logistics
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Rakuten and Beyond Next invest $1.4M seed funding in farm-to-table startup Secai Marche
Farmers and food businesses, like restaurants, deal with the same issue: a fragmented supply chain. Secai Marche wants to streamline agricultural logistics, making fulfillment more cost-efficient and enabling food businesses to bundle products from different farmers into the same order. The company is headquartered in Japan, with operations in Malaysia, and plans to expand into Singapore, Thailand and Indonesia. This week, it announced 150 million JPY (about $1.4 million USD) in pre-Series A funding from Rakuten Ventures and Beyond Next Ventures to build a B2B logistics platform for farmers that sell to restaurants, hotels and other F&B (food and beverage) businesses.
This round brings Secai Marche’s total raised to about $3 million. The capital will be used to expand its fulfillment infrastructure, including a network of warehouses and cold chain logistics, hire more people for its engineering team and sales and marketing.
Secai Marche was founded in 2018 by Ami Sugiyama and Shusaku Hayakawa, and currently serves 130 farmers and more than 300 F&B businesses. Before launching the startup, Sugiyama spent four years working in Southeast Asia, including managing restaurants and cafes in Malaysia. During that time, she started to import green tea from Japan, intending to sell it directly to customers in Malaysia. But she realized supply chain inefficiencies not only made it hard to meet demand, but also ensure quality for all kinds of ingredients.
Meanwhile, Hayakawa was operating a farm in Japan and working on agriculture control systems that predicted weather and crop growth to help farmers maintain consistent quality.
Both Sugiyama and Hayakawa ended up at consulting firm Deloitte, researching how to create a more efficient supply chain for Japanese agricultural exports to Singaporean F&B businesses. Policies implemented by Prime Minister Yoshihide Suga’s administration aim to increase Japanese agricultural exports from 922.3 billion JPY (about $8.5 billion) in 2020 to 2 trillion JPY (about $18.5 billion) by 2025, and 5 trillion JPY (about $46.1 billion) in 2030.
Seche Marche’s goal is to make it easier for farmers to sell their crops to F&B businesses domestically or overseas.
“We found that not only farmers in Japan, but also all farmers in Southeast Asia have the same problem in terms of the current supply chain,” Sugiyama told TechCrunch. “So we left Deloitte and started our own business to connect not only farmers in Japan, but farmers in all Asian countries.”
Secai Marche’s logistics management tech is what differentiates it from other wholesaler platforms. It uses an AI-based algorithm to predict demand based on consumption trends, seasonal products and farmer recommendations, said Hayakawa. Secai Marche runs its own warehouse network, but mostly relies on third-party logistics providers for fulfillment, and its platform assigns orders to the most efficient transportation method.
This allows F&B businesses to consolidate orders from farmers, so they can order smaller batches from different places without spending more money. About 30% of Secai Marche’s products are shipped to other countries, while the rest are sold domestically.
Secai Marche is reaching out to farmers who want to increase their customer base. About 30% of its products currently come from Japanese farms, 50% from Malaysia and the rest from other ASEAN countries. Sugiyama and Hayakawa said the COVID-19 pandemic affected Secai Marche’s expansion plans because it originally planned to enter Singapore this year, but had to slow down since they were unable to travel and meet with farmers.
On the other hand, many farmers have started selling directly to consumers through social media like Instagram or Facebook, and have approached Secai Marche for help with fulfillment, logistics, repacking and quality control.
Correction: Funding amount corrected to say $1.4 million instead of $1 million.
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OneNav locates $21M from GV to map our transition to the next generation of GPS
GPS is one of those science fiction technologies whose use is effortless for the end user and endlessly challenging for the engineers who design it. It’s now at the heart of modern life: everything from Amazon package deliveries to our cars and trucks to our walks through national parks are centered around a pin on a map that monitors us down to a few meters.
Yet, GPS technology is decades old, and it’s going through a much-needed modernization. The U.S., Europe, China, Japan and others have been installing a new generation of GNSS satellites (GNSS is the generic name for GPS, which is the specific name for the U.S. system) that will offer stronger signals in what is known as the L5 band (1176 MHz). That means more accurate map pinpoints compared to the original generation L1 band satellites, particularly in areas where line-of-sight can be obscured, like urban areas. L5 was “designed to meet demanding requirements for safety-of-life transportation and other high-performance applications,” as the U.S. government describes it.
It’s one thing to put satellites into orbit (that’s the easy part!), and another to build power-efficient chips that can scan for these signals and triangulate a coordinate (that’s the hard part!). So far, chipmakers have focused on creating hybrid chips that pull from the L1 and L5 bands simultaneously. For example, Broadcom recently announced the second-generation of its hybrid chip.
