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Wu Haichao, Chairman of Haiyue Technology Group, granted an exclusive interview to the Central Committee of the China National Democratic Construction Association: Supporting and Assisting Farmers, Achieving Targeted Poverty Alleviation.

Wu Haichao, Chairman of Haiyue Technology Group, granted an exclusive interview to the Central Committee of the China National Democratic Construction Association: Supporting and Assisting Farmers, Achieving Targeted Poverty Alleviation.

Since the 18th National Congress of the Communist Party of China, local governments have resolutely implemented the decisions and arrangements of the CPC Central Committee and the State Council on targeted poverty alleviation and poverty eradication. By focusing on weak links in the poverty‑reduction effort and adopting precise, comprehensive measures, decisive progress has been made: more than 60 million impoverished people have been lifted out of poverty sustainably, and the incidence of poverty has dropped from 10.2% to below 4%. On the afternoon of July 17, 2019, the Publicity Department of the Central Committee of the China National Democratic Construction Association visited the company’s Qianxi base. There, they conducted an exclusive interview with the company’s Chairman, Wu Haichao, regarding the company’s proactive efforts in targeted poverty alleviation, job creation, and promoting economic development in the Qianxi region. During the interview, the Chairman outlined the role Guizhou Haiyue Technology Group has played in poverty reduction in Qianxi, addressing both the company’s current situation and its future prospects. He stated that the enterprise is currently operating smoothly and plans, going forward, to recruit 30 to 50 supporting partner enterprises and a pool of high‑quality local talents, injecting fresh vitality and momentum into its growth. The Chairman emphasized that, particularly for farmers in impoverished counties, it is essential to enable them to share in the fruits of development, achieve mutual prosperity, and attain financial well‑being through Haiyue Technology—acquiring knowledge and skills while generating stable incomes. He pledged continued efforts to ensure that Haiyue Technology makes an even greater contribution to Qianxi’s development, striving to serve as a model within the Minjian system for effective targeted poverty alleviation, thereby boosting Qianxi’s economy and helping realize the great rejuvenation of the Chinese nation.

2020-09-14 16:10

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Parking Regulations | Bao’an District, Shenzhen, Issues Detailed Rules for the Construction and Management of Mechanical Multi‑Storey Parking Facilities

Parking Regulations | Bao’an District, Shenzhen, Issues Detailed Rules for the Construction and Management of Mechanical Multi‑Storey Parking Facilities

