Takeaway riders are becoming "professional" and the promotion mechanism is gradually improving.

Take-away riders are becoming "professional" and the promotion mechanism is gradually improving

Take-away riders are becoming "professional" and the promotion mechanism is gradually improving. Since the development of the take-away industry, the platform has gradually established a systematic vocational training and security plan, and more and more practitioners have seen the possibility of being more than just a rider. Take-away riders are becoming "professional" and the promotion mechanism is gradually improving. Take-away riders are becoming "professional" and the promotion mechanism is gradually improving. 1

There is no time to cook three meals a day, so order a meal; Medicines and groceries are in urgent need, and the almost ubiquitous take-away service has become a vital part of social life. Relevant data show that the number of online take-away users in China is close to 5 million, and the overall size of the take-away market is nearly one trillion yuan. The rider, as an indispensable part of it, naturally walked to the stage.

In February, 22, take-away riders became a new occupation under the name of "online appointment delivery staff" and were included in the national occupational classification catalogue. In December, 221, the National Vocational Skills Standard for Online Contract Distributors was issued, which divided the occupations of online contract distributors into five grades, clarified the work content, skill requirements and related knowledge that each grade should master, and made them have a clearer career development channel.

According to the official in charge of the National Bureau of Statistics, by the end of 221, the number of flexible employees in China has reached 2 million. Among them, there are about 13 million take-away riders, accounting for nearly 1% of the national population base.

However, with the continuous expansion of this group, the issue of labor security has repeatedly triggered discussions. At the beginning of 222, the market released new signals.

Algorithm "Loosening"

At one time, a concept that the take-away platform was very proud of was called "algorithm optimization", that is, the shortest delivery time of the order was captured by the algorithm, and the delivery time was continuously tightened accordingly, thus realizing the optimization of the rider's delivery efficiency.

Zhang Danyang, who has been engaged in the takeaway industry for 7 years, has experienced this "disappearance of time" personally. When I first became a rider in 215, because there was no navigation, I could only rely on people's experience, and the assessment time was long. The longest time limit for a 3 km meal delivery distance was 6 minutes. Later, with the technical blessing, the actual delivery time of the rider was indeed reduced, and the requirement became about 4-45 minutes.

However, the platform's pursuit of efficiency has not stopped. As the algorithm continues to explore the manpower limit, the average delivery time of take-away orders in the whole industry in 219 is reduced by 1 minutes compared with three years ago. This directly leads the rider to "race with death, compete with the traffic police and be friends with the red light".

The transformation took place in 22. The article "Takeaway Rider, Trapped in the System" in People made people feel the influence of the algorithm on the rider intuitively and deeply for the first time, and also made this issue get attention. After the fierce dispute of algorithm values, the algorithm was finally brought into supervision.

In July, 221, the State Administration of Market Supervision and other seven departments jointly issued the Guiding Opinions on Implementing the Responsibility of Online Catering Platforms and Effectively Safeguarding the Rights and Interests of Delivery Agents, which proposed for the first time that the "strictest algorithm" should not be used as the assessment requirement, and the assessment elements such as order quantity, punctuality rate and online rate should be reasonably determined by means of "algorithm selection", and the delivery time limit should be appropriately relaxed.

The general direction is gradually clear, and platform enterprises actively respond, make the algorithm logic public, and constantly optimize the algorithm rules.

Since the start of take-out in 218, Li Sen, a hungry rider, has witnessed many adjustments to the rules of the platform, the most influential of which is that the estimated delivery time of the rider has been adjusted from the original "time point" to a flexible "time period". "This gives us time to deal with emergencies. For example, many riders have encountered that they can't contact buyers because of poor signals. What's more, after the epidemic, the community needs to check the health code and health certificate, which will inevitably delay for a few minutes. The previous algorithm will not consider these."

Li Sen is also very sensitive when it comes to special weather. According to him, in the face of bad weather, the platform will optimize the distribution line according to real-time meteorological data and match the flexible delivery time, which is more reasonable than the previous "delay of 1 minutes". When there is a sudden abnormality, the rider can also apply for matching the flexible delivery time by manual filing.

In addition, the platform continuously collects feedback from riders and is committed to humanizing the rules. Li Sen once made a suggestion on the issue of sending orders: "Sending orders regardless of distance, but in different directions, there were some loopholes in the previous system. You were going south and suddenly came to a list in the north, which made people unable to start." After the improvement, there is no such phenomenon now.

However, even if the algorithm is reformed, riders can deliver takeout more calmly. Under the mechanism of "running more and getting more", risks still exist, and reliable insurance protection is needed at this time.