OneNav has a totally different opinion on product design, and it placed it right in its name. Eschewing the hybrid chip model of mixing old signals with new, it wants one chip monitoring the singular band of L5 signals to drive cost and power savings for devices. One nav to rule them all, as it were.
The company announced today that it has closed a $21 million Series B round led by Karim Faris at GV, which is solely funded by Alphabet. Other investors included Matthew Howard at Norwest and GSR Ventures, which invested in earlier rounds of the company. All together, OneNav has raised $33 million in capital and was founded about two years ago.
CEO and co-founder Steve Poizner has been in the location business a long time. His previous company, SnapTrack, built out a GPS positioning technology for mobile devices that sold to Qualcomm for $1 billion in stock in March 2000, at the height of the dot-com bubble. His co-founder and CTO at OneNav, Paul McBurney, has similarly spent decades in the GNSS space, most recently at Apple, according to his LinkedIn profile.
OneNav CEO and co-founder Steve Poizner, seen here in 2009. Image Credits: David McNew via Getty Images
They saw an opportunity to build a new navigation company as L5 band satellites have switched on in recent years. As they looked at the market and the L5 tech, they decided they wanted to go further than other companies by eliminating the legacy tech of older GPS technology and moving entirely into the future. By doing that, its design is “half the size of the old system, but much higher reliability and performance,” Poizner said. “We are aiming to get location technology into a much broader number of products.”
He differentiated between upgrading GPS from upgrading wireless signals. “With these L5 satellites, we don’t need the L1 satellites anymore [but] with 5G, you still need 4G,” he said. L5 band GPS does everything that earlier renditions did, but better, whereas with wireless technologies, they often need to complement each other to offer peak performance.
There’s one caveat here: The L5 signal is still considered “pre-operational” by the U.S. government, since the U.S. GPS system only has 16 satellites broadcasting the signal today, and is targeting 24 satellites for full deployment by later in this decade. However, other countries have also deployed L5 GNSS satellites, which means that while it may not be fully operational from the U.S. government’s perspective, it may well be good enough for consumers.
OneNav’s goal according to Poizner is to be “the Arm of the GNSS space.” What he means is that like Arm, which produces the chip designs for nearly all mobile phones globally, OneNav creates comprehensive designs for L5 band GPS chips that can be integrated as a system-on-chip into the products of other manufacturers so that they can “embed a high-performance location engine based on their silicon.”
The company today also announced that its first design customer will be In-Q-Tel, the U.S. intelligence community’s venture capital and business development organization. Poizner said that through In-Q-Tel, “we now have a development contract with a U.S. government agency.” The company is expecting that its customer evaluation units will be completed by the end of this year with the objective of potentially having OneNav’s technology in end-user devices by late 2022.
Location tracking has become a major area of investment for venture capitalists, with companies working on a variety of technologies outside of GPS to offer additional detail and functionality where GPS falls short. Poizner sees these technologies as ultimately complementary to what he and his team are building at OneNav. “The better the GPS, the less pressure on these augmentation systems,” he said, while acknowledging that, “it is the case though that in certain environments [like downtown Manhattan or underground in a subway], you will never get the GPS to work.”
For Poizner, it’s a bit of a return to entrepreneurship. Prior to starting OneNav, he had been heavily involved in California state politics. Several years after the sale of SnapTrack to Qualcomm, he unsuccessfully ran for a seat in the California State Assembly. He later was elected California’s insurance commissioner in 2007 under former Governor Arnold Schwarzenegger. He ran for governor in 2010, losing in the Republican primary against Meg Whitman, who made her name as the longtime head of eBay. He ran for his former seat of California insurance commissioner in 2018, this time as a political independent, but lost.
OneNav is based in Palo Alto and currently has more than 30 employees.
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Aevum is building a modular autonomous drone for space and terrestrial deliveries
Logistics and delivery providers are territorially split between Earth and space, with companies like Amazon and FedEx working to master ground, air and drone transportation, and new entrants like SpaceX honing its expertise in space launch.
Autonomous transportation startup Aevum wants to do both. And it was just issued a patent that will help it move dexterously between space launch to low Earth orbit, and air cargo and drone deliveries here on Earth.
The key is Aevum’s unmanned aircraft system, which it calls Ravn X. So far, Aevum has only publicly discussed its plans for Ravn X in the context of space launches. It works like this: Ravn X uses conventional jet fuel and takes off from an airport runway, like a plane, but it has a rocket nested in its belly that deploys at high altitude to deliver payload to space. As the second stage detaches, Ravn X returns to Earth using conventional touch-down techniques, ready for another delivery.
