The social investigation report of business administration major pays attention to the opportunities and challenges brought by the closure of the Three Gorges to the railway sub-bureau. After nearly three years of business administration study, their business management knowledge has been greatly improved. Social investigation report is a way to analyze various practical problems and find solutions. When investigating related enterprises, we visited the competent authorities, asked relevant questions and collected relevant materials, and made every effort to make full preparations and be targeted, so as to lay a foundation for the accuracy and informative content of the investigation report. At the same time, the process of investigation and interview also exercised my ability to analyze and solve problems independently, which made me understand that to understand the essence of an event and see more information through the phenomenon, we must fully understand the cause and process of the event. Of course, this is also inseparable from the cooperation of relevant units and the patient guidance of instructors. Writing a survey report deepened my understanding of theoretical knowledge and provided a good help for applying what I have learned in the future. Due to the influence of the Three Gorges Project on the Yangtze River shipping, it provides a good opportunity for the railway sub-bureau located in the middle and upper reaches to divert water freight. This report specifically analyzes the competition between railway and waterway transport enterprises in this region through this incident, and puts forward the view that railway enterprises must reform and improve their systems and foreign services if they want to stand on the market and develop accordingly. I. Impact of River Closure Since June 2002 165438+ 10, the upper reaches of the Yangtze River will be closed for more than half a year due to the construction of the Three Gorges Project. The Yangtze River is known as the golden waterway in the inland of China, and its freight volume accounts for 80% of the national inland freight volume. Especially in the inland areas of the middle and upper reaches of the Yangtze River where traffic conditions are relatively backward, it occupies an important position. The closure of the Three Gorges will cause the longest navigation period in the history of the Yangtze River. The diversion transportation of waterway logistics in the Yangtze River is closely related to the economic activities and people's normal life in the relevant areas. According to the forecast of * * city, which is most affected by the interruption period, the cargo distribution during the interruption period is 32 1 10,000 to 359 tons, and the conservative forecast is about 2.92 million tons. For example, the large-scale heavy industry enterprise * * Iron and Steel Group Company predicts that its imported ore will be transported by water10.5 million tons, and by railway, 654,380+0 million tons, and the cut-off period of the Yangtze River will seriously affect its production. * * According to the on-the-spot investigation by the transportation department of the sub-bureau, the capacity of the temporary lock of the Three Gorges Project is insufficient, which has caused a small number of ships to be stranded. During the navigation period,10.9 million tons of goods are blocked every day and need to be transported separately. Recently, * * East Station has unloaded twenty or thirty more cars every day than in the past, many of which are freight flows from cities along the Yangtze River such as Shanghai, Nanjing and Wuhan, and there are signs that water transport is diverted to railways. In addition, the relevant departments said that it is uncertain whether the permanent lock can be opened as scheduled on June 16 and how long the running-in period is after the lock is opened. It is not clear how much traffic will be diverted by the closure of the Three Gorges Dam. However, as predicted by the * * Railway Sub-bureau located in the upper reaches of the Yangtze River, it is not easy for the railway to gain a larger share in this diversion and face the competition from transportation enterprises such as highways. Second, the status quo of railway enterprises Railway enterprises have the nature of national enterprises. Compared with other enterprises, the management of railway enterprises is administrative. Especially compared with other transportation industries, railway enterprises should include the road network construction cost in their cost accounting, and the road network cost accounts for about 60% of their transportation cost. Railway enterprises are also builders and operators of road networks, which other transport enterprises do not have. In addition, the pricing power of railway freight rate has not been issued, and the profitability of transportation enterprises in different regions is different because of the different economic activities in different parts of the country. Railway sub-bureau is located in southwest China, and there are many ramps and tunnels within its jurisdiction, so it is difficult to maintain the road network and the transportation cost is relatively high. Before the development of highway network and waterway, the railway sub-bureau stood out in the passenger and freight transportation in this area. However, with the completion of the expressway network, it has had a considerable impact on passenger