Is it a one size fits all approach or following public opinion? Jiang Weidong's suggestion has once again been flooded on the internet
Recently, during this year's National People's Congress, Jiang Weidong, a National People's Congress representative and Chairman of Wuzheng Group, proposed the "Proposal on Breaking Down the Tonnage Limit Barrier for Freight Vehicles Entering the City and Creating a Better Business Environment for Society", which was once again exposed and received a large number of likes and shares on social media platforms such as China Truck Network, China Industry Network, and Runding Commercial Lane. I have to mention CCTV's "Focus Interview" program.
On May 21st, CCTV's "Focus Interview" aired a program called "Overloading Empty Cars and Light Trucks is Not Light", which caused a thousand waves with just one stone. Some places start self-examination and strict inspection from the vehicle management office to standardize the registration process; Vehicles that have already been registered in some places need to be re inspected and re registered; The automobile manufacturing companies involved in the program were interviewed by the Ministry of Industry and Information Technology; Some production enterprises have already stopped or partially stopped production
The situation is still fermenting, and there are various opinions in the industry regarding the development trend:
One is a one size fits all approach. Whether it is production enterprises, listing and even later supervision, they are strictly implemented according to 4495kg.
The second is to wait for a while. Whether it is a production enterprise or a local regulatory department, in times of turbulence, those that should be shut down should be strictly managed. After the hype subsides, everything remains the same.
The third is to take advantage of the situation to make changes. Rome wasn't built in a day, and the emergence and widespread use of large tons and small standards for many years have been based on the development of China's national conditions. There are historical reasons, as well as market, industry, and multi sector reasons. The board is only targeted at the enterprise, which is obviously not suitable. The best way is to respect the national conditions of our country and adjust policies based on a pragmatic attitude.
Looking back now, based on a profound understanding and insight into China's national conditions and even the industry, the proposal put forward by Representative Jiang Weidong during the National People's Congress on breaking down the tonnage limit barriers for trucks entering the city and creating a better business environment for society has hit the nail on the head and is a good medicine. Representative Jiang Weidong mentioned in the proposal that the tonnage limit for trucks entering the city should be adjusted reasonably. The national unified tonnage limit for trucks entering the city should be adjusted from a total weight of 4.5 tons (carrying capacity of about 2 tons) or less to a total weight of 7.5 tons (carrying capacity of 4.5 tons), and C-license driving should be allowed.
On March 16, the WeChat official account "Truck Drivers Group" released the report of "Two Sessions: Allow Trucks to Enter the City! Adjust the tonnage of trucks to enter the city from 4.5 tons to 7.5 tons, and permit driving with C license", which was based on the suggestions of the two sessions of the NPC and CPPCC represented by Jiang Weidong. In just two days, the WeChat reading volume broke through 100000+, and more than 30000 people participated in the voting, with a support rate of 97%. This should be public opinion.
