In recent years, the cross-border e-commerce industry has shown significant growth, with a substantial increase in cargo throughput. In the post-epidemic era, many uncertain factors have been affecting the efficiency of cross-border e-commerce logistics, and cross-border logistics enterprises need a large amount of timely information coordination to cope with the uncertainties.
From the characteristics of international logistics, whether cross-border e-commerce logistics, general trade logistics, or processing trade logistics, are all part of international logistics. However, due to the different standards, repeated order making and isolation of each role in the international logistics industry, information between links is not transparent and lack of trust. If the small package of e-commerce becomes larger, it will go to general trade, and go to general trade will return to general logistics.
First of all, from the perspective of the total price, when the trade is reached, the cross-border trade system is no different from domestic trade, whether in the form of e-commerce or general trade. If there is any difference, there is only one, that is, the foreign exchange management has been added, the settlement of the holding. All that's left is to build the product and find customers.
E-commerce is also a form of looking for customers, turning B2B into B2B2C or B2C, which is a basic form of trade. Down delivery, you will find that domestic logistics and international logistics are very different. There is not only one item added between the two, but N items, which are not of the same order in terms of individuation, standardization, process, nodes in service links and the number of different objects served.
Second, it is not a simple transport in terms of the supervised dimension and the difficulty of delivery. There is a huge difference between international logistics and domestic logistics. From trade to overseas enterprises, or overseas C end, combined together, domestic section, overseas section, plus trunk section. Subdivided into the roles of booking agent, fleet, storage company, customs broker, customs special supervision area, yard wharf, shipping company, airline and railway company, etc.
These companies have a role called "freight forwarder" in cross-border logistics services or trade logistics services in general. Personally, freight forwarder is not the core provider of transport capacity, but a typical service integrator. If individuals do warehousing, they will also do freight forwarding, integrating the whole industry chain.
For the words driven by science and technology, I do not agree with the heavy asset Angle. In order to improve the efficiency of the whole industry from the perspective of science and technology, it is necessary to consider its pain points. Personally, the pain points can be divided into two dimensions:
The first dimension is the "vertical plane" of links between upstream and downstream;
The second dimension is the "vertical plane" of each service link.
Therefore, individuals start from these two dimensions and build the "highway model". The main trunk lines of expressway are built longitudinally, and the standardization, information and intelligent contents and docking standards are embedded in the main trunk lines vertically, so as to achieve standardization unification and intelligent innovation.
Finally, I want to share with you a point of view. From the interaction with the consignor in the past few years, I think the core of the international logistics ecology is three things:
First: standardize the service process and content of each link;
Second: promote the digitalization of the whole process content and document transformation through technology;
Third: is to build credit.