The new Aevum patent, which was issued on May 4, is for a unique modular payload design positioned in the belly of the drone. With the new system described in the patent, that rocket payload module can be switched out for a cargo bay to carry deliveries around the world, or a drone module that can carry up to 264 smaller drones for last-mile delivery services. Theoretically, Ravn X could depart from an airport, deliver its payload to space, return back to the airport to be reloaded with a filled cargo module, then take off again for earthbound deliveries.
While the exact amount a Ravn X can carry depends on the distance it’s traveling, the Ravn X air cargo will be able to carry up to 15,000 lbs and the space delivery payload will be able to carry up to 330 lbs. As of now, the rockets are expendable, but the company has plans for 100% reusability across its space launch and air cargo operations.
Aevum’s business model includes operating autonomous transportation and logistics as a service and partnering with existing logistics providers. One interesting possibility for the company is partnerships with logistics giants that so far have been effectively cut off from space deliveries due to the vertically integrated models of companies like SpaceX, which handle logistics and launch services in-house.
“We aim to enable FedEx, Amazon, UPS, DHL and others to build upon the logistics infrastructure they have already mastered,” Aevum CEO Jay Skylus said. “Any or all of these respected giants could partner with Aevum or purchase a fleet of Ravn X for their own and add space launch to their offerings. Space logistics should no longer be separated from general logistics.”
Aevum founder and CEO Jay Skylus with Ravn X. Image Credits: Aevum
Likewise, large companies that have struggled to establish drone delivery services could use the Ravn X’s drone module to deliver and deposit drones over a central area, like a city center, for last-mile deliveries.
“The patent is so significant because what the patent allows you to do is say — the existing FedEx and UPS logistics architecture that’s sorting 70,000 packages an hour right now could not service the needs of defense and space because fundamentally that logistics infrastructure was designed to go from Earth to Earth and not Earth to space,” Skylus explained. “But if you really look at the problem and study it in detail, you know the missing link to allow this existing infrastructure to now be able to service the space domain — that missing link is what we just patented.”
Skylus imagines Ravn X fleets operating around-the-clock. “In my company, what matters is asset utilization. For any reusable flying machine, it doesn’t generate revenue on the ground. My machines will fly around the clock, every day,” he said in a statement.
The company still has a ways to go before it takes to the skies, however. Ravn X is still undergoing ground test operations and will begin flight testing this year at an FAA-licensed testing facility for unmanned aircraft systems. Aevum’s intention is to fly with the United States Air Force’s ASLON-45 mission this fall and to take its air cargo service live next year.
Because Ravn X has so many different capabilities, it will need to pursue a few different FAA certifications: for space launches, a license from the FAA Commercial Space Transportation office; for cargo operations, an FAA aircraft type certification and standard airworthiness certification.
“What we’ve patented is the next layer and large batch of connections in the global logistics infrastructure,” Skylus said. “Space logistics shouldn’t be separated from logistics that already exist.”
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Father and son duo take on global logistics with Optimal Dynamics’ sequential decision AI platform
Like “innovation,” machine learning and artificial intelligence are commonplace terms that provide very little context for what they actually signify. AI/ML spans dozens of different fields of research, covering all kinds of different problems and alternative and often incompatible ways to solve them.
One robust area of research here that has antecedents going back to the mid-20th century is what is known as stochastic optimization — decision-making under uncertainty where an entity wants to optimize for a particular objective. A classic problem is how to optimize an airline’s schedule to maximize profit. Airlines need to commit to schedules months in advance without knowing what the weather will be like or what the specific demand for a route will be (or, whether a pandemic will wipe out travel demand entirely). It’s a vibrant field, and these days, basically runs most of modern life.
Warren B. Powell has been exploring this problem for decades as a researcher at Princeton, where he has operated the Castle Lab. He has researched how to bring disparate areas of stochastic optimization together under one framework that he has dubbed “sequential decision analytics” to optimize problems where each decision in a series places constraints on future decisions. Such problems are common in areas like logistics, scheduling and other key areas of business.
The Castle Lab has long had industry partners, and it has raised tens of millions of dollars in grants from industry over its history. But after decades of research, Powell teamed up with his son, Daniel Powell, to spin out his collective body of research and productize it into a startup called Optimal Dynamics. Father Powell has now retired full-time from Princeton to become chief analytics officer, while son Powell became CEO.
