The Chinese Motorcycle Manufacturing Industry

[dy245000]

I was an engineer, not a business person. The terminologies that you used are alien to me.

[MJH]

A relational databases eliminate repetitive entry of details.

Another way of stating that is to change any repetitive lists of details to a single code and then the relative details are in a separate table. Employees at each level maintain the data related to their functional position.

A vehicle Identification Number [WMI]*************** has seventeen characters, within it are codes, in one table only the VIN is seen however part of that code within the VIN is linked in another table that has all the details for the actual World Manufacturer Identification.

Another linked table could be that of a production series ID, [WMI]**********[0101], then another table would have all the details of that series.

The series ID should reveal within its table a parts list ID and in that reveal another table that had all the specific parts and it being a specific part number used on models in that series. Each part having a code or part number has it own set of data, it get it own table or also could be called a part data sheet.

So the digital representation mirrors the actual process, the assembling of parts also is associated with the assembling of the data list, then they are permanently stored, the actual part inventory t is all the parts used in the factory, the part list ID would be the subset of the total parts inventory that was used on the specific models in a specific series.

Then entering in one part number could reveal all models that use that part.

That is done through queries and all RDMS system use SQL standard Query language They also use defined joins that link all the tables together and that is done on key fields. So the query can reach across join and assemble data from various different tables.

So when a part is made or purchased, it gets a data sheet and ID, it then is entered into the parts supply table.

When a model is assembled, before the series in run in production, the parts list for it is selected and its as a list is named and it would then be represented in each of the vehicles in the run, represented in the VIN assigned to all the vehicle in that series.

Then from the consumer or end user position entering a VIN would pull up a related view of data for that model. Buying a part after production is actually is replacing the part, the action would get tagged and sent back to engineering, as a part failure.

The actual parts all would have costs associated, then so would a series, it all feeds into financials. The entire business process is series of functional divisions and these have to or should operate synergistically.

So the series has a count, and with it has lists of parts that assembled have a total cost, plus labor, plus fixed costs. If you think about that you can understand why the unit cost fall when the production keeps going, it also rises when the production stops. So a loss of production can also come with not only a loss of revenue, it also make the remaining production less profitable per unit.

[MJH]

If a manufacturer makes only one of a model that model is the most expensive, it in fact has all of the research and development imbedded in its costs. Those costs are recovered or for example if they make another then the total cost per unit is 50% less, simply because all the costs associated would then be divided in two between each unit.

So the most efficient way to recover costs is to have a large production any model that does not sell well costs more to make, even if it is relatively cheap, if it does not hit a target level it becomes a negative value on the total cost of goods sold and can make a companies operating ratio lower then the industry average and in that less profitable

So they sell sure things and avoid taking risks and in that avoid investing in developing a model that will not sell well.

That is why having global models is best the biggest market globally is what the Chinese are currently making. It is because they are the largest producer and also selling to a global market.

The number one seller of all time is this:


That is what the majority of the Chinese production centers on, its all centers around a simple step through design. Globally the majority of its sales are a variations of that design.

Making larger more advanced models will cost more and in that sell less, the price goes up because the cost of production goes up. Even incremental advancements more, a simple 250cc air cooled engine does not sell as well as a 150cc scooter. It does not sell better then a 125cc or 150cc street bike.

The only way they can enter European or North American markets is with small and less expensive. They offer the same versions of smaller for often half the price of the markets current offerings. However they do not have the same quality of support, they offer cheap replacement parts, if you have the time and patience to find or wait for them, often to find out the part failure is inherent in the design, in that it just breaks again.

That’s because the profit margins are slim and redesigning costs and if they do that then another cheap option will displace them in the market.

In many cases those that manufacture engines have to sell those engines to others, they do that to reduce the production costs per unit of the engines, but in return they supply other brands with models that will displace sales in the market. That’s has a stagnating effect, it holds the industry in place. The shear number of manufacturers keep it from progressing, none have the resources to progress.

What to make and were to sell it, that requires a bottom up approach and in that its distribution. It is for the most part access to actual consumers. They can sell online and ship direct but that models require more then haphazardly set up virtual stores fronts on Taobao.

But read backwards, unless you have a system that can keep track of the millions of parts for thousands of model variations it is too me lessons in futility.

They have no capital, they should be investing in operations that are vertically integrated, process driven and keep the ego and sales people at bay. It truly does require a digital process, it requires a data driven approach.

They must develop EFI versions for over 150cc and if the costs of those are too much higher they will die trying and if they are unreliable its a double death blow to the industry.

