w*********9
发帖数: 548 | 1 3 月 2日 又一个中国富人要被屠宰了！
看看以下报道。如果你聪明，就知道这些中国富人已经被犯罪集团列为要屠宰，掠夺的
猎物了。这也是为什么我反对中国国企私有化，因为财富一定在私有化过程中被掠夺，
而且未必是落到中国人手中。我也反对中国富人离开中国。如果你们感觉中国不安全，
离开了中国，你们的结局是，不仅仅财富被掠夺，命也保不住。
而在中国，如果你够聪明，至少还可以保住性命。另外，这种财富的积累显然是不正常
的。一个人的财富达到47 Billion, 或者几百，几千Billion 都说明社会的分配体系出
了问题，这些人交了多少税呢？ 其实，一个人就算很奢侈，生活所需也消费不了多少
钱。就象乔布斯临死的时候悔恨地说，如果我知道今天会死，那么多钱财都成空，我一
定在我有生之年，把自己的精力除了放在挣钱外，还会去追寻自己的理想。每个人的理
想不一样。但我对富人的建议是，把你挣得钱尽可能地回馈社会，帮助，资助需要帮助
的人，或者传播一种信仰和理念。如果这世界有很多人受过你的恩惠和帮助，想必你的
人生也更有价值。那么有一天你落难的时候，说不定一个曾经被你帮助过的人也会伸手
拉你一把。即使没有，你帮助了很多人，帮助了这个世界，你的生活，生命也会更有意
义。如果对付那些掠夺成性的强盗呢，就是善良的人要团结起来。如果你是一个为富不
仁的人，自然也是死有余辜。钱财来了，还是会走的。看看徐才厚等人的下场，我们就
明白，名利财富终究是过眼云烟。今天你可以抢劫别人，明天别人也可以抢劫你。为什
么你们都不明白这个道理呢？ 如果一个人食不果腹，为了生存而铤而走险，我们是可
以理解的。为什么你们都如此富有了，还要如此为富不仁，还要如此贪婪，还要每天做
伤天害理的事情，还有伤害无数个儿童，你们不感到罪恶吗？ 最后的话不是针对中国
这些富人来说的。而是针对所有这些强盗集团，为富不仁的人说的。难道你们的生存就
是掠夺，就是罪恶吗？
我家里的人又开始折腾了。其实不管是富人，还是贫困的人都应该感谢我。因为我是正
义和善良的。就算我要改变这个体制，或者均贫富，也会通过税收，体制来达成，通过
合理的制度改变，不会就要了富人的命，会给任何人一个改过自新的机会。是人，都有
犯错的时候。如果是抛却国家体制的正义，那么在弱肉强食的世界里，靠的就是智慧和
实力。作为华人，本来就力量薄弱，你们就更应该团结起来。同时，就是尽可能地帮助
，扶植更多的人。一个人的力量是微不足道的，随时都会被吞没和被取代。
Six Chinese Billionaires Spring Up With Delivery Fortunes Worth $47 Billion
Chinese parcel billionaires have amassed a total net worth of about $47
billion.
by
Jill Mao
Chinese Parcel Billionaires Amass $47 Billion Net Worth
Shuttling parcels around for Alibaba and other retailers is creating China’
s latest wealth explosion, with a surge in shares of S.F. Express making
Wang Wei the country’s third-richest man.
It’s a stark reversal for a company that got its start in what Wang has
called the sneaky business of “black delivery,” back in the ’90s when
only China’s post office was allowed to handle packages. The courier
company he created navigated the shadows of the border between China and
Hong Kong for 16 years until the government gave its sanction.
Last week’s official launch of S.F. Express’s so-called backdoor listing
on the Shenzhen Stock Exchange, approved in December and pushed through
rapidly with government support, helped produce a 59 percent surge in shares
of parent S.F. Holding Co., giving Wang a net worth $27.6 billion on the
Bloomberg Billionaires Index at the close of trading in New York Tuesday.
His fortune added another $1 billion during Wednesday trading in China.
Founder of S.F. Express Wang Wei, right, and other guests ring the bell
during the listing ceremony of the company on the Shenzhen Stock Exchange on
Feb. 24.
Photographer: Imaginechina
The Friday launch coincided with a bonus awarded to S.F. employees by Wang
himself the same day, which many used to buy company shares. These purchases
contributed to the dramatic rise in the share price, in part due to the
relatively small amount of outstanding shares being traded.
