a new energy auto company told the “Daily Economic News” that according to the subsidy application process, it will apply once a year at the end of each year. If the review is passed in April and May of the following year, the final subsidy may take another two months. For example, if a company puts out vehicles in the second half of 2017, this batch of vehicles will meet the requirements in 2018 and apply for subsidies at the end of the year, so the fastest time to obtain subsidies is 2019, which is a big test for the SMEs' capital chain.

Short-term adjustment is unlikely

It is understood that one of the purposes of the “30,000-kilometer-km policy” is to prevent enterprises from “defrauding”.

For example, there is a new energy company. In 2016, it quickly subsidized the “upload,” and more than 90% of the new energy passenger vehicles of this company are on a “corporate license” in advance, and these vehicles need to be converted into private licenses. In the two years, the new policy blocked the non-standard behavior of companies taking subsidies.

In response, most experts in the industry believe that the main purpose of formulating the “30,000-kilometer-km policy” is to curb “defraud” and at the same time promote the technical performance of new energy vehicles. The current situation reflected by the company is likely to be a technical issue at the implementation level and needs further development. Research, after all, the policy was implemented shortly.

Cui Dongshu, secretary-general of the National Passenger Vehicle Market Information Association, believes that the “30,000-kilometer-kilometer policy” is correct in the general direction. From the perspective of the problems reflected by enterprises, on the one hand, it appears that most new-energy auto companies sell cars to get subsidies. Without subsidies, the natural pressure of enterprises is great; on the other hand, it also shows that new energy vehicles still face problems such as scientific management.

A person close to the formulation of the policy told the “Daily Economic News” that “the short-term revision of the 30,000-kilometer policy” is unlikely to be revised in the short term. “First, the mileage requirement is indeed effective in eliminating new energy sources. Second, because of the short implementation time, the DPRK will seriously affect the credibility of the policy."

In addition, it is understood that some large bus companies are not affected by this policy. Judging from the above “public disclosure,” the 2,087 vehicles that Yutong Bus applied for were all audited and received a subsidy of 680 million yuan. An insider of BYD also revealed that BYD's new energy buses are mostly used as buses, and they can reach 30,000 kilometers in the first half of the year. Therefore, compared to the past, they only received subsidies in the second half of the year.

Ye Shengji, deputy secretary-general of the China Association of Automobile Manufacturers, told the "Daily Economic News" that the China National Automobile Association is conducting research and analysis on the situation reflected by the company. Maybe it will come up with some conclusions in the middle of the year.

Subsidy policy continues to block "loopholes"

It is understood that since the new policy adjustment this year, some companies have begun to seek new "countermeasures," selling cars first to private users and private users to the company, so that they can avoid the requirement of "30,000-kilometers" and quickly take them. To the subsidy. However, the local New Deal has already blocked this "shortcut". The new energy subsidy policy of 2017 issued by Tianjin Municipality shows that for new energy vehicles applying for local subsidies, the purchase of vehicles by individual users must not be transferred to non-individual users within two years from the date of initial registration; during the non-individual user's lifetime, the vehicles purchased The transfer cannot be transferred within 2 years.

In fact, from the company's fraudulent subsidies and plans, to the government's crackdown on fraudulent subsidies, to the new energy vehicle recommendation list, and the introduction of new policies requiring the mileage, etc., between enterprises and the government based on new energy subsidies policy "Game" has been going on.

Even so, China's new energy automotive industry is still developing rapidly. According to the data from the National Energy Administration's Electric Power Division, in 2016, sales of electric vehicles in China exceeded 500,000 vehicles, which was more than 50% year-on-year. Electric vehicle sales accounted for 1.8% of car sales, and the number of electric vehicles was close to 1 million, which has become global The largest new energy automobile market.

In addition, according to statistics from the China Electric Vehicle Charging Facility Promotion Alliance, as of December 2016, the number of construction and operation of public class charging piles was close to 150,000, which was a net increase of more than 2 times compared to 49,000 at the end of 2015. China's charging infrastructure The number of public class charging facilities is the largest in the world.

Ye Shengji told the "Daily Economic News" that the "30,000-kilometer-kilometer policy" is still in its initial stage. Although many companies have voiced objections, the association needs to conduct more investigations of the entire industry before it can determine the policies that will be generated by the industry. Specific impact.