Transportation
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Fluid Truck, the Zipcar of commercial trucks, raises $63M to take on rental giants
Fluid Truck has built an app-based platform that aims to take away the pain and cost of owning or leasing commercial vehicles, all while grabbing market share from established companies like Penske, Ryder and U-Haul.
Now, it has the capital to help it get there. The Denver-based company said Tuesday it raised $63 million in a Series A funding round to expand its truck-sharing platform, which helps mid-mile and last-mile delivery companies remotely manage an on-demand rental fleet via web or mobile app. Private equity firm Bison Capital led the round, with participation from Ingka Investments (part of Ingka Group, the main Ikea retailer), Sumitomo Corporation of Americas and Fluid Vehicle Owners.
The investment, its first external round, comes after rapid growth at the four-year-old company. Founder and CEO James Eberhard told TechCrunch that revenue increased 100x in the last two years. That type of growth sounds promising, but the company did not provide a baseline, so it’s hard to judge scale.
With e-commerce expected to continue to rise at a global 9.5% compound annual growth rate from 2020 to 2025, the demand for accessible trucks for hire might see correlative growth. It’s no surprise that e-commerce is one of the industries Fluid Truck has targeted.
Fluid Truck, which operates in 25 U.S. markets, operates like the car-sharing company Zipcar, with a commercial bent. Businesses such as moving and e-commerce delivery companies can use the platform to rent trucks. Fluid Truck’s pitch to businesses extends beyond the “you don’t need to buy or lease” argument. The platform also allows delivery companies to dispense with having a manager on staff who would manage, maintain and eventually sell the fleet.
Businesses eager to outsource the purchasing and managing of their trucks can find fleets for hire in industrial parks and retail areas within Fluid’s service network.
“You can hop on our platform, rent a truck and be in it in a matter of minutes, which really allows businesses to scale up and scale down,” said Eberhard. “We’re watching our user behavior go from a place where they used to own every vehicle they needed at a time to a place where they’re now grabbing spare capacity off Fluid.”
Eberhard hopes to see that type of supplementary use morph into an end state where companies don’t own a single truck and run solely on Fluid Truck’s platform.
Fluid Truck argues that its tech stack, which is designed to smooth out the booking and renting process, gives it a competitive edge in a market dominated by the likes of U-Haul, Ryder and or other small depots. Eberhard said the process of going to a depot and waiting in line is slow and sloppy, whereas Fluid Truck’s app makes renting a van as easy as calling an Uber.
“We take all those complexities away and allow people to have a virtual fleet,” Eberhard told TechCrunch.
Fluid Truck’s fleet is made up of thousands — and soon to be tens of thousands — of cargo vans, pickup trucks, large box trucks and various other vehicles. The company also claims to have the largest medium-duty EV rental fleet in the United States, which it continues to expand as it works with OEMs to increase fleet capacity. Electric vehicles still make up less than 1% of its total portfolio due to the slower adoption of EVs on the commercial side.
Eberhard wants Fluid to be a dominant force in the trucking industry. But Fluid Truck is not the only truck sharing app on the streets. Competitors GoShare and Bungii have similar offerings.
This sizable round could provide an advantage as it tries to become the household name in digital truck sharing. Perhaps, as importantly, the company has the attention and investment of Ikea.
“This is another step in enabling Ikea retail to provide last mile delivery services to our customers, continue to improve on our customer promise, while also reducing our environmental footprint,” Krister Mattsson, managing director of Ingka Investments said in a statement, a comment that suggests a future partnership with Fluid Truck.
With this latest capital round, Fluid’s goal is to (you guessed it) scale outwards, with a focus on expanding the team, adding dozens more markets in the U.S. and preparing to take Fluid into the EU and Canada.
Fluid Truck will also be investing back into its own tech stack, which includes an internal proprietary telematics platform to predict and automate servicing and maintenance of the company’s fleet.
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Volvo to sell only all-electric vehicles by 2030
Volvo Cars said it will only make and sell all-electric vehicles by 2030 as part of a broader transformation of the automaker that will include shifting sales online.
“The key to sustainability is electrification, said Volvo Cars CEO Håkan Samuelsson during a presentation Tuesday. “Together with investments in charging infrastructure that is the right way to go and the course we have chosen at Volvo.”
The announcement was tied to the launch of the C40 Recharge, a low-slung crossover based on the company’s CMA vehicle platform. While the C40 is the second vehicle under Volvo’s EV-focused Recharge brand, it is the first model designed from the beginning as a battery-electric only vehicle. All Volvo vehicles with fully electric and plug-in hybrid powertrains are housed under the Recharge brand. Like the XC40 Recharge, the C40 will have an infotainment system powered by Google’s Android operating system and the ability to handle over-the-air software updates.
Image Credits: Screenshot/Volvo
“It’s a car of firsts and it’s a car of the future,” CTO Henrik Green said, adding that the C40 will have two motors, a 78 kilowatt-hour battery and an estimated range of 420 km (260 miles) that will improve over time via software updates. C40 will go in production this fall and will be built alongside the XC40 Recharge at the Volvo Cars manufacturing plant in Ghent, Belgium, the company said.
