On March 29th, 2017 (March 2nd, 2017 of the lunar calendar), "bike-sharing" caught fire. ofo bike-sharing On March 29th, 2017, iiMediaResearch, the world's leading third-party data mining and integrated marketing organization of mobile Internet, authoritatively released the 2017Q1 China bike-sharing Market Research Report. The report shows that in 2016, the market size of bike-sharing, China reached 1.23 billion yuan, and the number of users reached 28 million. Among the overall market share of bike-sharing, China in 2016, ofo ranked first in the industry with a market share of 51.2%. It is estimated that by 2017, the market size of bike-sharing in China will reach 10.28 billion yuan, with a growth rate of 735.8%. The number of users is expected to reach 209 million in 2017, and will continue to maintain ultra-high growth. In 2016, online celebrity is none other than "bike-sharing". The streets and alleys of bike-sharing can be seen everywhere in the north, Guangzhou and Shenzhen, and even some second-tier cities. The world of bicycles is booming, but mobike in Beijing can't be opened. ofo can't use it if it wants to be used in the city. Hellobike, Xiaoming, Youbai, Qibai, Xiaolan... finally gathered the "Rainbow Family" before the end of the year. These 25 brands include: Xiaoming Bicycle, Xiaolan Bicycle, Zhixiang Bicycle, Beijing Public Bicycle, Riding Point, Qiqi Travel, CCbike, No.7 Motorcycle, Blackbird Bicycle, hellobike, Cool Bicycle, 1-step Bicycle, Youyou Bicycle, Tada, Funbike Bicycle, Youyou Bicycle, Cloud Bicycle, Youbai Bicycle, Diandian Go Bicycle, Yonganxing, Xiaolu Bicycle, Xiaobai Bicycle and Kuaitu Travel. "Rainbow Family" is not like the beautiful happenings in fairy tales. Every corner is a bloody battlefield. The owner's "shaking cleverness" challenges the "investigation ability" of bike-sharing's operation team; The black motorcycle driver launched a "life-and-death showdown" with bike-sharing at the subway entrance; Business urban management uncle consumes the "speed and passion" of bike-sharing's expansion; Wind, smog, rain, heavy snow, the weather changes when it changes, just like the freshness of users, if they say no, they will not; Price, patent, technology, and data PK are in full swing, but the small moves of competing products (evil and bad) and the loud voice of capital (maybe Allen Zhu) further show that this "1-yuan business" is actually far more than as we seem. Bike-sharing has subverted the "blood theory" of the Internet. Last month, I listened to the speech (bragging) of Renrenche CEO Li Jian at the HAY16 forum. He has a view that the current hot bike-sharing is said to be the Internet. The formulation is a great disrespect to traditional enterprises and reflects the arrogance of Internet people. The correct formulation should be the Internet. Jiang Haotian, a partner of Northern Lights Investment, also mentioned in an interview that "offline was once considered dirty work, but now, easymoney has been earned." Yes, now that you have earned it, isn't it time to do something practical? Is bike-sharing the Internet? To fully understand this problem, we have to discuss why bike-sharing is so hot. I thought about it for a long time and found that the reason is actually very simple, just one word: trend. Baidu has done advertising, Taobao has done shopping malls, Weibo has done media, and WeChat has done communication. It's not laymen who kill experts, but trends who kill scale! If you step on the beat of the trend, it will be overwhelming. I don't know whether mobike and ofo can succeed, but I believe bike-sharing will succeed. Not only can bike-sharing succeed, but also shared cars and shared housing can succeed... This is a trend, and sharing modes will appear in many detailed areas. This is a historic opportunity of the times. Throughout the development of bike-sharing, we will find that they are not returning, outflanking, revenge against each other by online or offline practitioners, but "tearing down the wall". The superposition of Internet supply chain, users, online and offline forces is achieving synergy. This is an industry with chaotic order and lack of standards, and it is also an industry that is hard to return and urgently needs to be transformed. Bike-sharing is getting through up and down and draining traffic in both directions, thus bringing about the reconstruction of the real economy. After groping for blood and tears all the way, Internet people have regained their awe of offline, and the "blood theory" of the Internet has also been subverted. Bike-sharing, a product that is highly dependent on supply chain, logistics and quality control, is an unavoidable road to heavy work. Those who dare to gnaw hard bones will get the richest rewards and rewards. Founder's background: Whose entrepreneurship comes naturally? Judging from the background of the founders, all seven companies have