Currently, Bao’an District has completed projects such as the Jiayan Intelligent Multi‑Level Parking Garage and plans to add another 11,500 parking spaces within three years, effectively alleviating the parking shortage. Following the issuance of these detailed regulations, mechanical multi‑level parking facilities submitted for approval in Bao’an under the category of special equipment are exempt from procedures related to land use planning and engineering planning. With the consent of the land-use right holder or the actual manager, applicants can swiftly proceed with the approval process. Furthermore, multi‑level parking facilities that meet the eligibility criteria may apply for corresponding subsidies based on their type and the number of parking spaces they provide. With 840,000 vehicles versus only 381,000 parking spaces, Bao’an is working to address residents’ parking challenges. According to a specialized study on static traffic planning, by the end of 2019, Bao’an District had 1,533 car parks, offering approximately 381,000 parking spaces. Meanwhile, the district’s private car ownership stood at around 840,000 vehicles. Based on international standards, the required number of parking spaces would be about one million, leaving a shortfall of 618,000 spaces—equivalent to 61.6% of demand. In recent years, deputies to the People’s Congress and members of the Chinese People’s Political Consultative Conference have repeatedly urged the government to introduce policies aimed at easing Bao’an’s parking difficulties. Building upon municipal policy documents such as the “Interim Measures for the Administration of Mechanical Multi‑Level Parking Facilities in Shenzhen” (Shen Fa Gai Gui [2018] No. 5), Bao’an District has further clarified the operational procedures for constructing mechanical multi‑level parking facilities and formulated the “Detailed Rules for the Administration of Mechanical Multi‑Level Parking Facility Construction in Bao’an District.” These rules also streamline application requirements and approval processes. Specifically, street offices have been designated as the receiving authorities for project applications; prohibitive and restrictive clauses regarding land use for mechanical multi‑level parking facilities have been established; and the land‑approval conditions for constructing such facilities on village‑collective land have been simplified—requiring only the consent of the village collective’s three committees (board of directors, supervisory board, and asset committee) for submission. A project database has been created, and over the next three years, an additional 11,500 parking spaces are planned. To gain a comprehensive understanding of Bao’an’s current parking situation and needs and to systematically advance the development of mechanical multi‑level parking facilities, the district conducted a specialized static traffic planning study, established a project database for mechanical multi‑level parking facilities, and drew up a three-year implementation plan. Over the next three years, 43 new mechanical multi‑level parking garages are slated for construction, expected to add roughly 11,500 parking spaces. At present, Bao’an District has already completed projects including the Jiayan Intelligent Multi‑Level Parking Garage, the 44th District Mechanical Multi‑Level Parking Garage, the Bao’an People’s Hospital Intelligent Multi‑Level Parking Garage, and the Fuyong Yiku Mechanical Multi‑Level Parking Garage, adding more than 600 parking spaces and effectively easing parking pressures in certain areas. The application process has been expedited, and eligible applicants can receive subsidies. To facilitate community applications for constructing mechanical multi‑level parking facilities, Bao’an District has streamlined its approval procedures by delegating project review and acceptance to local street offices. Newly built public parking lots that qualify for incentives may apply for rewards based on the number of parking spaces provided: ground‑level lots receive RMB 500 per space, above‑ground indoor lots receive RMB 15,000 per space, and underground lots receive RMB 20,000 per space. Notably, Bao’an District will strictly regulate the construction of mechanical multi‑level parking facilities, applying requirements similar to those for temporary structures and establishing both prohibitive and restrictive provisions. Projects are prohibited within basic farmland protection zones, ecological red lines, first‑class water source protection areas, high‑voltage corridors, and urban yellow lines. For developments located within basic ecological control lines, conditional construction zones, or restricted construction zones, compliance with applicable restrictions is mandatory. ● “Q&A” (Policy Explanation) Q1: What are the available application pathways for mechanical multi‑level parking facilities, and what specific requirements must be met? A: Mechanical multi‑level parking facilities may be submitted either as building projects or as special equipment. Generally, above‑ground mechanical multi‑level parking facilities, or installations utilizing existing underground spaces without any human activity inside, should be filed under the special equipment category. Conversely, underground mechanical multi‑level parking facilities are typically classified as building projects. Q2: What are the requirements for entities seeking to invest in such projects? A: (1) The holder of the land‑use rights or the actual manager; (2) A single market entity authorized by the holder of the land‑use rights or the actual manager. Q3: Can commercial or ancillary facilities be attached to mechanical multi‑level parking facilities submitted under the special equipment category? A: Applications filed under the special equipment category require that no personnel be present within the facility’s interior, thus prohibiting the addition of any commercial or ancillary facilities. Q4: Which department serves as the receiving authority for applications filed under the special equipment category? A: Each street office is responsible for accepting project construction applications submitted by local entities within its jurisdiction. New’an: 27596752; Xixiang: 27932056; Hangcheng: 85905396; Fuyong: 85283635; Fuhai: 85900284; Shajing: 27201291; Xinqiao: 27275867; Songgang: 27098533; Yanluo: 27211385; Shiyan: 23083319. Q5: What documents are required for applications filed under the special equipment category? A: Required materials generally include: a project application report for the mechanical multi‑level parking facility, documentation proving consent from the holder of the land‑use rights or the actual manager, details of the land‑use area, engineering survey reports, design drawings of the mechanical multi‑level parking facility, proof of applicant identity, and a letter of commitment, among others. Q6: For properties originally owned by village collectives or located within residential areas, how can one demonstrate consent from the holder of the land‑use rights or the actual manager? A: For land originally belonging to village collectives, approval must be obtained through deliberation and resolution by the village’s shareholding cooperative’s board of directors, supervisory board, and asset committee. For properties within residential areas, such matters should be treated as significant issues affecting property owners’ interests and handled in accordance with relevant provisions of the Property Law and property management regulations. Q7: Do mechanical multi‑level parking facilities need to install charging stations? And does this affect the processing of operating licenses for commercial parking services? A: The installation of charging facilities is not a prerequisite for obtaining an operating license for mechanical parking garages; however, eligible projects should reserve space for future installation.