Volvo, which is owned by China’s Geely Holdings, aims for 50% of its global sales to consist of fully electric cars, with the rest hybrids. By 2030, every car it sells should be fully electric, the company said.
The company is well on its way to its electrification goal, according to Samuelsson, noting that last year one car out of three sold in Europe was a Recharge model, a chargeable plug-in hybrid.
Volvo’s evolution isn’t just pinned to the powertrain.
“The future customer offer cannot just consist of an electric car,” Samuelsson said. “We also need to listen to our consumers, and they expect transparency and a seamless experience getting and having a car.”
Volvo will only sell its all-electric vehicles online and at preset prices. Customers will be able to subscribe or buy the vehicles, which will come with a customer care package. The vehicles will also have pre-selected configurations to shorten the time between ordering and receiving a vehicle.
Volvo’s move to become an all-electric brand is in sync with a growing number of automakers, including GM and Jaguar. Last month, GM committed to selling only electric vehicles by 2035 and becoming a carbon neutral operation globally by 2040. GM said in November it will spend $27 billion over the next five years on the development of electric vehicles and automated technology, a 35% increase that exceeds the automaker’s investment in gas and diesel and is an effort to bring products to market faster.
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Is EV charging the next gig for the gig economy? SparkCharge thinks so
Last week the mobile charging battery company SparkCharge announced a partnership agreement with AllState that expands the company’s reach into vehicle services, driving the company further down the road toward its goal of making electric vehicle charging the next gig economy job.
The company, which has developed, designed and is commercializing a mobile vehicle charger, is also in the process of closing a $5 million round led by Shark Tank investor Mark Cuban and others as it brings its new mobile charging device, called the Roadie, to market.
SparkCharge’s 120 kilowatt fast charger can be delivered on-demand through a network of partners that now includes AllState and the Durham, North Carolina vehicle services startup, Spiffy. Customers can choose to top up with between 50 miles and 100 miles of charge using the Roadie, which is the lynchpin in a broader charging network that SparkCharge’s founder, Joshua Aviv, envisions.
“You can say I want a charge at this point in time at this location and this much range,” Aviv said. “You pay and have the charge delivered all on one app.”
So far, the agreement between AllState and SparkCharge covers four cities: Chicago, Los Angeles, San Francisco and San Diego, and the insurance and roadside assistance provider has ordered roughly 20 portable chargers.
Working through companies like Spiffy and AllState is one way to get to market, but SparkCharge’s chief executive thinks that independent workers could start up their own businesses offering on-demand charging to customers.
On-demand charges cost roughly 50 cents per mile and a customer can get a significant enough charge for as little as $10, according to Aviv.
“We’re basically creating a whole new [charging] network,” said Aviv. “This isn’t a network meant to be a stopgap. It’s a network that’s always on, always available and better and faster than [traditional chargers]… we don’t need permits, we don’t need construction. With our unit, you take it out of the box, you plug it into the car, you push a button and begin charging. With us, every parking spot, every location — that’s now a charging station. That’s a much better network than the legacy.”
Folks who wanted to offer the charging services would pay roughly $450 per month for the equipment and that would give them the battery and the equipment they would need to start their own on-demand EV charging business.
“It’s a business designed to allow people to service EV owners,” said Aviv.
The Somerville, Massachusetts-based company was born from Aviv’s own fascination and frustration with the current state of electric vehicle charging infrastructure.
As The Wall Street Journal noted, the lack of charging infrastructure is one of the major obstacles that electric vehicles have to overcome for them to achieve mass adoption.
In a survey of 3,500 electric vehicle drivers, cited by the Journal, which was conducted in September and October of last year by the advocacy group Plug In America, over half of respondents reported having problems with public charging. Those problems are worse for drivers who don’t own Teslas.
Whatever else may be true about the EV that Elon built (along with thousands of workers and a slew of additional innovators and company founders), Tesla’s emphasis on having mostly adequate charging infrastructure to support its customers has paid huge dividends. And other carmakers, retailers and standalone charging service providers are only beginning to catch up.
Companies ranging from oil majors like Shell to automakers like Volkswagen, who spent $2 billion to build out an electric vehicle charging network as part of the settlement from its diesel emissions chicanery, have networks built out or in the pipeline.
For Aviv, who has owned an electric vehicle since 2013 when he bought a Chevrolet Volt, the problem was clear. He began working on the company in 2014 while still a student at Syracuse University. A professor and advisor at the university had previously served on the board of the Environmental Protection Agency and was a huge proponent of electric vehicles.
After college Aviv continued to work on the business developing a portable charging station and then creating a platform for distribution and sales and a network of service providers on top of it. That’s how SparkCharge was built.
In the early days, the company received assistance from groups like the Los Angeles Clean Technology Incubator and investors like Techstars Boston, Techstars, Steve Case’s Rise of the Rest fund and his Revolution investment firm, PEAK6 Investments and the Buffalo, New York-based accelerator 46North, along with investors like Cuban.
