Last mile
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Bosta raises $6.7M to expand e-commerce delivery business across Africa and MENA
Per a recent report by Bain & Co., e-commerce is expected to grow to $28.5 billion in MENA by 2022 from a 2019 value of $8.3 billion. Egypt, one of the most active e-commerce countries in the region, is anticipated to grow 33% annually to reach $3 billion by 2022.
But for any e-commerce business to thrive, its last-mile delivery arm has to be well figured out. Bosta is one such company in Egypt helping small businesses with logistics and last-mile delivery. Today, the company is announcing it has closed a Series A investment of $6.7 million. U.S. and Middle East VC firm Silicon Badia led the round, with participation from 4DX Ventures, Plug and Play Ventures, Wealth Well VC, Khwarizmi VC, as well as other regional and global investors.
This investment comes a year after the company raised a $2.5 million round, which takes its total investment raised to $9.2 million.
Bosta was launched in 2017 by Mohamed Ezzat and Ahmed Gaber. The company offers next-day delivery to customers and handles exchange shipments, customer returns and cash collection.
The idea for Bosta came during Ezzat’s time at Lynks, his previous consumer goods startup. Lynks, the first YC-backed company from Egypt, allows people in Egypt to buy brands from the U.S., China and the U.K.
As co-founder and COO at Lynks, Ezzat was responsible for logistics, international clearance and last-mile delivery. In 2016, Egypt experienced an economic downturn coupled with the Egyptian pound devaluation and government restriction on imports. For Lynks it meant slow growth, but Ezzat was concerned about fixing the last-mile delivery bit, which, according to him, was a huge pain point.
“My nightmare was always the last mile. And at that time, you know that e-commerce is still very, very small. So it’s only 1% of the whole retail value,” he told TechCrunch. “So I was always thinking, how come if we want the e-commerce to grow, and we don’t have any strong company when it comes to last-mile because, in the end, every transaction on an e-commerce platform is a transaction on a courier platform.”
E-commerce is a fragmented sector where 80% of transactions come from small businesses selling on Facebook, Instagram and social media in general. Most of these businesses lack a strong delivery experience, and Ezzat left Lynks the following year to start Bosta.
Being in the parcel delivery industry, Bosta wants to help these companies to grow profitably. It also tries to simplify logistics and allow its customers to have full control over the delivery process.
“You can use Bosta to get anything to your doorstep. You buy in our local currency, and we buy everything, handle the shipping, customs, clearance and bring it to your doorstep,” the CEO added.
The company doesn’t own fleets of vehicles to carry out operations. Instead, it operates an Uber-like model where drivers sign up, are made contractors and make money when a delivery is completed.
Since 2017, the company has delivered more than 4 million packages to businesses, more than half since the pandemic outbreak last year. Bosta completes more than 300,000 deliveries per month, which is a 3.5x increase from when it raised its previous round, Ezzat stated. He also claims that more than 2,200 businesses use its platform daily and achieve a 95% delivery success rate.
Asides from small businesses, Bosta works with major e-commerce platforms like Souq (an Amazon company) and Jumia. Depending on the volume of goods transported, Bosta charges small businesses about 35-40 Egyptian pounds, while the big players are charged less, at 20-25 Egyptian pounds.
Speaking on the investment, Fawaz H Zu’bi said in a statement: “E-commerce has always had amazing potential in our region but was always being held back by something whether payments, logistics, market fragmentation, or customer adoption. We are excited to finally see companies like Bosta emerge to tackle some of these issues and help e-commerce realize its full promise and potential in a region that has now ‘turned on’ digitally.”
In the next two years, Bosta plans to deliver more than 15 million parcels in Egypt and serve over 20,000 businesses. The funds will be used for those causes, as well as expanding operations across Africa, MENA and the GCC.
“The investment is to dominate Egypt,” said Ezzat. “We want to make sure that we deliver the next day across Egypt, not just in Cairo, where we currently do. And to be a market leader when it comes to e-commerce on the continent and be profitable. This is the main target for us now and also to start operations in Saudi Arabia.”
