micromobility
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Why micromobility may emerge from the pandemic stronger than before
Since its inception, shared micromobility services have been in a precarious position — one supported by millions of dollars in venture capital. But the COVID-19 pandemic has brought even more turmoil upon an industry that has long struggled with unit economics. It has led to mass layoffs, operation shutdowns across several markets and more consolidation.
Despite the struggles of individual operators, micromobility as technology will come out of this stronger than before, industry analyst Horace Dediu tells TechCrunch.
Dediu, an analyst who coined the term “micromobility” and founded Micromobility Industries, sees the silver lining in the pandemic for micromobility as it relates to the adoption of public transit alternatives. With ongoing concerns about the disease and social distancing, consumers may look to alternative modes of transportation — ones that require fewer interactions with strangers. But simply because a certain technology takes off doesn’t mean the current slate of operators will benefit.
“The companies involved may not survive a crisis,” Dediu says. “We don’t remember the fact there were 3,000 automobile companies in the United States prior to Henry Ford’s Model T. We don’t remember all the electrical suppliers out there and the consolidation that took place in the electrical field with Westinghouse. There’s a lot of historic references we can cite. But the fact of the matter is that up until the crisis there was an over-investment where probably too much capital was allocated to the industry chasing business models which are not sustainable…I think there will be a washout with a kind of consolidation and we’re seeing that already.”
Earlier this month, for example, Uber sold off JUMP to Lime, while simultaneously leading a $170 million investment in the micromobility startup. That funding round brought Lime’s valuation down 79%, to $510 million, according to The Information. Last April, Lime was valued at $2.4 billion.
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Boosted lays off ‘a significant portion’ of team as it looks for a buyer
Boosted, the startup behind the Boosted Boards and, more recently, the Boosted Rev electric scooter, has laid off “a significant portion” of its team, the company announced today. The company is now actively seeking a buyer.
Boosted attributes the layoffs to the costs of developing, producing and maintaining electric vehicles and the “unplanned challenge with the high expense of the US-China tariff war,” Boosted CEO Jeff Russakow and CTO John Ulmen wrote in a blog post.
“The Boosted brand will continue to pursue strategic options under new ownership,” they wrote.
Boosted, which got its start back in 2012, made its first foray outside of electric skateboards last year with the launch of an electric scooter. Boosted says more than 100,000 riders have traveled tens of millions of miles on the company’s vehicles.
“We are extremely proud of what our company has accomplished, and gratified to see so many happy customers riding their Boosted vehicles every day,” Russakow and Ulmen wrote.
This perhaps should not come as a surprise. For starters, micromobility is a hard business — one that no company can confidently say it has cracked. Meanwhile, The Verge reported earlier this month that the company was at risk of running out of money. On top of that, Boosted reportedly struggled to pay its vendors for the electric scooter.
“To Boosted’s customers and community, we’d like to thank you for your passionate support and encouragement over the last nine years,” Ulmen and Russakow wrote. “It’s been the thrill of our lives to spend time with you and help shape the future of mobility together. To the Boosted team, you made this company a special place, created multiple generations of incredibly innovative products, and created a compelling global brand; thank you so much for your hard work and dedication over the years.”
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Lime is laying off about 100 people and ceasing operations in 12 markets
Lime is hoping to achieve profitability this year by laying off about 14% of its workforce and ceasing operations in 12 markets, Axios first reported.
“Financial independence is our goal for 2020, and we are confident that Lime will be the first next-generation mobility company to reach profitability,” Lime CEO Brad Bao said in a statement to TechCrunch. “We are immensely grateful for our team members, riders, Juicers and cities who supported us, and we hope to reintroduce Lime back into these communities when the time is right.”
That means Lime is shutting down in Atlanta, Phoenix, San Diego, San Antonio, Linz, Bogotá, Buenos Aires, Montevideo, Lima, Puerto Vallarta, Rio de Janeiro and São Paulo.
This is not the first time Lime has pulled out of markets. Over the span of about a year, Lime exited at least 11 markets while it entered 69 new ones. Between 2018 and 2019, competitor Bird pulled out of 38 markets and entered 36 new ones.