2020-09-04 16:32

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Parking Infrastructure | Huizhou: Ten smart, shared parking towers (garages) will be commissioned within the year, adding over 5,000 parking spaces.

Parking Infrastructure | Huizhou: Ten smart, shared parking towers (garages) will be commissioned within the year, adding over 5,000 parking spaces.

According to information obtained by reporters from Huizhou Jiaotou Road & Bridge Investment Co., Ltd., construction of 10 smart shared parking garages in the urban area is progressing smoothly, with all slated for completion and commissioning within the year. These facilities will provide a total of 5,429 public parking spaces, effectively alleviating the city’s parking shortage. This year, the city also plans to commence construction on 20 additional parking lots, with 14 already entering the site-selection phase. The parking garage at the Citizen Service Center, located near the Municipal Human Resources and Social Security Bureau, comprises two underground levels and one above-ground level. Currently, construction has reached the first above-ground floor, with the main structure expected to be completed by October. Yang Tianpei, Deputy General Manager of the branch office of Huizhou Jiaotou Road & Bridge Investment Co., Ltd., stated: “This parking garage can accommodate 1,500 vehicles—two underground levels and one elevated level—effectively meeting the parking needs of the nearby Second Administrative Service Center and surrounding areas. With a turnover rate of two to three times per day, it could theoretically serve over 3,000 vehicles.” Meanwhile, the Yanda Interchange South Parking Garage, situated near Yanda Heng’er Road in the Henan’an Subdistrict, offers 400 parking spaces. Installation of vertical‑moving parking equipment has begun, with track installation completed for all five bays. Overall equipment installation is currently 40% complete, making this facility a strong contender to become the fastest‑operational among the ten parking projects scheduled for this year. Yang Tianpei added: “Among the ten projects, Yanda South was the earliest to break ground and is expected to open in October. The remaining nine are projected to finish their main structural work in November or December and gradually enter service.” These ten parking facilities are strategically located across several key urban districts—the Henan’an area, the Binjiang area, the Maidi area, and the Jiangbei area—covering zones where parking shortages are most acute and collectively providing 5,429 public parking spaces. Yang Tianpei emphasized: “In total, we will have 5,429 parking spaces. Once completed, these facilities should substantially ease local parking challenges. For example, the Binjiang Park Parking Garage offers 500 spaces. Our field surveys revealed that there were just over 480 temporary parking spots along Dishi Road and Dishixia Road. By constructing a multi‑storey parking structure with 500 spaces, we’ve essentially resolved the surrounding parking difficulties.” To further address parking constraints in the Qiaodong, Xihu, Shangpai, and Jiangbei areas, the city plans to start construction on an additional 20 parking lots this year. To date, 14 such projects have received approval from the Municipal Planning Commission. Yang Tianpei concluded: “Our plan is to break ground on another 20 parking facilities this year. Preliminary work is underway, with 14 projects already approved by the Natural Resources Bureau through our conditional notification process. We’re currently conducting site‑selection and preliminary planning for these developments.”

2020-09-02 15:46

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New Developments! Guangdong Issues Guidelines on Parking Management