That focus should be a 200-400cc market range, it should be fuel efficient and reliable, it’s a globally marketable range its higher end in emerging nations and entry level in developed nations.

The next blow to the industry will be restrictions to under 150cc so in that they are looking to develop the technology at that level, because the next set of standards are on the horizon, they many that is will likely pocket and keep testing until that level reins in, then the smallest player will die off, the result will be over half of the existing manufactures disappearing.

So they are now looking at respecting technology rights, they are on the other side of the coin. The only real way to keep up with that is enforcing digital documentation and in that are detailed diagrams and smart systems that review all parts as components and check them for licensing and also levels of variance in a design. If too similar the rights to market could and should be denied.

That’s about submitting not just a model for approval to the market, it is about submitting digital data that is subsequently reviewed through a digital system, a sort of AI, an algorithm that runs it through analytical scripts. That makes government more efficient and makes it smarter and in that more acceptable to the majority.

[IsiahPerris]

There is really no other explanation if one gains, another loses. Not one job level or another that makes a difference, they actually interact and effectiveness across all job levels in total.

[MJH]

Its often called a value chain, from the purchasing of raw material, to the metallurgy, to the machining, assembly through inspecting, to transporting, through advertising marketing and sales. Each has a cost that is added to each unit. Collectively it is called operations and includes every aspect of the entire chain of events. Each part is a function, finance, accounting, material management, marketing and sales and then after market support.

The real supply side is that of raw materials and also skilled labor. Then in that is the roots of quality.

Cheap out and the results are cheap shit. All the lies in the world will not keep that going for long, even the most ignorant of consumers will eventually see it for what it really is.

Lowered prices can open new markets, lower prices can bring in new customers, higher prices limit the market, they limits who can access it. If wages rise in a society then the market comes to life, but it still has ranks the higher the price the limits are the earnings.

If you look at earnings and place the models as offering in those in layers you gain the biggest access to the entire collective market and in that you can establish brand loyalty as they earn more you offer something more. They trust the brand they trust the operations behind the brand.

The entire market is 100% at all levels collectively, the smartest have a piece of all of it or at least they are the most sincere, the most sincere to the variety of people that enjoy motorcycles.

[MJH]

According to the 91 motorcycle manufacturers export statistics, October 2011, motorcycle exports declined slightly last month, total exports of 966,600, a decline of 4.91%, an increase of 35.04%. 1-10 months, motorcycle manufacturers products total export value of $ 4.899 billion, an increase of 33.94%. Of which: exports of 8,950,100 motorcycles, an increase of 30.46%; export value of $ 4.239 billion, an increase of 37.37%. ATV export 66,300, an increase of 0.20%; export value of $ 123 million, an increase of 13.83%. Engine exports 2,427,200 units, up 29.75%; export value of $ 304 million, an increase of 30.45%. Motorcycle parts export value $ 233 million, an increase of 0.99%.

Motorcycle exports of emission points: 10 months, the export volume of the series among the top five varieties: 125 Series (110m1 <displacement ? 125m1), 150 series (125ml <displacement ? 150m1), 110 series (100ml <displacement ? 110m1), 100 series (90ml <displacement ? 100m1) and 50 series (displacement ? 50m1), exports were 333,600, 214,900, 121,900, 120,300 and 86,800. Compared with the previous month, 100 series grew rapidly, other species declined. In October, the five series of varieties exported 877.5 thousand, accounting for 91% of total motorcycle exports.

January to October, the top five motorcycle export a series of varieties were: 125 series, 150 series, 110 series, 50 series and 100 series were exported 3,207,200, 1,794,700, 1,120,200, 1,042,700 vehicles and 960,300, respectively, year on year increase of 31.47%, 41.38%, 20.21%, 36.72% and 9.37%. 1-10 months, total exports of the five series varieties 8.1251 million, accounting for 91% of total motorcycle exports.

Motorcycle export value of emissions points: 10 months, the top five motorcycle export value series varieties are: 125 series, 150 series, 110 series, 100 series and 50 series were exported 166 million, $ 110 million , $ 053 million, $ 047 million and $ 33 million. In October, total exports of the five series of $ 409 million, accounting for 88% of the total motorcycle exports.