And while layoffs are not fun, Lime is not alone. Last year, both Bird and Lyft laid off employees working on micromobility. In March, Bird laid off up to 5% of its workforce and then cut up to a dozen Scoot employees in December. Lyft, similarly, also laid off up to 50 people on its bikes and scooters team in March.
Following Lime’s $310 million round in February led by Bain Capital, it hit a valuation of $2.4 billion.
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Ex-Uber exec launches startup to autonomously reposition electric scooters and bikes
Just how Android is the operating system for a number of mobile phones, Tortoise wants to be the operating system for micromobility vehicles, its co-founder Dmitry Shevelenko, who previously served as Uber’s director of business development, told TechCrunch. Given the volume of micromobility operators in the space today, Tortoise aims to make it easier for these companies to more strategically deploy their respective vehicles and reposition them when needed.
Using autonomous technology in tandem with remote human intervention, Tortoise’s software enables operators to remotely relocate their scooters and bikes to places where riders need them, or, where operators need them to be recharged. On an empty sidewalk, Tortoise may employ autonomous technologies while it may rely on humans to remotely control the vehicle on a highly trafficked city block.
“There are big daily operating expenses with the repositioning of scooters using cars and vans,” Shevelenko said. “Not only is that very expensive, but it ends up undoing a lot of the environmental benefit of shared electric scooters.”
In order for this to work, Tortoise partners with both cities and operators — though the city partnership needs to happen first, Shevelenko said. That’s because Tortoise will only reposition the vehicles along routes that the city has pre-approved.
“We only want to deploy in cities that want this and have given us written permission,” Shevelenko said. “If the cities say yes, then the operators say yes.”
For the operators, they’ll need to install about $100 worth of equipment on each scooter in order to run Tortoise’s software. That includes two phone cameras, a piece of radar, a processor and a motor. If it’s a two-wheeled vehicle, Tortoise requires the addition of robotic training wheels. All of this is included in the reference design Tortoise provides to operators.
Tortoise on top of a YIMI A80 scooter
“In the same way Google helps Samsung make its phones work with the latest version of Android, it’s in our interest that people build vehicles that are compatible with Tortoise,” Shevelenko said. “We also consult with OEMs and help them with their testing.”
Tortoise is currently focused on suburban environments, but would like to make this work in cities like San Francisco, as well. For the initial pilot deployment, Tortoise is retrofitting existing scooters with robotic training wheels. In rider mode, those wheels are up, but in autonomy mode, it’s wheels down.
Tortoise envisions three general use cases for repositioning. The first is reparking the scooter in a higher-trafficked area immediately after a rider trip is complete. The second is implementing digital scooter stops of sorts where riders can request a scooter to go there. The third is the Uber-Lyft experience where the scooter goes directly to you, wherever you are.
“The key to making that third use-case work is having enough scooters so that the ETA is predictable and accurate,” Shevelenko said.
While the software will ultimately rely on the battery capabilities of the vehicles, Shevelenko said most of the battery consumption happens when there is a rider on the vehicle. Because Tortoise will only reposition them without riders present, it will consume very little of the battery, Shevelenko said.
“Assuming eight repositions a day using our technology at 30 minutes each, that only takes up about 10% of a daily charge,” he said. “Even if that weren’t the case, as operators switch to swappable batteries, if you’re getting more rentals per day because of repositioning based on demand, you could just drive it to a location where it’s close to a swappable battery location.”
Tortoise tech in action in Peachtree Corners
As business and mobility analyst Horace Dediu recently told me, these micromobility vehicles have an opportunity to also be software hubs. In fact, he said it’s where he expects bigger players like Google and Apple to enter the space. So far, Tortoise has partnered with Peachtree Corners, Ga. to demonstrate its software at Atlanta Tech Park. It’s also working with operators and manufacturers like Wind, CityBee, Go X and Shared to deploy Tortoise in their respective markets.
Wind, which operates in countries like Denmark, France, Spain and Germany, sees Tortoise as a natural fit, its EMEA CEO Ed Schmidt said in a statement.