“I saw that the current [charging] infrastructure that we have has a lot of flaws,” Aviv said. They include the downtime between charging infrastructure upkeep, the time it takes to grow the charging network and the lack of maintenance and support for chargers.
“There’s a huge push to move these chargers,” he said. “You don’t want these EV drivers to drive around a city with no guarantee of infrastructure. It’s an interesting tug of war that’s going on that we’re going to see unfold and consumers might be more persuaded to drive an EV [with SparkCharge] because not only can you deliver range but you can request it on demand.”
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Corporate sustainability initiatives may open doors for carbon offset startups
Commitments to carbon neutrality keep coming from all corners of the business world — over the past few weeks, companies ranging from the fast-casual restaurant chain Sweetgreen to the security-focused networking IT company Palo Alto Networks to the online craft retailer Etsy committed to net-zero carbon emission plans.
As the companies look for ways to reduce their energy consumption, they’re turning to carbon offset programs as a stopgap measure until the energy grid decarbonizes, they implement technologies to reduce their energy consumption, or both.
This push toward corporate sustainability is creating all kinds of strange bedfellows and startup opportunities, with major corporate offset programs and the establishment of new startups focused on offsets creating channels for sustainable technologies to get to market.
The latest example of a company leveraging a sustainability angle to tie a corporate partner even closer to their business is the agreement between Delta and Deloitte, which involves the accounting and consulting firm paying Delta for renewable jet fuel to offset the emissions of its corporate travel.
To be clear, a better policy for Deloitte would be to cut back on non-essential travel significantly and focus on doing as much remote work as possible to reduce the need for flights. But in some cases business travel is unavoidable, and most folks want to get back to a pre-pandemic normal, which — at least in the U.S. and other countries — will include significantly ramping up air travel for a percentage of the population.
As the BBC noted, air travel accounts for roughly 5 percent of the emissions that contribute to global climate change, but only a small percentage of the world actually uses air transport. According to one analysis from the International Council on Clean Transport, just 3 percent of the world’s population flies regularly. And if everyone in the world did fly, aircraft emissions would top the CO2 emissions of the entire U.S.
Which brings us back to Deloitte and Delta and startups.
Delta’s deal to buy sustainable aviation fuel that would offset a portion of the carbon emissions associated with Deloitte’s business travel is one small step toward greening the airline industry, but the question is whether it’s a significant first step or just an attempt to greenwash the unsustainable travel habits of a consulting industry that prides itself on such perks.
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EC roundup: BNPL startups, growth marketing tips, solid state battery market map, more
When I needed a new sofa several months ago, I was pleased to find a buy now, pay later (BNPL) option during the checkout process. I had prepared myself to make a major financial outlay, but the service fees were well worth the convenience of deferring the entire payment.
Coincidentally, I was siting on said sofa this morning and considering that transaction when Alex Wilhelm submitted a column that compared recent earnings for three BNPL providers: Afterpay, Affirm and Klarna.
I asked him why he decided to dig into the sector with such gusto.
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“What struck me about the concept was that we had just seen earnings from Affirm,” he said. “So we had three BNPL players with known earnings, and I had just covered a startup funding round in the space.”
“Toss in some obvious audience interest, and it was an easy choice to write the piece. Now the question is whether I did a good job and people find value in it.”
Thanks very much for reading Extra Crunch this week! Have a great weekend.
Walter Thompson
Senior Editor, TechCrunch
@yourprotagonist
As BNPL startups raise, a look at Klarna, Affirm and Afterpay earnings
Pilot CEO Waseem Daher tears down his company’s $60M Series C pitch deck
Image Credits: Colin Hawkins (opens in a new window) / Getty Images
I avoid running Extra Crunch stories that focus on best practices; you can find those anywhere. Instead, we look for “here’s what worked for me” articles that give readers actionable insights.
That’s a much better use of your time and ours.
With that ethos in mind, Lucas Matney interviewed Pilot CEO Waseem Daher to deconstruct the pitch deck that helped his company land a $60M Series C round.
“If the Series A was about, ‘Do you have the right ingredients to make this work?’ then the Series B is about, ‘Is this actually working?’” Daher tells TechCrunch.
“And then the Series C is more, ‘Well, show me that the core business is really working and that you have unlocked real drivers to allow the business to continue growing.’”
Can solid state batteries power up for the next generation of EVs?
Image Credits: Bryce Durbin
A global survey of automobile owners found three hurdles to overcome before consumers will widely embrace electric vehicles:
- 30-minute charging time
- 300-mile range
- $36,000 maximum cost
“Theoretically, solid state batteries (SSB) could deliver all three,” but for now, lithium-ion batteries are the go-to for most EVs (along with laptops and phones).
In our latest market map, we’ve plotted the new and established players in the SSB sector and listed many of the investors who are backing them.
Although SSBs are years away from mass production, “we are on the cusp of some pretty incredible discoveries using major improvements in computational science and machine learning algorithms to accelerate that process,” says SSB startup founder Amy Prieto.
Dear Sophie: Which immigration options are the fastest?
Image Credits: Bryce Durbin/TechCrunch
Dear Sophie:
Help! Our startup needs to hire 50 engineers in artificial intelligence and related fields ASAP. Which visa and green card options are the quickest to get for top immigrant engineers?