The company raised $18.4 million in new funding last week from Bessemer led by Mike Droesch, who recently was promoted to partner earlier this year with the firm’s newest $3.3 billion fundraise. The company now has 25 employees and is centered in New York City.
So what does Optimal Dynamics actually do? CEO Powell said that it’s been a long road since the company’s founding in mid-2017 when it first raised a $450,000 pre-seed round. We were “drunkenly walking in finding product-market fit,” Powell said. This is “not an easy technology to get right.”
What the company ultimately zoomed in on was the trucking industry, which has precisely the kind of sequential decision-making that father Powell had been working on his entire career. “Within truckload, you have a whole series of uncertain variables,” CEO Powell described. “We are the first company that can learn and plan for an uncertain future.”
There’s been a lot of investment in logistics and trucking from VCs in recent years as more and more investors see the potential to completely disrupt the massive and fragmented market. Yet, rather than building a whole new trucking marketplace or approaching it as a vertically integrated solution, Optimal Dynamics decided to go with the much simpler enterprise SaaS route to offer better optimization to existing companies.
One early customer, which owned 120 power units, saved $4 million using the company’s software, according to Powell. That was a result of better utilization of equipment and more efficient operations. They “sold off about 20 vehicles that they didn’t need anymore due to the underlying efficiency,” he said. In addition, the company was able to reduce a team of 10 who used to manage trucking logistics down to one, and “they are just managing exceptions” to the normal course of business. As an example of an exception, Powell said that “a guy drove half way and then decided he wanted to quit,” leaving a load stranded. “Trying to train a computer on weird edge events [like that] is hard,” he said.
Better efficiency for equipment usage and then saving money on employee costs by automating their work are the two main ways Optimal Dynamics saves money for customers. Powell says most of the savings come in the former rather than the latter, since utilization is often where the most impact can be felt.
On the technical front, the key improvement the company has devised is how to rapidly solve the ultra-complex optimization problems that logistics companies face. The company does that through value function approximation, which is a field of study where instead of actually computing the full range of stochastic optimization solutions, the program approximates the outcomes of decisions to reduce compute time. We “take in this extraordinary amount of detail while handling it in a computationally efficient way,” Powell said. That’s where we have really “wedged ourselves as a company.”
Early signs of success with customers led to a $4 million seed round led by Homan Yuen of Fusion Fund, which invests in technically sophisticated startups (i.e. the kind of startups that take decades of optimization research at Princeton to get going). Powell said that raising the round was tough, transpiring during the first weeks of the pandemic last year. One corporate fund pulled out at the last minute, and it was “chaos ensuing with everyone,” he said. This Series A process meanwhile was the opposite. “This round was totally different — closed it in 17 days from round kickoff to closure,” he said.
With new capital in the bank, the company is looking to expand from 25 employees to 75 this year, who will be trickling back to the company’s office in the Flatiron neighborhood of Manhattan in the coming months. Optimal Dynamics targets customers with 75 trucks or more, either fleets for rent or private fleets owned by companies like Walmart who handle their own logistics.
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Zencargo raises $42M to expand its digital-first freight-forwarding platform internationally
While consumers and businesses continue to use their purchasing power to spin the wheels of the globalized economy, one of the companies that’s built a technology platform to help that economy operate more smoothly is announcing an investment to double down on growth.
Zencargo, which has built a digital platform to enable freight forwarding — the process by which companies organize and track the movements of items they are making and selling (and the components needed for those items) — has raised £30 million (about $42 million). Alex Hersham, the CEO who co-founded the company with Richard Fattal (CCO) and Jan Riethmayer, said that London-based Zencargo will be using the funding to open offices in the Netherlands, Hong Kong and the U.S.; to more than double its headcount to 350 from 150 today; and to begin to make moves into trade finance — a critical lever for facilitating the trading activities that are the bread and butter of Zencargo’s business.
The Series B is being led by Digital+ Partners, with HV Capital, which led its previous round, also participating. Zencargo is not disclosing its valuation, but the company — which provides services both to companies and distributors like Amazon to ship goods to its fulfillment centers, and brands like Vivienne Westwood, Swoon Furniture, and Soho Home — said that it is on track to make £100 million in revenues this year, and £200 million in 2022.
That is against the backdrop of some major world events that have both proven to be challenges as well as opportunities for the startup.
Brexit in the U.K. has created quite a mess for moving goods in and out of the country and into Europe (difficult but ultimately a net positive for Zencargo: it helps facilitate some aspects of that movement for its clients). COVID-19, meanwhile, has impacted economies (again: a difficult impact but also a positive, in that people are spending more money on goods for themselves and less on travel, leading to more demand for shipping those goods around the globe).
