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Remote-controlled delivery carts are now working for the local Los Angeles grocer

Robots are no longer the high-tech tools reserved for university labs, e-commerce giants and buzzy Silicon Valley startups. The local grocer now has access too.

Tortoise, the one-year-old Silicon Valley startup known for its remote repositioning electric scooters, has taken its tech and adapted it to delivery carts. The company recently partnered with online grocery platform Self Point to provide neighborhood stores and specialty brand shops with electric carts that — with help from remote teleoperators — deliver goods to local consumers.

The companies have launched the product offering in Los Angeles with three customers. Each customer, which includes Kosher Express, has two to three carts that can be used to make deliveries up to a three-mile radius from the store. Unlike the network models used by some autonomous sidewalk delivery companies, grocery stores lease the delivery carts and are responsible for storage, charging and packing it up with goods that their customers have ordered.

The initial Self Point/Tortoise launch is small. But it has the makings of expanding far beyond Los Angeles. More importantly for Tortoise, it’s a validation of the company’s larger vision to make remote repositioning a horizontal business with numerous applications.

Tortoise started by equipping electric scooters with cameras, electronics and firmware that allow teleoperators in distant locales to drive the micromobility devices to a rider or deliver it back to its proper parking spot. Now, it has taken that same hardware and software and used it to build its own delivery cart.

Tortoise co-founder and president Dmitry Shevelenko has said the company’s remote repositioning kit can be used for security and cleaning bots as well as electric wheelchairs and other accessibility devices. He’s even fielded inquiries from farmers interested in using remote repositioning scooters to monitor crops.

“From a practical point of view we’re not trying to not be everywhere overnight, but there’s really no technological constraint for us,” Shevelenko said in a recent interview.

The emergence of COVID-19 and its effects on consumer behavior prompted Tortoise to home in on delivery carts as its second act.

“We kind of quickly realized that we’re living in a once-in-a-generation change in consumer behavior where now everything is online and people are expecting it to be delivered same day,” Shevelenko said. Tortoise was able to go from the first renderings in May to a delivery cart launch by the fourth quarter because of its ability to repurpose its hardware, software and workforce.

The company still remains bullish on its initial application in micromobility. Earlier this year, Tortoise, GoX and and tech incubator Curiosity Labs launched a six-month pilot in Peachtree Corners, Georgia that allows riders to use an app to hail a scooter. The scooters are outfitted with Tortoise’s tech. Once riders hail the scooter, a Tortoise employee hundreds of miles away remote controls the scooter to the user. After riders complete trips, the scooters drive themselves back to a safe parking spot. From there, GoX employees charge and sanitize the scooters and then mark them with a sticker that indicates they have been properly cleaned.

While partnership with Self Point is Tortoise’s next big project, Shevelenko was quick to note that the company is only focused on one slice of the on-demand delivery pie.

“Low speeds and hot foods don’t work too well,” he said. Startups such as Kiwibot and Starship have smaller robots that focus on that market, Shevelenko added. Tortoise’s delivery carts were designed specifically to hold large amounts of groceries, alcohol and other goods.

“We saw kind of a big opening in grocery,” he said, adding that relying on remote operators and its kit is a low-cost combination that can be used today while automated technology continues to develop. “We’re doing for last-mile delivery what globalized call centers did for customer support.”

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Caura, the app for UK car owners, begins offering insurance

Caura, the U.K. startup that wants to take the hassle out of car ownership, is launching car insurance — unveiling its insurtech ambitions.

Dubbed “Caura Protect,” the new insurance product claims to reduce the cost and time taken to insure a car, building on the app’s existing car management features.

Launched earlier this year by Sai Lakshmi, who previously co-founded medication management service Echo, Caura is a mobile app designed to manage all of the vehicle-related admin that car owners endure.

Drivers are on-boarded by entering their vehicle registration number and can manage parking, tolls, MOT, road tax, congestion charges and now insurance — a “one-stop shop” app in a similar vein to Echo. The idea is that Caura minimises car ownership admin and helps to mitigate associated penalty fines.

Caura is FCA approved to undergo various insurance activities and enables drivers to compare insurers and manage their policy within the app. The startup also says it has redesigned the signup and verification process to significantly reduce the time needed to find the best insurance policy.

“Caura instantly verifies users against official sources like the DVLA, simplifying the experience, and reducing the risk of insurance fraud,” says the company.

The idea is to offer a much more user-friendly insurance search and buying process than is typical of price comparison websites that ask for a multiple-page questionnaire to be filled out before sending you — the “prospect” — to the insurer to complete your purchase. Instead, Caura claims that users can research options, select a quote, pay and be covered to drive in around a minute (if you navigate the app really fast, I’m assuming).

The insurance cover itself is provided by six of the leading U.K. insurers, including Aviva and Markerstudy. In early 2021, Caura users will be able to pay for insurance in monthly installments.

Asked why no one seems to have made shopping around for car insurance quite so straightforward, Lakshmi tells TechCrunch: “Startups in insurtech have been so busy finding niches that they’ve forgotten to innovate for the mainstream consumer”.

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Google-backed Chinese truck-hailing firm Manbang raises $1.7 billion

The Chinese Uber for trucks Manbang announced Tuesday that it has raised $1.7 billion in its latest funding round, two years after it hauled in $1.9 billion from investors including SoftBank Group and Alphabet Inc.’s venture capital fund CapitalG.