And will Biden’s new immigration bill help us?
— Mesmerized in Menlo Park
Why F5 spent $2.2B on 3 companies to focus on cloud native applications
Image Credits: Jasmin Merdan / Getty Images
Founded in 1996, F5 has repositioned itself in the networking market several times in its history. In the last two years, however, it spent $2.2 billion to acquire Shape Security, Volterra and NGINX.
“As large organizations age, they often need to pivot to stay relevant, and I wanted to explore one of these transformational shifts,” said enterprise reporter Ron Miller.
“I spoke to the CEO of F5 to find out the strategy behind his company’s pivot and how he leveraged three acquisitions to push his organization in a new direction.”
DigitalOcean’s IPO filing shows a two-class cloud market
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Cloud hosting company DigitalOcean filed to go public this week, so Ron Miller and Alex Wilhelm unpacked its financials.
“AWS and Microsoft Azure will not be losing too much sleep worrying about DigitalOcean, but it is not trying to compete head-on with them across the full spectrum of cloud infrastructure services,” said John Dinsdale, chief analyst and research director at Synergy Research.
Oscar Health’s initial IPO price is so high, it makes me want to swear
Image Credits: Nigel Sussman (opens in a new window)
I asked Alex Wilhelm to dial back the profanity he used to describe Oscar Health’s proposed valuation, but perhaps I was too conservative.
In March 2018, the insurtech unicorn was valued at around $3.2 billion. Today, with the company aiming to debut at $32 to $34 per share, its fully diluted valuation is closer to $7.7 billion.
“The clear takeaway from the first Oscar Health IPO pricing interval is that public investors have lost their minds,” says Alex.
His advice for companies considering an IPO? “Go public now.”
If Coinbase is worth $100 billion, what’s a fair valuation for Stripe?
Image Credits: Nigel Sussman (opens in a new window)
Last week, Alex wrote about how cryptocurrency trading platform Coinbase was being valued at $77 billion in the private markets.
As of Monday, “it’s now $100 billion, per Axios’ reporting.”
He reviewed Coinbase’s performance from 2019 through the end of Q3 2020 “to decide whether Coinbase at $100 billion makes no sense, a little sense or perfect sense.”
Winning enterprise sales teams know how to persuade the Chief Objection Officer
Image Credits: Alla Aramyan (opens in a new window) / Getty Images
A skilled software sales team devotes a lot of resources to pinpointing potential customers.
Poring through LinkedIn and reviewing past speaker lists at industry conferences are good places to find decision-makers, for example.
Despite this detective work, GGV Capital investor Oren Yunger says sales teams still need to identify the deal-blockers who can spike a deal with a single email.
“I call this person the Chief Objection Officer.”
3 strategies for elevating brand authority in 2021
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Every startup wants to raise its profile, but for many early-stage companies, marketing budgets are too small to make a meaningful difference.
“Providing real value through content is an excellent way to build authority in the short and long term,” says Amanda Milligan, marketing director at growth agency Fractl.
RIBS: The messaging framework for every company and product
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The most effective marketing uses good storytelling, not persuasion.
According to Caryn Marooney, general partner at Coatue Management, every compelling story is relevant, inevitable, believable and simple.
“Behind most successful companies is a story that checks every one of those boxes,” says Marooney, but “this is a central challenge for every startup.”
Ironclad’s Jason Boehmig: The objective of pricing is to become less wrong over time
On a recent episode of Extra Crunch Live, Ironclad founder and CEO Jason Boehmig and Accel partner Steve Loughlin discussed the pitch that brought them together almost four years ago.
Since that $8 million Series A, Loughlin joined Ironclad’s board. “Both agree that the work they put in up front had paid off” when it comes to how well they work together, says Jordan Crook.
“We’ve always been up front about the fact that we consider the board a part of the company,” said Boehmig.
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From April 1-2, some of the most successful founders and VCs will explain how they build their businesses, raise money and manage their portfolios.
At TC Early Stage, we’ll cover topics like recruiting, sales, legal, PR, marketing and brand building. Each session includes ample time for audience questions and discussion.
Use discount code ECNEWSLETTER to take 20% off the cost of your TC Early Stage ticket!
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Archer Aviation aims to launch network of urban air taxis in Los Angeles by 2024
Archer Aviation, the electric aircraft startup that recently announced a deal to go public via a merger with a blank-check company, plans to launch a network of its urban air taxis in Los Angeles by 2024.
The announcement comes two months after the formation of the Urban Air Mobility Partnership, a one-year initiative between Los Angeles Mayor Eric Garcetti’s office, the Los Angeles Department of Transportation and Urban Movement Labs to develop a plan for how to integrate urban aircraft into existing transportation networks and land use policies. Urban Movement Labs, launched in November 2019, is a public-private partnership involving local government and companies to develop, test and deploy transportation technologies. Urban Movement Labs and the city of Los Angeles are working on the design and access of “vertiports,” where people can go to fly on an “urban air mobility” aircraft. Urban air mobility, or UAM, is industry-speak for a highly automated aircraft that can operate and transport passengers or cargo at lower altitudes within urban and suburban areas.
