In 2011, China Railway will arrange capital construction investment of 700 billion yuan, of which high-speed railway is of course 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 in high-speed railways is composed of: 40% to 60% for infrastructure (including bridge, tunnel and station construction, track laying, etc.); Firmware, control devices and other components); the rest accounts for 25% to 40% (including communication, signal and information engineering, electric power and electric traction power supply, etc.). In the future, motor vehicle manufacturers and motor vehicle accessories manufacturers will obviously benefit from the purchase of high-speed vehicles. According to estimates, in 2010, the national railways invested 100 billion yuan to purchase high-speed trains and other rolling stock equipment, which can generate a maximum pulling effect of 1 trillion yuan on related industries.


Zhou Fengwu, chief analyst of the machinery industry of Orient Securities, believes that the major railway investment that began in 2008 will fully enter the harvest period in 2011, and the procurement of high-speed rail EMUs will enter the peak period.


On January 12, Tu Zhiqing, deputy general manager of Jinyi Industry (601002.SH), said in an interview with reporters that at present, the fasteners and fasteners required for domestic high-speed rail production have been 100% domestically produced and have independent intellectual property rights. At present, 25% of domestic high-speed rail fasteners are supplied by it.


"The main thing is to make arrangements in advance and seize the opportunity of the country to stimulate domestic demand." Tu Zhiqing told reporters that as early as the beginning of the listing in 2007, Jinyi Industrial began to target the domestic high-speed rail market. "Of course, we also have a foundation. We were the only bid winner for Qinghai-Tibet Railway fasteners."


However, under the circumstance that import substitution is basically completed in the field of complete machines, the independent innovation of core components of high-speed rail is still a shortcoming of most domestic enterprises. In the field of so-called "high-end ancillary equipment", Chinese manufacturers still have to struggle to catch up with the high-speed rail. At the same time, they will face competition from international suppliers.


An industry expert who did not want to be named pointed out to the reporter: "On the one hand, the equipment capabilities of domestic enterprises are indeed inferior to those of others. On the other hand, the Ministry of Railways and others also tend to rely on imports. For a safe, 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 to be imported 100% in my country.


This gives more opportunities for foreign capital. Prior to this, Alstom and the Ministry of Railways of China just signed a long-term strategic cooperation agreement. The two parties will expand new cooperation on the basis of existing EMU and electric locomotive cooperation, including intercity vehicles, high-speed trains, locomotives and other vehicles and Cooperation on intercity trains and high-speed rail signaling systems.


Since high-speed rail wheels are consumables with an average lifespan of only 2.5 years, with the successive launch of high-speed rail projects in my country, the localization of high-speed rail wheels will be a dream that domestic enterprises continue to pursue.