“It will allow us to keep sidewalks clear and safe for pedestrians while delivering on our mission to always have a scooter within a 2 minute walk of a user ready to take a ride,” he said. “This technology will enable us to provide the best mobility service for our users and the city authorities.”
Tortoise is not the only company to explore adding autonomous technology to micromobility vehicles. In January, Uber spoke about a micromobility robotics team that would explore autonomous scooters and bikes that could drive themselves to be charged, or drive themselves to locations where riders need them. Last month, Uber revealed a bit more about its New Mobility Robotics team that would explore sensing and robotics for light electric vehicles. That entails features like sidewalk detection and, down the road, automatic repositioning of scooters, Uber Head of New Mobility Robotics Alan Wells told TechCrunch.
“That makes sense for a number of reasons,” Wells said of automatic repositioning. “It has a possibility of addressing some of the biggest downsides of where do you park them and also make them convenient for riders without being a burden to other people.”
Tortoise has raised some funding, but is declining to disclose the amount and specific investors.
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Berlin’s Tier Mobility scoops up $60M as its scooter-based transportation service passes 10M rides
On the heels of Bird closing a $275 million round to help put itself in pole position in the electric scooter market, a smaller European rival has also raised some money to grow its own business. Tier Mobility, a Berlin-based startup that operates a fleet of 20,000 scooters across 40 cities in 12 countries, has raised $60 million, funding that Tier’s co-founder and CEO Lawrence Leuschner said it would invest in further geographical expansion and its technology.
Tier earlier this year started to describe itself as a “micro mobility” player, with plans to augment scooters with other transportation options, but in an interview Leuschner declined to say what those might be, or when they will come online. In the meantime, it’s been upgrading its fleet to a more robust hardware to cut down on maintenance costs (which has typically been one of the biggest strains on scooter startups): these newer scooters have lifespans of around 18 months and now make up some 80% of Tier’s current fleet, Leuschner said.
This latest funding, a Series B, is being co-led by Mubadala Capital and Goodwater Capital. Mubadala, for background, is the state fund for Abu Dhabi, which is currently the only non-European market where Tier operates. Mubadala made some headlines earlier this year when it was revealed that SoftBank was backing its $400 million fund for European investments. (Indirectly, this also means that SoftBank is backing Tier.)
“We firmly believe that micro-mobility as a form of transportation is here to stay, especially in Europe,” said Amer Alaily from Mubadala Capital in a statement. “We are confident that Tier Mobility is best positioned to become the leading player in Europe and globally. We are excited and look forward to building a global category leading company out of Europe.”
Others in this round include insurance giant Axa Germany, Evli Growth Partners, White Star Capital, Northzone, Speedinvest, Point9, Indico, Kibo Ventures, Market One Capital and — an ironic twist when you consider the reputation of scooter users being somewhat on the reckless side — Formula One racing champion Nico Rosberg. The valuation is not being disclosed.
The scooter market is a crowded one, but Tier’s rapid growth points both to the opportunity for those building services in it, and Tier’s own success.
Since raising its Series A (initially €25 million, but expanded to €32 million in February of this year), Tier has grown to 10 million rides, adding 8 million in the last four months both through its direct services and by way of partnerships with others, such as car rental company Sixt. That growth has led Tier to claim that it is currently the fastest-growing mobility company “in the world.” Leuschner — who co-founded the company with Matthias Laug (now CTO) — said the aggressive goal now is to hit between 3 million and 5 million rides weekly.
That’s impressive growth, but it comes with challenges. The funding today takes the total raised by Tier to around $95 million. However, relatively speaking, that is actually a modest amount when you consider the hundreds of millions raised by the likes of Bird (capital that it’s using in part to grow in Europe in direct competition with Tier) and Lime.
Tier has taken the view, so far, that big money isn’t the only way to build a big service.
“With our Series A funding of €32 million, we built the fastest-growing mobility company,” Leuschner said. “We achieved that with a fraction of the capital of Bird and Lime. That shows how efficiently we are operating. With this round we will now accelerate the growth based on our scalable infrastructure and positive unit economics.”
With the scooter market’s unit economics unlike that of car-based on-demand transportation (the vehicles are owned, and there are not drivers to pay out, for starters), he said that Tier is already profitable in some of its markets.
