2015 was the most difficult year for dedicated logistics companies. As the number of such companies continues to grow, competition within the industry is becoming increasingly fierce. In the face of this market environment, various logistics companies have made their own responses. Some logistics companies in Guangdong have embarked on a different path, which is to develop the logistics market in Southeast Asia. In recent years, a large number of labor-intensive enterprises have moved from China to Southeast Asia. This has led to the development of many multinational logistics needs. Truck drivers as first-line workers naturally have more and more opportunities to go abroad.
â— domestic competition, rising logistics demand in Southeast Asia part of the logistics enterprises began to shift the focus
<br> <br> With rising labor and land costs of domestic coastal areas, affecting workers and shift workers RMB appreciation brings ideas, many labor-intensive Industries began to shift to the interior and Southeast Asia. The original Dongguan is the world's largest shoemaking base, but the current large shoe factories have been relocated to other provinces in China or Southeast Asia. Multinational companies like Samsung, Nokia, Nike, etc., have even established their own new factories in Southeast Asian countries.
In these large-scale labor-intensive enterprises, there is a huge demand for raw materials for a factory that has tens of thousands of workers. As Vietnam's most rapidly developing industry is currently dominated by processing and assembly, and it lacks other manufacturing industries that it supports, many raw materials also need to be transported from China to Vietnam, which provides domestic logistics companies with a large number of sources.
The substantial increase of domestic dedicated logistics companies has aggravated price competition among peers
Let me talk about the current situation of domestic green logistics. With the increase of green logistics companies and the impact of a large number of retail investors, the price competition on the market is very fierce. The freight rate from Zhengzhou to Dongguan was a ton of 400 yuan a few years ago, and now 300 are Someone pulled, there are more than 10 logistics companies running Dongguan Hebei line in Dongguan and more than 20 in Henan. The owner of a logistics company told me that now that picking is no longer profitable, they have to set up their own team to make money.
With the intensification of domestic competition and the rise of logistics demand from China to Southeast Asia, many logistics companies in Guangdong Province have begun to focus on transnational logistics. As early as birds have worms, some logistics companies that started earlier have already established a foothold and are actively expanding their overseas operations.
â— political and economic geographical advantage to promote Vietnam became Chinese logistics enterprises
are currently the focus of attention
<br> <br> Southeast Asian countries and China have a total of three onshore connection, namely Vietnam, Laos, Myanmar. Among the three countries, Vietnam has the most potential for development. Enterprises that have moved from the country are also the most settled in Vietnam. Of these three countries, Vietnam has a population of 90 million, Myanmar 54 million, and Laos only 7 million. The large population of Vietnam is naturally welcomed by labor-intensive companies. In addition, unlike the many situations in Burma's local armed forces, Vietnamâ€™s society is more stable and more suitable for long-term investment.
Comparing with several neighboring countries, Vietnam is more favored by labor-intensive enterprises, and the import and export logistics market is even larger.
Since the 1990s, Vietnam has been reforming and opening up. It has basically followed the path of Chinaâ€™s reform and opening up. Whenever important Chinese documents are issued, Vietnamese authorities will immediately translate it into Vietnamese for the reference of the leadership of the Vietnamese Communists. At present, the Vietnamese government is also very influential in attracting investment, and it has a large tilt in terms of land rent and taxation for companies that invest in industries.
Vietnam's current national age structure is relatively young, and the level of education is generally at the junior high school level. It is sufficient to meet the needs of labor-intensive enterprises, and local workers, especially female workers, are relatively simple and easy to manage. According to an investigation by an authoritative organization, the hourly labor cost of Chinese manufacturing in 2012 was 147% of that in Vietnam, and this gap has shown an upward trend year by year. It is expected to rise to 177% by 2019. Vietnam's cheap labor cost is that it can attract foreign investment. Important factors.
Because the price is cheaper, 70%-80% of the cargo destined for Vietnam is still in the sea.