January to October, the top five motorcycle export value series varieties: 125 series, 150 series, 110 series, 50 series and 100 series, respectively, exports $ 1,544,000,000, $ 916,000,000, $ 472,000,000, $ 434,000,000 and $ 361 million, respectively, year on year increase of 35.35%, 47.81%, 33.44%, 26.75% and 19.01%. 1-10 months, total exports of the five series varieties $ 3.727 billion, accounting for 88% of the total motorcycle exports.
Export of sub-1-10 months, the amount of motorcycle exports top ten companies are: Loncin, Lifan, Guangzhou, Ho Jin, new Honda, silver Xiang, Zongshen, Grand River, Guangzhou transport, aerospace Bashan and Qianjiang, respectively, $ 395,000,000, $ 377,000,000, $ 266,000,000, $ 261,000,000, $ 259,000,000, $ 241,000,000, $ 239,000,000, $ 222,000,000, $ 171,000,000 and $ 164,000,000. An increase of 26.42%, respectively, 25.47%, 29.59%, 57.66%, 50.99%, 34.81%, 49.90%, 44.18%, 50.85% and 72.43%. January to October, the 10 companies exported $ 2.595 billion, representing motorcycle manufacturers 53% of total exports.

January to October, exports of motorcycles top ten companies are: Loncin, Lifan, Zongshen, Guangzhou, Ho Jin, silver Xiang, Grand River, Jincheng, Guangzhou transportation, aerospace Bashan and Qianjiang, respectively, 83.42 million, 756,500, 572,400, 528,000, 477,000, 395,600, 365,100, 357,800, 337,900 and 263,400. An increase of 19.83%, respectively, 45.43%, 54.95%, 34.59%, 27.16%, 45.57%, 24.30%, 38.01%, 48.10% and 57.60%. January to October, the 10 companies exporting 4,887,900 motorcycles, motorcycles accounted for 55% of total exports.

[MJH]

Notice number three, Guangzhou Motors, a joint venture of Honda, if you combine all the sales of the Honda operations, actually, if you combined all the sales out of the joint ventures you would get a picture that reveals that both Honda and also Suzuki are much larger players then the list reveals. They also are much more profitable with respect to their actual percentages of the joint ventures total sales.

The Japanese partners sell less at higher prices, they have much better operating ratios. Collectively they also have a very large percentage of total sales.

Its is funny how it is often actually different then what it seems to be?

It does not only matter who sells the most, what also matters is who has the best margins. Selling shit loads of anything destroys value in the market. They all have this endless battle for under 150cc models, which supplies both the rural Chinese domestic market and also are exported to other developing markets.

What I have yet to see is import sales, what is imported and the actual sales of those by make and model. Those obviously have the highest margins and also collect the most revenue for the government, per unit of sale. That is important, it represent who is buying what and where, but those sales are likely very small and the Chinese seem to be more number driven? I suspect the main driver of the industry is not profit, it is actually high rates of employment, so when they actually need to let go of some people and train the remaining and update the processes…government is handing out rewards to grow sales and in that simply make more and hire more.

http://www.wuyang-honda.com/pptyzx/kuche.htm
http://www.honda-sundiro.com/default.asp

[MJH]

I copied this from http://www.chinamotorcycle.com/
It is a Google translation so some of the meanings and phrases get distorted.

White Paper: sub-level management of high-end motorcycles or will become the new ideas
Source: China Economic Net: Time: 2011-12-1 hits: 469

Recently, compiled by the Tongji University School of Transportation Engineering, China's high-end, casual, heavy motorcycle White Paper published research results, the study found that: China's high-end motorcycle show good development momentum, there is greater room for growth, However, the status quo "one size fits all" model of motorcycle management, easily lead to inadequate power of the Chinese high-end motorcycle market, the use of hierarchical management approach, or will become the new ideas for the development of China's high-end motorcycle.

China's motorcycle ownership in the world, the Chinese motorcycle market accounts for half wall mountains and rivers of the world motorcycle market. However, the vast majority of motorcycles do the means of transport, high-end, leisure, heavy motorcycles in the domestic market share situation is still less than ideal.

In the course of the study, there is a phenomenon caused by the great interest of researchers - medium and large displacement motorcycle production and the gradual growth of the number of large displacement motorcycle imports. In July 2011, China's motorcycle production data show that low, medium and large displacement output growth trend is more obvious. Displacement of = 250ml models output growth quickly, especially the displacement of 250ml = = 400ml, the growth rate of 66.56%. Displacement of the same period, 400ml = = 750ml large displacement models, growth is even more alarming, the growth rate of 2205.26%.

This shows that the motorcycle manufacturers in China have begun to gradually attach importance to high-end, leisure, heavy motorcycle market demand, investing more capital and technology in this regard. This also means that the high-end, casual, heavy motorcycle will have a good momentum of growth, there is much room for development.