deep or shallow relationships with the travel industry. Hu Weiwei, the founder of mobike, was originally a female financial journalist. When such a label collided with the intelligent bike-sharing with a sense of science and technology, many people once asked questions. But in another identity, she is also the founder of Geek Car, a new media of automotive technology. CEO Wang Xiaofeng is the former general manager of Uber in Shanghai, and he is familiar with the urban operation of vehicle travel. The founder team of ofo is all from Peking University. Most of them met the Peking University Bicycle Association. They understand the campus, users (students), and love cycling. Before getting involved in shared bicycles, they started their business in the field of cycling for several months. Yang Lei, the founder of Hellobike, has been deeply involved in the field of travel for many years. He operates a well-known driving platform, loves driving, and participates in the competition in the driving market. He is well-known in the industry. Li Gang, founder of Blue Bicycle, CEO of Beast Cycling, has a deep understanding of the needs of cycling users. Xiaoming Bicycle, Youbai Bicycle, and Qibei Bicycle have their own bright spots in their resumes, but they are not directly related to travel. Jin Chaohui of Xiaoming Bicycle used to be the co-founder of Zhaimi (campus life service platform). As COO, he accompanied the company all the way to the B round, with a team size of 1,500 people and serving 20 million college students. It is rumored that it has been marginalized and the company has been taken over by investors. Yu Yi of Youbai has participated in group buying, food delivery, movies and other battles, and has repeatedly said that "I don't mind another Hundred Regiments War". Zhou Haiyou, the founder of Qibei, used to be the chairman of an investment company and has rich experience in financing. Capital blessing gradually replaces first-mover advantage. From the perspective of bike-sharing players, this PK is ultimately a comprehensive contest of market share, user data, expansion speed, technical strength and capital strength. Through the investigation of bicycle cities, it is found that at present, mobike and OFO have the largest number of large-scale markets, followed by Hellobike, Xiaoming bicycles and Xiaolan bicycles have less than 3,000 units, and the number of Youbai and Qibai is even smaller. These bike-sharing players claim to put in 100,000 or even 400,000 vehicles by the end of the year. When will they be cashed? Don't people brag on the Internet for money? It's also good to slap yourself in the face. When you go home for the Chinese New Year next month, your family won't recognize it. Think about it! In terms of urban launch, at present, mobike has opened 8 cities including Beishangguangshenrong; ofo has opened 200 universities and is making every effort to expand the urban market; Hellobike is currently mainly quasi-first-line or second-line, and is launched in Suzhou, Ningbo, and Xiamen; Riding in Hangzhou; Xiaoming is piloted in Shanghai and Guangzhou; The small blue car was launched in Shenzhen and Guangzhou; Youbai only saw the model, and does not know the city where it will be launched yet. Through city simulation, it is found that bike-sharing is doing its best in the front line to launch a life-and-death street fight. In second-tier cities, only Hellobike is the main attack, and mobike takes the opportunity to enter? Obviously, the blessing of capital will make the technological gap and market boundaries increasingly blurred. At present, speed is everything, and talent is the most critical. Whether bike-sharing enterprises want to set off a talent reserve war next, but Kaesong's style of play is inconsistent. Go to a city, quickly start the brand effect, communicate with the government, and promote publicity. The technology dispute in bike-sharing is patent lock. There are only two kinds of existing bike-sharing technologies: GPS smart lock and mechanical lock. GPS smart lock: Mobike, Hellobike, Xiaoming, Youbai, Qibei, Xiaolan 1. Charging method: Using power generation drum, the cost is relatively high. 2. Positioning method: GSM/GPRS and GPS positioning modules (separated) 3. Disadvantages: Charging and riding experience need to find a balance point Mechanical lock: OFO1. ofo does not install a GPS positioning terminal, and users cannot search for nearby vehicles through the mobile APP. Customers need to try their luck when looking for a vehicle. 