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Last-mile delivery robotics company Refraction AI raises $4.2M
Ann Arbor-based Refraction AI announced today that it has raised a $4.2 million seed round. The startup, which debuted on the TechCrunch Sessions: Mobility stage back in 2019, was founded by a pair of University of Michigan professors (Matthew Johnson-Roberson — now CTO — and Ram Vasudevan) seeking to solve a number of issues posed by many delivery robots.
With an initial prototype built on a bicycle foundation, the company’s REV-1 robot is designed to operate in bike lanes and roads, rather than the standard sidewalk ‘bot. The different approach allows the robot to travel at higher speeds (topping out at 15 miles per hour) and removes some of the messy pedestrian-dodging issues that come with sidewalk use (while introducing some new ones on that narrow sliver of asphalt shared by cyclists).
Refraction is currently testing a small fleet in its native Ann Arbor. The seed round, led by Pillar VC, will be used for R&D, expanding the company’s reach and recruiting more customers, with a focus on grocery store and restaurant deliveries. Other investors include, eLab Ventures, Osage Venture Partners, Trucks Venture Capital, Alumni Ventures Group, Chad Laurans and Invest Michigan.
Another key differentiator is the use of cameras, versus LIDAR. The decision comes with some technological trade-offs, but benefits include a lower price point and the ability for the company to more quickly scale its fleet. The technology is also not easily districted by weather conditions encountered in the upper midwest, though it has limitations, too. As the company puts it, if you’re not comfortable walking out in it, the robot probably won’t be, either.
“Our platform uses technology that exists today in an innovative way, to get people the things they need, when they need them, where they live,” CEO Luke Schneider said in a release tied to the news. “And we’re doing so in a way that reduces business’ costs, makes roads less congested, and eliminates carbon emissions.”
With this new funding, the company plans to expand operations beyond its native Ann Arbor, though no additional test markets have been announced.
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Uber, Lyft and the challenge of transportation startup profits
How much does transportation cost you?
In most cities, bus or subway fare might set you back $3 or so. A tank of gas, maybe $30 or $40 depending on your car. An hour of street parking? Sometimes it’s free, sometimes it’s a few bucks. And you can usually snag an economy seat on a round-trip U.S. domestic flight for less than $300.
These numbers probably ring true for most people. There’s just one problem: Everything you know about the cost of transportation is wrong.
Despite a massive infusion of venture capital into the transportation sector over the past few years, mobility startups are starting to learn what every transportation business has known for generations: transportation profits are elusive, and the system is mainly held together by subsidies. Will this be the first generation of transportation businesses to escape history?
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The uncertain future of shared electric scooters
Cities all over the world have seen an influx of two-wheeled, electric kick scooters on the road over the last couple of years. Scooters from the likes of Bird, Lime, Spin, Uber’s JUMP, Lyft and others are all trying to own the first and the last mile. The first mile is often understood as the distance between a transportation hub and someone’s starting point while the last mile is the distance between a transportation hub and someone’s final destination. These companies want both, and some (Uber, Lyft) also want everything in between.
The rise of electric scooters is often compared to the rise of ride-hailing, but there are some key differences at play. For one, cities are in charge of regulation — not the states. And since these are much smaller vehicles, cities can easily pick them up and throw them in the back of a truck if they become a nuisance. Meanwhile, as part of city regulation, data-sharing is not optional — it’s a requirement in order for companies to receive permission to deploy scooters on city streets.
The startup ecosystem had become accustomed to the ethos of begging for forgiveness, rather than asking for permission. But that’s not the case with electric scooters. These companies have found their entire businesses to be contingent on the continued approval from individual cities all over the world. That inherently creates a number of potential conflicts.
It’s also unclear whether the increase in people riding scooters is indicative of people adopting shared services or simply adopting a new mode of transportation. Some industry insiders wonder if it’s just a matter of time between consumers ditch shared scooters in exchange for their own.
Between city regulators capping the growth of operators, the vast number of companies going after the first and last miles and the threat of the shift from shared to ownership, it’s all going to come down to the survival of the fittest.