This regard to benefit from China's economic growth, along with the economic take-off, and gradually raise the national standard of living, more and more diverse way of life has been a considerable number of people have motorcycle turned into entertainment, leisure and means of transport, The movement of the tool. Functional changes in the high-end, casual, heavy motorcycle has inherent demand in the Chinese market, the enterprise is increasing emphasis on this shift.

In addition, the implementation of the country ? emission standard, the motorcycle industry in technological innovation, product development has been a lot of space. Like Loncin, spring, Jialing, Qianjiang Motorcycle manufacturers have invested a large effort on the design and production of large displacement motorcycle. This indicates a direct role in guiding the development of management policies for the motorcycle industry. Shows that the motorcycle production enterprises in China began to attach importance to the needs of medium and large displacement motorcycle market, investing more capital, technology in this regard.

Overall, the high-end, leisure, heavy motorcycles in China has slowly formed to market demand, and in a sustained and stable development.

One size fits all management model led to a lack of high-end motorcycle market power

Our motorcycle ownership in the world, but mostly used as a means of transport, its typical characteristics is affordable, more and more cities, "Restriction of the Mount", the motorcycle market is mainly concentrated in rural , which may lead to lack of motivation of the Chinese high-end motorcycle market.

In China, both at the national level or at the local level, the management of high-end, casual, heavy motorcycle, and other motorcycle, registered on the card, use and management to test scrapped, all the same to comply with state and local regulations and systems.

The existing motorcycle rules and regulations are mainly 50ml displacement as boundaries to distinguish between mopeds and motorcycles, and one size fits all motorcycles as a means of transport towards more stringent than the car, and the supporting management measures.

This "one size fits all" management model, the impact on China's high-end, leisure, heavy motorcycle market is very serious.

First, many large and medium-sized cities, "Restriction of the Mount" policy, direct impact on high-end, leisure, heavy motorcycle registration license, depressed consumer demand of this type of motorcycle. Use management, did not distinguish between a motorcycle as a means of transport or as an entertainment tool. Therefore, appropriate measures can not be introduced as consumer spending, changes in demand for more detailed policy, which makes the vitality of our high-end, leisure, heavy motorcycle market.

Secondly, the management mode of "one size fits all" indirect effects of our high-end, casual, heavy motorcycle industry in the technological upgrading of power, making the industry as a whole lags behind not, lack of motivation.

Adopt hierarchical management will become the new ideas of development of China's high-end motorcycle

The high-end motorcycles have a good product quality and technical quality of lean, you can drive the entire motorcycle industry to upgrade. As we all know, master advanced scientific research, first-class manufacturing technology, effective marketing tool, is the commanding heights of the entire motorcycle industry. Therefore, the Chinese motorcycle lies in the development of high-end motorcycles, the development of high-end motorcycles is that the traffic management departments at different levels to distinguish between management model.

The development of domestic and foreign motorcycles and management situation, government management policies of various countries and regions largely determines the positioning and size of the living space of the motorcycle industry.

European countries have been positive about the motorcycle, the Government believes in solving traffic congestion, pollution and energy efficiency advantages, thus vigorously advocate "to open a motorcycle, and less open car" concept, and their safety, emissions, to develop special measures to greatly promote the sound development of the industry as a whole. Many cities Restriction of Mount measures seriously affected the momentum of development of the motorcycle industry.

Motor sports, recreational and cultural development is just in its infancy, the market was small. As China's economy is gradually integrated into the large markets of the world economy, the gradual weakening of the motorcycle as the transport properties under the dual pressure of the policy environment and the consumer environment, as the sports, leisure, entertainment and luxury motorcycle with foreign the entry of high-end brand is recognized by high-end consumers. Adopt hierarchical management will become the new ideas of development of China's high-end motorcycle




I also sent and email to the editor asking of a complete list of conforming to new emissions models existed?

[MJH]

They should be focused on people movers and trains, complex grids for moving goods and people. The urban centers of density should be without private vehicles, they should be stored on the periphery and or rented or pay for use to get to places that other options are not available to. China and India cannot adopt the same levels of private vehicles as less populated regions the result will not be good…it is typically grid lock in all major urban high density area in any region, in other nations it is proportionality less people and still to many intolerable. People that live in London or NY do not bother to own cars, many see having one as futile and way too costly.

The inner ring should be a walking zone, the outer ring hubs that interconnect. The hand held and GPS map your routes. It tells you what your options are based on were you are going, who you are and were you live. It makes variable hierarchical offerings based on factors you control by the choice you make, it limits some behaviors and rewards others. You could take or make any choices but the bad ones should cost the most.

