For some time to come, the trailer market may usher in a wave of dividends. According to the requirements of "GB7258-2017", three-axle fence type and warehouse-type semi-trailers should be equipped with disc brakes. At the same time, three-axle fence type and warehouse-type semi-trailers with a total mass of more than 12000kg should be equipped with air suspension.
As with over-regulation and emission upgrades, the policy always kills two birds with one stone. On the one hand, it has ensured safer driving on large and small roads, and on the other hand, it has stimulated the release of production capacity in related industries. But for logistics practitioners, it's not that wonderful. As soon as "GB7258-2017" is released, after each trailer is mandatory equipped with disc brakes and air suspension, it will increase the purchase cost of about 50,000 yuan.
For the logistics industry with extremely sensitive operating costs, many logistics companies and vehicle owners will have to buy trailers in advance. Considering that due to their low cost, fence-type and warehouse-type semi-trailers have always been the most popular trailer models, accounting for more than half of my country's total semi-trailer production, this is indeed a large demand release.
In response to this regulation, the industry once put forward a widely supported view: After the implementation of the policy, the price of fence-type and warehouse-type semi-trailers will increase by 50,000 yuan, and there will be no price advantage compared to van-type trailers. The airtightness of the van trailer can better guarantee the integrity and safety of the transported goods. Therefore, trailer manufacturers should gradually shift their focus to the field of van trailers to achieve high-end upgrades in trailer manufacturing. There is even a view that van trailers will take this opportunity to become the main model of my country's future transportation industry.
At the same time, I thought of a saying: "Thunder is always after lightning." There is no difference in braking safety requirements and shock absorption requirements between fence type, warehouse grid type and van type trailers. The reason why this policy first restricts the fence type and warehouse grid type, the fundamental reason is probably because the procurement costs of the two are relatively low. It is very likely that in the near future, van trailers will also incorporate this requirement. So the price gap will be widened again.
The existence of fence-type, warehouse-type and van-type trailers can coexist and coexist. For urban logistics and express parcels, vans have obvious advantages, worry-free, waterproof and anti-theft, and reduce the trouble of covering with tarpaulins; and if a van is used to pull a car of live pigs, especially in summer, it may not be there. It's dull and "cooked". Faced with the full of steel and coal, the van can only be embarrassing. In other words, charging by weight, the weight enclosed by the top-to-side circle of the van is not fake, so you will get less freight.
Some people say that American van trailers can account for 70%. Yes, but you have to look at what the United States ships. Whether it is steel, cement, coal, these goods need to be transported by pallet trailers, the transportation volume in the United States varies from 1:10 to 1:5 compared with ours. Don't be surprised, this is a fact.
So, on this topic, Da Mantou's conclusion is:
1. The current situation of the logistics market is there. Trailer companies can produce whatever trailers they should build. Don't be fooled to change the production layout.
2. If logistics companies and vehicle owners have the needs and conditions, they can buy fence-type and warehouse-type trailers in advance, which can indeed save considerable costs.
3. You can't buy a van trailer just because of the price factor. You have to consider your own transportation needs to make the right choice.