Archer Aviation’s announcement comes two weeks since it landed United Airlines as a customer and an investor in its bid to become a publicly traded company via a merger with a special purpose acquisition company. Archer Aviation reached an agreement in early February to merge with special purpose acquisition company Atlas Crest Investment Corp., an increasingly common financial path that allows the startup to eschew the once traditional IPO process. The combined company, which will be listed on the New York Stock Exchange with ticker symbol “ACHR,” will have an equity valuation of $3.8 billion.
United Airlines, which has a major hub in Los Angeles, was one of the investors in the deal. Under the terms of its agreement, United placed an order for $1 billion of Archer’s aircraft. United has the option to buy an additional $500 million of aircraft.
“Archer’s commitment to launch their first eVTOL aircraft in one of United’s hubs means our customers are another step closer to reducing their carbon footprint at every stage of their journey, before they even take their seat,” Michael Leskinen, vice president of corporate development and investor relations at United Airlines, said in a statement. “We’re confident that Los Angeles is only the beginning for Archer and we look forward to helping them extend their reach across all of our Hubs.”
Archer has a ways to go before it’s ready to shuttle passengers. The company has yet to mass produce its electric vertical take-off and landing aircraft, which is designed to travel up to 60 miles on a single charge at speeds of 150 miles per hour. The company previously said it plans to unveil its full-scale eVTOL later this year and is aiming to begin volume manufacturing in 2023.
Designing and building a hub of vertiports is among the numerous tasks that must be completed in the next three years. Brett Adcock and Adam Goldstein, the company’s co-founders and co-CEOs, have said they’re open to using existing infrastructure such as helipads and parking garages in the short term. Their eVTOL, known as “Maker,” is built to fit within the size of the existing infrastructure, according to the company. That flexibility, assuming the Urban Air Mobility Partnership agrees with the strategy, could help Archer meet its 2024 deadline.
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ChargeLab raises seed capital to be the software provider powering EV charging infrastructure
As money floods into the electric vehicle market a number of small companies are trying to stake their claim as the go-to provider of charging infrastructure. These companies are developing proprietary ecosystems that work for their own equipment but don’t interoperate.
ChargeLab, which has raised $4.3 million in seed financing led by Construct Capital and Root Ventures, is looking to be the software provider providing the chargers built by everyone else.
“You’ll find everyone in every niche and corner,” says ChargeLab chief executive Zachary Lefevre. Lefevre likens Tesla to Apple with its closed ecosystem and compares ChargePoint and Blink, two other electric vehicle charging companies, to Blackberry — the once dominant smartphone maker. “What we’re trying to do is be Android,” Lefevre said.
That means being the software provider for manufacturers like ABB, Schneider Electric and Siemens. “These guys are hardware makers up and down the value stack,” Lefevre said.
ChargeLab already has an agreement with ABB to be their default software provider as they go to market. The big industrial manufacturer is getting ready to launch their next charging product in North America.
As companies like REEF and Metropolis revamp garages and parking lots to service the next generation of vehicles, ChargeLab’s chief executive thinks that his software can power their EV charging services as they begin to roll out that functionality across the lots they own.
Lefevre got to know the electric vehicle charging market first as a reseller of everyone else’s equipment, he said. The company had raised a pre-seed round of $1.1 million from investors including Urban.us and Notation Capital and has now added to that bank account with another capital infusion from Construct Capital, the new fund led by Dayna Grayson and Rachel Holt, and Root Ventures, Lefevre said.
Eventually the company wants to integrate with the back end of companies like ChargePoint and Electrify America to make the charging process as efficient for everyone, according to ChargeLab’s chief executive.
As more service providers get into the market, Lefevre sees the opportunity set for his business expanding exponentially. “Super open platforms are not going to be building an EV charging system any more than they would be building their own hardware,” he said.
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Extra Crunch roundup: Optimized SaaS pricing, recruiting growth experts, VC surveys, more
Since the pandemic began, have you been walking more, or do you know someone who bought a new car? Perhaps you ran your first errand on a rented e-bike or scooter?
Over the last year, I’ve experimented with different mobility options to see which ones best suit my needs, as have most people I know. It can be challenging to maintain a recommended physical distance on a bus or subway. (After a decade-plus hiatus, I even briefly considered rejoining the ranks of automobile owners!)
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It took some getting used to, but I now enjoy traveling around San Francisco on a scooter or e-bike. Pre-pandemic, I was leery of riding two-wheeled vehicles in a city with a high rate of injury collisions, but there are fewer cars on the road than there used to be.
COVID-19 has spotlighted many of the weakest points in our transportation system, but some of the rapid shifts in consumer behavior are creating opportunities for tech once considered fanciful, like sidewalk delivery robots and eVTOLs (electric vertical and takeoff vehicles).
Transportation editor Kirsten Korosec reached out to 10 investors to learn more “about the state of mobility, which trends they’re most excited about and what they’re looking for in their next investments.”