[euphonius]

White Paper: sub-level management of high-end motorcycles or will become the new ideas
Source: China Economic Net: Time: 2011-12-1 hits: 469

Thanks, MJH. This is really quite interesting. There are other stories on the site asserting that the trend toward banning motorcycles in major cities will be reversed. For those who would like to read the originals, here you go:

白皮书：分层次管理高端摩托车或将成为新思路
来源：中国经济网 作者： 时间：2011-12-1点击：470
【导读】
　　日前，由同济大学交通运输工程学院编纂的《中国高端、休闲、重型摩托车发展白皮书》发布研究成果，研究 发现：我国高端摩托车显示出良好发展的势头，有较大的上升空间，但现状摩托车管理的“一刀切”模式，容易导 致中国高端摩托车市场动力不足，采用分层管理的方式，或将成为我国高端摩托车发展的新思路。


　　我国摩托车的保有量位居世界第一，中国摩托车市场占世界摩托车市场的半壁山河。然而，绝大部分摩托车是 用做代步工具，高端、休闲、重型摩托车在国内的市场占有情况仍不太理想。


　　在研究过程中，有一种现象引起了研究人员的极大兴趣——大中排量摩托车产量和大排量摩托车进口数量的逐 步增长。2011年7月，我国摩托车生产情况数据显示，大中排量产量较低但增长趋势较为明显。排量≥250 ml的车型其产量增长很快，尤其是250ml≤排量≤400ml，增长率达到了66.56%。与同期相比， 400ml≤排量≤750ml的大排量车型增速更是惊人，增长率达到了2205.26%。


　　这说明，我国摩托车生产企业已开始逐步重视高端、休闲、重型摩托车的市场需求，在此方面投入了更多的资 金和技术。这也意味着高端、休闲、重型摩托车将有更加良好的增长势头，有很大的发展空间。


　　这一方面受惠于我国经济的增长，伴随着经济的腾飞，国民生活水平逐步提高，生活方式越来越多样化，已经 有相当数量的人已将摩托车从代步工具转变成为娱乐、休闲、运动的工具。功能的转变使高端、休闲、重型摩托车 在中国市场有了固有需求，企业也对这种转变逐渐重视。


　　另外，国Ⅲ排放标准的实施，使摩托车行业在技术创新、产品研发方面有了很大的空间。像隆鑫、春风、嘉陵 、钱江等摩托车生产企业，都已在大排量摩托车的设计生产上投入了较大精力。这说明管理政策的对摩托车行业的 发展有直接的导向作用。由此可见我国摩托车生产企业已开始逐步重视大中排量摩托车的市场需求，在此方面投入 了更多的资金、技术。


　　总体来说，高端、休闲、重型摩托车在我国已慢慢形成了市场需求，并处于持续地稳定发展之中 。


　　一刀切管理模式导致高端摩托车市场动力不足


　　虽然我国摩托车的保有量位居世界第一，但绝大部分是用做代步工具，其典型特征就是经济适用，由于越来越 多的城市“禁限摩”，摩托车市场主要集中在农村，这容易导致中国高端摩托车市场动力不足。


　　在我国，无论在国家层面还是在地方层面，对高端、休闲、重型摩托车的管理，和其它摩托车一样，从注册上 牌、使用管理到检验报废，都一样遵守国家及地方的管理法规和制度。


　　现行的摩托车管理法规和制度主要是以50ml排量作为界限区分轻便摩托车和摩托车，并一刀切式地把摩托 车全部作为一种交通工具对待，配套比小汽车更为严格的管理措施。


　　这种“一刀切”的管理模式，对我国高端、休闲、重型摩托车市场的影响十分严重。


　　首先，许多大中城市的“禁限摩”政策，直接影响高端、休闲、重型摩托车的登记上牌，压抑了这类摩托车的 消费需求。同时在使用管理上，没有区分摩托车作为交通工具还是作为娱乐休闲工具。因此，相应的措施不能随着 消费者消费需求的变化出台得更为细致的政策，这使得我国高端、休闲、重型摩托车市场的活力不足 。


