In recent years, the cross-border e-commerce industry has achieved rapid development, and the cargo throughput has increased significantly. At present, many uncertain factors affect the efficiency of cross-border e-commerce logistics, and multinational logistics companies need a large amount of timely information collaboration to deal with the uncertainty.

  According to the characteristics of international logistics, whether it is cross-border e-commerce logistics, general trade logistics, or processing trade logistics, it is an integral part of international logistics. However, due to the different standards of each role in the international logistics industry, repeated orders, the information between each link is not transparent, and there is a lack of trust. If the small package of e-commerce is large, it will go through general trade, and if it goes through general trade, it will return to general logistics.

   First, in general, after a trade agreement is reached, the cross-border trade system, whether in the form of e-commerce or general, is actually no different from the domestic one. Even if there is a difference, there is only one, that is, an item has been added to foreign exchange management, which is an addition to settlement. The rest of the job is to produce products and customers.

  E-commerce is also a form of finding customers, turning B2B into B2B2C or B2C, that is, B2C. In the transportation link, you will find that the difference between domestic logistics and international logistics is very big. These two problems are not just an increase of one item, but N items. Whether it is individualization, standardization, or the node of the process or service link, as well as the number of different objects served, it is not quantitative.

Do you know what the three cores of transnational logistics ecology are?

  Secondly, the regulated factors and the ease of delivery are not simple transportation. International logistics is very different from domestic logistics. Enterprises that trade to foreign countries, or overseas C-ends, are combined together, domestic section, overseas section plus trunk line section. Specifically, practitioners include booking agents, fleets, warehouse companies, customs brokers, special customs supervision areas, yard terminals, shipping companies, airlines, railway companies, etc.

   In cross-border logistics services or general trade logistics services, there is a role called "freight forwarder". Some people think that freight forwarding is not a core supplier of transportation capacity, but a typical service integrator. If an individual does warehousing, it will also do freight forwarding at the same time, integrating the entire industry chain.

   As for technology as the driving force, individuals are not in favor of investing from an asset perspective. In order to improve the efficiency of the entire industry from the perspective of technology, we must consider where the pain points are. Personally, the pain points are divided into two dimensions: the first dimension, the "vertical plane" of upstream and downstream connections; the second dimension , each service link has its own "vertical plane". To this end, individuals can build a "highway model" from these two dimensions. Build the trunk line of the expressway in the vertical plane, and embed the content and connection standards of the vertical plane standardization, informatization, and intelligence into the trunk line, so as to realize the innovation of standardization, unity and intelligence.

   Finally, there is a point to share with you all. After communicating with shippers over the years, I personally believe that there are three core issues in the international logistics ecosystem: first, to standardize the service process and content of each link; second, to use technology to promote the digital intelligence of the entire process content and document conversion change; third, build credibility.