One of the other big sticking points that has hindered the growth of more scooter services has been regulation, and specifically safety concerns, with reports of faulty software and human error / reckless driving both contributing to a number of accidents.
Leuschner noted that Tier has had around 250 accidents to date across its 10 million rides, with “the vast majority minor accidents.”
“We continue to educate users, but I can’t see a significant safety issue compared to other vehicles,” he added. “I think Tier has taken a leadership role in safety with the safest scooter on the market, permanent education of our users and insurance for every driver in every city.”
In this regard, having an insurance company — Axa — now on board as a strategic investor will potentially see both more safety initiatives rolled out by Tier, but also potentially the emergence of insurance policies provided to customers as part of the service.
All told, the strong growth on the back of conservative capital, combined with the experience of the founders (Laug had also been the co-founder of Lieferando, one of the first big food delivery startups in Europe), and that interesting backing from big industry players, has all contributed to an optimistic outlook from investors.
“Tier Mobility is not only the fastest-growing mobility company in the world, but one of the fastest-growing companies in consumer tech history,” noted Chi-Hua Chien, the star investor and Goodwater Capital co-founder who had previously been at Kleiner Perkins and before that Accel.
“With phenomenal execution they have emerged as the leading micromobility provider in Europe on only a fraction of the invested capital of their competitors. This is a true testament to the uniquely capital efficient and profitable model the team chose to deploy from the outset. Tier’s unique approach to operations and partnerships yields superior unit economics and defensibility.”
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Local governments are forcing the scooter industry to grow up fast
Gone are the days when tech companies can deploy their services in cities without any regard for rules and regulations. Before the rise of electric scooters, cities had already become hip to tech’s status quo (thanks to the likes of Uber and Lyft) and were ready to regulate. We explored some of this in “The uncertain future of shared scooters,” but since then, new challenges have emerged for scooter startups.
And for scooter startups, city regulations can make or break their businesses across nearly every aspect of operations, especially two major ones: ridership growth and ability to attract investor dollars. From issuing permits to determining how many scooters any one company can operate at any one time to enforcing low-income plans and impacting product roadmaps, the ball is really in the city’s court.
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Ethics in the age of autonomous vehicles
Earlier this month, TechCrunch held its inaugural Mobility Sessions event, where leading mobility-focused auto companies, startups, executives and thought leaders joined us to discuss all things autonomous vehicle technology, micromobility and electric vehicles.
Extra Crunch is offering members access to full transcripts of key panels and conversations from the event, such as Megan Rose Dickey‘s chat with Voyage CEO and co-founder Oliver Cameron and Uber’s prediction team lead Clark Haynes on the ethical considerations for autonomous vehicles.
Megan, Oliver and Clark talk through how companies should be thinking about ethics when building out the self-driving ecosystem, while also diving into the technical aspects of actually building an ethical transportation product. The panelists also discuss how their respective organizations handle ethics, representation and access internally, and how their approaches have benefited their offerings.
Clark Haynes: So we as human drivers, we’re naturally what’s called foveate. Our eyes go forward and we have some mirrors that help us get some situational awareness. Self-driving cars don’t have that problem. Self-driving cars are designed with 360-degree sensors. They can see everything around them.
But the interesting problem is not everything around you is important. And so you need to be thinking through what are the things, the people, the actors in the world that you might be interacting with, and then really, really think through possible outcomes there.
I work on the prediction problem of what’s everyone doing? Certainly, you need to know that someone behind you is moving in a certain way in a certain direction. But maybe that thing that you’re not really certain what it is that’s up in front of you, that’s the thing where you need to be rolling out 10, 20 different scenarios of what might happen and make certain that you can kind of hedge your bets against all of those.
For access to the full transcription below and for the opportunity to read through additional event transcripts and recaps, become a member of Extra Crunch. Learn more and try it for free.
Megan Rose Dickey: Ready to talk some ethics?
Oliver Cameron: Born ready.
Clark Haynes: Absolutely.