New Developments! Guangdong Issues Guidelines on Parking Management

On August 18, the General Office of the People’s Government of Guangdong Province issued the “Notice of the General Office of the People’s Government of Guangdong Province on Printing and Distributing the Guiding Opinions on Strengthening and Improving Urban Parking Management Across the Province.” To better understand and implement these Guiding Opinions, the Guangdong Provincial Public Security Department provided an interpretation. Interpretation of the “Notice of the General Office of the People’s Government of Guangdong Province on Printing and Distributing the Guiding Opinions on Strengthening and Improving Urban Parking Management Across the Province” In order to thoroughly implement the spirit of the Central Urban Work Conference, fully carry out national and provincial policies regarding urban parking management, further innovate social governance approaches, establish a comprehensive parking governance system, effectively address the issue of “difficulty in finding parking,” continuously enhance the quality of urban road travel, and promote high-quality urban development across the province, the General Office of the Provincial Government has issued the “Guiding Opinions on Strengthening and Improving Urban Parking Management Across the Province” (hereinafter referred to as the “Guiding Opinions”), following deliberation and approval at the 104th Executive Meeting of the 13th Provincial People’s Government. The relevant contents are interpreted as follows. I. What is the background for formulating the “Guiding Opinions”? In recent years, the number of vehicles in our province has increased rapidly, exceeding 20 million by the end of 2019. Against the backdrop of strong national and provincial policies promoting automobile consumption, vehicle ownership is expected to continue growing swiftly, making the imbalance between parking supply and demand in our cities increasingly acute. At the same time, the construction of parking facilities and parking management mechanisms in our cities have lagged behind this rapid growth, becoming a widespread issue that hinders urban operations, urban civility, and residents’ daily commutes. (1) The imbalance between parking supply and demand across the province is becoming increasingly severe. Currently, all cities in Guangdong face significant mismatches between available parking spaces and existing vehicle numbers. According to the “Urban Parking Facility Planning Guidelines,” for cities with a planned population exceeding 500,000, the total number of parking spaces should ideally be maintained at 1.1 to 1.3 times the number of registered vehicles. As of the end of 2019, conservative estimates suggest that the total number of parking spaces across the province does not exceed 9 million (including on-street parking). Meanwhile, the estimated number of passenger cars in urban areas stands at 17.37 million. Based on the minimum guideline of 1.1 parking spaces per car, the overall parking shortage in the province approaches nearly 10 million spaces. Specifically, Guangzhou, Shenzhen, Foshan, and Dongguan each face shortages exceeding one million spaces, with their supply-demand imbalances comparable to Beijing’s situation in 2017. In ten prefecture-level cities, the ratio of available parking spaces to registered vehicles falls below 1:2—far short of the standard requiring one parking space for every two vehicles—and significantly lower than the recommended minimum of 1.1 spaces per vehicle. Moreover, the gap between parking supply and demand continues to widen. In some cities, inadequate parking planning and ineffective management have exacerbated illegal roadside parking, leading to traffic congestion. Unclear construction standards further intensify pressure on road traffic. Overall, urban parking infrastructure lags far behind demand, particularly in central districts and older residential neighborhoods, where parking spaces are severely lacking. Mandatory parking allocation requirements have yet to be effectively implemented, public parking facilities remain underdeveloped, and reliance on on-street parking is pervasive. Problems such as chaotic parking, improper parking practices, and insufficient parking in older communities urgently require solutions, as they have become major constraints on improving living environments. Since city centers typically concentrate numerous government offices, commercial establishments, educational institutions, and medical facilities, traffic demand is highly concentrated while parking resources remain relatively scarce, resulting in increasingly frequent congestion during peak hours. Furthermore, during new urban development projects, insufficient consideration of dispersing existing urban functions or weak enforcement of planning regulations has led to misaligned or incomplete supporting infrastructure for commercial, educational, and medical