The most important news of the Chinese auto industry last week came from non-automotive industries.
Of the 6.5 billion U.S. purchase orders submitted to the United States on November 13, one third were car contracts. A close reading of the public reports on this purchase can still tell how much the future of the auto industry is going. The car contract is as high as 1.8 billion U.S. dollars, of which U.S. accounted for 1.3 billion U.S. dollars, 200 million U.S. dollars for vehicle imports, 400 million U.S. dollars for the import of Cadillac assembly parts, and 700 million U.S. dollars for the import of components of Regal and GL8. . From this, it can be inferred that in the 2004-2005 two years, General Motors will import 4,500 Cadillacs, which include Cadillac CT and STS, Cadillac SRX and XLR. As there are 13,000 imported assembly parts, Cadillac's annual production in China is about 6500. Cadillac products are not many, the grade is not open, CTS in the United States but the highest price of more than 50,000 US dollars (import duty after the price should be more than 80 million). So, what kind of production in China? Which kind of import? It is estimated that the so-called Cadillac production in China will choose the Audi A4 model. With CKD (combination of parts), the import will be mixed with the local line, with an annual output of about 8,000 units. Although it is still unclear whether Chinese users are buying Cadillac, with the market capacity of China, it is always possible to find 8,000 demands each year.
Of the 1.8 billion U.S. dollars, Ford only accounted for 200 million U.S. dollars, and Dai-ke accounted for 300 million U.S. dollars. If it is not a failure, it is also a kind of humiliation.
The problem of traffic jams in Beijing was further heated up by media reports (but the main title of Sina's "Car in the Forbidden City" was a bit sensational). Fortunately, the topic of traffic jams in Beijing was not guided to a kind of unnatural emotion, which led to guidance. The conclusion that "private cars should be limited" was issued. The most gratifying thing is that the government's policy makers have clearly recognized that transportation is a science. It is not only limited to who is not limited, but it is simpler to build more roads and less roads. Compared with the first time in Beijing when a large-scale traffic jam was discussed a few years ago, the language of the relevant departments is no longer the reason to push the responsibility, but it is rationally analyzed and scientifically determined.
The traffic problem in Beijing is a comprehensive reflection of the concept of traffic, urban planning, road design, management, and the quality of the people. Traffic jam is a bad thing, but it is also a good thing. Because traffic jams are a kind of pressure, it is pushing Beijing to find a solution, and traffic jams have been solved. Beijing has made a big step forward.