The news came fresh off a Wall Street Journal report two weeks ago that Manbang was seeking $1 billion ahead of an initial public offering next year. The company declined to comment on the matter, though its CEO Zhang Hui said in May 2019 that the firm was “not in a rush” to go public.

Manbang said it achieved profitability this year. Its valuation was reportedly on course to reach $10 billion in 2018.

The company, which runs an app matching truck drivers and merchants transporting cargo and provides financial services to truckers, was formed from a merger between rivals Yunmanman and Huochebang in 2017. It was a time when China’s “sharing economy” craze began to see consolidation and shakeup.

The latest financing again attracted high-profile backers, including returning investors SoftBank Vision Fund and Sequoia Capital China, Permira and Fidelity, a consortium that co-led the round. Other participants were Hillhouse Capital, GGV Capital, Lightspeed China Partners, Tencent, Jack Ma’s YF Capital and more.

The company has other Alibaba ties. Its CEO Zhang, who founded Yunmanman, hailed from Alibaba’s famed B2B department where Manbang chairman Wang Gang also worked before he went on to fund ride-hailing giant Didi’s angel round.

Manbang claims its platform has more than 10 million verified drivers and 5 million cargo owners. The latest funding will allow it to further invest in research and development, upgrade its matching system and expand its service capacity to functions like door-to-door transportation.

Sequoia is quite bullish about truck-hailing as it made its sixth investment in Manbang. For Permira, a European private equity fund, the Manbang investment marked the China debut of its Growth Opportunities Fund.

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Gatik’s self-driving box trucks to shuttle groceries for Loblaw in Canada

Gatik, the autonomous vehicle startup focused on the “middle mile,” is already using its self-driving box trucks to deliver customer online grocery orders for Walmart. Now, the company — freshly stocked with $25 million in Series A funding — is expanding up into Canada with a partnership with retail giant Loblaw.

Gatik said Monday that five autonomous box trucks in Toronto will be used to deliver goods for Loblaw starting in January 2021. The fleet will be used seven days a week on five routes along public roads. All vehicles will have a safety driver as a co-pilot. This deployment, which follows a 10-month pilot in the Toronto area, marks the first autonomous delivery fleet in Canada.

“As more Canadians turn to online grocery shopping, we’ve looked at ways to make our supply chain more efficient. Middle-mile autonomous delivery is a great example,” Loblaw Digital senior vice president Lauren Steinberg said in a statement. “With this initial rollout in Toronto, we are able to move goods from our automated picking facility multiple times a day to keep pace with PC Express online grocery orders in stores around the city.”

Unlike other autonomous delivery companies, Gatik isn’t targeting consumers. Instead, the startup is using its autonomous trucks to shuttle groceries and other goods from large distribution centers to retail locations. For Loblaw, the company will equip Ford Transit 350 box trucks with refrigeration units, lift gates and its autonomous self-driving software.

“Retailers know the biggest inefficiencies in their logistics operations often exist in the middle-mile, typically between automated picking facilities and retail locations,” Gatik CEO and co-founder Gautam Narang said in a statement. “This is where Gatik lives and succeeds, and is the reason we’re able to offer immediate value to our customers. We are delighted to partner with Loblaw in addressing this critical piece of their supply chain.”

Gatik’s “middle mile” B2B focus has attracted customers like Walmart, as well as investors, including Wittington Ventures and Innovation Endeavors, which co-led the company’s Series A round. FM Capital and Intact Ventures, along with existing investors Dynamo Ventures, Fontinalis Partners and AngelPad also participated in the round that was announced alongside the Loblaw partnership. Gatik has raised $29.5 million to date.

The company said it plans to use the funding to build out operations across North America and hire more employees at its Palo Alto, California and Toronto facilities. Narang said Gatik is also pushing to expand its retail partnerships and fleet deployments.

“Throughout the year we saw an increase of 30% to 35% in orders from our customer base, and we expect this trend to continue,” Narang said. “We will continue to bring autonomous delivery into the mainstream, driving substantial efficiencies in supply chain logistics for retailers across North America and beyond.”

Gatik said it has completed more than 30,000 revenue-generating autonomous orders for multiple customers across North America.

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Loadsmart raises $90 million to further consolidate its one-stop freight and logistics platform

Leading on-demand digital freight platform Loadsmart has raised a $90 million Series C funding round, led by funds under management by BlackRock and co-led by Chromo Invest. The funding will be used to continue to build out its platform to offer even more end-to-end logistics services to its freight customers, and the company says that it will be doing that in part through new collaboration with strategic investor TFI International, a leader in the logistics space, which also participated in this round.

In addition to TFI, the round also saw renewed investment from Maersk, a global oceanic shipping leader and one of Loadsmart’s strategic backers since its Series A round. The company says it has increased its revenues by 250% across 2020, while at the same time managing to keep its operating expenses flat. In a press release announcing the news, the company seemed to take indirect shots at competitors, including Uber Freight and Convoy, by noting that it has achieved its growth through “organic” means, rather than “by subsidizing its customers’ freight spend” through aggressive pricing.