The Suez Canal blockage, on the other hand, also continues to loom (not great: Hersham said that Zencargo and others are still dealing with the fallout of those delays, although it’s highlighted the need for blended approaches when it comes to moving goods, with some items shipped slower by sea, and others faster by air or road). And there is the growing priority of how shipping impacts carbon footprints (an area of opportunity, interestingly: Zencargo can provide more efficient routing, and also services to consider how to carbon offset shipping activities).
The more general challenge that Zencargo is tackling goes hand in hand with our existence as consumers.
Many of us do not blink an eye when we go online or to a store to procure something, and we get whatever that happens to be right away.
But the simplicity of wanting and subsequently obtaining goods sits on top of a huge, and hugely complex, logistics operation. It might involve components, assembly or growing and processing things, shipping from one place to another, passing through multiple distribution and shipping hubs, customs, retailers and finally delivery to your store, or directly to you — a logistics chain that, taking all the world’s goods into account, has been estimated to be worth up to $12 trillion annually. Freight forwarding is the process by which all of that logistics works as it should, and in itself accounts for hundreds of billions of dollars in spend, and potentially more than $1 trillion in costs when things go awry.
Traditionally, a lot of freight forwarding work has been done offline, a messy process involving paper and faxing, prone to mistakes, over- and under-supply based on sales and typically hard to scrutinize because of the lack of centralized information. Companies like Zencargo — along with others in the same space like Flexport — have built digitized platforms to manage all of this, tracking items by SKU data, matching shipments with real-time insights into sales and demand, and balancing different kinds of freight options to provide the right items at the right time. (Zencargo works across sea, air and land freight, with sea accounting for about half of all of its traffic, Hersham said.)
Zencargo’s services arguably will continue to see demand growing in line with the growth of the logistics industry, but the curveballs of the last several years, and in the last 12 months in particular, that have impacted the shipping business lay out an interesting road ahead for the startup in the future.
“The freight industry has struggled to keep pace with innovation. Archaic processes are still in place across the board, resulting in widespread inefficiencies,” said Patrick Beitel, managing director and founding partner at Digital+ Partners, in a statement. “Zencargo’s cutting edge technologies, plus deep industry experience and knowledge, are transforming the supply chain, and that marries up perfectly with Digital + Partners’ mission to back companies with best-in-class technology and exceptional management teams. We are honoured to join them on the next stage of their journey.”
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DoorDash announces new pricing for restaurants, with commissions as low as 15%
DoorDash is announcing new pricing plans for the restaurants that use the platform for pickups and deliveries.
Before this, the company did not offer standardized pricing across restaurants. However, the question of how high delivery app fees might go (and how parsimonious the payments might be for restaurants as a result) prompted DoorDash to publish a long blog post about its fee structure last fall.
In fact, Oregon and Washington have passed caps on delivery fees, while lawmakers in California, New York and Texas have proposed similar caps. On a call with reporters to discuss the new pricing, DoorDash COO Christopher Payne denied that the company changed its pricing to appease lawmakers.
“This is not designed in response to legislation,” Payne said. “It’s designed in response to listening to restauranteurs and learning what they need.”
DoorDash now offers three plans: DoorDash Basic, where restaurants only pay a 15% commission on deliveries, which shifts “a higher portion of the delivery cost to the customer” and supports a smaller delivery area; DoorDash Plus, where restaurants pay 25% to be part of DoorDash’s DashPass subscription program and get increased visibility in the DoorDash app; and DoorDash Premier, where restaurants pay 30% in exchange for the lowest customer fees, the largest delivery area and a growth guarantee of at least 20 orders per month across pickup, delivery and DoorDash-owned Caviar.
Across all plans, DoorDash says it will now charge only a 6% commission on pickup orders.
The company’s announcement includes statements from restaurant owners who are adopting the new plans. For example, here’s Sherry Copeland, owner of Jai Meals in Plano, Texas:
Jai Meals operates out of a local mall, so delivery has been an important part of how I have made up for lost income over the past year of dine-in closures. Despite this, my previous commission didn’t work for my business; it was hard to absorb that high of a cost, especially when delivery became a large percentage of my orders. With the Basic plan, I can offer delivery to customers, who increasingly enjoy the convenience delivery provides, but at a cost that is more aligned with my products, my goals and my customers’ needs.