Here’s who she interviewed:
- Clara Brenner, co-founder and managing partner, Urban Innovation Fund
- Shawn Carolan, partner, Menlo Ventures
- Dave Clark, partner, Expa
- Abhijit Ganguly, senior manager, Goodyear Ventures
- Rachel Holt, co-founder and general partner, Construct Capital
- David Lawee, founder and general partner, CapitalG
- Sasha Ostojic, operating partner, Playground Global
- Sebastian Peck, managing director, InMotion Ventures
- Natalia Quintero and Rachel Haot, Transit Innovation Partnership/Transit Tech Lab
Thanks very much for reading Extra Crunch this week!
Walter Thompson
Senior Editor, TechCrunch
@yourprotagonist
A fraction of Robinhood’s users are driving its runaway growth
Image Credits: Nigel Sussman (opens in a new window)
Yesterday’s House Financial Services Committee hearing on the GameStop short squeeze saga was fairly typical: Most lawmakers used their time to grandstand and little new information was revealed.
But Alex Wilhelm found one tidbit: Much of Robinhood’s revenue is generated from payment for order flow (PFOF). Under the practice, market makers pay the trading platform for executing trades.
To get a sense of how much Robinhood’s high rollers contribute to the company’s general health, he calculated its PFOF revenues for the last three months of 2020.
“Borrowing a term from the casino trade, these whales generate the bulk of the company’s revenue stream.”
Why do SaaS companies with usage-based pricing grow faster?
Image Credits: John Lund (opens in a new window) / Getty Images
HubStop introduced usage-based pricing in 2011 to boost its retention rate, then near 70%.
When it went public three years later, its net revenue retention rate was edging close to 100%, “all without hurting the company’s ability to acquire new customers.”
Offering new users frictionless onboarding, customer support and free credits is a proven method for making them more active — and loyal.
So, why do public SaaS firms with usage-based pricing see faster growth?
“Because they’re better at landing new customers, growing with them and keeping them as customers,” says Kyle Powar, VP of growth at OpenView.
Paying $115B for Stripe or $77B for Coinbase might be quite rational
Image Credits: Nigel Sussman (opens in a new window)
In October 2018, private-market money valued Coinbase at around $8 billion. As of this week, it’s valued at $77 billion.
Similarly, Stripe is valued at $115 billion on secondary markets. In the middle of last year, that figure was closer to $36 billion.
“Would I line up to pay $77 billion for Coinbase?” asked Alex. “Probably not, but that doesn’t mean that the public markets won’t.”
Pandemic-era growth and SPACs are helping edtech startups graduate early
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Natasha Mascarenhas reports that some edtech startups are hitching rides with special purpose acquisition vehicles so they can speed up their journey to the public markets.
To learn more, she interviewed Susan Wolford, chairperson of $200 million SPAC Edify Acquisition, and Nerdy CEO Chuck Cohn. Nerdy, parent company of Varsity Tutors, is going through a reverse merger with TPG Pace Tech Opportunities.
“It’s less about going into the public markets and more about that this transaction allows us to take an offensive position and lean into the big opportunities,” Cohn said.
Dear Sophie: Tips for filing for a green card for my soon-to-be spouse
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Dear Sophie:
My fiancé is in the U.S. on an H-1B visa, which is set to expire in about a year and a half.
We were originally planning to marry last year, but both he and I want to have a ceremony and party with our families and friends, so we decided to hold off until the pandemic ends. I’m a U.S. citizen and plan to sponsor my fiancé for a green card.
How long does it typically take to get a green card for a spouse? Any tips you can share?
— Sweetheart in San Francisco
Inside Rover and MoneyLion’s SPAC-led public debuts
Image Credits: Nigel Sussman (opens in a new window)
When I saw that Alex Wilhelm wrote on Tuesday about two more startups that were taking the SPAC route to public markets, I briefly wondered if we’ve been covering special purpose acquisition companies too frequently.
After I read his first sentence, I realized Alex made exactly the right call because the trend that emerged in 2020 may be turning into a actual wave: This week, pet e-commerce company Rover and fintech startup MoneyLion both announced that they’re planning SPAC-led debuts.
On Monday, Alex covered the news that Lerer Hippeau Acquisition Corp. and Khosla Ventures Acquisition Co. I, II and III. filed S-1 filings last week.
“You have to wonder if every VC worth a damn in the future will have their own raft of SPAC offerings,” says Alex.
Wrote Lerer Hippeau Acquisition Corp.:
With our portfolio now maturing to the stage at which many are considering the public markets, we view SPACs as a natural next step in the evolution of our platform.
“If we are not careful, every entry of this column could consist of SPAC news,” writes Alex.
From dorm rooms to board rooms: How universities are promoting entrepreneurship
Image Credits: CasarsaGuru (opens in a new window) / Getty Images
Fifteen U.S.-based institutions of higher learning have joined forces to create the University Technology Licensing Program LLC (UTLP).
The program makes it easier for entrepreneurs and investors to find IP that can drive their companies forward, but it’s also an attempt to repair what one participant calls “the somewhat broken interface between universities and very large companies in the tech space.”
