More than a dozen apps make drivers dizzy, and it is difficult to "pass" in some areas of the unified pass
The industry suggests that the mechanism for inter-regional exchange and mutual recognition of information such as passes should be improved, so that national passes can truly pass through the country.
Under the epidemic, the State Council Joint Prevention and Control Mechanism Comprehensive Team issued a notice on traffic control and transportation guarantee, and announced the format of the "Vehicle Pass for the Transportation of Key Materials", focusing on the current problem of ensuring the smooth flow of freight and logistics, and promoting the establishment of a unified and standardized pass system , to ensure the transportation of key materials in epidemic-related areas.
As of the end of April, 24 provinces across the country had launched a nationally unified pass.
A reporter from Xinhua Daily Telegraph found that with the launch of the "pass" and the unification of traffic standards, the major arteries of the national trunk highways have been basically opened, the capacity and volume indicators have continued to improve, and the problem of poor logistics has been generally alleviated.
However, some localities have self-made "local policies", and even increased the number of layers, resulting in the problem of smooth and unsmooth still exist, causing great confusion to logistics and production enterprises and their practitioners.
The industry suggests that the mechanism for inter-regional exchange and mutual recognition of information such as passports should be improved, so that the national passports can truly pass through the whole country and promote the smooth flow of commodity factor resources on a larger scale.
The traffic has improved, but the traffic is still difficult
Jiangsu truck driver Zhang Jian recently delivered agricultural products and food in the province.
He said that since April 18, the traffic jams on the road have decreased, and the speed of getting off the checkpoint has accelerated.
Because he had been to Suzhou, his itinerary was marked with stars, but on the evening of April 29, when he got off the checkpoint at Maqun in Nanjing, he only did nucleic acid, and he could enter the city directly after leaving the information, and he was delayed for less than 15 minutes at the checkpoint.
The reporter saw through the video of the truck driver Wang Rupeng that since April 23, the number of vehicles on the Shanghai-Chengdu Expressway (Nanjing-Suzhou section) has gradually increased.
When Wang Rupeng gets off the checkpoint in Suzhou New District, he needs to check the pass and "two yards and one acid", and needs to be connected by a special person. Although it is faster than the pass in early April, it still has to wait for a while.
A number of logistics practitioners told reporters that, except for Shanghai, the roads between cities in the Yangtze River Delta can be walked, but they are still not smooth.
After the outbreak of the epidemic in some cities, the inspection will suddenly be strict, and the waiting time will be longer.
There are also some bayonets that do not separate the truck from the passenger car, and a block is for several hours.
Some bayonet can go after the nucleic acid test, and some still require to wait for the nucleic acid result before letting go.
In a private logistics company with more than 500 trucks, since the end of March, due to the restricted movement of drivers and passengers and the difficulty of getting off the expressway, about one-third of the vehicles are still unable to go on the road.
The person in charge of the company said that the management policies for truck traffic in various places are still not unified, and some places directly persuade the drivers and passengers with a star in the itinerary code to return.
"Vehicles of large logistics companies are obviously more convenient to enter and leave the city, but cars of small and micro enterprises are still stuck." On May 8, Zhao Decheng, a truck driver of a logistics company in Nanjing, told reporters that most checkpoints are now used for vehicles of large logistics companies. Only check "two codes and one acid", and leave the phone after checking the nucleic acid and leave without results. Before that, you have to wait for the nucleic acid test results to come out.
Anhui truck driver Zeng Xiangbiao said that recently some big cities have simplified the procedures for entering the city. After April, he ran the Hangzhou-Chongqing route. These two cities only check the health code and itinerary code when entering the city, and do not require closed-loop management.
There are no more checkpoints at expressway intersections in Chongqing, and truck drivers can drive directly to the unloading point in the urban area, as long as the consignee in the city reports in advance.
Zhou Shengrong, a truck driver in Hebei, reported that he was stranded in a certain service area due to the itinerary code with a star, but now the service area has cancelled the epidemic prevention checkpoint, and the transportation efficiency has improved a lot.
