With an investment of R $ 5.6 billion, Chinese Meuitan arrives in Brazil with Keeta, its delivering brand, in a market dominated by iFood, 99food and Rappi. The dispute already brings promises of better conditions to delivery and restaurants.
Starting today, iFood will pay at least $ 7.50 for delivery made of motorcycle or car, and $ 7 for bicycles, on routes up to 4 km. From there, will be paid $ 1.50 per additional kilometer. Extra deliveries on the same route generate another $ 3 each.
Nicolas Santos, representative of the National Alliance of Deliveries, defends the readjustment of the minimum rates to R $ 10 and R $ 2.50 per kilometer. He also considers the value of the grouped routes unfair:
“If I make deliveries on the same route, I get $ 7.50 for the first and only $ 3 for the second. I stop earning $ 4.50.”
IFOOD charges restaurants 12% commission in the basic plan and 23% in the plan delivery, with monthly fees of R $ 130 and R $ 150, respectively. There is also a plan with a fixed monthly fee without commission.
Competition
At Rappi, since the end of last week, deliveries receive $ 10 per delivery from 6 pm on Friday to 11am on Monday, with additional $ 1.60 per kilometer driven from the fifth. At other days and times of the week, the minimum fee remains $ 7. The company also says it is not charging intermediation rates for establishments.
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About to return to activities after 3 years stopped, 99food gives a minimum payment of $ 250 for those who make 20 races a day, like at least five food. According to delivery, there is a minimum fee of $ 8 (up to 4km) and $ 2.50 from there. If it has its own delivery, the restaurant is exempt from the commission fee and the monthly fee, paying only for the financial transaction (3.2%). If you choose delivery via 99, there is a 4.5%delivery rate, plus 3.2%.
Keeta plans to set up a network with one hundred thousand deliveryrs in the country, but gave no details.
The voices of the delivery
In the streets, squares and restaurants, delivery show the real conditions that pass, facing long journeys, structural difficulties and insecurity. On the other hand, they also expect increasing competition in the sector to bring improvements in working conditions and remuneration.
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Jonatas Moreira, 27, has been working for four years at Delivery and works exclusively for IFood. He, who works at least six days a week, about 11 hours a day, points out challenges to reach the daily goal of $ 120.
“Some things look silly, but they are not. Like riding hills. The effort is much bigger, but the payment is still the same. I hope that with new platforms we can improve it.”
Gabriel Dias, 20, has been in Delivery for six months, since he started a CLT job in a market. This week, he had an accident while making a delivery: a distracted pedestrian crossed the track, and he, trying to dodge, hit the curb and fell, hurting his leg. Today, days has difficulty cycling.
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“I have not received support from the company, even for a medicine. I am not able to sleep due to the pain and discomfort of the bruise. Either the covered grabs on the wound or the flies landing in the bruise,” he says.
Gabriel is the father of little Laura Gabriele, eight months old, and tries to reconcile the exhaustive routine of work with time for her daughter, who “wants to see her father.”
Jhonatan Alves, 38, was an employee CLT, but returned to work at Delivery, a branch he met in the pandemic. For him, freedom of work is what counts the most. His biggest concern is security, mainly because of the bike he uses to make deliveries, acquired for $ 6,700 in 18 installments – he is on Wednesday. On his cell phone, Jhonatan follows videos that show the strategies used by criminals to steal vehicles of delivery, which makes him constantly alert.
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“The guys always get a way. It’s with a padlock cutter, armed theft … We are never totally safe when they are making a delivery. You have to always be aware. Sometimes, it’s time for you to deliver the snack. When you come back, your bike is no longer where you left.”
Amsterdan Sousa, 34, is shifts 12 hours a day, six days a week, divided between six hours as a freelancer and six hours fixed in a restaurant. He demonstrates optimism with the entry of the keeta and other platforms in Brazil.
“It has been time for other companies to compete. And this competition has everything to benefit delivery, as we are the base and main pillar of digital platforms. A fairer remuneration, more assertive support and distribution of PPE is already a good start.”
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Roberto Neves, 59, works 12 hours a day from Monday to Monday, and believes that delivery workers should have more acquired rights.
“Applications should give in more and not just think about themselves, understand? I think you should invest in workers equipment – backpacks, chests, raincoats, boot… support to put the phone, a decent charger to charge the phone.”
‘Few controlling the showcase’
For Ingrid Devisate, executive vice president of the Foodservice Brazil Institute (IFB), the delivery market in Brazil works “as a large digital food shopping, with few controlling the showcase”. According to her, the competition takes place on three fronts: “attract the end consumer with promotions, coupons and delivery time; convince restaurants with visibility, management tools and competitive rates; and retain delivery by offering better working conditions, remuneration and bonuses.”
She points out that the great challenge of platforms is to “balance this equation, because the audiences involved have different interests, and all are essential for sustainable growth.” For restaurants, the competition is even more complex.
“The platform behaves like a partner, but without dividing the risks of the operation, which makes it difficult to negotiate better margins.”
The Brazilian model, for Ingrid, is quite distinct from other countries.
“In China, platforms like MeuTuan have integrated ecosystems that go beyond delivery, with their own fleet and use of artificial intelligence. In the United States, several networks invest heavily in their own delivery, while in Germany the model focuses on traceability and labor compliance. Brazil, depends more on large platforms, has high informality and a tax complexity that make it difficult to develop its own delivery.
Sought, Rappi says seeing the competition as beneficial to the market and said it was “making the vertical investment of restaurants over the next 3 years (establishments will not pay fees by 2028)”.
99Food highlights, among several actions to win partners, an investment of $ 50 million over the next five years to create points of support for motorcyclists.
IFOOD, in turn, has among its various initiatives a special line of credit (iFood paid) for restaurants.
