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Experts pointed out: Let Zhizhi become a market behavior
From April 30, 2004, the Ministry of Communications and seven other government departments jointly launched the "Implementation Plan for the Nationwide Overload Restriction on Vehicles." This marked the beginning of a three-year centralized effort to address the widespread issue of overloaded trucks. At a recent conference held in 2007 on the topic of overloading and over-weight transportation, it was reported that significant progress had been made in the past three years. Furthermore, authorities announced plans to establish a long-term mechanism to manage overload issues within three years starting from 2008. The focus will be on controlling illegal vehicles that exceed weight limits, particularly those weighing over 55 tons.
Over the past three years, the nationwide initiative has led to a major shift in the situation. Initially, more than 80% of trucks were overloaded, but this rate has now dropped below 10%, with some provinces like Beijing reporting even lower figures. Despite a 15% annual increase in the number of vehicles on the road, traffic accident rates have decreased by about 15% annually. Additionally, economic losses caused by overloading on roads and bridges have fallen by approximately 16 billion yuan each year.
According to statistics, nearly 1.9 million illegally overloaded vehicles have been investigated and dealt with over the past three years. More than 385 illegal automobile products from 79 companies were canceled, and 27,000 models that did not meet national standards were banned. Additionally, 432 maintenance company licenses were revoked, and 3,614 unlicensed businesses were shut down. The compulsory vehicle certification system was enforced, prompting 45 car manufacturers to recall 1.3 million defective vehicles. Overweight trucks exceeding 10 tons saw toll reductions of up to 30%, saving more than 7 billion yuan annually for fresh agricultural product transport. Nearly 20 provinces piloted toll-based charging systems, using economic incentives to curb over-limit transport.
Li Shenglin, head of the National Leading Group for Overloading Control and Minister of Communications, emphasized that the current efforts are shifting from comprehensive centralized management to localized, long-term governance. The next phase will focus on addressing illegal overloaded vehicles that exceed bridge capacity limits. He also called for strict measures against criminal activities such as illegal “car carrier†escorts, traffic blockades, and resistance to enforcement. Charging and unloading based on fees, arbitrary fines, and repeated penalties will be eliminated. It is strictly prohibited to allow vehicles over 55 tons to cross overpasses, ensuring the safety of bridges and infrastructure.
To support future efforts, nine ministries including the Ministry of Communications and the Ministry of Public Security issued a notice titled "Notice on Printing and Distributing the Long-term Effectiveness of Excessive Overloading of Vehicles in China." The document outlines plans to improve the legal framework for highway management, enhance monitoring networks, strengthen law enforcement cooperation, and introduce public oversight and funding mechanisms.
The establishment of a long-term control mechanism is expected to bring benefits to truck manufacturers. Liu Keqiang, marketing manager at Shaanxi Automobile Group, noted that the reduction in overload rates has improved the market for heavy trucks. Demand has increased significantly, and users are now operating within legal loading limits, leading to reduced vehicle wear and lower service costs.
However, regional enforcement remains inconsistent. Liu believes that standardized management and fair competition will encourage both companies and users to comply. A stable market can lead to higher freight revenues, offsetting any losses due to compliance, creating a positive cycle.
Truck analyst Gong Yunan highlighted that weight-based tolling is the most effective solution. Although the policy was introduced in 2000, its implementation still relies heavily on administrative and economic measures. In 2003, pilot programs in Jiangsu, Henan, and Qinghai showed promising results. By 2005, the Ministry of Communications encouraged provinces to adopt weight-based tolls, which contributed to a surge in the heavy-duty truck market in 2007.
Currently, 19 provinces have implemented weight-based tolls, but only on highways and select provincial roads. Many national and local roads still lack such policies, leaving a gap in green transport management. Gong believes that expanding weight-based tolls will reduce the need for administrative interventions, turning overloading into a market-driven issue.
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