4 strategies for deep tech companies recruiting top growth marketers
Image Credits: Mallika Wiriyathitipirm/EyeEm (opens in a new window) / Getty Images
Here’s some real talk for technical founders: if you find it frustrating to work with growth experts and marketing professionals, the feeling’s probably mutual.
“Incredible growth people are independent and creative and are drawn to environments that explicitly value these traits,” says Jessica Li, a content/growth professional who was previously a VC.
To land top talent, “demonstrate that you have a team structure in place where a growth marketer could fit in and thrive.”
9 investors discuss hurdles, opportunities and the impact of cloud vendors in enterprise data lakes
Image Credits: Donald Iain Smith (opens in a new window) / Getty Images
Before my first cup of coffee this morning, I’d already interacted with four different devices that transmitted details about my behavior to a data lake.
Hopefully, the response I sent to an automated text while waiting for the kettle to boil will generate a discount offer in my inbox later today. (And hopefully, the raw data I’m transmitting has been properly secured and cataloged.)
Enterprise reporter Ron Miller interviewed nine investors to learn more about their approach to the lucrative data lake market:
- Caryn Marooney, general partner, Coatue Management
- Dharmesh Thakker, general partner, Battery Ventures
- Casey Aylward, principal, Costanoa Ventures
- Derek Zanutto, general partner, CapitalG
- Navin Chaddha, managing director, Mayfield
- Jon Lehr, co-founder and general partner, Work-Bench
- Peter Wagner, founding partner, Wing Ventures
- Nicole Priel, managing director, Ibex Ventures
- Ilya Sukah, partner, Matrix Partners
Felicis’ Aydin Senkut and Guideline’s Kevin Busque on the value of simple pitch decks
Image Credits: Felicis Ventures / Guideline
When it comes to building a durable relationship between a founder and an investor, “the trust starts in the pitch deck,” says Guideline CEO Kevin Busque.
Busque joined Extra Crunch Live last week with Felicis Ventures’ Aydin Senku to discuss the seed round Senku declined to join — and the Series B he led a short while later.
In keeping with our new format, the pair also offered feedback on pitch decks submitted by members of the audience. Read highlights, or watch a video with the full conversation.
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Use today’s tech solutions to meet the climate crisis and do it profitably
Five years ago I landed the Solar Impulse 2 in Abu Dhabi after flying around the globe powered solely by solar energy, a first in aviation history.
It was also a milestone in energy and technology history. Solar Impulse was an experimental plane, weighing as little as a family car and using 17,248 solar cells. It was a flying laboratory, full of groundbreaking technologies that made it possible to produce renewable energy, store it and use it when necessary in the most efficient manner.
The time has come to use technology again to address the climate crisis affecting us all. As we enter the most crucial decade of climate action — and most likely our last chance to limit global warming to 1.5°C — we need to ensure that clean technologies become the only acceptable norm. These technologies exist now and they can be profitably implemented at this crucial moment.
Hundreds of clean tech solutions exist that protect the environment in a profitable way,
Here are just four innovations from our solar-powered plane that the market can start using now before it’s too late.
From insulating the cabin to insulating our homes
The building sector is one of the largest energy consumers in the world. Next to a reliance on carbon-heavy fuels for heating and cooling, poor insulation and associated energy loss are among the main reasons.
Inside Solar Impulse’s cockpit, insulation was crucial for the plane to fly at very high altitudes. Covestro, one of our official partners, developed an ultra-lightweight and insulating material. The cockpit insulation performance was 10% higher than the standards at the time because the pores in the insulating foam were 40% smaller, reaching a micrometer scale. Thanks to its very low density of fewer than 40 kilograms per cubic meter, the cockpit was ultra-lightweight.
This technology and many others exist. We now need to ensure that all market players are motivated to make hyperefficient building insulation their standard operating procedure.
From propelling an electric aircraft to propelling clean mobility
Solar Impulse was first and foremost an electric airplane when it flew 43,000 km without a single drop of fuel. Its four electric motors had a record-beating efficiency of 97%, far ahead of the miserable 27% of standard thermal engines. This means that they only lost 3% of the energy they used versus 73% for combustion propulsion. Today, electric vehicle sales are soaring. According to the International Energy Agency, when Solar Impulse landed in 2016, there were approximately 1.2 million electric cars on the road; the figure has now risen to over 5 million.
Nevertheless, this acceleration is far from enough. Power sockets are still far from replacing petrol pumps. The transport sector still accounts for one-quarter of global energy-related CO2 emissions. Electrification must happen much more quickly to reduce CO2 emissions from our tailpipes. To do so, governments need to boost the adoption of electric vehicles through clear tax incentives, diesel and petrol engine bans, and major infrastructure investments. 2021 should be the year that puts us on a one-way road to zero-emission vehicles and puts thermal engines in a dead end.
An aircraft microgrid can work for off-grid communities
To fly for several days and nights, reaching a theoretically endless flight potential, Solar Impulse relied on batteries that stored the energy collected during the day and used it to power its engines during the night.