2. The password of each car is fixed, and if someone remembers the password, they can enjoy it for free. 3. The operation experience process APP is separated from the car, which is completely anti-human. When using it, there is a feeling that the technology is going backwards. Players in bike-sharing all chose GPS smart locks. Obviously, they all have a clear understanding of mechanical locks. However, OFO is still frantically investing in cars. When it comes time to find a car, the difficulty of replacing the GPS smart lock will be infinitely expanded, and it is not hesitate to rebuild the car. I tried very hard to help ofo convince myself, and finally made me think of a few points. First, in order to seize the market, simpler technical implementation can save time. Any design wants to be simple and simple, but the premise is that the design can solve most problems, and ofo is completely insulting technical design and implementation; Second, marketing strategy, well, your goal has been achieved. It is estimated that the loss of the car will be a lot. Anyway, there are investors paying the bill; Third, ofo can finally say that we believe in human nature, and the user base is all high-quality people, who don't take advantage of petty gains. This morning, I found that the community security guard put an ofo car in the carport. Ghost knows if it can still be found. Can the official disclose the number of lost cars? Hey, I asked this question, he couldn't even find a car himself, let alone I was waiting for the soldiers; Fourthly, we are creating welfare. Welfare is of course good, but we should also let users share their interests, but at present, many people are monopolizing bicycles. Shen Nanpeng once mentioned the 180-day phenomenon, "When a company releases your product, within 180 days, because your competitors haven't had time to react, you quickly establish your own reputation and user base, so in that industry, It is difficult for competitors to catch up". Is ofo giving mobike a time to form a moat technically? Are you leading or accompanying? The brand who handles the bicycle supply chain takes the lead. The cost of mobike's first-generation car is 2,300 yuan, lite is lower than that of 1000 yuan, ofo has released a new model with a cost of 360 yuan, and other brands of bicycles are generally less than 1,000 yuan. With the change of time, the models of various brands are gradually converging, and the phenomenon of homogenization is serious. However, up to now, only mobike, ofo and Hellobike have achieved mass production. Why can't other brands launch models in mass production? After in-depth interviews with the supply chain and bicycle manufacturers, the author draws the following conclusions: First, the normal production cycle is 45-60 days. At present, most of the foundries are concentrated in Shenzhen, Xiamen, Kunshan, Tianjin and other places, and the quality of production is guaranteed to a certain extent. As for quality control, it depends on their execution in production. The production cycle of finished vehicles is related to their material preparation and production plan. To normally produce a batch, say 2,000 vehicles, it may take 45 to 60 days to assemble without GPS lock. Second, production efficiency depends on the proficiency of workers. Bicycles are a labor-intensive industry. Only wheel sets, steel rims and painting can be completed by themselves, and the rest are completed by workers manually. The efficiency of vehicle assembly depends on the proficiency of workers. For example, for a factory with a scale of 100 people, the per capita production capacity ratio is about 25 to 30 vehicles. The production lines of Giant and Merida are currently very mature. On each production line, more than 1,000 single-speed vehicles used in bike-sharing can be assembled in one day. For ordinary small factories, they can only complete 50% to 70% of their volume in one day. If workers' business ability and skills are not up to the average level, the difference in productivity ratio is also obvious. Third, non-standard parts need to be reopened. In order to solve the problems of durability and damage resistance, mobike uses special parts, which affects the production cycle to a certain extent. Workers need to go through at least three production cycles (batches) and production cycles of more than 1,000 vehicles before they can become familiar with such processes and processes. In addition, there is no shortcut to the production of bicycles. Apart from the proficiency of workers, there are many standards in the bicycle industry, such as the torque parameters of screws, whether the braking system is safe, the smoothness of the transmission system, etc., all of which need to be strictly implemented according to the standards. Obviously, a large number of bicycles on the market don't all meet the standards. Whether there are potential safety hazards requires the platform to show the certificate of conformity. Fourthly, the production capacity of suppliers is limited. For core components such as GPS locks, if they are purchased by the supply chain, it will be difficult for the new brand of bike-sharing to get a considerable number of accessories from the original production capacity system in a short time. In