The sharing model is good, but the profit is difficult. Even companies that are lucky enough to land ashore are still struggling on the road to profitability.
Editor’s note: This article is from WeChat public account“Fueling Finance”< / a> (ID: rancaijing), author: Li Yan Jiao , edit: Allen.
In 2019, it can be said that it is the year of the ebb tide of the sharing economy. Some people have successfully landed, such as Uber, which is listed on the New York Stock Exchange and has a market value of more than 50 billion US dollars. Some people are struggling on the road, such as WeWork, the originator of the shared office of IPO, and Airbnb, the originator of the shared hotel. Some people leave the scene, such as default. Users have huge deposits, and the market is shrinking. The early players of shared bicycles are ato; some people make low-key money, such as relying on price increases to achieve profitable shared charging treasure “three electric one beast”; of course, there are countless sharing modes because no profit path has disappeared. On the rivers and lakes that share the economy…
Capital is decreasing. According to statistics, the scale of investment and financing of China’s shared economy was 46.942 billion yuan in 2018, a decrease of 55.91% compared with 2017. The main reason is the shared travel sector (including network car, shared bicycle and shared car, etc.) ) Financing has fallen sharply. In the past three quarters in 2019, the situation has become more severe, and weaker companies have gradually withdrawn from the market, and the survivors’ competition has changed from single-handedly fighting to warming up.
Profit has become a top priority for the players in the sharing economy. Uber lost $5.2 billion in Q2 this year. Lyft lost $640 million in the same period. Didi claimed a loss of 10.9 billion yuan last year. WeWork lost $900 million in the first half of this year… The giants are so bleak, and small companies are hard. In order to survive, shared bicycles and shared charging treasures have chosen to raise prices.
However, the sharing economy has also seen a new dawn this year. Reports show that there are still large growth rates in the three areas of production capacity, shared office, and knowledge and skills. As the concept of industrial Internet heats up, the sharing economy is accelerating from the consumption sector to the manufacturing sector.
After five years of development, the sharing economy has reached a new node.
Shared travel:It’s hard to make a profit alone, and the giant has become a competitive pawn
The seemingly established shared travel area, whether it is a network car or a shared bicycle, has actually set off a new fierce battle under the impetus of the giants.
Although Didi has a market share of more than 90% in the domestic online car market, other players have not given up. Baidu, Meituan, and Gaode successively launched a convergent model, which gradually pushed the competition of the network-about car platform to a fever; in addition, after the shackles and hail, Cao Cao’s car announced that it would upgrade to Cao Cao’s trip, aiming at the entire big travel market, starting with the drop. Full competition.
This is a bit of a “bonfire”. In August of last year, after the safety incident was off the assembly line, the re-launch became a distant future, and the ride was the most important source of profit for Didi. At the time of Drip rectification and breathing, the existing market structure of the network car is expected to be reshuffled.
Competition has become fierce. At the same time, in the shared travel field where losses have been long-term, individual companies have ushered in good news of profitability.
In July of this year, Weidong, CEO of SAIC Motor Co., released a full letter, saying that the first car has already made the first profit in Shanghai and Shenzhen. Two months later, the CEO of the trip, Song Zhongjie, also publicly stated that the company has achieved overall profitability. In the past few years, although the domestic network car companies are highly sought after by capital, they are almost in a state of continuing to burn money to seize the market.
Profit means that the network car companies began to create blood by their own ability. Of course, if the network car wants to completely tear off the loss label, it will eventually have to look at the performance of the biggest domestic market share. As for Didi, in addition to the return of the windmill business, the transportation problem is also very urgent. After the implementation of the new regulations on the network, the supply side is seriously inadequate, resulting in the user’s reputation is getting worse.
It is worth mentioning that the players of the network car are still facing the challenges of traditional car companies. Daimler, BMW, Ford, Renault, Toyota and other multinational car companies and domestic traditional car companies such as BAIC, SAIC, Geely, FAW, and Great Wall have been active in the past two years, and they have entered the field of shared travel.
Joining this dark battle is also the new forces of making cars. Earlier, it was reported that Xiaopeng Automobile and Xinte Automobile had obtained the network license license and would enter the network car market. It seems that the real contest of the network car has just begun.
The story that happened in the shared bike field is similar.
Recently, shared bicycles ushered in a change of car. The original “Xiaohuang” (ofo) and “Little Orange” (Mobai) dominated the world, and have been quietly “Dahuang” (Mei Tuan), “Little Green” (Green Orange), “Little White” (Ha-Hao) change.
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