A person in charge of a company engaged in textile and garment trade and production in Jiangsu said that although the logistics situation is improving, due to the recent epidemic, there are still difficulties in logistics and transportation and high freight costs in the Yangtze River Delta region.
At present, only FCL containers can be shipped from ports in some areas, and the transportation volume has been greatly reduced, making it difficult to meet market demand.
It is difficult to "pass" in some areas of the national unified pass
The reporter's investigation found that in some places where the epidemic situation is serious, the national unified pass cannot be exchanged between provinces and cities.
Whether the truck can get off the bayonet mainly depends on whether it can apply for a pass to the destination city.
If you have a national unified pass, you can't do it without a destination city pass; without a national unified pass, only the destination city pass will work.
A person in charge of the purchasing department of a chemical fiber manufacturer in Suzhou said that the company can apply for a national uniform model pass from Jiangsu, but it cannot pass in Shanghai.
Due to the suspension of the express delivery, the bill of lading could not be delivered to Shanghai, and the company's raw materials of tens of millions of yuan were stranded in Shanghai Port, and the daily detention fee was 20,000 yuan.
And even if I can pick up the goods, I don't know how to apply for a pass from Shanghai to Jiangsu.
"I didn't get a unified national pass, I don't know where to get it, and now I don't look at the pass when I go out of the expressway." Zhao Decheng said that many places now require closed-loop management. When trucks arrive at expressway intersections, special personnel are required to pick them up, unload the goods, and deliver them. Cars, these must be reported in advance, otherwise they will not be able to enter the city.
"It takes a lot of time to call someone to pick up the car every day, and it's impossible to deliver on time." Zhao Decheng seemed rather helpless. "A friend from a self-employed transporter recently shipped a carload of apples to Changzhou Lingjiatang Wholesale Market. But when I got off the highway intersection, because I couldn't find a suitable person to pick up the car and unload the goods, I stayed on the highway for 3 days, and the apple was almost broken, and it was only solved by asking the mayor's hotline."
Zhang Jianguo, the person in charge of a transportation company in Changzhou, said that some cities do not recognize passes from other regions and must have local electronic passes.
After unloading in another city, I planned to pick up new goods, but was rejected by the on-board grid staff, so I had to return empty.
Lu Mei, secretary-general of the Garment Chamber of Commerce of Jiangsu Federation of Industry and Commerce, said that the current pass issuance targets are all shipping companies, and the specific application must be made by the shipping companies. "One vehicle, one certificate, one route" is implemented. Every time you transport a cargo, you need to apply for it. One pass.
To apply for a pass, you need to fill in 13 items of four types of information, including the application unit information, the driver and vehicle attendant information, the vehicle information, and the information of the issuing unit (official seal of the issuing unit).
As a result, the pass can only be a paper version or a paper electronic version, not an electronic pass.
The information of the pass is simple, isolated and untraceable, and it is impossible to see the epidemic prevention situation and running trajectory of the driver and accompanying personnel. Some truck drivers and logistics companies complained as a "chicken rib" pass.
In response to these problems, the reporter interviewed the local transportation department, some grass-roots cadres, and checkpoint inspection and control personnel. They pointed out that in order to promote the national unified pass, the local government spent a lot of energy: on the one hand, it is necessary to review and apply for the pass, and on the other hand, it is necessary to promote the unified pass electronic.
However, due to the lack of substantive data directly connected to checkpoints and communities for use in local areas, the grassroots can only build their own platforms to collect data for verification.
More than a dozen apps filled with dizziness
On the one hand, the national unified pass cannot currently achieve one-pass customs clearance. On the other hand, many cities, and even different districts and counties in a city have launched pass apps, customs clearance mini-programs, on-site nucleic acid testing and other epidemic prevention measures, requiring logistics companies. And drivers must register information on these platforms to obtain approval to pass.
Not only does it cause the phenomenon that "the city does not recognize the national certificate, and the districts and counties do not recognize the whole city certificate" to a certain extent, it also greatly reduces the logistics efficiency.