addition, from ordering to delivery to enterprises in bike-sharing, the cycle is mostly more than one month, and sometimes two months is normal. This is because they will only produce when they receive orders, and it is impossible to overstock inventory. In the assembly of accessories, it also needs to be installed and debugged separately, which also causes a certain delay. All these are the games that bike-sharing brands must face with the upstream and downstream of the supply chain. If there is a problem in one link of the supply chain, it will affect the survival of bike-sharing brand. After solving the supply chain, bike-sharing has to face endless new problems such as logistics. The public welfare model that can't be avoided, and the human dispute that can't be left behind. Is bike-sharing a public welfare project? What is public welfare? It's beneficial to the public. The city we live in needs green sharing instead of garbage generation. Should those who can't find where their cars are be saved? Please leave us some green in this city. Perhaps we are also faced with: urban environment problems: 1. Vast space: users need to find vehicles at any time, and the background system also needs to locate the location of vehicles to facilitate data mining; 2. Complex environment: due to road conditions, weather and other factors, the vehicle must be strong and not easily damaged; 3. Usage scenarios: areas with obvious tidal phenomena, closed areas, and demand conditions in other areas; 4. Parking regulations: vehicles can't occupy roads or violate regulations, creating problems for the government and urban management, and bringing risks of government supervision; Issues of human nature: 1. Vehicle anti-theft (including user hiding and other behaviors); 2. Standardize the guidance of parking; 3. Private lock; 4. Malicious damage; How many bike-sharing does a city need? While bike-sharing regulates parking through credit, there are still many uncivilized behaviors. How can bike-sharing share civilization? Bike-sharing is an output of culture and belief, and it is necessary to solve the problem of socialization, not "single". In the city's beach landing, whoever can occupy the minds of users first may be the winner of the last war in this mobile Internet era. As for topics such as profit model, there is no need to consider them at this stage. What everyone can do is not forget where they came and live up to their youth's hearts.On March 29th, 2017 (March 2nd, 2017 of the lunar calendar), "bike-sharing" caught fire. ofo bike-sharing On March 29th, 2017, iiMediaResearch, the world's leading third-party data mining and integrated marketing organization of mobile Internet, authoritatively released the 2017Q1 China bike-sharing Market Research Report. The report shows that in 2016, the market size of bike-sharing, China reached 1.23 billion yuan, and the number of users reached 28 million. Among the overall market share of bike-sharing, China in 2016, ofo ranked first in the industry with a market share of 51.2%. It is estimated that by 2017, the market size of bike-sharing in China will reach 10.28 billion yuan, with a growth rate of 735.8%. The number of users is expected to reach 209 million in 2017, and will continue to maintain ultra-high growth. In 2016, online celebrity is none other than "bike-sharing". The streets and alleys of bike-sharing can be seen everywhere in the north, Guangzhou and Shenzhen, and even some second-tier cities. The world of bicycles is booming, but mobike in Beijing can't be opened. ofo can't use it if it wants to be used in the city. Hellobike, Xiaoming, Youbai, Qibai, Xiaolan... finally gathered the "Rainbow Family" before the end of the year. These 25 brands include: Xiaoming Bicycle, Xiaolan Bicycle, Zhixiang Bicycle, Beijing Public Bicycle, Riding Point, Qiqi Travel, CCbike, No.7 Motorcycle, Blackbird Bicycle, hellobike, Cool Bicycle, 1-step Bicycle, Youyou Bicycle, Tada, Funbike Bicycle, Youyou Bicycle, Cloud Bicycle, Youbai Bicycle, Diandian Go Bicycle, Yonganxing, Xiaolu Bicycle, Xiaobai Bicycle and Kuaitu Travel. "Rainbow Family" is not like the beautiful happenings in fairy tales. Every corner is a bloody battlefield. The owner's "shaking cleverness" challenges the "investigation ability" of bike-sharing's operation team; The black motorcycle driver launched a "life-and-death showdown" with bike-sharing at the subway entrance; Business urban management uncle consumes the "speed and passion" of bike-sharing's expansion; Wind, smog, rain, heavy snow, the weather changes when it changes, just like the freshness of users, if they say no, they will not; Price, patent, technology, and data PK are in full swing, but the small moves of competing products (evil and bad) and the loud voice of capital (maybe Allen Zhu) further show that this "1-yuan business" is actually far more than as we seem. Bike-sharing has