　　其次，“一刀切”的管理模式间接影响我国高端、休闲、重型摩托车产业的技术升级动力，使得产业整体水平 落后不前，缺乏动力。


　　采取分层管理的方式或将成为中国高端摩托车发展的新思路


　　高端摩托车拥有良好的产品质量和精益的技术品质，可以带动整个摩托车产业转型升级。众所周知，掌握先进 的科研成果、一流的制造技术、有效的营销手段，是整个摩托车行业的制高点。因此，中国摩托车的出路在于高端 摩托车的发展，而高端摩托车的发展在于交通管理部门能够分层次采取区别对待的管理模式。


　　研究国内外摩托车发展与管理现状发现，各国各地区政府的管理政策很大程度上决定了摩托车行业的发展定位 和生存空间的大小。


　　欧洲国家一直对摩托车持肯定态度，政府相信其在解决交通拥堵、低污染和高能效等方面的优势，因而大力倡 导“多开一辆摩托车，少开一辆汽车”的理念，并对其安全、排放等制定专项措施，极大促进了整个行业的良性发 展。而国内很多城市的禁限摩措施严重影响了摩托车行业的发展势头。


　　摩托车运动、休闲的文化发展刚处于起步阶段，相应的市场规模还很小。随着中国经济逐渐融入世界经济的大 市场，摩托车作为交通工具的属性将在政策环境和消费环境的双重压力下逐渐弱化，而作为运动、休闲、娱乐和奢 侈品的摩托车随着国外高端品牌的进入正被高端消费者所认同。采取分层管理的方式或将成为中国高端摩托车发展 的新思路


摩托车回归城市的时候到了
来源：摩托车趋势 作者： 时间：2011-12-31点击：640
【导读】
　　由《堵车之惑与禁摩反思》反禁摩宣传片引发的思考


　　2011年9月，湖南省摩托车商会制作了一个反禁摩的宣传短片《堵车之惑与禁摩反思》，此宣传片只有短 短十五分钟，但是却通过微博互动以及车迷论坛形成了较大影响，在车迷中也轰动一时。


　　《堵车之惑与禁摩反思》反禁摩宣传片分为堵城的反思、需求是硬道理、禁令的法律思考、禁摩背后混沌的管 理逻辑等几部分，细致说明了禁摩的不合法之处，这种做法与现行的有关法律法规和国家建设节约型社会的精神是 相悖的，也进一步论证了摩托车存在的合理性与必要性，道出了广大车迷的愤恨、疑惑、期盼与心声 。


　　从1985年的北京开始，轰轰烈烈的禁摩之风几乎席卷全国。我们不难发现，在禁限摩政策持续十几年来， 以堵车为首的主要交通问题并未因为限制摩托车而好转。时至今日，堵车现象几乎是从一线到三线所有城市的痼疾 ，遍及内地的“堵城”蜂拥而现，反而会让我们不得不思考，禁止摩托车上路其实并没有改善交通问题，反而从侧 面上使得交通问题愈演愈烈，最后道路上车满为患。


　　其实，每个喜欢摩托车、了解摩托车的车迷都希望早日可以驾驶自己的爱车去任何想去的地方。所以，每当有 什么解禁的言论出现时，就会得到国内车迷的支持和拥挤。随着世界能源局势的日趋紧张，城市拥堵现象的日益严 重，我们更应该增大摩托车的生存空间，局部开放一些城市，逐步寻求解决城市摩托车管理的方法，制定更符合中 国国情、更有针对性的政策。


　　那么，现在摩托车是否到了应该回归中国城市、重新走入平常百姓生活的时候？


　　在中国，禁摩分为两种类型：一是禁牌，即不给摩托车主办理机动车登记手续；二是禁路，即禁止摩托车在特 定路段、特定时间段内同行。上述两条禁摩措施均是违法的。政府的最大责任应该是关注与提升民生，保证社会的 公平与秩序。对摩托车所有者道路使用权的限制恰恰打乱了社会的公平与秩序，政府应当尊重每一种交通工具的使 用权利，也要尊重每一个人选择自己愿意选择的交通工具的权利。


　　如果禁止人们使用摩托车，要么就让他们去坐公共汽车，不过那样不一定方便；或者更多的人开小汽车，但汽 车的缺点也显而易见，空驶率很高，远不如摩托车占路面积小，能源消耗又大等等。


　　解决国内城市禁限摩问题，而要全方位思考，需要政府的观念转变，也需要媒体的客观公正，同时骑摩托车的 人守法不断提高，作为摩托车的拥有和使用者，我们应该做到的是遵纪守法、从自身做起，逐步扭转他人对于摩托 车的误解，颠覆摩托车被妖魔化的社会地位。作为摩托车使用者，希望政府解禁不应该仅仅停留在口号与想法上， 更应该付诸切实的行动。