"The national unified pass just adds an inspection item. I have more than 10 apps to fill in on my mobile phone, and I get dizzy every day." Zhou Shibin, a freight driver of a logistics company in Jiangsu, showed to reporters that his mobile phone was filled with large and small For pass apps in more than a dozen cities, "it takes a long time to find the corresponding pass when you arrive at a place." And some apps are unreasonably designed, causing problems for drivers. For example, an app in a certain city needs to fill in the detailed address of the destination. , recently delivered to a chemical park in the city. As soon as the name of the chemical park was entered, many streets popped up in the app. The drivers were all foreigners, and it was impossible to know which street the chemical park was.
If these apps can be used as easily as Baidu Maps, the automatic connection will be automatically connected after entering an address, which will reduce a lot of trouble for drivers.
"The biggest problem now is that the procedures are too complicated, and many drivers are not educated, so it is difficult to use these smart devices."
Many logistics industry practitioners said that large logistics companies attach importance to customs clearance training for drivers, and checkpoints also focus on ensuring the customs clearance efficiency of large companies, but the inspection of small and micro enterprises and individual transporters is much stricter, and some directly persuade them to return. Some are not allowed to get off the high-speed, and those who are allowed to get off have to check nucleic acids on the spot.
Master Pan, a fruit transporter in Linyi, Shandong, told reporters that it is now the season for fruit to be marketed. He has recently transported fruit to Jinan, Nanjing and Suzhou many times, but he is always stuck at the highway intersection. "Every time I enter the city, the inspectors look at If you are self-employed, you persuade me to return, and I have to do a lot of explanation work every time." In early May, Master Pan shipped a carload of blueberries to a certain city. As a result, it took several hours.
"We drove all night, arrived early in the morning, and only entered the city in the afternoon." He said that cities with "stars" in the itinerary code are still inaccessible.
Without freezing equipment, fruits and vegetables are likely to go bad on the road due to the heat.
To establish a national unified pass, we must first let the data run
How can the national unified pass get rid of the embarrassing situation of discounted effects, and then achieve effective interoperability?
Establish a unified national freight electronic passport system.
Experts such as Lu Mei suggested to make full use of digital information technology to establish a logistics and transportation dynamic management system at the national level with traceable itineraries and information sharing to the grassroots level.
Drivers and passengers are allowed to apply for passes by themselves using their ID numbers and mobile phone numbers as approval conditions, and integrate information such as driver and passenger health codes, itinerary codes, nucleic acid reports, and flow paths.
The system automatically assigns and generates green, yellow, and red codes for the pass, and implements hierarchical management of drivers and passengers.
Relevant people suggested that after the implementation of the unified national freight electronic pass, the closed-loop management of freight drivers and the health daily report system should be strengthened, and rapid nucleic acid testing points or special testing points for drivers and passengers should be set up in key high-speed service areas, city entrances, and logistics node areas. Allow drivers and passengers to test for free with electronic passes, so as to achieve efficient and safe logistics closed-loop.
The grassroots cadres and the masses believe that the epidemic prevention and control situation is complicated, and the national unified freight electronic pass system will be a major infrastructure related to national security.
If it can be implemented, tens of thousands of checkpoints across the country can be released by simply checking the pass codes of the drivers and passengers, which will greatly ease the pressure of epidemic prevention and control at the grass-roots level, and is expected to completely reverse the passive situation of the logistics industry restricted by the epidemic.
Many experts and grass-roots cadres believe that it is difficult to "pass" a unified national pass, mainly because of the existence of "information islands", and information data and other elements cannot be circulated nationwide.
Experts believe that for the national unified pass to play a good role, the necessary condition is that the people, vehicles, enterprises and other epidemic prevention information behind it are communicated in a timely and barrier-free manner.
An industry expert said that the current epidemic prevention is demarcated by provinces and cities as units. One-stop access within a prefecture-level city may or may not work across cities, and it will definitely not work across provinces.
The epidemic is ruthless, but it provides an opportunity for the construction of a unified market, and epidemic prevention is the most feasible and urgently needed area of experimentation.
It is necessary to improve the construction of a unified national platform in a timely manner, and use top-level design to break through the barriers to the circulation of market elements.
(Reporters Deng Huaning, Yang Shaogong, Pan Ye, Zhu Cheng)