Since 221, the Ministry of Human Resources and Social Security, the General Administration of Market Supervision and other departments have successively issued policies to urge the platform and cooperative enterprises to take corresponding responsibilities for the protection of riders' rights and interests, support them to participate in social insurance, and participate in the pilot project of occupational injury protection for platform flexible employees in accordance with national regulations. Things are starting to improve.

Li Sen told Titanium Media App that the current platform's protection for riders is mainly commercial insurance. "How much can I report? I haven't been hurt too much, so I'm not sure."

I learned from the platform that blue rider enjoys customized commercial insurance, which covers the main risks that may be encountered in take-away delivery, such as accidental death, disability, accidental medical treatment, compensation for personal injury or direct loss of property of a third party, etc. At present, the coverage rate is 1%. In view of special circumstances, such as the risks that may be caused by the epidemic, the platform also provides special insurance protection.

In addition, the takeaway platform is also guiding and supporting knights to participate in the corresponding social insurance according to their own conditions. However, the social security mechanism for flexible employment groups has always been a complex systematic project, and the existing social security system is not flexible enough. The flexible employment insurance system applied in Beijing, Shanghai and other places also has many threshold restrictions or cost requirements, which requires more government-enterprise cooperation in the future to explore innovative mechanisms for the management and security of flexible employment groups.

income "gravity"

For a long time, many people outside have the impression that they sell riders with a monthly income of over 1, yuan. This is not a legend. When the industry was just emerging, the number of riders was insufficient. In order to seize the market, enterprises recruited employees at a high salary and distributed bonuses in the form of red envelopes, rewards and subsidies. The commission per order was very high and the income was naturally considerable.

But that era is gone. In 221, Wang Lin, deputy director of the Labor Relations Department of Beijing Municipal Bureau of Human Resources and Social Security, experienced the feeling of being a takeaway brother for a day. After running for nearly an hour, he only earned 6.6 yuan, plus he had to be deducted 6% for overtime. On the same day, Wang Lin worked for 12 hours, and finally only completed five meals, earning only 41 yuan, and his goal of earning 1 yuan a day was not even completed.

excluding the factor that he is a novice, there are traces to follow that the rider's distribution commission is reduced. In recent years, due to the low industry threshold, too many people are attracted in, and there is no shortage of riders, so the bargaining power is lost, and each commission is naturally not as good as before. If you want to earn more than 1, yuan a month, you need to complete more orders and work even more than 12 hours a day.

According to Hungry's 222 blue rider Development and Security Report, over 4% of riders on platforms are full-time, while nearly 6% of riders with other incomes have their own jobs, and nearly 3% of riders are engaged in distribution work on other platforms.

Nearly 6% of riders have other incomes. Photo source: Hungry? 222 blue rider Development and Security Report

Whether the rider's income is regarded as the only personal income or the rider's income is just a personal supplementary income, their most basic expectation for this job is a stable or even high income.

Song Beijing is a businessman. He runs a fruit shop with his wife. Once he closes the shop, he works as a rider, which means "I heard from my second brother, who works as a security guard in Hangzhou, that he makes a lot of money by taking out food in his spare time".

When you first joined Hungry in March 216, you can earn about 1 yuan for delivering a single order, and the unit price will be higher as the grade rises, which makes Song Beijing see hope. "In the first two or three months, I was unfamiliar with the operation and route. On average, it was five or six thousand yuan per month. Now I can run seventy or eighty orders every day and earn about five or six hundred yuan a day."

It is worth mentioning that after him and his second brother, the eldest brother also joined the rider camp. During the six years of delivery in Hangzhou, the three brothers lived together and took care of each other. They have bought three suites in their hometown in Anhui, and they plan to save enough money for doing business in their hometown in the future.

Brother Song Jiasan, photo source: Hungry

"I'm going to work for another year or two." Song Beijing admits that in the future, he is most worried about the problem of the sudden drop in the off-season. He can run fifty or sixty orders at most a day and earn about three or four hundred yuan. Followed by unpredictable bad weather, etc., the difficulty of distribution will increase.

although the off-peak season and natural conditions can't be artificially controlled, the platform still devotes itself to solving problems, thus establishing a series of guarantee mechanisms. For example, provide subsidies for special delivery scenarios, such as bad weather, cold weather in winter, hot weather in summer, and at night, and provide subsidies per order for orders that are difficult to deliver, such as orders that are overweight, too many pieces, and too high. Hangzhou blue rider once sold an order with a distance of 3.8km: including weather subsidy 1.5 yuan and platform reward 3 yuan, totaling 17.5 yuan.