What was made possible with Si2 on a small scale should guide the way to future-proofing power-generation systems that are made up entirely of renewable energy. In the meantime, microgrids, like those used in Si2, could benefit off-grid systems in remote communities or energy islands, allowing them to abolish diesel or other carbon-heavy fuels already today.
On a larger scale, we are looking at smart grids. If all “stupid grids” were replaced by smart grids, it would allow cities, for example, to manage production, storage, distribution and consumption of energy and to cut peaks in energy demand that would reduce CO2 emissions dramatically.
Energy efficiency in the air and on the ground
Solar Impulse’s philosophy was to save energy instead of trying to produce more of it. This is why the relatively small amount of solar energy we collected became enough to fly day and night. All the airplane parameters, including wingspan, aerodynamics, speed, flight profile and energy systems, had therefore been designed to minimize energy loss.
Unfortunately, this approach still stands out against the inefficiency of most of our energy use today. Even though the IEA found energy efficiency improved by an estimated 13% between 2000 and 2017, it is not enough. We need bolder action by policymakers to encourage investors. One of the best ways to do so is to put strict energy efficiency standards in place.
For example, California has set efficiency standards on buildings and appliances, such as consumer electronics and household appliances, estimated to have saved consumers more than $100 billion in utility bills. These measures are as good for the environment as they are for the economy.
Si2 was the future; now, it should define the present
When we used all these different innovations to build Solar Impulse, they were groundbreaking and futuristic. Today, they should define the present; they should be the norm. Next to the technologies mentioned above, hundreds of clean tech solutions exist that protect the environment in a profitable way, many of which have received the Solar Impulse Efficient Solution Label.
Just as for the Si2 technologies, we must now ensure that they enter the mainstream market. The faster we scale them, the faster we will set our economy on track to achieve the Paris Agreement goals and attain sustainable economic growth.
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Will ride-hailing profits ever come?
Uber and Lyft lost a lot of money in 2020. That’s not a surprise, as COVID-19 caused many ride-hailing markets to freeze, limiting demand for folks moving around. To combat the declines in their traditional businesses, Uber continued its push into consumer delivery, while Lyft announced a push into business-to-business logistics.
But the decline in demand harmed both companies. We can see that in their full-year numbers. Uber’s revenue fell from $13 billion in 2019 to $11.1 billion in 2020. Lyft’s fell from $3.6 billion in 2019 to a far-smaller $2.4 billion in 2020.
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But Uber and Lyft are excited that they will reach adjusted profitability, measured as earnings before interest, taxes, depreciation, amortization and even more stuff stripped out, by the fourth quarter of this year.
Ride-hailing profits have long felt similar to self-driving revenues: just a bit over the horizon. But after the year from hell, Uber and Lyft are pretty damn certain that their highly adjusted profit dreams are going to come through.
This morning, let’s unpack their latest numbers to see if what the two companies are dangling in front of investors is worth desiring. Along the way we’ll talk BS metrics and how firing a lot of people can cut your cost base.
Uber
Using normal accounting rules, Uber lost $6.77 billion in 2020, an improvement from its 2019 loss of $8.51 billion. However, if you lean on Uber’s definition of adjusted EBITDA, its 2019 and 2020 losses fall to $2.73 billion and $2.53 billion, respectively.
So what is this magic wand Uber is waving to make billions of dollars worth of red ink go away? Let’s hear from the company itself:
We define Adjusted EBITDA as net income (loss), excluding (i) income (loss) from discontinued operations, net of income taxes, (ii) net income (loss) attributable to non-controlling interests, net of tax, (iii) provision for (benefit from) income taxes, (iv) income (loss) from equity method investments, (v) interest expense, (vi) other income (expense), net, (vii) depreciation and amortization, (viii) stock-based compensation expense, (ix) certain legal, tax, and regulatory reserve changes and settlements, (x) goodwill and asset impairments/loss on sale of assets, (xi) acquisition and financing related expenses, (xii) restructuring and related charges and (xiii) other items not indicative of our ongoing operating performance, including COVID-19 response initiative related payments for financial assistance to Drivers personally impacted by COVID-19, the cost of personal protective equipment distributed to Drivers, Driver reimbursement for their cost of purchasing personal protective equipment, the costs related to free rides and food deliveries to healthcare workers, seniors, and others in need as well as charitable donations.
Er, hot damn. I can’t recall ever seeing an adjusted EBITDA definition with 12 different categories of exclusion. But, it’s what Uber is focused on as reaching positive adjusted EBITDA is key to its current pitch to investors.
Indeed, here’s the company’s CFO in its most recent earnings call, discussing its recent performance:
We remain on track to turn the EBITDA profitable in 2021, and we are confident that Uber can deliver sustained strong top-line growth as we move past the pandemic.
So, if investors get what Uber promises, they will get an unprofitable company at the end of 2021, albeit one that, if you strip out a dozen categories of expense, is no longer running in the red. This, from a company worth north of $112 billion, feels like a very small promise.
And yet Uber shares have quadrupled from their pandemic lows, during which they fell under the $15 mark. Today Uber is worth more than $60 per share, despite shrinking last year and projecting years of losses (real), and possibly some (fake) profits later in the year.
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