subverted the "blood theory" of the Internet. Last month, I listened to the speech (bragging) of Renrenche CEO Li Jian at the HAY16 forum. He has a view that the current hot bike-sharing is said to be the Internet. The formulation is a great disrespect to traditional enterprises and reflects the arrogance of Internet people. The correct formulation should be the Internet. Jiang Haotian, a partner of Northern Lights Investment, also mentioned in an interview that "offline was once considered dirty work, but now, easymoney has been earned." Yes, now that you have earned it, isn't it time to do something practical? Is bike-sharing the Internet? To fully understand this problem, we have to discuss why bike-sharing is so hot. I thought about it for a long time and found that the reason is actually very simple, just one word: trend. Baidu has done advertising, Taobao has done shopping malls, Weibo has done media, and WeChat has done communication. It's not laymen who kill experts, but trends who kill scale! If you step on the beat of the trend, it will be overwhelming. I don't know whether mobike and ofo can succeed, but I believe bike-sharing will succeed. Not only can bike-sharing succeed, but also shared cars and shared housing can succeed... This is a trend, and sharing modes will appear in many detailed areas. This is a historic opportunity of the times. Throughout the development of bike-sharing, we will find that they are not returning, outflanking, revenge against each other by online or offline practitioners, but "tearing down the wall". The superposition of Internet supply chain, users, online and offline forces is achieving synergy. This is an industry with chaotic order and lack of standards, and it is also an industry that is hard to return and urgently needs to be transformed. Bike-sharing is getting through up and down and draining traffic in both directions, thus bringing about the reconstruction of the real economy. After groping for blood and tears all the way, Internet people have regained their awe of offline, and the "blood theory" of the Internet has also been subverted. Bike-sharing, a product that is highly dependent on supply chain, logistics and quality control, is an unavoidable road to heavy work. Those who dare to gnaw hard bones will get the richest rewards and rewards. Founder's background: Whose entrepreneurship comes naturally? Judging from the background of the founders, all seven companies have deep or shallow relationships with the travel industry. Hu Weiwei, the founder of mobike, was originally a female financial journalist. When such a label collided with the intelligent bike-sharing with a sense of science and technology, many people once asked questions. But in another identity, she is also the founder of Geek Car, a new media of automotive technology. CEO Wang Xiaofeng is the former general manager of Uber in Shanghai, and he is familiar with the urban operation of vehicle travel. The founder team of ofo is all from Peking University. Most of them met the Peking University Bicycle Association. They understand the campus, users (students), and love cycling. Before getting involved in shared bicycles, they started their business in the field of cycling for several months. Yang Lei, the founder of Hellobike, has been deeply involved in the field of travel for many years. He operates a well-known driving platform, loves driving, and participates in the competition in the driving market. He is well-known in the industry. Li Gang, founder of Blue Bicycle, CEO of Beast Cycling, has a deep understanding of the needs of cycling users. Xiaoming Bicycle, Youbai Bicycle, and Qibei Bicycle have their own bright spots in their resumes, but they are not directly related to travel. Jin Chaohui of Xiaoming Bicycle used to be the co-founder of Zhaimi (campus life service platform). As COO, he accompanied the company all the way to the B round, with a team size of 1,500 people and serving 20 million college students. It is rumored that it has been marginalized and the company has been taken over by investors. Yu Yi of Youbai has participated in group buying, food delivery, movies and other battles, and has repeatedly said that "I don't mind another Hundred Regiments War". Zhou Haiyou, the founder of Qibei, used to be the chairman of an investment company and has rich experience in financing. Capital blessing gradually replaces first-mover advantage. From the perspective of bike-sharing players, this PK is ultimately a comprehensive contest of market share, user data, expansion speed, technical strength and capital strength. Through the investigation of bicycle cities, it is found that at present, mobike and OFO have the largest number of large-scale markets, followed by Hellobike, Xiaoming bicycles and Xiaolan bicycles have less than 3,000 units, and the number of Youbai and Qibai is even smaller. These bike-sharing players