What is the most concerned about freight vehicles transporting grain?

Caravans are generally used to cover caravans to reduce losses and rain. It is also very useful for coal trucks, which need tarpaulins and cleaning.

The railway transportation capacity is insufficient.

There is still a big gap between the total amount of railway cargo transportation and the total amount of coal transportation. The shortage of railway grain transportation is caused by the structural contradiction of railway transportation. According to the principle of market economy, the market is the most direct, important and fundamental determinant of commodities. The production, supply and transportation of commodities should follow the pace of market demand, and at the same time, it should maintain a moderate state of oversupply so that the market is always in a moderate state of competition. In China, grain is a kind of commodity with relatively low value but heavy weight. The main producing area and consumption area are seriously separated from transportation, with large quantity, long distance and many links. However, due to the slow development of China's railway industry, the scale and capacity distribution of grain transportation are determined by the railway sector rather than the market, so the development of railway transportation has become a bottleneck restricting the development of grain transportation in China. Secondly, under the limited transportation capacity, transporting grain is not the first choice for the railway department, because when the transportation capacity is insufficient, more efficient commodities, such as coal, steel and wood, will be selected. The large volume of grain transportation and low profit make railway departments reluctant to transport grain, and grain transportation enterprises often need to pay extra fares to apply for wagons. The layout of railway transport capacity is unreasonable and unscientific, which leads to the failure to give full play to the existing transport capacity.

(B) the cost of grain transportation is too high

Compared with the cost of grain production, the current cost of grain transportation in China is too high, accounting for more than half of the cost of grain logistics.

(C) grain bulk transportation is underdeveloped

In China, the total amount of grain transported only by railway every year is about 654.38 billion tons. The packaging and transportation of grain make the cost of packaging and manual loading and unloading very high, which leads to an increase in operating costs and cannot meet the requirements of bulk, bulk transportation, bulk unloading and bulk storage. From the perspective of the whole industry, the proportion of bulk transportation is not 15%. Northeast China is the region with the highest degree of bulk grain logistics transportation in China. There are not only 4,000 railway bulk grain transport vehicles, but also relatively complete bulk grain transfer warehouses and port bulk grain transfer equipment. However, due to the wide distribution of grain producing areas, many warehousing and loading and unloading links, packaged grain transportation still accounts for a large proportion, and the logistics modes of packaged grain and bulk grain coexist, so the advantages of bulk grain logistics cannot be fully exerted, and bulk grain transportation cannot reach the total grain transportation. China's grain transportation mainly relies on social forces for packaging transportation, and the scattered professional and technical supporting equipment is not perfect, which can not meet the requirements of decentralized operation.

(d) There are obstacles to the development of multimodal transport of grain, iron and sea.

At present, China's grain flows from the north to the south, which is mainly due to the concentration of grain producing areas, which makes the grain supply capacity in the north, especially in the northeast, enhanced. Northeast China has become the main production base of japonica rice and corn. The corn, rice and soybeans produced flow to East China, South China and China. At the same time, due to the developed economy in the southern region and the population flowing to the south, the demand for southern food has increased. The grain output in Northeast China accounts for 18% of the whole country, and the annual inter-provincial transportation volume accounts for 60% of the whole country. In this situation, the limited railway capacity will undoubtedly become a transportation bottleneck restricting the transportation of grain from the north to the south. It is an inevitable choice to give full play to the advantages of ports in Northeast China and develop multimodal transport of iron and sea. However, there are still several obstacles to the development of rail-sea combined transport in China:

1. North Grain Transportation to South has not yet formed a large-scale logistics professional organization, and most of them are retail grain merchants, with many consignors but few shipments, and the degree of organization is low, which can not meet the requirements of rail-sea combined transportation and the transportation cost can not be effectively controlled.

2. The infrastructure construction of grain transportation in the main producing areas is backward. The backwardness of infrastructure is not only reflected in the limited railway capacity, but also in the lack of port construction.

3. The potential of waterway transportation is underdeveloped. Although the railway transportation capacity is tight, the bulk grain import and export ports with international advanced technology, such as Dalian Beiliang Port, cannot meet the requirements of whole ship shipment, and retail investors cannot bear the transportation costs.

4. Regionalization restriction, that is, not all destinations are near the port. Even if the combined transport of rail and sea saves some costs, the grain needs to be transported by rail or road after it reaches its destination, and the handling costs incurred during this period will also form a financial burden.