Loadsmart offers booking for freight transportation across land, rail and through ports, all from a single online portal. It recently added the ability to ship partial truckloads, and its consistency brought in new strategic investors deeply involved in all aspects of the industry, including port management and overland shipping, which is likely contributing to its growth through ever-deeper industry insight.

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Lime touts a 2020 turnaround and 2021 profitability

Micromobility company Lime says it has moved beyond the financial hardship caused by the COVID-19 pandemic, reaching a milestone that seemed unthinkable earlier this year.

In short, the company is now largely profitable.

Lime said it was both operating cash flow positive and free cash flow positive in the third quarter — a first — and is on pace to be full-year profitable, excluding certain costs (EBIT), in 2021.

During the WSJ Future of Everything event Thursday, Lime CEO Wayne Ting painted a far rosier picture of the company’s future than one might have expected.

There was a time when Bird and Lime, competing domestic scooter rental companies, were raising capital at a torrid pace, fighting for market share, regulatory breathing room and sidewalk real estate. Then, the pandemic hit and the companies had to take shelter.

Lime underwent a round of layoffs in April, taking on capital from Uber the next month in a down-round that brought its valuation under the $1 billion mark. As it announced in a blog post that TechCrunch reviewed before publication, it paused most of its operations for a month during the early COVID-19 days.

“It was certainly a very, very tough decision for us earlier this year and I know we weren’t the only company during COVID,” Ting said during the event.I think it’s been in so many ways helpful to us to realize how hard these choices can be. We’re going to be growing headcount again. We’re going to do so in a careful way so that we’re not going have to make hard choices like the ones we made earlier this year.”

Now things are better, Lime says. Much better. Indeed, the company claims that it is the “first new mobility company to reach cash-flow positive for a full quarter.”

Cash flow positivity, in general, is an important threshold for a startup to reach as it implies that the company can largely self-fund from that point forward, limiting its dependency on external cash for survival.

Lime also claims that it “reached EBIT positive at the company level over the summer.” The specifics of the phrase “EBIT positive” are important. Was the company employing strict EBIT on its math and not discounting share-based compensation, or was it measuring using adjusted EBIT as many startups do, removing the cost of share-based compensation that shows up in GAAP results? According to the company the number did exclude share-based compensation, making the news slightly smaller.

Perhaps the most bullish data point from Lime is that it expects to be full-year profitable in 2021. TechCrunch asked for specifics because again how one measures profitability matters. It turns out, Lime is basing this projection on EBIT, as opposed to more traditional net income. For a startup this is not a surprising decision, but before we declare Lime fully “profitable,” we’ll want some more GAAP metrics.

Still, it appears that Lime is not going to die, and is, importantly, putting capital into developing new products. The company provided the first example of that new product pipeline on Thursday with the launch of the Gen4 scooter in Paris. It also teased a so-called “third and fourth mode” in the first quarter of 2021 as well as the addition of a swappable battery.

The scooter company wouldn’t give TechCrunch much information about what these third and fourth modes will be. The first two modes are bikes and scooters, which leaves skateboards, cars, flying cars and boats?

Lime did give TechCrunch a little bit of clarification, stating that “move beyond,” means the company will be operating an additional mode, accessed through the Lime app, in line with its goal to serve any trips under five miles. These modes will build on the Lime Platform play, but this will be operated by Lime rather than a partner.

Lime has long discussed reaching profitability. Perhaps because it and its competitor Bird were infamous for their losses during their early unicorn period.

By November of 2019, Lime was talking about reaching EBIT positivity in 2020. But the start of 2020 was not kind on the company, with 100 of its staff losing their jobs and 12 markets getting dropped. At the time TechCrunch wrote that “Lime is hoping to achieve profitability this year by laying off about 14% of its workforce and ceasing operations in 12 markets,” with the company itself writing at the time that “financial independence [was its] goal for 2020, and [that it was] confident that Lime will be the first next-generation mobility company to reach profitability.”

Depending on how you measure profitability, that could be true.

Things didn’t get easier for Lime later in the year. Its competitor Bird underwent layoffs, and Lime cut more staff in April. At the time, Lime said that it was focused on coming “back stronger than ever when this is over.”

The company is certainly in better shape than it was in April and May. So, how did Lime come back from the brink? In its own estimation, the company took time during its pause to “drill down on getting the business right, narrowing [its] focus and strengthening [its] fundamentals.” That might sound like corporate babble, but by taking a nearly full stop in its operating business, Lime could probably see a bit more clearly what was working and what was not. And with some cuts to what wasn’t, it could set up a future in which its operations were leaner, and more unit-economically positive.

And, now, here we are asking niggling questions about just what sort of profit Lime is really making. Instead of, you know, who might buy its leftover office furniture. It’s a nice turnaround.

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A Biden presidency doesn’t need a Green New Deal to make progress on climate change

Even without a Green New Deal, the sweeping set of climate-related initiatives many Democrats are pushing for, President-elect Joe Biden will have plenty of opportunities to move ahead with much of the ambitious energy transformation plan as part of any infrastructure or stimulus package.

Should Republicans manage to maintain control of the Senate, there are still several opportunities to build climate-friendly policies into the infrastructure and stimulus bills Congress will be pushing through as its first orders of business, according to experts, investors and advisors to the President-elect.