From a geographical point of view, Vietnam is closer to the Pearl River Delta. Both maritime transport and land transport have advantages over other countries, especially maritime transport. Since the cost of shipping currently is only about one-third of Qiyun's transportation, it is basically from Shenzhen to Vietnam. It will be delivered within a week, so currently 70%-80% of domestic cargo destined for Vietnam is still shipped by sea. If domestic logistics companies want to consider entering the Southeast Asian market, road transport combined with shipping is also a good way.
All these advantages have enabled Vietnam to become the most suitable country for transfer of investment by labor-intensive enterprises on the Indochina Peninsula. The transfer of enterprises will inevitably bring about changes in logistics demand. Therefore, Vietnam is also a popular choice for domestic logistics enterprises to develop the Southeast Asian market in recent years.
â—Trucks basically rely on imported Chinese brands to start to dominate the market
<br><br> The following is to say that in Vietnam and the logistics-related situation, due to the thin auto industry in Vietnam, the local trucks basically rely on imports, so in Vietnam you can See trucks from all over the world, such as the United States, all kinds of long head vehicles, Russia's Kamaz, Japan's Mitsubishi, Korea Hyundai, and China's Dongfeng, Liuqi, heavy truck and so on.
US Department of Long Head, Tianlong, Hyundai in Vietnam you can see all kinds of trucks from all over the world
Russia's Kamaz Truck
Just released a new car from the domestic market, but also hangs a license
The truck sales site in Vietnam has a variety of brands, a bit like the used car market in China.
With the development of China's commercial vehicle industry, relying on geographical advantages, domestic brands began to export a lot to Vietnam. According to statistics, in the first 11 months of 2015, Vietnam imported a total of 22,500 Chinese-made automobiles (mainly truck-based), an increase of 115% compared with the same period of last year. Imports accounted for 21% of the total imported cars in Vietnam during the same period; Vietnam imported 11 months ago. The total amount of cars in China reached 869 million U.S. dollars, and the import amount ranked first in Vietnam's car import countries. Ranked by imports, South Korean and Thai-produced cars ranked second and third.
According to Vietnamese media reports, most of the Chinese cars imported in Vietnam are heavy-duty trucks, followed by some special vehicles. Statistics show that the number of Chinese-built heavy-duty trucks has continued to grow rapidly for several consecutive years. Even if Vietnam recently increased the import tax on trucks, the number of heavy trucks exported from China to Vietnam still maintains a strong growth momentum. .
Vietnam car company assembled car stickers
In addition to vehicle imports, local auto companies in Vietnam are mainly engaged in the assembly of vehicles. After importing accessories, the factory assembles and affixes its own logo in Vietnam. For example, the Kowloon Group, a larger car company in Vietnam, uses the "TMT" logo for their group of light trucks. â— Only a national high-speed 2400 km from north to south need to run three days and nights
<br> <br> to Vietnam at present China's main border trade port of Guangxi Dongxing Port (Fangchenggang), the Friendship Gate Pingxiang Port, Yunnan At the estuary port, domestic cars entering Vietnam generally do not exceed tens of kilometers, and they need to be replaced by Vietnamese drivers and drivers. Generally, only one driver can leave the country for outbound vehicles (Vietnam does not recognize the Chinese driver's license, after applying to the relevant organization for processing. Can be converted into a Vietnamese driver's license.)
Nowadays, a large number of Chinese trucks enter and exit the Sino-Vietnamese border
Vietnam has more than 2,400 kilometers from the north to the south. The average truck needs three days and three nights to finish because there is only one expressway in Vietnam, namely the highway from Hanoi to Haiphong. The total length is 104 kilometers. It was only officially established in December 2015. All lines opened. Most other common roads in Vietnam are two-way two-lane roads, and the maximum speed can only reach 60km/h. After running the 2400km from south to north, the average speed of the entire road is only 30km/h. Apart from road conditions, the army of motorcycles visible in Vietnam is also an important factor affecting traffic. . It has been estimated that it will take a while to go to Vietnam.