facilities, thereby exacerbating the separation of work and residence and worsening parking difficulties. (2) Issues in urban road parking management across the province are particularly pronounced. Surveys reveal the following key problems: 1. Lack of a clear division of responsibilities and sound legal frameworks for parking management. At the provincial level, there are no specific laws, departmental rules, administrative bodies, or guiding opinions dedicated to parking governance. At the municipal level, due to the absence of supportive provincial policies, most localities have not established specialized parking management task forces or coordinating agencies, resulting in overlapping responsibilities among departments and widespread regulatory gaps. Only seven cities—including Guangzhou and Shenzhen—have completed or initiated related legislative efforts; elsewhere, parking planning, construction, and management largely lack legal backing, weakening overall coordination and oversight. 2. Unreasonable structure of parking resource allocation. Many cities suffer from inadequate mechanisms ensuring sufficient land availability for parking, poor implementation of parking allocation requirements, slow progress in constructing multi-story parking facilities, and insufficient utilization of public parking resources. Currently, only twelve cities have completed or begun drafting relevant parking plans; even those with plans often fail to enforce them rigorously, and mechanisms guaranteeing land supply remain weak. Only Guangzhou, Shenzhen, and Zhongshan have clearly defined penalties for violations of parking allocation requirements, indicating difficulty in fundamentally addressing the root causes of parking shortages. Multi-story parking construction remains delayed, and public parking resources are underutilized. 3. Low efficiency in utilizing existing parking resources. Underground parking facilities are underused, while parking conditions in older residential areas, hospitals, schools, and other key locations remain substandard. Leverage mechanisms for parking fee policies are lacking, and oversight of parking lot operations is inadequate. 4. A unified, shared urban parking management framework has yet to take shape. With the exception of a few cities like Shenzhen, most municipalities have not launched “Internet Plus” smart parking initiatives, resulting in insufficient use of parking data and limited sharing of parking facilities. Although Guangzhou, Zhuhai, Foshan, Zhongshan, and Zhaoqing have legally mandated the establishment of parking information management platforms, progress has been slow, leaving parking information management at a low level. This inefficiency wastes valuable parking data resources and creates vulnerabilities in community epidemic prevention, counter-terrorism, and crime-fighting efforts. 5. Static traffic order supervision needs improvement. Oversight of parking lot operations is inadequate, leading to widespread issues of parking difficulties and disorder in older neighborhoods, hospitals, and schools. Approximately 70% of police incidents in urban areas involve illegal parking, prompting strong public complaints. II. What are the bases for formulating the “Guiding Opinions”? (1) Requirements and directives from the CPC Central Committee and the State Council General Secretary Xi Jinping personally presided over the Central Urban Work Conference, pointing out that many Chinese cities suffer from serious “urban ailments” such as traffic congestion, mobility challenges, and parking difficulties, and setting new standards and expectations for urban transportation. Subsequently, relevant state departments issued a series of special directives aimed at resolving urban parking issues and enhancing urban traffic management. On July 30, 2019, the Political Bureau of the CPC Central Committee proposed implementing projects to address shortcomings, including renovating old urban residential areas, building urban parking lots, and developing cold-chain logistics networks in both urban and rural areas. On December 12, 2019, the Central Economic Work Conference explicitly called for accelerating the construction of urban parking facilities and related infrastructure. In October 2015, the National Development and Reform Commission, together with the Ministry of Public Security and five other departments, jointly issued the “Guiding Opinions on Strengthening Urban Parking Facility Construction,” urging reforms, intensive resource utilization, and synchronized regulation to effectively alleviate parking shortages. In February 2016, the CPC Central Committee and the State Council released the “Several Opinions on Further Strengthening Urban Planning, Construction, and Management,” calling for rational allocation of parking facilities, encouraging social participation, relaxing market access restrictions, and gradually easing parking difficulties. In August 2017, the Ministry of Public