READ MORE: S.F. Chairman Shares New Fortune Through App That Can Buy Stocks
Wang and five other package delivery billionaires, including the founder of
ZTO Express Inc. which debuted on the New York Stock Exchange in October,
have seen their fortunes swell based on listings in the past five months
alone, amassing a combined wealth of about $47 billion, the Index shows.
They’re all part of the online shopping boom led by Alibaba Group Holding
Ltd., with Wang’s S.F. Express the leader by revenue ahead of hundreds of
competitors.
“There’s a history of rough competition in this industry in particular.”
That they all sought money in capital markets in such a short period, most
using the quicker route of so-called backdoor listings instead of initial
public offerings, points to an underlying tension: With business surging,
competitors are piling in, driving down profit margins and setting up the
industry for consolidation to just two or three key players—like FedEx Corp
., United Parcel Service Inc. and DHL Express elsewhere. The race to raise
money and expand into China’s smaller cities will determine which companies
survive the eventual shakeout.
“The industry has passed the first phase of vigorous growth,” said Su
Baoliang, a Beijing-based analyst at Sinolink Securities Co., who estimates
revenue growth will slow to 15 percent in the next two to three years from
its current rate of 40 percent. “Companies have to enhance operational
efficiency. Otherwise they will be either marginalized or acquired by
competitors.”
Yet Chinese companies are also counting on opportunity—on Jack Ma of
Alibaba and his promise to U.S. President Donald Trump to create U.S. jobs
by linking 1 million American small businesses with Chinese buyers. That’s
a lot of potential deliveries.
A ZTO Express courier on his delivery route in Shanghai.
Photographer: Qilai Shen/Bloomberg
“Not only the past decade, but the next few years will also be a golden age
for Chinese couriers’ development,” said John Song, a Shanghai-based
director of the logistics and transportation practice in China at
consultancy Deloitte. “There is huge potential in the development of these
Chinese couriers.”
After not even permitting private delivery services until 2009, the Chinese
government has since been encouraging competition and fostering
consolidation. In the past decade, due to decreasing operational costs
combined with more entrants piling in, the average price of delivering a
package dropped 57 percent to 12.8 yuan ($1.86), according to the State Post
Bureau, which regulates postal services. In the U.S., the cost per package
averages $10.
Government support for the industry has also included encouragingChinese
package delivery companies to seek capital through equity markets—and
approving their bids to raise money quickly, through backdoor listings that
involve the companies taking over others, typically in unrelated fields,
that are already publicly traded. So-called reverse mergers take a year or
less to result in access to equity, while an IPO in China may take as long
as three years, according to Sinolink’s Su. China’s current list of IPO
seekers has 621 companies awaiting approval by the China Securities
Regulatory Commission.
The CSRC approved the backdoor listings of four package companies in short
succession last year, even as the regulator flagged concerns broadly about
the practice. The first to announce its takeover intent, in October 2015,
was STO Express Co., which concluded it 14 months later. The company is
owned by Chen Dejun, who has a net worth of $2.2 billion, and his sister
Chen Xiaoying, who has $2 billion.
STO Express is part of a group of companies with similar names and business
models that feed off proximity to Alibaba’s headquarters, in Hangzhou. They
’re known as the Tonglu gang, after the county in Zhejiang province where
many of the companies originated. The group includes ZTO Express founder Lai
Meisong who listed his company in New York in October and has a $2.7
billion net worth, according to the index; YTO Express Group Co., whose
founder Yu Huijiao is now worth $7.3 billion following its reverse takeover
on the Shanghai exchange that same month; and Yunda Holding Co.’s Yunda
Express, whose Chairman Nie Tengyun’snet worth totals $5.3 billion after
its backdoor listing in Shenzhen in December.
Lai spoke with Bloomberg News in December and declined to comment on his
wealth. Representatives for Wang, Yu, Nie and the Chens also declined to
comment on the billionaires’ net worth.
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YTO has said it intends to use its new equity to increase capacity and speed
up service by building distribution hubs and using more sophisticated
equipment. Chairman Yu told the official China Daily last year that the
company planned to have at least three wide-body cargo planes for
international deliveries by 2018. U.S.-listed ZTO plans to widen profit
margins by increasing capacity and automation at its sorting hubs, its Chief
Financial Officer James Guo said in a phone interview in December.
ZTO Express founder Meisong Lai at the New York Stock Exchange trading floor
before his company's IPO in October 2016.
Photographer: Richard Drew/AP Photo
“The bigger players are becoming bigger, while the smaller ones will be
eventually eliminated,” Guo said, predicting that just two large delivery
companies will be left in five to 10 years, each with more than 20 percent
market share. A handful more in the second tier will have less than 10
percent share each, he predicts.