With the influx of large amounts of foreign capital, Southeast Asian countries have developed rapidly in recent years. These days on the forum, I also saw a lot of card friends running Southeast Asia posts, I believe that more and more card friends in the work can also be a country to experience the style of Southeast Asia. For logistics companies, with the intensification of competition in the domestic logistics industry, catering to the â€œall the wayâ€ policy, going out is also a good way. At the same time, in the form of transportation, we may also consider the possibility of multimodal transport, land, sea and air phase. The combination can provide customers with more choices and expand their own business areas.
There are two families of Ni-Resist
austenitic cast irons. These are the standard or flake graphite alloys and the
ductile or spheroid graphite alloys. As time passes, the spheroidal grades, because
of higher strength, ductility and elevated temperature properties are becoming
more prominent. However, the flake materials with lower cost, fewer foundry
problems and better machinabilityand thermal conductivity are still produced by
many cast iron foundries. General characteristics of both groups are described
Corrosion Resistance: The Ni-Resist is
specified for handling salt solutions, sea water, mild acids, alkalies and oil
field liquids, both sweet and sour. Their corrosion resistance is far superior
to that of normal and low alloy cast irons. They are not stainless steel and do
not behave as such. They are characterized by uniform corrosion rather than by
Wear Resistance: Cylinder liners, pistons,
wear rings and sleeves, bearing , glands and other metal-to â€“metal rubbing
parts are cast in Ni-Resist alloy. Their galling resistance is excellent.
Erosion Resistance: Slurries, wet steam and
other fluids with entrained solids are substance which is extremely erosive to
most metals. Ni-Resist alloy offer a combination of corrosion-erosion
resistance which is superior in these environments. They are outstanding when
compared to grey cast iron, ductile irons and steel.
Toughness and Low Temperature Stability:
Ni-Resist Cast Iron are much superior to grey cast iron, particularly at low
Controlled Expansion: Expansivities from as
low as 5.0x10 to as high as 18.7x10 cm/cm are possible with the different
Ni-Resist alloys. The lower value makes possible a cast metal with low
expansivity for precision parts. Also, the range permits matching Ni-Resist
castings with many different metals and alloys.
Magnetic and Electrical Properties: Some
Ni-Resist iron is non-magnetic. These and others have high electrical
resistance. Thus, they are used for resistance grids, electric furnace, in
clutches and other applications requiring these properties combined with
machinability heat resistance.
Heat Resistance: Originally, because of
good heat and oxidation resistance, the flake graphie Ni-Resist alloys were
used at temperature up to 700â„ƒ. However, because of the superior elevated temperature properties
of the spheroidal graphite Ni-Resists, the flake alloys are now seldom used
above 315â„ƒ. Spheroidal Graphite Ni-Resist austenitic cast iron can be and are
used at temperature up to 1050 â„ƒ. Although the ductile alloys are better, all Ni-Resists have
relatively low rate of oxidation in air. The resulting oxides adhere
tenaciously, further reducing oxidation with time.
Machinability: The machining techniques
possible for Ni-Resist castings are similar to those for the higher strength
grads of gray cast iron and austenitic stainless steel.
Castability: Complicated and intricate
designs that are often difficult to cast in other materials are possible with
Ni-Resist iron. This leads to products that are economically produced.
The main application for Ni-Resist is in
Gas Turbines and automotive exhaust and turbocharger systems, where temperature
fluctuates between 500 and 1050 centigrade. Ni-resist is suitable in these
applications because its ductility, hot strength and low coefficient of thermal
expansion provide best resistance to such sever thermal shocks.
A&M Manufacturing Co.Ltd. can provide ductile Ni-resist according to the
ASTM A571:1984, grade D5S
DIN 1694: GGG-NiSiCr35.5.2
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