Payne said these plans will become available to all restaurants on DoorDash today, although it may take up to five days for the new pricing to fully take effect. He added that DoorDash has been testing these plans over the past few months and that “we believe this will have negligible impact — no impact, really — on our economics, nor on Dasher earnings.”
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E-commerce tracking platform AfterShip raises $66M led by Tiger Global
AfterShip launched in 2012 to help online sellers track packages across different carriers, but since then it has built a suite of data analytics tools covering almost every step of the shopping experience, from email marketing to customer retention. The Hong Kong-headquartered startup announced today it has raised a $66 million Series B led by Tiger Global, with participation from Hillhouse Capital’s GL Ventures.
AfterShip’s last round of funding was a $1 million Series A in 2014. Co-founder Andrew Chan told TechCrunch that the company has been profitable since its launch and grew mainly through word-of-mouth referrals and partnerships, like a Shopify integration, that boosted its profile. But the company recently added a sales team and will use its latest capital on international hiring for sales and customer support. It also plans to launch new products and expand further in the United States, where about 70% of AfterShip’s customers are located.
The company’s software enables sellers to track shipments made through more than 740 carriers and handles more than 6 billion shipments each year. AfterShip’s partners with about 10,000 companies, including some of the biggest names in e-commerce: Shopify (where it is used by 50,000 merchants), Magento, Squarespace, Amazon, eBay, Etsy, Groupon, Rakuten, Wish and retail brands like Dyson and Inditex.
A branded shipment tracking page and email created with AfterShip’s software. Image Credits: AfterShip
AfterShip’s core product is its shipment tracking platform, but it also makes apps for shoppers, including self-service returns and package tracking, and sales and marketing tools for merchants that let them get more use out of data from shipments. Chan explained that package tracking is also a user engagement tool for sellers that lets them show more product recommendations and promotions to shoppers. AfterShip’s tools enables merchants to create their own branded tracking pages and notifications. Other features allow them to track the performance of different carriers, create email marketing campaigns and increase customer retention.
Its CRM capabilities help AfterShip differentiate from other shipment tracking aggregator providers.
“When we think of our vision, we look at what Salesforce is doing, but is there an e-commerce Salesforce that can cover more topics for sales people to use,” Chan said.
In press statement, Pengfei Wang, global partner at Tiger Global, said, “AfterShip leads the charge in making the shipping process more transparent and reliable for consumers and companies alike. As growth in e-commerce spirals ever upward, we are excited to partner with AfterShip and its leadership team as they continue to advance technology in this critical and expanding industry.”
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Tyltgo’s same-day delivery platform lets small businesses compete with Amazon
Tyltgo wants to make it easier for restaurants and small businesses to compete with same-day delivery services offered by the likes of Amazon and HelloFresh. The Canadian company, which recently raised CAD $2.3 million (USD $1.8 million) in a seed round, is akin to a white label Uber Eats, providing businesses an on-demand delivery platform under their own branding that connects them to gig economy couriers.
“I think about us as a post-purchase experience company,” co-founder and CEO Jaden Pereira told TechCrunch. “The recipient goes directly onto the merchant’s platform and places orders through them, so it feels like they’re interacting with the brand they purchased from throughout the entire experience. Our messages, notifications, tracking pages and delivery are all customized under the merchant’s brand name, but it’s powered by Tyltgo.”
The necessity of having products delivered during the pandemic’s shelter-in-place orders combined with the massive reach of e-commerce giants like Amazon has created a society that expects same-day deliveries. Tyltgo recognized the exclusionary nature of that reality on smaller businesses with less time and fewer resources, and contrived to remedy the situation with some innovative tech and gig economy couriers.
In July 2018, Pereira, 22, co-founded the company with fellow student and developer Aaron Paul while studying at the University of Waterloo. Pereira originally did deliveries himself as a side hustle, while building up a consumer-facing service on Shopify. In October 2019, Pereira and Paul shifted focus to B2B, identifying the real problem as merchants struggling to offer quality same-day delivery at an affordable price.
From December 2019 to December 2020, Tyltgo’s revenue grew 2,000%, says Pereira. The company started 2020 with two staff members and ended with nine, including former head of Uber Eats Canada’s marketplace operations, Joe Rhew, and former director of engineering at Goldman Sachs-acquired fintech company Financeit, Adnan Ali.
Aided by funding from VC firm TI Platform Management, Y Combinator and angel investor Charles Songhurst, Tyltgo projects another 1,500% revenue growth for 2021. The company’s goal is to expand its team, develop an API and app-based platform and add 100 more merchants across Ontario.