"On average, riders can earn 8, ~ 1, yuan a month, stationmaster's salary is basically 1, ~ 15, yuan a month, regional managers can get 12, ~ 2, yuan a month, and city managers can get 25, ~ 3, yuan a month, plus dividends." Li Wei, who has been in the business for more than 4 years, revealed to Titanium Media App.

in 221, the per capita disposable income of residents in China will be 32,189 yuan, and that of Shanghai and per capita disposable income will be nearly 8, yuan. In contrast, the income of the rider group is still attractive-especially for many township and rural youths, the rider is still the "first job in the city" that can be quickly used.

It's just how long and where to go after solving the problem of settling down and living in this profession, which has become the source of anxiety for most riders and an urgent problem to be solved.

where is the takeaway rider going?

In this group of takeaway riders, some people, like the Song and Beijing brothers, regard riders as a transitional occupation or even just a sideline, while others have a higher sense of identity with this industry and are prepared to be riders for a long time.

Hungry? According to the Report, this part accounts for 3% to 4% of the total riders. For them, in addition to income, they also value the development prospects of this profession.

53% of the knights expressed their willingness to be promoted. Photo source: Hungry "222 blue rider Development and Security Report"

"I really didn't expect to work in this line for so long at first." Zhang Danyang admits that at that time, many people around him felt that this line could not be done, and they were thinking about saving some money first and then changing jobs.

"After doing it for several months, I found how fast this line is changing our dining habits." As a result, Zhang Danyang moved to BOD's high-end catering development department and several franchisees, and gradually became the stationmaster from the rider to the regional manager. In 22, he became the head of the hungry service provider Zishan Information Technology (Shanghai) Co., Ltd. in Shanghai.

Zhang Danyang introduced that the promotion mechanism within the company is now relatively perfect. Take the rider's promotion to the stationmaster as an example. "In the early stage, according to the amount of running orders and enthusiasm, the rider was selected to do scheduling work for a period of time; If the data of the site it is responsible for is impressive, it can be recommended by the webmaster to participate in the' point plan'; After that, you can get training tickets through the written test and complete the improvement of your team building ability, psychological quality and refined business management ability, and you can be appointed as the reserve stationmaster. "

According to hungry sources, 8% of the take-away webmasters were promoted by knights. In 221, 1877 knights were promoted to stationmaster and captain.

As a "career", Li Wei was not supported at first. Shanghai native, with a bachelor's degree in computer information management, used to be an employee of a state-owned enterprise, and his family didn't understand why he had to suffer.

On the one hand, I feel fresh, and at the same time, I want to prove myself. From 217 to the present, Li Wei successfully changed his post, and in 22, he was promoted to Shanghai City Manager of the service provider, who is currently responsible for the distribution business of the service provider in Shanghai.

In retrospect, Li Wei found it most difficult to be promoted from a regional manager to a city manager. "The new position needs to analyze the profit points and loss points of each time period and each site, including how to coordinate the fluctuations of data sources." And he has no knowledge of finance and economics. "Fortunately, the platform has arranged special training." During that time, he devoted a lot of energy to learning how to read financial statements and personnel knowledge, and also ran to the finance department or personnel department for practical training from time to time.

For Li Wei, these years are not only the promotion of his position, but also the improvement of his personal ability: from managing himself to managing 5 to 6 people, from being unable to read statements to accounting for costs, optimizing management and making a large quantity, even if he leaves the take-away business now, he is confident to enter any service industry such as logistics industry, and "the start should be in the middle management position".

Li Wei also specifically mentioned that my parents are now very supportive of my work. "They have watched me grow up all the way, and they have also seen the development of this industry and the potential of the rider profession."

In fact, with the rider's address gradually changing from "takeaway" to "takeaway brother" and "online delivery clerk", the rider's career development has gone out of a distance on the road of systematization-carrying out new employment skills upgrading training for "online delivery clerk", opening up direct post promotion, and broadening job transfer channels. In the long run, the rider's "trapped in the profession" is expected to break the ice.

It can be said that safety, income and development are the three mountains faced by migrant workers. Behind the repeated hot searches, the rider's burden is being reduced. Not only are the guarantees for safety and income being implemented, but now we can also see a gradually clear road of self-improvement and career growth, and the whole industry is developing in a healthy direction. Take-away riders become "professional" and the promotion mechanism is gradually improved. 2 < P > On August 19th, 217, it was the first day that Li Wei, a Shanghainese born in 198s, became a take-away rider. At that time, his parents could not understand his decision. "You are an undergraduate of China Normal University, what take-out are you going to send?" "What do you look like running around like this and being seen by your neighbors?" One after another, doubts, worries and hesitations linger in Li Wei's ear, but he doesn't mind. He convinces his parents in one sentence that a rider is also a profession, and he can earn money by his own efforts.

Li Wei's identity has been constantly changing in the past four or five years. From rider, stationmaster, regional manager to Shanghai city manager who is now a hungry service provider, he broke out in an industry that seems to have a ceiling within reach.