事情最终会发展到什么地步，我们拭目以待。
Attachment:
关于破除载货汽车进城吨位限值壁垒
为社会创造更好的营商环境的建议
第十三届全国人大代表 姜卫东
随着城市化、城镇化进程加快，城市物流业发展迅速，载货汽车成为城市物流的重要角色，发挥着必不可少的重要作用。当前，我国城市道路水平已发生了根本改变，载货汽车的安全性、环保等各项性能指标也实现了质的提升。但原有载货汽车进城吨位限值、载质量利用系数的规定，已不符合当前城市发展和物流需求实际，导致了载货汽车挂牌难、罚款多、资源浪费、车主抱怨、政府头疼等一系列新的矛盾，增加了全社会的运营成本。
一、载货汽车进城吨位限值标准现状
当前，进城载货汽车挂牌难、罚款多，运输业户难以维持生计，群众普遍意见很大。
1.政出多门，载货汽车挂牌进城标准要求和数值不一致。
工信部将载货汽车划分为N1类车型（总质量M≤3500kg）、N2类车型（3500kg12000kg），并限定了不同的载质量利用系数；
公安部规定总质量小于4500kg的载货汽车可挂蓝牌进城；
各地公安交通管理部门要求进城载货汽车载质量为2吨、1.5吨、1.25吨、1吨、0.75吨、0.5吨以下，标准不一。
2.载货汽车进城吨位限值太低，难以满足城市发展和物流需求，使罚款成为合法的理由。
载货汽车进城吨位限值太低，与城市物流发展相悖。如：0.5吨限制标准，这是人力车或乘用车的载货能力，是坐在办公室里拍脑袋制定的标准。如此低的进城吨位限值标准，在当前城市物流多样化的情况下，运输业户不可能不超载，成了典型的行政管理的笑话，使得罚款成为合法理由，足以说明载货汽车进城管理的乱象。
3.总质量4.5吨以上的车辆挂黄牌、不能进城，B证驾驶，B证考取难度大、费用高。
运输业户大多为低收入群体，购车和挂牌成本对他们而言是大投入。现行规定总质量4.5吨（载质量约2吨）以下的载货汽车挂蓝牌，可以进城。由于运量少，运输业户必然会选择载货能力强的车型，而总质量4.5吨以上的车辆只能挂黄牌，不允许进城，且须具备B证，B证考取难度大、报名费用高。同时，黄牌车辆年检、保险、挂靠车队、高速通行等费用也较高。
二、载货汽车进城吨位限值过低，造成资源浪费，助推了社会成本，加大了管理难度
各地载货汽车进城吨位限值标准不一且限值过低，“百害无一利”，“多”“高”“低”“难”问题突出。
“多”：载货汽车进城吨位限值太低，需大幅增加车辆与驾驶人员，加重了交通拥堵，增加了排放，大大增加了社会成本和资源浪费。如：某城市进城吨位限制0.5吨，若运输2吨生活物资，则需运输4次或4辆车同时运送，大大增加了车辆投入、人力、能源消耗等社会资源。
“高”：进城载货汽车吨位限值过低，载货量少，使得单位运量耗油高、人力成本高，运营成本高，助推社会成本提高。
“低”：受载货汽车进城吨位限值标准限制，载货汽车运量少、运输效率低，运输业户收益低，运营难以为继。
“难”：运输业户在不同城市营运时，会受到不同标准的限制；企业为确保全国市场各地经销商正常销售挂牌，需设计开发多款车型、申报多个公告；基层执法部门处于执行标准和民情矛盾之间，处在管与不管的两难境地。
三、建议
1.合理调整载货汽车进城吨位限值，全国统一标准，实现有序管理。
合理调整载货汽车进城吨位限值，全国统一将载货汽车进城吨位限值由总质量4.5吨（载质量约2吨）以下调整为总质量7.5吨（载质量4.5吨），并准予C证驾驶。
日本东京对载货汽车进城限制规定为：载质量5吨以下的载货汽车不限行，载质量5吨以上的中、大型载货汽车部分路段特定时间限行。日本大阪、名古屋等其他城市不存在吨位限行情况。
2.确立方便群众、方便物流的原则，合理规划城市物流布局，创造更好的营商环境。
（1）总质量7.5吨以下载货汽车大部分路段不限行，特殊路段部分时间限行；
（2）总质量7.5吨以上载货汽车分路段尽量缩小限行范围、分时间段限行；
（3）严格限制不达标车辆上路、进城。
3.合理调整载货汽车载质量利用系数标准限值。
国家制定的载货车辆载质量利用系数规范要求，在一定时期内促进了汽车行业的快速发展。但随着载货汽车排放持续升级，制动安全、碰撞等技术要求持续升级，各系统、配置相应增加，载货汽车载质量利用系数标准限值需进行相应调整。
Information source: Wuzheng Group official website
He Yang/Organizing and recommending
