Network freight never lacks new cross-border players! In recent years, with the increasingly blurred boundaries between industries, network freight track continues to be hot, many enterprises cross-border layout has become the norm, and evolve a trend.

With Changan, FAW, Dongfeng as the representative of the strong cross-border entry of car enterprises, with the network freight advantage, expanding the enterprise increment, improve the industrial ecological chain, and comprehensively enhance the competitiveness of enterprises.

Now, with the platform technology, operation and other services gradually mature, network freight cross-border trend gradually spread to the state-owned enterprises, and in the state-owned enterprises of their own brand, capital and other advantages, and gradually become the leader of this track.

Why state-owned enterprises frequently cross the border of network freight

In recent years, the global economic development has slowed down, the downward pressure on the domestic economy has increased, the state-owned enterprises, as the pillar industries of the national economy, are also looking for new opportunities to expand the market and seek incremental growth.

Network freight as a new industry, the platform of the operation mode can quickly realize the resource agglomeration, to help state-owned enterprises to quickly build the incremental system, at the same time, the digital model of less investment, coupled with the mature system and operation mode of the whole process service, state-owned enterprises rely on their own brand, capital, policy advantages, can be a low-threshold cut into.

On the other hand, the state strongly supports the development of network freight industry, so that the network freight has a huge market demand and growth space, which is for state-owned enterprises to find a point of opportunity for rapid growth.

According to the China Federation of Logistics and Purchasing data show that the total annual social logistics in 2022 is expected to exceed 340 trillion, but the level of organization of the industry is not high, the industry concentration is only about 1.2%, in order to promote industrial upgrading, in recent years, whether it is the central government or to the local government, have intensively introduced policies to promote the development of network freight transport, and the future will be very worthy of expectation.

According to the data released by the Ministry of Transportation and Communications, as of the end of June 2023, there were 2,818 network freight transportation enterprises (including branches), integrating 6,857,000 social scattered capacity, integrating 5,773,000 drivers, and uploading a total of 52,928,000 waybills in the first half of the year, a year-on-year increase of 23.5%, and the number of waybills has continued to grow at a high rate for three consecutive years, indicating that the market will continue to be good in the future and the scale will also will be further expanded.

In addition, the network freight industry market scale shows a year-on-year upward trend, is one of the few golden tracks in the field of logistics, which for state-owned enterprises, can be in this "blue sea" in the long-term deep plowing.

The Third Wave of Web Freight

From the pilot of NVOCC in 2017 to the "Year of Network Freight Transportation" in 2020, this policy change has enriched the mainstream players in the industry. When the O2O wave of entrepreneurship based on "Internet +", is gradually into the entity, to the deeper penetration.

In this process, the mainstream players have gone through several rounds of change. The beginning of the Internet entrepreneurs, and then manufacturing, contract logistics enterprises, and now the state-owned enterprises began to take over. Recently, China Railway Four Bureau Material Company "to compete with the first intelligent transportation" platform successfully trial operation. State-owned enterprises like China Railway Four Bureau have become the new driving force of the network freight industry. Network freight is ushering in the third wave.

(1) the first wave: Internet +, the price down.

When the O2O wave, capital is the main driving force. Under the large-scale money-burning subsidy model, many logistics market segments burned out a few platforms, Internet entrepreneurs riding on the "Internet + logistics" east wind, taking advantage of the limelight.

In this process, the platform will be offline information department of the "small blackboard" moved to the line, the owner of the transfer demand and the driver's need to find goods digitized, greatly improving the efficiency of matching.

(2) The second wave: contract logistics, manufacturing, and managing the supply chain to understand.

At this stage, the cargo owner's end began to put the business to the network freight platform, the business volume is obviously much larger than the customer's business volume during the NVOCC pilot period. At this time, we look at the network freight, not to see the model, but as a "digital tool" to see.

For them, network freight can open up the path of tax compliance, but also can open up the path of "going out". Shipper-type enterprises, because of their own business support, naturally want to find ways to move from enterprise logistics to logistics enterprises.

Of course, the most important thing is that, through the network freight platform, enterprises through digital means, can reach the terminal. Its core is to solve the synergistic efficiency of the entire supply chain.

(3) The third wave: the entry of state-owned enterprises to revitalize their assets.

With the network freight as a digital tool in the private sector in the integration of the ability to be verified, state-owned enterprises have also begun to network freight as a grip, revitalization of existing resources, in order to enhance the efficiency of assets.

SOE players in bulk industries such as coal, iron and steel, cement, grain, etc., have entered the market.

From the "Internet +" wave of entrepreneurship to the manufacturing industry contract logistics, and now the entry of state-owned enterprises, network freight is changing from a business model to a digital tool, business scenarios are also being transferred from the market penetration to the bulk of similar plans business. It can be predicted that the volume of business in the network freight industry will also be exponential growth, the new wave sweeping.

Networking for development and digitization for regulation

First of all, diversionary subsidies are not a business model.

In the past few years, the rigid demand for tax compliance has driven the prosperity of network freight; and behind the prosperity, the development of network freight has also seen some irregularities.

For example, in the early stages of development, the regions have introduced a series of policies to give certain incentives subsidies and financial and tax relief concessions to network freight enterprises with outstanding tax contributions. This has played a role in promoting the development of network freight transportation, but also at the same time brought hidden dangers. Some practitioners of network freight simply understood as "policy + invoicing", invoicing as the core competitiveness of the platform.

Since last year, some cities began to attract the phenomenon of subsidy contraction, and this is also the network freight industry squeeze bubble process, to settle the business of the network freight platform slowly out of the stage, we began to shift from the heavy "settlement" to heavy "transportation".

Second, the return of the tax source, the tax left in the place where the business occurs.

In the past few years, the network freight transportation platform collectively to the "net red" city. This is a large-scale tax loss for the place of business. The more important significance of the entry of state-owned enterprises is that the local government can use the network freight platform of state-owned enterprises as the industrial foundation to realize the unified management of the whole chain, the whole process, and the transparency of the logistics industry in the region, and drive the development of the related digital economy, promote the overall development of employment, people's livelihoods, and economic development, and make contributions to the growth of the local GDP.

Overall, it seems that the entry of state-owned enterprises to the entire network freight market, revealing a signal: the tilt of the policy is changing, the key elements of competition is changing, the corresponding business model is also changing. Now, the network freight into a new "watershed", how to go next? What do you think?