transport. Because of the low freight rate, the Yangtze River waterway is also the first choice for bulk cargo transportation, which makes the railway form a situation of being attacked on both sides. According to the introduction of the Transportation Department of * * Railway Sub-bureau, in recent years, * * Yangtze River Shipping has been flexibly guaranteed by virtue of its advantages such as low freight rate and price liberalization. In the past, most export commodities were transported to Shenzhen by rail and exported to Hong Kong. In the mid-1990s, with the rise of Pudong, Shanghai replaced Hong Kong as the main port for the import and export of foreign trade materials. Due to the low price of water transportation, a large number of foreign trade materials were abandoned on land and launched. According to * * customs statistics, at present, waterway transportation accounts for more than 90% of * *' s export commodities, and some foreign trade materials from Sichuan and Guizhou also come to * *. For example, the export of Jiulongpo Port in Changhong, Sichuan, the largest international container terminal in southwest China, said that its international container throughput will double this year on the basis of rapid growth in recent years. Under the impact of the low water freight rate, the once busy foreign trade special line of * * East Station has become deserted, and sometimes it has to be used to load and unload domestic materials. According to the introduction of the Transportation Department of * * Railway Sub-bureau, the railway price of 1998 is 1.99 minutes/ton-km. The Yangtze River from * * to Yichang is 2.85 cents/ton-km, and the railway freight rate is lower than that of water transport, so all the materials are imported and exported by railway, and the railway is overwhelmed, but the water transport is not enough. In that year, * * Changjiang Shipping Company lost10 million yuan. Because the freight price of railway is higher than that of water transport, and many places in the Three Gorges reservoir area are not connected by railway, it is necessary to transport the goods to the railway by water in the main city of * *, and some shippers flinch, wait and see, some seek road transport, and some take early or delayed transport. Since June last year, Chongqing Iron and Steel has been storing imported ore for next year's voyage by waterway, and has already stored more than 300,000 tons before the closure of the Three Gorges. The chief dispatcher of Chongqing Iron and Steel Co., Ltd. said that although 40 yuan had to be rented in advance for each ton of ore, which occupied loan funds, it was cheaper than railway transportation at that time. It can be seen that the transportation price has become the decisive factor of enterprise behavior, and the railway has no advantage in freight rate at present. Third, seize the opportunity to actively respond to the traffic diversion caused by the closure of the Three Gorges Project and the blockage of the Yangtze River. * * Railway sub-bureaus divert goods from waterways to railways as an opportunity to expand market share and increase transportation and income. Since July last year, the leaders of the * * Railway Sub-bureau have visited the Three Gorges Reservoir Area * * and Jiulongpo Port in Fuling successively to understand the diversion of water transport sources; In order to explore ways of cooperation and publicize the advantages of railways, * * Railway Sub-bureau invited the heads of 12 places, relevant government departments and 49 large and medium-sized enterprises in Sichuan and Chongqing under its jurisdiction to solicit their opinions and suggestions on railway transportation, and promised to prepare sufficient capacity, improve service quality and meet their demand for railway transportation during the navigation of the Yangtze River. At the same time, the heads of * * South Railway Station, * * East Railway Station and major freight stations also visited the shippers in the reservoir area and other places many times to try to divert the goods. For the * * railway branch line, there is another advantage, that is, the first railway line leading to the hinterland of the Three Gorges reservoir area has been opened, and passenger and cargo transportation business is also being carried out, which has played a certain role in diverting the closure of the Three Gorges. It has been some time since the Three Gorges closed the river. At present, the traffic volume of the railway sub-bureau has increased, but the growth is not obvious enough. According to the introduction of * * Railway Branch, in addition to the impact of the closure, the weaknesses exposed by the railway in the highly competitive shunting transport market have also caused obstacles. * * The main obstacles encountered by railway sub-bureaus in competing for the diversion of water transport sources are railway freight rate, transportation timeliness and service, among which freight rate is the biggest obstacle. According to the introduction of the freight sub-bureau of the heavy railway sub-bureau, the average freight rate per 1 ton of goods from the middle and lower reaches of the Yangtze River to Wuhan, Nanjing and Zhangjiagang is 108 yuan higher than that of water transportation, and 66 yuan with low added value is 77.3l yuan higher than that of water transportation. According to experts from the State Planning Commission, the freight rate of 1 ton goods