That’s good news for established companies and the wave of startups focused on technologies to reduce greenhouse gas emissions that cause global climate change. And these changes could happen despite intransigence from even moderate Republicans like Mitt Romney on climate issues.

“I think people are saying that conservative principles still account for a majority of public opinion in our country,” Romney said on “Meet the Press” last week. “I don’t think they want to sign up for a Green New Deal. I don’t think they want to sign up for getting rid of coal or oil or gas. I don’t think they’re interested in Medicare for All or higher taxes that would slow down the economy.”

Already, current market conditions are forcing some of the largest oil, gas and energy companies to transition to renewables. As those companies begin closing refineries in the U.S., Congress is going to feel increasing pressure to find a way to replace those jobs.

For instance, Shell announced earlier this month in Louisiana that it was closing a factory and laying off roughly 650 workers. The closure is primarily due to declining demand for oil brought about by the COVID-19 pandemic, but both Netherlands-headquartered Shell and its U.K.-based counterpart BP believe fossil fuel consumption may have reached its peak in 2019 and is headed for long-term decline.

U.S. oil and gas giants aren’t immune from the economic impacts of COVID-19 and a global shift away from fossil fuels either. Two of the largest companies, Chevron and ExxonMobil, have seen their share prices decline over the past year as the oil industry reckons with steep reductions in demand and other market pressures.

Meanwhile, some of the nation’s largest utilities are working to phase out fossil fuel-based power generation.

The markets are already supporting the transition to renewable energy, without much government guidance, at least here in the U.S. So against this backdrop, the question isn’t if the government should be supporting the transition to renewable energy, but how quickly stimulus can be mobilized to save American jobs.

“A lot of the really consequential climate-related stuff that’s going to come out in the [near term] … won’t actually be related to renewables,” an advisor to the President-elect said.

So the questions become: What will economic stimulus look like? How will it be distributed? and how will it be financed?

Image Credits: Artem_Egorov/Getty Images

Economic stimulus, COVID-19 and climate

President-elect Biden has already spelled out the first priorities for his incoming administration. While trying to manage the COVID-19 pandemic that has already killed over 238,000 Americans comes first, dealing with the economic fallout caused by the response to the pandemic will quickly follow.

Climate-friendly initiatives will loom large in that effort, analysts and advisors indicate, and could be a boon to new technology companies — as well as longtime players in the fossil fuels business.

“If we are going to be spending that money, there is an enormous opportunity to make sure that these investments are moving us forward and not recreating problems,” said one advisor to the Biden campaign earlier this year.

To understand how the trillions of dollars that are up for grabs will be spent, it’s helpful to think in terms of short-, medium- and long-term goals.

In the short term, the focus will be on “shovel-ready” projects that can be spun up as quickly as possible. These would be initiatives like environmental retrofits and building upgrades; repairing and upgrading water systems and electricity grids; providing more manufacturing incentives for electric vehicles; and potentially boosting money for environmental remediation and reclamation projects.

In all, that spending could total $750 billion by some estimates and would be used to get Americans back to work with a focus on industrial and manufacturing jobs that could have long-term benefits for the national economy — especially if that spending targets the government-designated Opportunity Zones carved out around the country to help low-income rural and urban communities.

If these efforts incorporate Opportunity Zones, there’s a chance to deploy the cash even faster. And if there are ways to preferentially rank infrastructure projects that also include a tech component, then that’s even better for startups who have managed to overcome hurdles associated with technology risk.

“Any time you craft policy, especially federal policy, you have to be so careful that the incentives line up correctly with what you’re trying to achieve,” said a Biden advisor.

Medium- and longer-term goals will likely require more time to plan and develop, because they’re relying on newer technologies in some cases, or they will have to wind their way through the planning process at the local and state levels before they can receive federal funds to begin construction.

Expect another $60 billion to be spent on these projects to finance development, workforce training and reskilling to prepare a labor force for a different kind of labor market.

Incentives over mandates 

One of the biggest risks that Biden administration climate policies face is the potential for legal challenges heard before an increasingly sympathetic conservative judiciary appointed under the Trump administration.

These challenges could force the Biden team to emphasize the financial benefits of adopting business-friendly carrots over regulatory sticks.

“Whenever possible you do want to let the markets figure themselves out,” said the advisor to the President-elect. “You always want to default to incentives rather than mandates.”

Coming off of the news this week that Pfizer has received positive results for its vaccine, there are some models from the current administration’s progress on a COVID-19 vaccine that can be instructive.

While Pfizer wasn’t involved in the Operation Warp Speed program created by the Department of Health and Human Services, the company did cut a $2 billion deal with the government that guaranteed a market for its vaccines.

The type of public-private partnerships that Connecticut Senator Chris Murphy mentions could also be employed in the climate space — especially in areas that will be hardest hit by the transition away from coal.

Some of that spending guarantee could come in the form of environmental remediation for orphaned natural gas wells or coal mining operations — especially in regions of the country like the Dakotas, Montana, West Virginia and Wyoming, that would be hardest hit by a transition away from fossil fuels. Some could come from the development of new geothermal engineering projects that require the same kind of skills that engineering firms and oil companies have developed over the past decades.