Security, the Central Civilization Office, the Ministry of Housing and Urban-Rural Development, and the Ministry of Transport jointly issued the “Action Plan for Enhancing Urban Road Traffic Civility and Smoothness,” emphasizing efforts to resolve urban parking challenges and modernize urban parking and traffic systems. In June 2019, the General Offices of the Ministry of Public Security and the Ministry of Housing and Urban-Rural Development jointly issued the “Guiding Opinions on Strengthening and Improving Urban Parking Management,” aiming to improve urban road traffic conditions and ease parking-related conflicts. (2) Legal and policy foundations 1. Higher-level legal basis: The Road Traffic Safety Law of the People’s Republic of China, the Property Law of the People’s Republic of China, the Regulations on Property Management of the People’s Republic of China, the Implementing Regulations of the Road Traffic Safety Law of the People’s Republic of China, and the Implementing Regulations of the Road Traffic Safety Law of Guangdong Province, among others. 2. Policy and normative references: (1) “Urban Parking Planning Standards” (GB/T 51149-2016); (2) “Urban Road Traffic Planning and Design Standards” (GB 50220-1995); (3) “Standards for Setting On-Street Parking Spaces” (GA/T 850-2009); (4) “Guidelines for Applying On-Street Parking Management Facilities” (GA/T 1271-2015); (5) “Guiding Opinions on Strengthening Urban Parking Facility Construction” issued jointly by the National Development and Reform Commission, the Ministry of Finance, the Ministry of Land and Resources, the Ministry of Housing and Urban-Rural Development, the Ministry of Transport, the Ministry of Public Security, and the China Banking Regulatory Commission (NDRC Document No. 1788 [2015]); (6) “Key Tasks and Division of Responsibilities for Accelerating Urban Parking Lot Construction” issued by the NDRC (NDRC Document No. 159 [2016]); (7) “Guiding Opinions on Strengthening and Improving Urban Parking Management” jointly issued by the General Offices of the Ministry of Public Security and the Ministry of Housing and Urban-Rural Development (Public Security Document No. 345 [2019]); (8) “Urban Parking Facility Planning Guidelines” issued by the Ministry of Housing and Urban-Rural Development; (9) “Notice on Further Improving Urban Parking Lot Planning and Land Use Policies” jointly issued by the Ministry of Housing and Urban-Rural Development and the Ministry of Land and Resources (Ministry of Housing Document No. 193 [2016]); (10) “Notice on Strengthening Urban Parking Facility Management” issued by the Ministry of Housing and Urban-Rural Development (Ministry of Housing Document No. 141 [2015]); (11) “Notice on Further Improving Urban Parking Lot Planning and Land Use Policies” jointly issued by the Ministry of Housing and Urban-Rural Development and the Ministry of Land and Resources (Ministry of Housing Document No. 193 [2016]); (12) “Notice on Relaxing Restrictions on Parking Service Fees in Residential Communities, Commercial Areas, and Open-Air Parking Lots” issued by the Guangdong Provincial Development and Reform Commission and the Guangdong Provincial Department of Housing and Urban-Rural Development (Guangdong Price Document No. 483 [2015]); (13) “Implementation Opinions on Further Improving Motor Vehicle Parking Service Fee Policies” jointly issued by the Guangdong Provincial Development and Reform Commission, the Guangdong Provincial Department of Housing and Urban-Rural Development, and the Guangdong Provincial Department of Transportation (Guangdong Regulation Document No. 5 [2017]). III. What is the guiding principle behind formulating the “Guiding Opinions”?Guided by Xi Jinping Thought on Socialism with Chinese Characteristics for a New Era, the document comprehensively implements the spirit of the 19th National Congress of the Communist Party of China and the Second, Third, and Fourth Plenary Sessions of the 19th CPC Central Committee. It deeply applies the important speeches, instructions, and directives of General Secretary Xi Jinping regarding Guangdong, upholds the people-centered development philosophy, improves the urban governance system, advances the modernization of urban governance capabilities, and strengthens systematic, law-based, comprehensive, and source‑level governance, thereby providing robust support for sustained and healthy economic and social development. IV. What are the objectives and tasks set forth in the “Guiding Opinions”? Centering on the goals of planning first, sound infrastructure, orderly management, evidence‑based pricing, integrated sharing, and convenient public services, the document focuses on four key areas—planning, construction, management, and industry—clarifying responsibilities among relevant departments, formulating concrete measures, plans, and mechanisms, and comprehensively strengthening and improving urban parking management across the province. It seeks to