is calculated according to the weighted average price of various goods along the Yangtze River. Facing the present situation, the railway is also trying to drive away the "roadblock" with price leverage. The ship steel plates produced by Chongqing Iron and Steel Company in this area are mainly sent to shipyards in Shanghai, Nanjing, Wuhu and Dalian along the Yangtze River by sea. In order to win this high-quality customer, with the approval of the railway bureau, the railway freight rate for the whole vehicle steel transported to these places has been lowered by 20%, which has been implemented recently. It is estimated that the railway can transport 65,438+000 wagons every month. In addition, in view of the problem that the international container from * * to Shanghai is more than $ 100 higher than that by water, the * * Railway Sub-bureau reported to the Railway Bureau and requested to approve the downward floating railway freight rate to rise by 20%. It is reported that the state has recently approved a subsidy of more than 200 million yuan to divert the goods used by enterprises from water to railways due to shipping delays. At present, relevant departments in * * are considering relevant subsidy schemes. This is another big advantage of railway diversion transportation. In addition to the relative flexibility in price, * * Railway Sub-bureau has also strengthened its efforts to improve transportation organization and customer service. The bureau has made good profits according to the fixed supply of goods in parcel trains and train transportation. Fourth, the development of enterprises has core competitiveness. To sum up, the closure of the Three Gorges has created a good development opportunity for the * * sub-bureau, but this is only a temporary situation. As a transportation enterprise, * * Railway Sub-bureau must form its own core competitiveness as soon as possible if it wants to occupy a place in the more intense market competition for a long time after the Three Gorges navigation. Among them, the establishment of modern enterprise system is an important content. Railway enterprises have been under the planned economy system for a long time, and the internal institutions and organizational management follow the settings under the planned system, which is not suitable for the requirements of the market economy and the task of reform is still very heavy. 1. In terms of organizational structure, * * Railway Sub-bureau, like other railway bureaus, has not separated government from enterprises, and there are still schools, hospitals, courts and even detention centers that have little to do with the main business, which undoubtedly adds a lot of burdens to enterprises' participation in fierce market competition. It will be an inevitable trend to divest affiliated industries and highlight the main business. In addition, to form the core competitiveness of enterprises, we should pay attention to differences and non-imitation. Railway enterprises should combine their own characteristics, rectify their internal organizations and attach importance to external relations. First of all, we should make clear our customers and scope, find out their characteristics, investigate the market, formulate corresponding marketing plans for the target market, do a good job in customer service, establish a good image in customers' minds, and establish information exchange channels with customers. Because the railway is located in different areas and has different seasonal changes every year, flexible transportation schemes are formulated respectively. * * There are many industrial enterprises under the jurisdiction of the sub-bureau, and the number of processing and export-oriented enterprises is increasing day by day, which has a great market in raw material import and product export. The success of train transportation can be regarded as the tip of the iceberg. In addition, with the increase of foreign-invested enterprises after China's entry into WTO, the railway will deal with all kinds of customers, meet their different needs, innovate constantly in the diversity of services, and keep pace with the times is the focus of railway development. 2. In terms of system reform [this article comes from Da Shuji -www, damishu.com, please visit Da Shuji. com], railway enterprises have no ready-made experience for reference, but they can refer to the road network separation methods in Britain, Japan and other countries, and set up road networks and passenger and freight companies according to different natures within the railway to form an internal competition situation and increase the vitality of enterprises, which is also the most difficult aspect of railway reform. In a word, the formation of the core competitiveness of enterprises is not a day's work, and certain conditions must be created by using the internal and external environment of enterprises. Pay attention to collecting and analyzing all kinds of information related to enterprise management. In the market competition, enterprises can make great progress by seeking innovation and change. Resources: 1, Liu Qingyuan: Strategic Management of Enterprises, Central Radio and Television University Press, 20011first edition. 2. Sun Chengzhi: Organizational Behavior, Central Radio and TV University Press, 1st edition, 200 1 1. 3. Wang Dezhong: Principles of Management, Southwestern University of Finance and Economics Press, first edition in May, 1995.