And, there’s the looming promise of a hydrogen-based economy, which could take advantage of some of the existing oil-and-gas infrastructure and expertise that exists in the country to transition to a cleaner energy future (n.b., that’s not necessarily a clean energy future, but it’s a cleaner one).

Already, nations like Japan are building the groundwork for replacing oil with hydrogen fuels, and these kinds of incentive-based programs and public-private partnerships could be a big boost for startups in a number of industries as well.

Image Credits: Cameron Davidson/Getty Images

Sharing the wealth (rural edition)

Any policies that a Biden administration enacts would have to focus on economic opportunity broadly, and much of the proposed plan from the campaign fulfills that need. One of its key propositions was that it would be “creating good, union, middle-class jobs in communities left behind, righting wrongs in communities that bear the brunt of pollution, and lifting up the best ideas from across our great nation — rural, urban and tribal,” according to the transition website.

An early emphasis on grid and utility infrastructure could create significant opportunities for job creation across America — and be a boost for technology companies.

“Our electric power infrastructure is old, aging and not secure,” said Abe Yokell, co-founder of the energy and climate-focused venture capital firm Congruent Ventures. “From an infrastructure standpoint, transmission distribution really should be upgraded and has been underinvested over the years. And it is in direct alignment with providing renewable energy deployment across the U.S. and the electrification of everything.”

Combining electric infrastructure revitalization with new broadband capabilities and monitoring technologies for power and water would be a massive windfall for companies like Verizon (which owns TechCrunch), and other networking companies. It also provides utilities with a way to adjust their rates (which they appreciate).

Those infrastructure upgrades are also useful in helping utilities find a way to repurpose stranded coal assets that are both costly and — increasingly — useless.

“Coal … it doesn’t make sense to burn coal anymore,” Yokell said. “People are doing it even though it’s out of the money for liability reasons … everyone is looking to retire coal even in the assets.”

If those assets can be decommissioned and repurposed to act as nodes on a distributed energy grid using energy storage to smooth capacity in the same way that those coal plants used to, “it’s a massive win,” according to Yokell. Adoption of energy storage used to be a cost issue, Yokell said. “It’s now a siting issue.”

Repowering old hydroelectric assets with newer, more efficient technologies offer another way to move the needle with shovel-ready projects and is an area where startups could stand to benefit from the push. It’s also a way to bring jobs to rural communities.

The promise of infrastructure spending can be born out across urban and rural areas, but the stimulus benefits don’t end there.

For rural communities there are business opportunities in “climate-smart agriculture, resilience and conservation, including 250,000 jobs plugging abandoned oil and natural gas wells and reclaiming abandoned coal, hardrock and uranium mines,” as the Biden transition team notes. And there’s a huge opportunity for oil industry workers to find jobs in the new and growing tech-enabled geothermal energy industry.

The farm subsidies that have skyrocketed under the Trump administration could continue, just with a more climate-focused bent. Instead of literally giving away the farm to the tune of a projected $46 billion that the Trump administration will hand out to farmers over the course of 2020, payouts could be predicated on “carbon farming.” Wooing the farm vote with the promise of payouts for carbon sequestration could be a way to restart a conversation around a carbon price (a largely failed prospect in government circles). Beyond carbon sequestration, rapid innovations in synthetic biology for biomaterials, coatings and even food could take advantage of the big biofuel fermenters and feedstocks in the Midwest to enable a new biomanufacturing industry.

Furthermore, the expansion of rail lines thanks to the fracking and oil boom means opportunities and the potential to build out other types of manufacturing capacity that can be transported across the U.S.

vw-plant-tennessee

Volkswagen broke ground Wednesday, November 13, 2019 on an $800 million factory expansion in Tennessee that will be the North American hub of its electric vehicle plans. Image Credits: Volkswagen

Sharing the wealth (urban edition) 

The same spending that could juice rural economies can be equally applied in America’s largest cities. Any movement to boost the auto industry through incentives around electric vehicles or federal mandates to upgrade fleets would do wonders for automakers and the original equipment manufacturers that supply them.

Public-private partnerships for urban infrastructure could first receive support from funds devoted to planning and managing upgrades. That could boost the adoption of new tech from startup companies around the country, while creating new jobs for a significant number of workers through implementation.

One large area where urban economic revitalization and climate policies can intersect is in the relatively unsexy area of weatherization, energy efficient appliance installation and building retrofits.

“Local governments across the country are highly interested in the green economy and transitioning to the low-carbon economy,” said Lauren Zullo, the director of environmental impact at the real estate management firm, Jonathan Rose Companies. “Cities are really looking to partner with the private real estate sector because they know we’re going to have to get buildings involved in the green economy. And any work that you do retrofitting local buildings is literally local economy.”

By channeling dollars into green retrofits and the deployment of distributed renewable energy, local economies will get a huge boost — and one that disproportionately will go to helping the communities that have been on the front lines of climate change.

You saw … a lot of investment made just this way out of the Recovery Act,” Zullo said, referring to the American Recovery and Reinvestment Act of 2009, the stimulus bill passed in the first term of the Obama administration. “A lot of [funds] focused on low-income weatherization that were earmarked for low income and affordable housing. [Those] funds have allowed us to reduce energy consumption anywhere from 30% to 50% … and being able to gain those utility cost savings have been transformational to those communities.”