Rose Dickey: I’m here with Oliver Cameron of Voyage, a self-driving car company that operates in communities, like retirement communities, for example. And with Clark Haynes of Uber, he’s on the prediction team for autonomous vehicles.
So some of you in the audience may remember, it was last October, MIT came out with something called the moral machine. And it essentially laid out 13 different scenarios involving self-driving cars where essentially someone had to die. It was either the old person or the young person, the black person, or the white person, three people versus one person. I’m sure you guys saw that, too.
So why is that not exactly the right way to be thinking about self-driving cars and ethics?
Haynes: This is the often-overused trolley problem of, “You can only do A or B choose one.” The big thing there is that if you’re actually faced with that as the hardest problem that you’re doing right now, you’ve already failed.
You should have been working harder to make certain you never ended up in a situation where you’re just choosing A or B. You should actually have been, a long time ago, looking at A, B, C, D, E, F, G, and like thinking through all possible outcomes as far as what your self-driving car could do, in low probability outcomes that might be happening.
Rose Dickey: Oliver, I remember actually, it was maybe a few months ago, you tweeted something about the trolley problem and how much you hate it.
Cameron: I think it’s one of those questions that doesn’t have an ideal answer today, because no one’s got self-driving cars deployed to tens of thousands of people experiencing these sorts of issues on the road. If we did an experiment, how many people here have ever faced that conundrum? Where they have to choose between a mother pushing a stroller with a child and a regular, normal person that’s just crossing the road?
Rose Dickey: We could have a quick show of hands. Has anyone been in that situation?
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How top VCs view the new future of micromobility
Earlier this month, TechCrunch held its annual Mobility Sessions event, where leading mobility-focused auto companies, startups, executives and thought leaders joined us to discuss all things autonomous vehicle technology, micromobility and electric vehicles.
Extra Crunch is offering members access to full transcripts key panels and conversations from the event, including our panel on micromobility where TechCrunch VC reporter Kate Clark was joined by investors Sarah Smith of Bain Capital Ventures, Michael Granoff of Maniv Mobility, and Ted Serbinski of TechStars Detroit.
The panelists walk through their mobility investment theses and how they’ve changed over the last few years. The group also compares the business models of scooters, e-bikes, e-motorcycles, rideshare and more, while discussing Uber and Lyft’s role in tomorrow’s mobility ecosystem.
Sarah Smith: It was very clear last summer, that there was essentially a near-vertical demand curve developing with consumer adoption of scooters. E-bikes had been around, but scooters, for Lime just to give you perspective, had only hit the road in February. So by the time we were really looking at things, they only had really six months of data. But we could look at the traction and the adoption, and really just what this was doing for consumers.
At the time, consumers had learned through Uber and Lyft and others that you can just grab your cell phone and press a button, and that equates to transportation. And then we see through the sharing economy like Airbnb, people don’t necessarily expect to own every single asset that they use throughout the day. So there’s this confluence of a lot of different consumer trends that suggested that this wasn’t just a fad. This wasn’t something that was going to go away.
For access to the full transcription below and for the opportunity to read through additional event transcripts and recaps, become a member of Extra Crunch. Learn more and try it for free.
Kate Clark: One of the first panels of the day, I think we should take a moment to define mobility. As VCs in this space, how do you define this always-evolving sector?
Michael Granoff: Well, the way I like to put it is that there have been four eras in mobility. The first was walking and we did that for thousands of years. Then we harnessed animal power for thousands of years.
And then there was a date — and I saw Ken Washington from Ford here — September 1st, 1908, which was when the Model T came out. And through the next 100 years, mobility is really defined as the personally owned and operated individual operated internal combustion engine car.
And what’s interesting is to go exactly 100 years later, September 2008, the financial crisis that affects the auto industry tremendously, but also a time where we had the first third-party apps, and you had Waze and you had Uber, and then you had Lime and Bird, and so forth. And really, I think what we’re in now is the age of digital mobility and I think that’s what defines what this day is about.
Ted Serbinski: Yeah, I think just to add to that, I think mobility is the movement of people and goods. But that last part of digital mobility, I really look at the intersection of the physical and digital worlds. And it’s really that intersection, which is enabling all these new ways to move around.
