"Fu
second-generation" company T3 travel, want to give the network a car
"medicine"
On July 22, on the occasion of the announcement of the
establishment of the year, T3 traveled to the veil and officially launched the
App. In the future, a combination of self-operated vehicles and self-operated
drivers will be adopted. CEO Cui Dayong calls it a “standardized network car
operating company”.
Everything is centered around the bottleneck of the
network's "poor capacity and security risks." Cui Dayong believes
that the key lies in the model. “C2C's corporate matching model is the ceiling
of the network car, and the standard of 31 million private cars cannot be unified.”
T3 travels exactly the opposite. The self-operated model
cooperates with the supervision and landing and tailors the vehicle to improve
the safety factor. On the other hand, the shares of FAW, Dongfeng, and Changan
will reach the upstream industrial chain; the participation of Tencent and Ali
will support cloud services, maps, and payment channels.
The advanced T3 travel is like the rich second generation
born with the golden spoon. It is especially gorgeous when it comes to the
scene.
New subsidy
wars and gentleman drivers
At the 22nd press conference, Cui Dayong released his words:
In 2019, T3 travel will land in 6 cities, namely Tianjin, Nanjing, Hangzhou,
Guangzhou, Wuhan, and Chongqing. Most cities above the provincial level will be
covered in 2020... The corresponding capacity is 20,000 vehicles in 2019;
300,000 vehicles in 2021; and millions of capacity in 2025.
The identity of the national team has made its goal even
more ambitious. Cui Dayong announced T3's “three-step” strategy: from 2019 to
2021, the company will develop its network business steadily; from 2021 to
2025, expand its derivative business and build a travel ecology; After 2025, he
became a smart travel leader and a smart city promoter.
Focusing on the network car business within three years
means that this may set off another subsidy war to seize the market. In this
regard, Cui Dayong said that China's travel market is very large,
"sufficient to feed many people."
At present, T3 travels in the first week of trial operation
in Nanjing, and the market strategy is radical: the official “to make
everyone's first order free”, as to the actual cost, whether it can form
sufficient competitiveness, and still have to wait until the official
operation.
The network car platform, the user and the driver, both are
indispensable. T3 announced the driver's salary composition is "basic
salary + commission + reward", drivers do not have to consider the loss of
the car, just open a good car, you can have formal job security, which makes
up for the network car drivers in the current situation Lack of security and a
a sense of belonging.
A driver at the scene told Tiger to sniff that the driver
was a regular employee at T3, and he also paid five insurances and one gold.
The words showed satisfaction with T3.
Of course, satisfactory treatment can only be obtained
through harsh conditions. From the beginning of recruitment, T3 travels through
the government and third-party agency database to do the driver's back, but all
drivers who have committed crimes, driving serious violations and other records
will be turned away. Besides, the platform manages the driver "full
time", AI-BOX will identify the driver's driving status, fatigue driving,
smoking, pick up the phone, and even angry quarrel. In this environment, you
may encounter the most gentleman's network car driver.
T3 travel to
the Internet to detoxification
In the C2C mode, the private car constitutes the main
capacity of the network car, and non-standardization has become one of the
characteristics of shared travel. However, in the eyes of Cui Dayong, this is
precisely the key to the shortage of transportation capacity. And B2C is just
an antidote.
T3 travel uses the self-operated vehicle + self-employed
driver mode. Compared with the previous platform, it is impossible to
standardize the private car and the nature of the national team that T3
travels will play a role in compliance. Moreover, the advantage of the latecomers
is that drivers who do not burn a lot of money according to the regulatory
requirements need to be cleaned up by compliance.
Efficient, safe, standardized services and price
transparency, the basic needs of these four travels correspond to the dilemma
of the network car in the C2C model.
Difficult to take a taxi, morning and evening peaks, rain
and snow, holidays, and become an eternal taxi "difficult";
There are hidden dangers to safety, and services cannot be
standardized. Even a unicorn drip is still confused and uncertain after one
year after the security incident.
The quality of service and the rise of the aggregation model
have once again brought passengers into a state of ignorance. Who took my
order? Whom should I file for a complaint? The problem continues;
Peak premiums, with the latest round of price adjustments,
the peak period just needs to be added to higher costs.
But can B2C solve it?
The general view in the industry is that the mismatch
between capacity and demand is mainly due to regulatory compliance
restrictions. However, Cui Dayong does not recognize the statement that
"demand is greater than capacity". He believes that the fundamental
problem lies in the business model. The C2C platform matching model has its
innate shortcomings - services are difficult to standardize.
Can standardization solve the problem of lack of capacity?