Why are these programs so important? Zullo explained further, “Low-income folks are disproportionately burdened by utility and energy costs. Any sort of energy-saving opportunities that we can earmark or target in these low-income communities is truly impactful … not just on a carbon footprint, but on the lives and success of these low-income communities.”

Paying for it

For even this more-modest legislation to make it through Congress, a Biden administration will have to answer the questions of who would pay for the stimulus and how it would get distributed.

In a tweet, the political commentator Matthew Yglesias proffered that the country could afford “to throw an ice cream party.” That policy would enable Republicans to keep the tax cuts while allowing the government to continue to spend on stimulus measures.

“[Interest] rates are very low. The country can afford an ice cream option where we spend money on some good things and ‘offset’ with tax cuts,” Yglesias wrote.

To distribute the funds, Congress could set up a body similar to the Reconstruction Finance Corporation (RFC), which was established by Herbert Hoover’s administration back at the start of the Great Depression. It was expanded under Franklin Delano Roosevelt to disburse funds to financial institutions, farms and corporations at risk of collapse.

While the success of the institution itself is somewhat murky, the RFC along with federal deposit insurance and the related Commodity Credit Corporation (which, unlike the RFC, still exists) laid the groundwork for the country to emerge from the Great Depression and gear up manufacturing to engage with a world at war in the 1940s.

The durability of the CCC could provide a model for any infrastructure credit corporation that the government may want to establish.

Some investors support the idea. “It’s more about channeling dollars to state, municipal or private businesses with the ability to underwrite heavily subsidized loans to any entity proposing a modern infrastructure project that could be paid through municipal bonds or tolling,” said one investor in the infrastructure space. “It would offer a credit backstop to anyone who wanted to invest in infrastructure and could have a technological requirement associated with it.”

Several investors suggested that capital from loans paid out through the infrastructure bank could finance the reshoring of industry, with potential tax revenues from the businesses offsetting some of the costs of the loans. Some of these measures could have additional economic benefits if the loans get funneled through local financial institutions as well.

“If you think about a vehicle to deliver these funds, you already have an existing architecture to deliver this … which is the municipal bond market,” said Mark Paris, a managing partner at Urban.us, a venture capital fund focused on urban infrastructure. 

The infrastructure answer

There’s no shortage of levers that the Biden administration can pull to reverse the course of the Trump administration’s policies on climate change, but many of these federal policy changes are likely to face challenges in courts.

Vox’s David Roberts has an excellent run down of some of the direct actions that Biden can take along the path toward decarbonization of the U.S. economy. They include restoring the over 125 climate and environmental regulations that the Trump presidency reversed or rolled back; working with the Environmental Protection Agency to develop a new, more sweeping version of the original Obama-era Clean Power Plan; push the Department of Transportation’s development of new fuel economy standards; and supporting California’s own, very aggressive vehicle standards.

Biden can also encourage financial markets to make more of an effort to price climate risk into their financial models for investment, which would further encourage investment in climate-friendly businesses and a divestment from fossil fuels, as Roberts notes.

Some of America’s largest financial services institutions are already doing just that, and oil-and-gas companies are wrestling with the need to transition to renewable or emission-free fuels as their share prices take a pummeling and demand plummets on the back of the COVID-19 pandemic.

As Mother Jones suggested last year, a Biden administration could declare climate change a national security emergency, in the same way that the Trump administration declared immigration to be a national security emergency. That would give Biden extensive powers to reshape the economy and directly influence industrial policy.

Declaring a national climate emergency would give Biden the powers he needs to enact much of the infrastructure initiatives that comprise the President-elect’s energy plan, but not a popular mandate to support it.

Before taking that step, Biden may choose to try and exhaust all legislative options first. In a divided Congress that means focusing on infrastructure, jobs and industry incentives.

“The impacts of climate change don’t pick and choose. That’s because it’s not a partisan phenomenon. It’s science. And our response should be the same. Grounded in science. Acting together. All of us,” Biden said in a September speech.

“These are concrete, actionable policies that create jobs, mitigate climate change and put our nation on the road to net-zero emissions by no later than 2050,” he said. “We can invest in our infrastructure to make it stronger and more resilient, while at the same time tackling the root causes of climate change.”

 

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Ride Vision raises $7M for its AI-based motorcycle safety system

Ride Vision, an Israeli startup that is building an AI-driven safety system to prevent motorcycle collisions, today announced that it has raised a $7 million Series A round led by crowdsourcing platform OurCrowd. YL Ventures, which typically specializes in cybersecurity startups but also led the company’s $2.5 million seed round in 2018, Mobilion VC and motorcycle mirror manufacturer Metagal also participated in this round. The company has now raised a total of $10 million.

In addition to this new funding round, Ride Vision also today announced a new partnership with automotive parts manufacturer Continental .

“As motorcycle enthusiasts, we at Ride Vision are excited at the prospect of our international launch and our partnership with Continental,” Uri Lavi, CEO and co-founder of Ride Vision, said in today’s announcement. “This moment is a major milestone, as we stride toward our dream of empowering bikers to feel truly safe while they enjoy the ride.”