Image via Getty Images / Jackie Niam
Clark: So Ted you run TechStars Detroit, but it was once known as TechStars Mobility. So why did you decide to drop the mobility?
Serbinski: So I’m at a mobility conference, and we no longer call ourselves mobility. So five years ago, when we launched the mobility program at TechStars, we were working very closely with Ford’s group and at the time, five years ago, 2014, where it started with the connected car, auto and [people saying] “you should use the word mobility.”
And I was like “What does that mean?” And so when we launched TechStars Mobility, we got all this stuff but we were like “this isn’t what we’re looking for. What does this word mean?” And then Cruise gets acquired for a billion dollars. And everyone’s like “Mobility! This is the next big gold rush! Mobility, mobility, mobility!”
And because I invest early-stage companies anywhere in the world, what started to happen last year is we’d be going after a company and they’d say, “well, we’re not interested in your program. We’re not mobility.” And I’d be scratching my head like, “No, you are mobility. This is where the future is going. You’re this digital way of moving around. And no, we’re artificial intelligence, we’re robotics.”
And as we started talking to more and more entrepreneurs, and hundreds of startups around the world, it became pretty clear that the word mobility is actually becoming too limiting, depending on your vantage where you are in the world.
And so this year, we actually dropped the word mobility and we just call it TechStars Detroit, and it’s really just intersection of those physical and digital worlds. And so now we don’t have a word, but I think we found more mobility companies by dropping the word mobility.
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Sources: Bird is in talks to acquire scooter startup Scoot
If you are among those who thought that the scooter market sounded a little overhyped and overcrowded, we’ve gotten wind of a deal that could point to some impending consolidation. The on-demand scooter business Bird has agreed to acquire Scoot, a smaller two-wheeled mobility startup, sources tell TechCrunch.
The stage of the negotiations is not clear although from what our sources tell us, it sounds like the deal is not closed. Contacted for a response, both Scoot and Bird said they declined to comment on speculation.
If accurate, it would be far from a merger of equals. Scoot was last valued at around $71 million, having raised about $47 million in equity funding to date from Scout Ventures, Vision Ridge Partners, angel investor Joanne Wilson and more.
Bird is significantly larger. Led by chief executive officer Travis VanderZanden, earlier this year the company was working on a round of financing reportedly worth $300 million at a $2.3 billion valuation. We’ve been able to confirm that this round has now closed, although we don’t yet know the final amount or who the investors are. (Backers of Bird include Sequoia, Index, Charles River Ventures, Tusk Ventures, Upfront Ventures and dozens more.) Scoot would be Bird’s first full acquisition.
Scooting toward consolidation
It’s still very early days in the scooter market in terms of consumer adoption, but that hasn’t stopped people from launching a lot of startups and raising funding to capitalise on what many believe will be a big opportunity longer term.
That promise is made bigger by the regulatory structure of the scooter market. Similar to their approach to bikes, many cities restrict the number of licenses they give out to companies to run on-street, hourly scooter services. Winning a license can give a company a near-monopoly on building a business in that city.
It also means that a combination between two companies whose geographic footprints do not overlap becomes a much cheaper and faster way of instantly creating a bigger business.
Notably, Scoot has a license to operate a pick-up/drop-off street service in the key market of San Francisco — where it competes with Skip, the only other licensed operator in the city. (Note: Bird last month did start up business again in SF, but only for the less popular offer of monthly rentals.)
What’s more, the two startups do not have any overlap in the rest of their footprints. Scoot is active in Barcelona, Spain and Santiago, Chile. Bird, on the other hand, has launched in about 100 cities spanning the U.S. and Europe, but its list does not include any of the cities where Scoot has rolled out its service.
Bird announced its new, two-seated electric vehicle earlier this week
On the vehicle front, the story is a little different. The two are providing, more or less, the same kinds of vehicles. Scoot has built out a network focused primarily on electric push scooters, seated scooters and electric bikes. Bird, meanwhile, has mostly built its service around electric push scooters, but just yesterday the company debuted its first seated vehicle to expand into a new product class.