claim to put in 100,000 or even 400,000 vehicles by the end of the year. When will they be cashed? Don't people brag on the Internet for money? It's also good to slap yourself in the face. When you go home for the Chinese New Year next month, your family won't recognize it. Think about it! In terms of urban launch, at present, mobike has opened 8 cities including Beishangguangshenrong; ofo has opened 200 universities and is making every effort to expand the urban market; Hellobike is currently mainly quasi-first-line or second-line, and is launched in Suzhou, Ningbo, and Xiamen; Riding in Hangzhou; Xiaoming is piloted in Shanghai and Guangzhou; The small blue car was launched in Shenzhen and Guangzhou; Youbai only saw the model, and does not know the city where it will be launched yet. Through city simulation, it is found that bike-sharing is doing its best in the front line to launch a life-and-death street fight. In second-tier cities, only Hellobike is the main attack, and mobike takes the opportunity to enter? Obviously, the blessing of capital will make the technological gap and market boundaries increasingly blurred. At present, speed is everything, and talent is the most critical. Whether bike-sharing enterprises want to set off a talent reserve war next, but Kaesong's style of play is inconsistent. Go to a city, quickly start the brand effect, communicate with the government, and promote publicity. The technology dispute in bike-sharing is patent lock. There are only two kinds of existing bike-sharing technologies: GPS smart lock and mechanical lock. GPS smart lock: Mobike, Hellobike, Xiaoming, Youbai, Qibei, Xiaolan 1. Charging method: Using power generation drum, the cost is relatively high. 2. Positioning method: GSM/GPRS and GPS positioning modules (separated) 3. Disadvantages: Charging and riding experience need to find a balance point Mechanical lock: OFO1. ofo does not install a GPS positioning terminal, and users cannot search for nearby vehicles through the mobile APP. Customers need to try their luck when looking for a vehicle. 2. The password of each car is fixed, and if someone remembers the password, they can enjoy it for free. 3. The operation experience process APP is separated from the car, which is completely anti-human. When using it, there is a feeling that the technology is going backwards. Players in bike-sharing all chose GPS smart locks. Obviously, they all have a clear understanding of mechanical locks. However, OFO is still frantically investing in cars. When it comes time to find a car, the difficulty of replacing the GPS smart lock will be infinitely expanded, and it is not hesitate to rebuild the car. I tried very hard to help ofo convince myself, and finally made me think of a few points. First, in order to seize the market, simpler technical implementation can save time. Any design wants to be simple and simple, but the premise is that the design can solve most problems, and ofo is completely insulting technical design and implementation; Second, marketing strategy, well, your goal has been achieved. It is estimated that the loss of the car will be a lot. Anyway, there are investors paying the bill; Third, ofo can finally say that we believe in human nature, and the user base is all high-quality people, who don't take advantage of petty gains. This morning, I found that the community security guard put an ofo car in the carport. Ghost knows if it can still be found. Can the official disclose the number of lost cars? Hey, I asked this question, he couldn't even find a car himself, let alone I was waiting for the soldiers; Fourthly, we are creating welfare. Welfare is of course good, but we should also let users share their interests, but at present, many people are monopolizing bicycles. Shen Nanpeng once mentioned the 180-day phenomenon, "When a company releases your product, within 180 days, because your competitors haven't had time to react, you quickly establish your own reputation and user base, so in that industry, It is difficult for competitors to catch up". Is ofo giving mobike a time to form a moat technically? Are you leading or accompanying? The brand who handles the bicycle supply chain takes the lead. The cost of mobike's first-generation car is 2,300 yuan, lite is lower than that of 1000 yuan, ofo has released a new model with a cost of 360 yuan, and other brands of bicycles are generally less than 1,000 yuan. With the change of time, the models of various brands are gradually converging, and the phenomenon of homogenization is serious. However, up to now, only mobike, ofo and Hellobike have achieved mass production. Why can't other brands launch models in mass production? After in-depth interviews with the supply chain and bicycle manufacturers, the author draws the following conclusions: First, the normal production cycle is 45-60 days. At present, most of the foundries are concentrated