The general idea here is pretty straightforward and comparable with the blind-spot monitoring system in your car. Using computer vision, Ride Vision’s system, the Ride Vision 1, analyzes the traffic around a rider in real time. It provides forward collision alerts and monitors your blind spot, but it can also tell you when you’re following another rider or car too closely. It can also simply record your ride and, coming soon, it’ll be able to make emergency calls on your behalf when things go awry.

As the company argues, the number of motorcycles (and other motorized two-wheeled vehicles) has only increased during the pandemic, as people started avoiding public transport and looked for relatively affordable alternatives. In Europe, sales of two-wheeled vehicles increased by 30% during the pandemic.

The hardware on the motorcycle itself is pretty straightforward. It includes two wide-angle cameras (one each at the front and rear), as well as alert indicators on the mirrors, as well as the main computing unit. Ride Vision has patents on its human-machine warning interface and vision algorithms.

It’s worth noting that there are some blind-spot monitoring solutions for motorcycles on the market already, including those from Innovv and Senzar. Honda also has patents on similar technologies. These do not provide the kind of 360-degree view that Ride Vision is aiming for.

Ride Vision says its products will be available in Italy, Germany, Austria, Spain, France, Greece, Israel and the U.K. in early 2021, with the U.S., Brazil, Canada, Australia, Japan, India, China and others following later.

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5 key innovations taking e-scooters to a half-billion rides in 2021

Four years ago, shared e-scooters didn’t exist. Today, they’re on track to surpass half a billion rides globally by 2021, far outpacing early growth in the carbon-heavy ride-hailing industry founded by Uber in 2009.

That’s a dramatic shift in urban transportation by any measure, and it prompts a simple but important question: How did we get here?

Understanding the key developments that helped advance micromobility over the past several years can give us valuable insights not only into where the industry is headed, but about how we can successfully shape it to meet the needs of hundreds of millions of current and future riders around the world.

From vehicle design and data to safety reporting and infrastructure, these five innovative moments have helped fuel the global growth of shared e-scooters and are helping lead cities into a healthier, more sustainable future.

#1: Shared scooters launched (fall 2017)

The very first fleet of Bird e-scooters was launched in Santa Monica, California in September of 2017. Up until this point, the micromobility industry consisted almost entirely of docked and dockless bike sharing systems that were averaging approximately 35 million trips across the United States every year — more than half of them in New York City alone.

After an encouraging start, shared e-scooter riders in the U.S. took nearly 39 million trips in 2018 and another 86 million the following year. A similar trajectory is being seen across the Atlantic, as nations such as Italy, England and the Ukraine join a rapidly expanding list of countries including Germany, France, Israel, Spain, Portugal, Belgium, Denmark, Poland and others who have chosen to supplement their urban transportation networks with modern micromobility alternatives.

Shared scooters can now be found in over 200 cities on almost every continent around the world.

#2: First custom-designed shared scooters released (fall 2018)

The first e-scooter programs taught us two things very quickly: There’s high demand for this type of micromobility offering, and custom-designed vehicles are necessary to successfully meet that demand.

The fact is, shared scooters are ridden more frequently, handle more diverse road surfaces and endure more varied weather conditions than privately owned ones. That’s why Bird’s vehicle team unveiled the industry’s first custom-designed e-scooter, the Bird Zero, in October of 2018. Equipped with more battery life, better lighting, enhanced durability and more advanced GPS technology, this was the first in a series of comprehensive vehicle evolutions intended to increase safety, sustainability and lifespan — and it worked. Tens of thousands of these scooters are still in use today, and every month of continued service reduces their already low per-mile lifetime carbon emissions even further.

Subsequent custom vehicle designs, including the Bird One and Bird Two, have added onto this foundation, introducing industry-first features such as:

  • On-board diagnostic sensors capable of detecting over 200 faults.
  • Vehicle intelligence systems capable of running and reporting millions of autonomous fault checks per day.
  • IP67 or IP68 waterproofing on batteries.
  • 14,000 mile (22,500 km) battery life, resulting in more than 10 years of average everyday use.
  • Mechanical design independently tested to withstand more than 60,000 curbside impacts.

#3: Comprehensive industry safety report released (spring 2019)

Safety has rightly been the most important focus, and the most discussed aspect, of shared micromobility since its inception. It’s why Bird launched the industry’s earliest and most comprehensive free helmets for all riders campaign in January of 2018, along with a host of other safety initiatives.

In April of 2019, these programs culminated in a comprehensive e-scooter safety report. This was the first in-depth look at modern micromobility systems, using accident reports and other data to demonstrate that shared scooters have risks and vulnerabilities similar to bicycles. The report laid the groundwork for cooperative safety measures to be taken by both operators and cities to ensure that not only riders and pedestrians but all road users are protected.

Over the past year and a half, we’ve used the findings contained within the report, along with others that have since echoed its findings, to imagine and develop a series of product innovations that are helping set the standard for e-scooter safety across the industry. These include:

  • Shared micromobility’s first Helmet Selfie feature to promote helmet use.
  • Shared micromobility’s first Warm Up Mode feature to assist new riders.
  • The first and most accurate geofencing for e-scooters to create reduced-speed and no-riding zones.
  • Responsible data-sharing standards and practices to help cities build new infrastructure for bikes and scooters.