Pereira said Tyltgo originally focused on florists, and occasionally pharmacies, but demand from the restaurant industry led to the company’s new target — meal kit deliveries.
Meal kit services that provide the culinarily challenged with perfectly portioned ingredients and cooking instructions were already gaining popularity in the before times. When the pandemic hit, services like HelloFresh and Blue Apron saw even more growth. As restaurants struggled to keep their businesses open, many started to get in on the action, delivering restaurant-quality meals with instructions for heating and serving.
The global meal kit delivery services market is expected to reach almost $20 billion by 2027, with heat-and-eat options taking a large share of that market. Tyltgo is counting on the success of this industry. It has already secured partnerships with restaurants like General Assembly Pizza and Crafty Ramen, as well as with more traditional meal kit delivery services from grocery stores and organic farms.
Pereira said working in the “quasi-perishable space” of flowers and meal kits is both a challenge and a differentiator for the company. Depending on the contents of the delivery, Tyltgo will determine its perishability window and make sure to match that window with a driver. It’s also got an advanced fleet management platform that assigns a number of deliveries to suit the size of a courier’s vehicle.
“In the earlier days, the hardest part was being able to match those perishability windows without causing damage to the products,” said Pereira. “We all know that in logistics, you have to account for traffic, weather conditions, all these other things, but you have an eight-hour delivery window to get out 35 deliveries.”
Another challenge is ensuring the top-quality service Tyltgo advertises while working in the gig economy. Selecting for reliable couriers has slowed the company down at points, but Tyltgo aims to grow capacity only if it can simultaneously maintain a low error threshold.
“We won’t bring on a merchant if we don’t think we have the capacity to handle their deliveries and meet those expectations,” said Pereira.
Whether or not Tyltgo’s meal kit focus will end up driving scalability in the long run, the platform itself has legs. Pereira’s goal is to see Tyltgo become a part of every post-purchase customer experience for all retail trade categories, and that includes expanding into customer service, branding and transactions on top of delivery.
“The main reason why we’re doing this is because a lot of these smaller, brick-and-mortar retailers don’t have the time and resources to be able to compete with the Amazons of the world,” said Pereira. “We want to be able to put that power in their hands.”
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Saltbox raises $10.6M to help booming e-commerce stores store their goods
E-commerce is booming, but among the biggest challenges for entrepreneurs of online businesses are finding a place to store the items they are selling and dealing with the logistics of operating.
Tyler Scriven, Maxwell Bonnie and Paul D’Arrigo co-founded Saltbox in an effort to solve that problem.
The trio came up with a unique “co-warehousing” model that provides space for small businesses and e-commerce merchants to operate as well as store and ship goods, all under one roof. Beyond the physical offering, Saltbox offers integrated logistics services as well as amenities such as the rental of equipment and packing stations and access to items such as forklifts. There are no leases and tenants have the flexibility to scale up or down based on their needs.
“We’re in that sweet spot between co-working and raw warehouse space,” said CEO Scriven, a former Palantir executive and Techstars managing director.
Saltbox opened its first facility — a 27,000-square-foot location — in its home base of Atlanta in late 2019, filling it within two months. It recently opened its second facility, a 66,000-square-foot location, in the Dallas-Fort Worth area that is currently about 40% occupied. The company plans to end 2021 with eight locations, in particular eyeing the Denver, Seattle and Los Angeles markets. Saltbox has locations slated to come online as large as 110,000 square feet, according to Scriven.
The startup was founded on the premise that the need for “co-warehousing and SMB-centric logistics enablement solutions” has become a major problem for many new businesses that rely on online retail platforms to sell their goods, noted Scriven. Many of those companies are limited to self-storage and mini-warehouse facilities for storing their inventory, which can be expensive and inconvenient.
Scriven personally met with challenges when starting his own e-commerce business, True Glory Brands, a retailer of multicultural hair and beauty products.
“We became aware of the lack of physical workspace for SMBs engaged in commerce,” Scriven told TechCrunch. “If you are in the market looking for 10,000 square feet of industrial warehouse space, you are effectively pushed to the fringes of the real estate ecosystem and then the entrepreneurial ecosystem at large. This is costing companies in significant but untold ways.”
Now, Saltbox has completed a $10.6 million Series A round of financing led by Palo Alto-based Playground Global that included participation from XYZ Venture Capital and proptech-focused Wilshire Lane Partners in addition to existing backers Village Global and MetaProp. The company plans to use its new capital primarily to expand into new markets.
The company’s customers are typically SMB e-commerce merchants “generating anywhere from $50,000 to $10 million a year in revenue,” according to Scriven.