At the mercy of cities
Unlike the ride-sharing market, electric scooter operators are entirely dependent upon cities. These cities, rightfully so, have a number of concerns ranging from safety to sidewalk congestion to equal access to transportation.
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WHILL raises $45M to help people with disabilities get around airports and other large venues
WHILL, the startup known for creating sleek, high-tech personal mobility devices, announced today that it has closed a $45 million Series C. The funding will be used for expanding into new international markets, as well as developing new products for large venues, including airports and “last-mile” sidewalk transportation. The round’s lead investors were SBI Investment, Daiwa Securities Group and WHIZ Partners, with participation from returning investors INCJ, Eight Road Ventures, MSIVC, Nippon Venture Capital, DG Incubation and Mizuho Capital.
This brings WHILL’s total funding so far to about $80 million. Founded in Tokyo in 2012, WHILL plans to open a branch in the European Union and enter 10 new European countries. It also plans to start working with partners on developing autonomous capabilities for its mobility devices, senior marketing manager Jeff Yoshioka told TechCrunch. The company will build its own sensors and cameras to use in its “mobility as a service” program, which allows users to control vehicles and call customer service through a mobile app.
One of WHILL’s biggest projects is developing an autonomous personal mobility device system for airports. Yoshioka says that an estimated 20 million people request wheelchairs in U.S. airports each year. This means they need to wait for an airline employee to bring a wheelchair to them and then push them from check-in to their gates. At the same time, it doesn’t give users a lot of flexibility.
The system that WHILL has in mind, on the other hand, would allow individuals to use an app to summon a mobility device over to them. Then they can go wherever they want — coffee shops, restrooms, shops — before heading to the gate without an assistant. Once they are done with the device, it will return to a docking station on its own. WHILL has already begun testing a similar program at Tokyo International Airport in partnership with Panasonic.
Yoshioka says WHILL will most likely pursue distribution partnerships with U.S. airlines, which are responsible for supplying and maintaining the wheelchair systems in American airports, and airports to build the necessary infrastructure.
Along with airports, WHILL wants to bring its technology to other large venues, including shopping malls and sports arenas, as well as create a system for last-mile transportation. Yoshioka notes that “there are already a lot of companies out there like LimeBike and MoBike that offer bikes and electric scooters, but there’s nothing out there for people with disabilities who can’t use those devices.”
Instead, many rely on Ubers or public transportation even for short distances. Like the airport system, WHILL’s last-mile sidewalk system will use autonomous electric vehicles that can be called to users with an app. It faces unique challenges, however, because WHILL’s devices are larger and more expensive than bikes or electric scooters, so the company needs to find safe places to dock them that are still accessible to people with limited mobility. Yoshioka says WHILL likely will focus on partnering with commercial properties to create indoor docking stations.
WHILL’s largest market is still Japan, where it has between 4,000 to 5,000 resellers. In its home market, WHILL’s devices are subsidized by the government and also available for rent. In the U.S., however, many customers need to purchase devices out-of-pocket. To make their products more accessible, WHILL launched the less expensive Model Ci (called the Model C in Europe and Japan) earlier this year. While there is still plenty of room for innovation in the wheelchair market, the Model Ci and other WHILL products compete with devices like the iBot, which can climb stairs, and the Trackchair, designed for off-road use. WHILL’s current products can’t climb stairs, but they do have the advantage of being designed for both indoor and outdoor use, giving users more flexibility, says Yoshioka.
The company also expects demand for its products to grow thanks to a rapidly aging world population, citing statistics that show there are expected to be more than 2.1 billion people over the age of 60 by 2050, up from about 900 million last year.
“We don’t necessarily see [the other companies] as direct competitors. They definitely do impact sales, because people might want something that climbs stairs instead of having better outdoor capabilities, but I think overall it’s very beneficial for the industry,” Yoshioka adds. “As a company that’s trying to disrupt the industry, it’s nice to have them around because it pushes the industry forward and opens eyes for other manufacturers.”
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