address pressing issues such as the difficulty of finding parking, fostering a new governance framework led by the government, market‑driven, socially co‑governed, and community‑participatory, thus promoting coordinated development between urban traffic and socio‑economic progress and continuously enhancing the people’s sense of gain, happiness, and security. V. What specific, targeted measures does the “Guiding Opinions” propose to achieve these objectives? The “Guiding Opinions” put forward 19 recommendations addressing five major objectives, including: First, “Establishing and Improving Urban Parking Management Mechanisms,” which comprises five points. These focus on setting up a unified coordination mechanism for parking management, strengthening institutional frameworks, refining implementation of specialized parking plans, improving standards for parking provision and encouraging over‑provision, and reinforcing pre‑, during‑, and post‑construction oversight. The aim is to streamline parking management systems and create a new governance model characterized by government leadership, market regulation, social co‑governance, and community participation. Second, “Continuously Optimizing the Structure of Parking Resource Supply,” consisting of four points. This emphasizes bolstering land supply and related policy support, encouraging the development of the parking industry, advancing multi‑storey parking facilities, and making rational use of public spaces. The goal is to tackle the root causes of parking resource shortages. Third, “Refined Coordination and Management of Existing Parking Resources,” encompassing five points. Measures include coordinating on‑street parking spaces, increasing utilization of civil defense facilities for parking, comprehensively addressing parking challenges in key areas, establishing differentiated parking fee policies, and strengthening oversight of operational services. These steps aim to maximize the potential of existing parking resources and guide parking demand. Fourth, “Integrating and Sharing Urban Parking Resources,” with two points. This calls for building smart parking systems and promoting shared access to parking facilities, aligning with smart government and smart city strategies to proactively plan intelligent parking management solutions, striving to position Guangdong at the forefront of smart parking initiatives. Fifth, “Standardizing Static Traffic Order Management,” comprising three points. Measures include constructing safety infrastructure at parking sites, enforcing laws against illegal parking, and strengthening supervision of the parking industry. These efforts seek to regulate static parking order and enhance compliance with parking regulations. VI. What safeguards have been proposed to ensure the smooth implementation of the “Guiding Opinions”? To successfully achieve the objectives outlined in the “Guiding Opinions,” two sets of safeguarding measures have been introduced. (1) Strengthening categorized guidance and implementing precise policies. Guangzhou and Shenzhen are expected to benchmark against world-class standards, take the lead in urban parking management, and accelerate efforts to resolve parking difficulties in megacities. In line with Guangzhou’s vision of revitalizing its historic urban core through “four innovations and outstanding achievements” and Shenzhen’s mission as a pioneering demonstration zone for socialism with Chinese characteristics, they should establish model frameworks for urban parking management. Meanwhile, Shenzhen and Zhuhai are encouraged to tailor their approaches to local conditions, prioritizing the development of park-and-ride (P&R) systems at border crossings and near the Hong Kong-Zhuhai-Macao Bridge. Other cities within the Guangdong-Hong Kong-Macao Greater Bay Area should, in accordance with the overarching goal of creating high‑quality living environments conducive to residence, work, and tourism, strive to build top‑tier urban parking governance systems. Cities outside this region should formulate parking policies and measures suited to their specific circumstances, based on relevant planning requirements. Relevant provincial departments will, according to their respective duties, supervise and guide local governments in advancing urban parking governance. (2) Adopting multiple measures to ensure practical results. Local authorities are urged to address urban parking challenges through policy support, institutional guarantees, and financial investment. Drawing on local realities, they should develop detailed implementation plans, refine responsibility matrices, set clear timelines and roadmaps, and meticulously organize follow-up actions to secure tangible outcomes. Annual assessments of parking governance progress will be conducted, enabling timely adjustments to priority tasks and the preparation of yearly evaluation reports, which must be submitted to the provincial government by year’s end.