He emphasizes that the company’s value prop is “quite different” from a traditional flex office/co-working space.
“Our members are reliant upon us to support critical workflows,” Scriven said.
Besides e-commerce occupants, many service-based businesses are users of Saltbox’s offering, he said, such as those providing janitorial services or that need space for physical equipment. The company offers all-inclusive pricing models that include access to loading docks and a photography studio, for example, in addition to utilities and Wi-Fi.
Image Credits: Saltbox
Image Credits: Saltbox
The company secures its properties with a mix of buying and leasing by partnering with institutional real estate investors.
“These partners are acquiring assets and in most cases, are funding the entirety of capital improvements by entering into management or revenue share agreements to operate those properties,” Scriven said. He said the model is intentionally different from that of “notable flex space operators.”
“We have obviously followed those stories very closely and done our best to learn from their experiences,” he added.
Investor Adam Demuyakor, co-founder and managing partner of Wilshire Lane Partners, said his firm was impressed with the company’s ability to “structure excellent real estate deals” to help them continue to expand nationally.
He also believes Saltbox is “extremely well-positioned to help power and enable the next generation of great direct to consumer brands.”
Playground Global General Partner Laurie Yoler said the startup provides a “purpose-built alternative” for small businesses that have been fulfilling orders out of garages and self-storage units.
Saltbox recently hired Zubin Canteenwalla to serve as its chief operating officer. He joined Saltbox from Industrious, an operator co-working spaces, where he was SVP of Real Estate. Prior to Industrious, he was EVP of Operations at Common, a flexible residential living brand, where he led the property management and community engagement teams.
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Mexican unicorn Kavak raises a $485M Series D at a $4B valuation
Kavak, the Mexican startup that’s disrupted the used car market in Mexico and Argentina, today announced its Series D of $485 million, which now values the company at $4 billion. This round more than triples their previous valuation of $1.15 billion, which established them as a unicorn just a couple of months ago in October of 2020. Kavak is now one of the top five highest-valued startups in Latin America.
The round was led by D1 Capital Partners, Founders Fund, Ribbit and BOND, and brings Kavak’s total capital raised to date to more than $900 million. Kavak recently soft-launched in Brazil, and this new round of funding will be used to build out the Brazilian market and beyond, said Carlos García Ottati, Kavak’s CEO and co-founder. The company plans to do a full launch in Brazil in the next 60 days, García said, and we can expect to see Kavak in markets outside Latin America in the next 24 months, he added.
“We were built to solve emerging market problems,” García said.
Kavak, which was founded in 2016, is an online marketplace that aims to bring transparency, security and access to financing to the used car market. The company also offers its own financing through its fintech arm, Kavak Capital, and counts more than 2,500 employees and 20 logistics and reconditioning hubs in Mexico and Argentina.
“In Latin America, 90% of the [used car] transactions are informal, which leads to a 40% fraud rate,” said García, who experienced these challenges firsthand when he moved to Mexico from Colombia a couple of years ago and bought a used car.
“My budget allowed me to buy a used car, but there was no infrastructure around it. It took me six months to buy the car, and then the car had legal and mechanical issues and I lost most of my money,” he said. Kavak buys cars from individuals, refurbishes them and offers warranties to buyers.
“Instead of buying a new car, they can buy a better car that still has all the warranties. It’s a really aspirational process,” said García. The company, which really amounts to four companies in one given its areas of focus, was built to be comprehensive by design in order to meet the various gaps in the market, García said.
“When you’re building a business here [Latin America], you need to build several businesses because so many things are broken,” he said. That’s why the financing option, for example, has been a key to their success, according to García.
Financing has traditionally been hard to come by in Brazil, and as García said, the used car market lacks infrastructure there, too. That being said, Brazil is Latin America’s fintech hub, and the space has made leaps and bounds over the last 7-10 years with companies such as Nubank, PagSeguro, Creditas, PicPay, and others leading the way. As a result, credit cards and loans are more widely available today in the region, offering competition for Kavak Capital. While Kavak has localized some of its product for the Brazilian market — namely building out a Portuguese language version of the app and website — García said the markets are very similar.
“In Brazil, you still have the same problems that you have in Mexico, but Brazil is a little more developed, especially in fintech, which is light years ahead of Mexico,” he said.
With the Brazilian product heading to the races, García said they already have plans for other regions, though he declined to name them.
“80% of people in emerging markets don’t have access to a car,” García said of the global market size. “We want to go into big markets where customers are facing similar problems and where Kavak can really change their lives,” he added.
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