#4: Open Mobility Foundation created (summer 2019)

The last bullet above is particularly important. Cities have a crucial role to play in limiting the number of cars on the road and maximizing the amount of infrastructure available for bikes and scooters. It’s a proven strategy to improve the safety of all road users that depends heavily on one critical input: reliable, standardized data.

Since our first launch, Bird has been a strong proponent of responsible data sharing with cities. What was lacking, however, was a unified body to help guide and develop mobility data standards across the micromobility industry.

All of that changed in June of 2019, when cities like Los Angeles, New York and San Francisco came together with companies like Bird and Microsoft and a consortium of nonprofit organizations called OASIS to form the Open Mobility Foundation (OMF). As chairperson and general manager of the LADOT Seleta Reynolds wrote in Forbes, the OMF platform “helps us achieve important city goals like increasing safety, equity, and health outcomes, while lowering emissions, and reducing congestion.”

These collaborative efforts to manage micromobility systems using open-source code and shared data standards might seem wonky, but they’ve had some very tangible real-world effects. In Atlanta, shared e-scooter data has been used to quadruple the city’s protected bike lanes by 2021. Santa Monica recently used scooter data to draft and pass an amendment that will add 19 new miles of separated micromobility infrastructure.

#5: UK, NY e-scooter programs approved (spring 2020)

This year’s decisions by the UK and the state of New York to legalize shared e-scooters and launch respective pilot programs may not be an innovation, but it’s a crucial development that will ensure the industry tops 500 million rides in 2021.

From an environmental and urban mobility perspective, London and New York are two of the most important cities in the world. Combined, they’re home to 17 million people and more than 10 million daily car trips. The introduction of e-scooters into these two densely packed and highly mobile cities will have a dramatic impact on daily commuter habits, particularly at a time when public transit ridership is still suffering due to COVID-19. That’s good news for cities, citizens and the environment.

The data that will be gained from such a high volume of micromobility rides won’t just help inform infrastructure improvements in New York and London. It will be added to a growing body of research that’s rapidly influencing micromobility technology and accelerating its adoption around the world.

Looking forward

So what can we learn from all of this? What will the first four years and 500 million rides of the shared e-scooter industry tell us about the future of micromobility?

First, we should expect its growth to continue. Adaptable, environmentally friendly solutions to car congestion and urban pollution were in high demand even before the global spread of the coronavirus in 2020. Now they’re proving themselves to be a necessity. Look for the relationships between cities and operators to strengthen and become more cooperative as scooters transition from a perceived recreational vehicle to an essential part of the urban transportation grid. This will include dramatic, data-informed improvements in protected infrastructure for both cyclists and scooter riders.

Second, we should anticipate that e-scooter technology will continue to develop around two key pillars: safety and sustainability. This applies as much to the form and functionality of the vehicles themselves as it does to the daily operations that manage them. Longer lifespan, improved battery performance, increased durability and enhanced diagnostics will be the benchmarks by which we measure this progress.

Finally, we should anticipate that, as the data from hundreds of millions of annual rides continues to accumulate, our understanding of urban mobility needs will become much clearer and more nuanced. Urban planning decisions will be able to be made based on street and hour-specific needs, identifying potentially dangerous areas and taking low-cost, high-impact actions to remedy them.

If current trends continue, and there’s every reason to believe that they will, the time it takes to add another half-billion e-scooter rides to the global total will very soon shrink from four years to less than one.

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Why Florida residents may soon be seeing jet-powered ‘flying taxis’

Florida is renowned for its strange news stories. In recent weeks alone, one resident reported an alligator in her garage that turned out to be a pool floatie; another discovered a python in her washing machine; and a horse needed to be pulled out of a septic tank by firefighters.

Still, don’t dismiss Orlando residents who report seeing flying taxis overhead, because they may just be coming. Lilium Aviation, a five-year-old, Munich, Germany-based, venture-backed startup that designs and makes electric vertical take-off and landing jets, is reportedly seeking tax incentives from the city to build a 56,000-square-foot transportation hub with the promise that it will create 100 high-wage jobs in return.

According to the Orlando Business Sentinel, the proposed facility — a takeoff and landing area that would be part of Lilium’s first transportation network in the U.S. — would represent a $25 million investment and, according to the city’s own estimates, generate $1.7 million in economic impact in a 10-year period. (Lilium in September began separately exploring with Germany’s Düsseldorf Airport and Cologne Bonn Airport how to turn the two airports into regional air mobility hubs.)

It’s seemingly a smart time for Lilium — whose planes aren’t expected to be up and running until 2025 — to be talking with cities about additional airport revenue. Passenger traffic has fallen through the floor, owing to the pandemic, and cargo traffic has not been immune, either. Meanwhile, 95% of revenue from airports comes from aeronautical and non-aeronautical services.

Lilium also has a little more spending money after raising $35 million in fresh funding in June led by Baillie Gifford, the largest investor in Tesla — a round that brought the company’s total funding to date to $375 million.

Earlier investors in the company include Atomico, Tencent Holdings and Freigeist.

We sat down with Atomico founder Niklas Zennström in late 2016 when the firm had just led a €10 million Series A in Lilium. At the time, the bet seemed early, despite the existence of rivals like Terrafugia and AeroMobile, yet such vehicles may be an everyday reality sooner than imagined. Investors and founders seem to think so, at least. There are now at least 15 so-called flying cars and taxis in development.

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