Bird acquiring Scoot will help the two achieve better economies of scale in terms of vehicle purchasing power and device R&D.
It also helps them compete against the big boys. The market for scooters and other two-wheeled vehicles (collectively termed “micro-mobility”) is still a relatively new one, but Lyft and Uber have also waded in early to establish market share, as part of their own strategies to position themselves as the go-to platforms for any and all transportation needs.
Bird buying Scoot is one likely M&A move, but it’s not the only one.
Sources have told TechCrunch that an Uber acquisition of Skip (the other provider in SF) could also be in the works. Skip, much like Scoot, is another small player in the e-scooter market. To date, it has secured $31 million in venture capital funding from Initialized Capital, Accel and others.
Uber is already an active acquirer in the area of mico-mobility. If you remember, it acquired JUMP Bikes for $200 million in April 2018.
Uber’s acquisition of JUMP wasn’t surprising. In January 2018, the ride-hailing giant partnered with JUMP to launch Uber Bike, which lets Uber riders book JUMP bikes via the Uber app.
Other acquisitions in the nascent micro-mobility space include Lyft’s purchase of Motivate, a deal announced roughly one year ago. Motivate, the oldest and largest electric bike-share company in North America, did not disclose terms of the deal, though reports indicated it was asking for at least $250 million.
Bird — founded in 2017 — has yet to announce any acquisitions, although a spokesperson for the company said there have been quiet acqui-hires before now.
It was itself the subject of acquisition rumors for several months in 2018, too. Prior to Uber filing to go public in what was one of the most highly anticipated initial public offerings of the decade, many expected it to shell out cash for either Bird or Lime. From what we know, Uber was in discussions to acquire Bird, but ultimately it wasn’t able to meet Bird’s steep asking price.
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Movo grabs $22.5M to get more cities in LatAm scooting
Madrid-based micromobility startup Movo has closed a €20 million (~$22.5M) Series A funding round to accelerate international expansion.
The 2017-founded Spanish startup targets cities in its home market and in markets across LatAm, offering last-mile mobility via rentable electric scooters (e-mopeds and e-scooters) plotted on an app map. It’s a subsidiary of local ride-hailing firm Cabify, which provided the seed funding for the startup.
Movo’s Series A round is led by two new investors: Insurance firm Mutua Madrileña, doubtless spying strategic investment potential in helping diversify its business by growing the market for humans to scoot around cities on two wheels — and VC fund Seaya Ventures, an early investor in Cabify.
Both Mutua Madrileña and Seaya Ventures are now taking a seat on Movo’s board.
Commenting on the Series A in a statement, Javier Mira, general director of Mutua Madrileña, said: “The equity investment in Movo reflects Mutua Madrileña’s aspiration to respond to the new mobility needs that are emerging, and to the economic and social changes that are occurring and that are transforming our life habits.”
Movo currently operates in six cities across five countries — Spain, México, Colombia, Perú and Chile.
It first launched an e-moped service in Madrid a year ago, according to a spokeswoman, and has since expanded domestic operations to the southern Spanish coastal city of Malaga, as well as riding into Latin America.
The new funding is mostly pegged for further international expansion, with a plan to expand into new markets in LatAm, including Argentina, Brazil and Uruguay. Movo is targeting operating in a total of 10 countries by the end of 2019.
The Series A will also be used to grow its vehicle fleet in existing markets, it said.
“We are very excited to be able to offer a solution to the problems of mobility in cities, particularly for short distances in areas with high population density,” said CEO Pedro Rivas in a statement. “We are committed to working together with governments to complement mass public transport with these new micromobility alternatives, so that people can get around in a more sustainable and efficient way.”
Commenting on its investment in the Cabify subsidiary, Seaya Ventures’ Beatriz Gonzalez, founder and managing partner, said the fund is “committed to the evolution of mobility towards sustainable alternatives in the world’s major cities.”
“We want to be part of the transport revolution by promoting projects like Cabify and, of course, Movo,” she said in a statement, which seeks to paint micromobility as a solution for urban congestion and poor air quality. “We are motivated to continue to promote companies with which we share this sense of responsibility towards the development and improvement of people’s quality of life.”
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