The battle takes a toll on workers, many of whom work 12-hour shifts, six or
seven days a week, according to Keegan Elmer, a researcher for the China
Labor Bulletin, a Hong Kong-based workers’ rights group. Wages are often
based on how many parcels they can deliver, and terms can be changed
arbitrarily, he said.
“There’s a history of rough competition in this industry in particular,”
Elmer said. “It used to be a really hot job, where migrant workers could
expect to make a lot of money relatively quickly, but these days the wages
and conditions are stagnating or actually getting worse.”
China’s package volume totaled 31 billion last year, and online shopping
led by Alibaba’s shopping platforms, Taobao.com and Tmall, were responsible
for 60 percent of it, according to the State Post Bureau. The Tonglu gang
companies currently rely on Alibaba for as much as 70 percent of their
deliveries.
Workers unload packages at a ZTO Express sorting facility in Shanghai.
Photographer: Qilai Shen/Bloomberg
S.F. Express has a different story, with just 20 percent reliance on e-
commerce, according to Sinolink’s Su. Wang, the son of a Russian
interpreter for the People’s Liberation Army Air Force, saw opportunity
early in the trade across China’s border with Hong Kong, not long after
former paramount leader Deng Xiaoping made his famous visit to Shenzhen and
set the country on the path of economic reform. While Wang’s family
immigrated to Hong Kong when he was a child, he later returned to China to
establish the business, first in a smaller city in Guangdong province, and
then in Shenzhen.
“When S.F. started delivering packages in the 1990s, it was still an
illegal business called ‘black delivery,” Wang said in a Q&A in 2011 with
the official People’s Daily, the only interview he is known to have granted
. “According to the regulations then, we would be fined if our operations
were caught by postal officers, so we had to handle packages sneakily.”
Now the courier operates a fleet of 36 cargo aircraft and about 15,000
vehicles. It reported revenue of 48.1 billion yuan in 2015, the highest
among its domestic peers, according to its listing prospectus. It intends to
build a cargo airport in the central Chinese province of Hubei, the
prospectus said.
Customers line up at an S.F. Express store in Hong Kong.
Photographer: Anthony Kwan/Bloomberg
Chinese officials approved S.F. Holding’s takeover of a previously trading
company in December. Shares surged last week following the release of
preliminary results that showed revenue of 57.5 billion yuan and net profit
of 2.6 billion yuan last year, 21 percent higher than the company estimated
in its listing prospectus. Then on Friday, a formal stock exchange debut and
name-change ceremony that coincided with the employee bonus preceded its
stock reaching its 10 percent daily limit, which occurred again Monday
through Wednesday.
About 20,000 stock trading accounts were opened by S.F. Holding employees,
according to people familiar with the matter, who asked not to be identified
because they weren’t authorized to discuss it. The employees who opened
these accounts all used them to buy shares of S.F. Holding, the people said.
A spokesperson for the company said while it’s possible some staff may
have bought S.F. stock with the bonus, they weren’t told to do so. She
declined to comment on how many bought shares.
It’s unclear how much the gains in S.F. Holding’s stock have been driven
by employee purchases, especially as newly listed companies have been
favored by China’s stock traders. In 2016, initial public offerings gained
by a median of 392 percent in the first month after listing.
Diversifying will be critical for China’s package deliverers. The Tonglu
companies are seeking to move away from their reliance on Alibaba and
increase their same-city delivery and cross-border e-commerce, Deloitte’s
Song said.
“Now a variety of options are opening up, and with money on hand via
listings, their businesses may become more and more divergent," Song said.
In the next decade, S.F. and some of the Tonglu companies “may be able to
compare with the world’s ‘Big Three’ couriers in terms of market size.”
—With assistance from Dong Lyu. | w*********9
发帖数: 548 | 2 刚才到楼上的时候，似乎闻到着火的味道。联想到地下的敲打声，希望没有人遇难。特
别是我似乎也没有听到女孩的声音。希望孩子们都安全！ | w*********9
发帖数: 548 | 3 感觉有人不知道是在地下，还是在头上用电磁波攻击我！ | x******r
发帖数: 3489 | | x******r
发帖数: 3489 | 5 世人熙熙皆为利来。
理想是什么，不就是票子，女人吗以及其各种变种。
一听见谈jb理想情怀的，就昏昏欲睡。
生老病死的路，好好活着就是理想。 | n********4
发帖数: 24 | |
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