Cui Dayong believes that in the past, the network-only car
model, the company only played the role of a match, the standards are not
uniform, and the supervision is difficult to reach. Therefore, among the 31
a million vehicles, actual compliance is less than 1%. Even with a camera
installed in 31 million private parking spaces, the platform can hardly be
used. The essence of the network car born from the sharing economy is free and
market-oriented, which is naturally contrary to the requirements of
professional transportation. From the practical level, the platform can't be
100% standardized.
The practice of T3 travel is to tailor the business to
“re-weight” according to regulatory compliance requirements. T3 travels first
from the operational force into the new city, and then consider joining the
service provider.
The most important part of this is the self-operated
vehicle. Although T3 travel deliberately downplays the color of the national
team, the introduction of the three major car companies is a key part of T3's
business logic. It means that there is a core car-building team in China as a
support group to support the transportation system.
Second, under the franchise model, T3 allows the
introduction of B-side compliant capacity. This also requires that franchisees
must transform drivers and vehicles to meet the T3 standardization
requirements.
Interestingly, the network car companies are strongly
denying any similarities with online car rental companies, after all, it is
about the company's qualitative and valuation. In the previous interview, some
companies cold Tiger that "we don't have a car under our name." In
the past, having a car under the name means heavy assets, which means that you
can't use the Internet model to achieve a high valuation of light assets, so it
is mobile. The service provider has a proper forbidden zone. Now, T3 travels in
the opposite direction, and there is a car to achieve standardization. After
standardization, efficiency and security can be controlled.
Is it safe
and "sweet"?
The network car platform "all in safety" has been
for a long time, but how to ensure safety, no one dares to package tickets. Capacity
and safety, both are indispensable.
Drivers are still a particularly important part of safety –
both as the mainstay of service and as the biggest variable. Brushing,
fingerprinting, and other methods of matching people and vehicles are standard
in the industry, but it is not the case that "the car is dead and the
a person is alive."
T3 travels the security function from the App to the car,
making the car more "heavy" and the mobile side more
"light". For example, the behavior of the order is fixed in the car,
the driver can only take orders on the vehicle system, and the DMS system on
the car, the face recognition of the driver every 60s, the phenomenon of people
and cars not being able to eliminate. Once a dangerous trigger occurs, the
platform will take over the intervention vehicle, flashing lights, honking and
even restricting the vehicle to start.
In the most extreme cases, such as in a car accident, there
is no way to call for help or alarm, the car will actively identify and alarm.
The artificial intention is not in the situation. For example, during the
driving process, the route seriously deviates from the planned route and the
the car will automatically recognize and alarm. This is the VDR security system
( VDR, or Vehicle-Driver-Road) that T3 travels, that is, the
car network system based on "people, cars, roads".
The App page has only "quick enjoyment" for
ordinary users and "enterprise car for enterprises". In the car page,
in addition to the start and endpoints, there is also the option of “add route
point”. In other words, passengers can initially set up two destinations.
The tiger sniffed and tried to use T3 to call a car. The
starting price was 9 yuan, driving 16.5 kilometers, and it took 25 minutes, for
a total charge of 64.4 yuan. The fee details show, "dynamic discount"
minus 25.76 yuan, coupons 20 yuan, a total discount of 45.76 yuan, so the
actual payment is only 18.64 yuan. In the nearly 10 days of the trial
operation, the driver said that he can receive a lot of orders every day.
Tiger sniffed that Nanjing started to raise the taxi
starting price in February 2017 to 11 yuan, but the starting price of T3 travel
is still 9 yuan. At present, the specific rules for T3 travel pricing have not
yet been determined, but the starting price is only 18% less than the taxi
price. The overall price advantage can be imagined.
According to Cui Dayong, at present, T3 only puts 1,000
trial vehicles in Nanjing. “Now it is climbing, and at least 5,000 at the end
of the year.” According to the ideal state, each car is counted 15 times a day,
and the end of the year is T3. The order volume is about 75,000. This gap with
the number one player is still huge. Didi's president Liu Qing said in the
media communication last week that even during the rectification period, the
daily average order volume of Didi is still 20 million to 30 million.
User
cost-effective, is the company cost-effective?
Increasing the safety factor and quality of service also
means that the T3 model requires a high cost. The new energy vehicles tailored
for the network car platform, the investment in technology and hardware on the
car, the considerable salary of the driver, and the previous customers, all
mean that the platform will be “squatting” in the early stage. Especially after
the implementation of the subsidy policy at the end of June, the price advantage
of new energy, vehicles are no longer. The charging pile placement and
post-maintenance is also a major operational problem.
For these questions, T3 travel CTO Tan Tianlong did not give
the tiger a positive response, only said: "The value of input and
recovery, we have done calculations, it is cost-effective."
After the subsidy offensive subsided, whether the model of
heavy assets can run through, and the resource blessing of Suning, Tencent, and
Ali can play a role. This is what T3 travel needs to prove by acting in
addition to the macro wish.
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