in Shenzhen, Xiamen, Kunshan, Tianjin and other places, and the quality of production is guaranteed to a certain extent. As for quality control, it depends on their execution in production. The production cycle of finished vehicles is related to their material preparation and production plan. To normally produce a batch, say 2,000 vehicles, it may take 45 to 60 days to assemble without GPS lock. Second, production efficiency depends on the proficiency of workers. Bicycles are a labor-intensive industry. Only wheel sets, steel rims and painting can be completed by themselves, and the rest are completed by workers manually. The efficiency of vehicle assembly depends on the proficiency of workers. For example, for a factory with a scale of 100 people, the per capita production capacity ratio is about 25 to 30 vehicles. The production lines of Giant and Merida are currently very mature. On each production line, more than 1,000 single-speed vehicles used in bike-sharing can be assembled in one day. For ordinary small factories, they can only complete 50% to 70% of their volume in one day. If workers' business ability and skills are not up to the average level, the difference in productivity ratio is also obvious. Third, non-standard parts need to be reopened. In order to solve the problems of durability and damage resistance, mobike uses special parts, which affects the production cycle to a certain extent. Workers need to go through at least three production cycles (batches) and production cycles of more than 1,000 vehicles before they can become familiar with such processes and processes. In addition, there is no shortcut to the production of bicycles. Apart from the proficiency of workers, there are many standards in the bicycle industry, such as the torque parameters of screws, whether the braking system is safe, the smoothness of the transmission system, etc., all of which need to be strictly implemented according to the standards. Obviously, a large number of bicycles on the market don't all meet the standards. Whether there are potential safety hazards requires the platform to show the certificate of conformity. Fourthly, the production capacity of suppliers is limited. For core components such as GPS locks, if they are purchased by the supply chain, it will be difficult for the new brand of bike-sharing to get a considerable number of accessories from the original production capacity system in a short time. In addition, from ordering to delivery to enterprises in bike-sharing, the cycle is mostly more than one month, and sometimes two months is normal. This is because they will only produce when they receive orders, and it is impossible to overstock inventory. In the assembly of accessories, it also needs to be installed and debugged separately, which also causes a certain delay. All these are the games that bike-sharing brands must face with the upstream and downstream of the supply chain. If there is a problem in one link of the supply chain, it will affect the survival of bike-sharing brand. After solving the supply chain, bike-sharing has to face endless new problems such as logistics. The public welfare model that can't be avoided, and the human dispute that can't be left behind. Is bike-sharing a public welfare project? What is public welfare? It's beneficial to the public. The city we live in needs green sharing instead of garbage generation. Should those who can't find where their cars are be saved? Please leave us some green in this city. Perhaps we are also faced with: urban environment problems: 1. Vast space: users need to find vehicles at any time, and the background system also needs to locate the location of vehicles to facilitate data mining; 2. Complex environment: due to road conditions, weather and other factors, the vehicle must be strong and not easily damaged; 3. Usage scenarios: areas with obvious tidal phenomena, closed areas, and demand conditions in other areas; 4. Parking regulations: vehicles can't occupy roads or violate regulations, creating problems for the government and urban management, and bringing risks of government supervision; Issues of human nature: 1. Vehicle anti-theft (including user hiding and other behaviors); 2. Standardize the guidance of parking; 3. Private lock; 4. Malicious damage; How many bike-sharing does a city need? While bike-sharing regulates parking through credit, there are still many uncivilized behaviors. How can bike-sharing share civilization? Bike-sharing is an output of culture and belief, and it is necessary to solve the problem of socialization, not "single". In the city's beach landing, whoever can occupy the minds of users first may be the winner of the last war in this mobile Internet era. As for topics such as profit model, there is no need to consider them at this stage. What everyone can do is not forget where they came and live up to their youth's hearts.