In 2011, China Railways will arrange capital investment of 700 billion yuan, of which high-speed railway is certainly one of the highlights. For the domestic high-speed rail industry supporting enterprises, this is undoubtedly a feast. According to the data of the Ministry of Railways, the total investment of high-speed rail is: 40% to 60% of infrastructure (including bridges, tunnels and station construction, track laying, etc.); motor vehicle purchases account for 10% to 15% (including complete vehicles, axles, tight Parts such as firmware and control devices; the remaining part accounts for 25% to 40% (including communication, signal and information engineering, power and electric traction power supply, etc.). In the future, motor vehicle manufacturing enterprises and motor vehicle parts manufacturing enterprises will obviously benefit from the procurement of high-speed vehicles. According to estimates, in 2010, the national railway investment of 100 billion yuan, used to purchase high-speed trains and other locomotive and vehicle equipment, the highest possible impact on the relevant industries 1 trillion yuan. Zhou Fengwu, chief analyst of Dongfang Securities Machinery Industry, believes that the large-scale investment in railways starting in 2008 will begin to enter the harvest period in 2011, and the procurement of high-speed rail EMUs will enter a peak period. On January 12, Tu Zhiqing, deputy general manager of Jinyi Industrial (601002.SH), said in an interview that at present, the fasteners and fasteners required for domestic high-speed rail production have achieved 100% domestic production and have independent intellectual property rights. At present, 25% of domestic high-speed rail fasteners are supplied by them. "The main reason is to lay out in advance and seize the opportunity of the country to stimulate domestic demand." Tu Zhiqing told reporters that as early as the listing in 2007, Jinyi Industrial began to target the domestic high-speed rail market. "Of course, we also have the foundation. It was the only winning bidder for the Qinghai-Tibet Railway fasteners." However, in the case of the basic replacement of the whole machine, the independent innovation of the core components of the high-speed rail is still the shortcoming of most domestic enterprises. . In the so-called "high-end supporting equipment" field, Chinese manufacturers still need to struggle to catch up with the pace of high-speed rail. At the same time, they will face the competition of international suppliers. An industry expert who asked not to be named pointed out to reporters: "This aspect is because the equipment capacity of domestic enterprises is indeed inferior. On the other hand, the Ministry of Railways also has some import dependence. Of course, this is mainly Safe and reliable choice.†The expert told reporters that the key components required for high-speed rail operation, such as wheels, axles and bearings, have not yet been localized. Among them, the bearings used in EMUs with a speed of more than 160 kilometers per hour still need 100% imports. This gives foreign investors more opportunities. Earlier, Alstom and China's Ministry of Railways have just signed a long-term strategic cooperation agreement, the two sides will expand new cooperation based on the cooperation of existing EMUs and electric locomotives, including intercity vehicles, high-speed trains, locomotives and other vehicles. Cooperation between intercity trains and high-speed rail signal systems. Since the high-speed rail wheels are consumables, the average life expectancy is only 2.5 years. With the launch of China's high-speed rail projects and the localization of high-speed rail wheels, it will be the dream of domestic enterprises to continue chasing.
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