2020-08-21 10:32

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Regarding the visit of Zhou Jie, Director of the Bijie Municipal Party Committee Cyberspace Affairs Office, and his delegation to our company for a fact-finding mission.

Regarding the visit of Zhou Jie, Director of the Bijie Municipal Party Committee Cyberspace Affairs Office, and his delegation to our company for a fact-finding mission.

On Tuesday, August 4, 2020, at 11:30 a.m., Zhou Jie, Director of the Bijie Municipal Party Committee’s Cyberspace Affairs Office, led a delegation of relevant staff members to our company for a fact-finding visit. Liu Manchao, Deputy General Manager of the Group, Wu Hailong, Secretary of the Party Branch, and other officials attended the entire meeting. I. Key Points of the Meeting: - Integration of Big Data with the Real Economy - The Core Value of Establishing and Improving Mechanisms for Party Organizations in Enterprises to Play Their Role Deputy General Manager Liu Manchao and Party Branch Secretary Wu Hailong held a symposium with leaders from various levels of the Municipal Party Committee’s Cyberspace Affairs Office. During the meeting, Secretary Wu Hailong provided a detailed briefing on the current status of the Party branch within Haiyue Technology Group and outlined the role the Party branch plays in the enterprise. Deputy General Manager Liu Manchao emphasized that, while implementing epidemic prevention measures and resuming work and production, the company has rigorously followed all requirements, gradually and orderly restarting operations. Party members have taken the lead in responding positively to government calls, actively participating in overtime work—especially during peak production periods—and demonstrating exemplary leadership in production management. Additionally, under feasible conditions, they have overcome numerous challenges by proactively providing “caring and free delivery services” to personnel stationed at critical checkpoints, an initiative that has earned high praise from the government and reinforced the company’s commitment to fulfilling its social responsibilities. Party organizations in private enterprises are grassroots-level structures established by the Communist Party of China within businesses. By playing their active roles, these organizations significantly contribute to expanding the Party’s mass base, strengthening its governance capacity, and promoting the scientific development of enterprises. The building of Party organizations in private enterprises is directly linked to the broader cause of the new great project of Party building and the development of socialism with Chinese characteristics, further enhancing employees’ sense of identity and belonging to their companies. Through the thoughts and actions of Party members, other employees are effectively motivated to work more diligently for the enterprise. By leveraging the strengths of the Party’s ideological and political work—combining rigid economic measures with flexible educational approaches—the company can address managerial shortcomings, foster corporate culture, and drive technological innovation, ultimately maximizing economic benefits. This also broadens the company’s social influence, enhances its reputation, strengthens communication and collaboration between the enterprise and government, and creates a favorable social environment for continued growth. The leaders not only attached great importance to our company’s Party-building efforts but also showed keen interest in our business development. They specifically highlighted the widespread issue of parking difficulties, which remains a pressing concern. Deputy General Manager Liu Manchao noted that inadequate parking facilities represent a significant societal shortcoming, urging the company to collaborate closely with government authorities to address this challenge. To make our products more competitive in the market, we have consolidated our Xiayun factory into the Qianxi facility, centralizing management across both locations to facilitate better market planning and product R&D. Furthermore, by harnessing big data and internet technologies, we aim to collect and analyze operational data from multi‑level parking systems and share this information with users, thereby making parking facilities more user‑friendly and operationally efficient. We will also implement data collection and analytical monitoring of production processes to boost productivity, improve product quality, and reduce safety risks. At 12:00 noon on August 4, 2020, the fact-finding mission concluded successfully!

2020-08-21 10:27

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Huizhou: Ten smart shared parking garages will be put into operation within the year, adding more than 5,000 parking spaces.

Huizhou: Ten smart shared parking garages will be put into operation within the year, adding more than 5,000 parking spaces.

According to reports from Huizhou City, Guangdong Province, construction of 10 smart shared parking garages in the urban area is progressing smoothly. All are scheduled to be completed and put into service within the year, providing a total of 5,429 public parking spaces and helping to alleviate the city’s chronic parking shortage. This year, the city also plans to begin construction on 20 additional parking facilities, with 14 already at the site-selection stage. These ten parking facilities are located in the Henan Bank, Binjiang, Maidi, and Jiangbei districts, covering areas where parking demand is particularly concentrated and offering 5,429 public parking spaces. They are expected to become operational sequentially starting in October. For example, the parking garage near the Municipal Human Resources and Social Security Bureau, situated on the Henan Bank side, comprises two underground levels and one above-ground floor. Its main structure is slated for completion in October, with a capacity of 1,500 parking spaces. Another example is the Yanda Interchange South Parking Garage, located near Yanda Heng’er Road in the Henan Bank subdistrict, which will provide 400 parking spots. Installation of its vertical‑moving parking equipment has already begun; track installation for all five bays is complete, and overall equipment installation is 40% finished, making it poised to become the fastest‑operational facility among this year’s ten new parking projects.

2020-08-14 16:25

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