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Parents of Child Killed in E-Bike Accident Sue Manufacturer, Signaling Future Challenges to Industry
Steve Huff
Steve Huff is an Editor and Reporter at dot.LA. Steve was previously managing editor for The Metaverse Post and before that deputy digital editor for Maxim magazine. He has written for Inside Hook, Observer and New York Mag. Steve is the author of two official tie-ins books for AMC’s hit “Breaking Bad” prequel, “Better Call Saul.” He’s also a classically-trained tenor and has performed with opera companies and orchestras all over the Eastern U.S. He lives in the greater Boston metro area with his wife, educator Dr. Dana Huff.
Tragedy struck the Steinsapir family on January 31, 2021, when 12-year-old daughter Molly was gravely injured while riding as a passenger on a Rad Power RadRunner e-bike. The accident occurred in Pacific Palisades while Molly was riding on the bike's rear rack. She suffered a severe brain injury—the girl underwent multiple surgeries but passed away just two weeks later.
In early August, the LA Times reported that Molly’s attorney parents, Jonathan and Kaye Steinsapir, filed suit in a Los Angeles court against Seattle-based Rad Power Bikes, alleging negligence and product defects led to their daughter’s death.
The Steinsapirs’ suit comes as the micromobility industry continues a strong recovery from the lows of the COVID-19 pandemic. According to recent data from the U.S. Bureau of Transportation Statistics (BTS), the number of docked bikeshare systems has nearly doubled in the past five years, with over 100 such systems in operation nationwide. In addition, the number of individual docking stations has also grown, with 8,457 currently in use.
It’s also a highly visible recovery: Travel to one of several major cities like Austin, Los Angeles or New York, and you’ll eventually spot someone zipping down the street on one kind of electric ride or another.
Molly Steinsapir was a passenger on a privately-owned RadRunner e-bike when her 11-year-old friend, who was steering, lost control. The friend was only mildly injured in the accident, and her account of what happened led the Steinsapirs to believe that the product defects such as issues with the RadRunner braking system played a role. In addition to arguing that the e-bike was defective, the lawsuit also alleges that Molly's Giro Sport Design Inc. helmet was flawed.
Responding to dot.LA's request for comment, Rad Power Bikes said, “The entire Rad Power Bikes team extends its deepest condolences to the Steinsapir family on the tragic loss of Molly Steinsapir. We are aware of the lawsuit that the family has filed. Rad Power Bikes does not comment on pending litigation, including this case, and therefore has no comment on the allegations in their complaint or the underlying accident.”
The Steinsapir’s suit goes explicitly after the bike and helmet makers. But, in general, it adds a new layer of litigation onto an industry already facing legal challenges on multiple fronts—such as when the city of San Diego sued several scooter companies in 2021 to ensure the firms would meet their obligations if they lost in court. Or when Lime was hit with a class-action lawsuit in 2020 that alleged, among other things, that the company didn’t maintain its inventory, leading to accidents and injuries. Then there are the multiple web pages maintained by law firms with titles like “New York City Electric Scooter Accident Lawyer” and “E-Scooter Disability Lawsuit.”
Additionally, as Jonathan Steinsapir told the Times, “Rad Power Bikes has simply turned a blind eye to the fact that children under 16, under 18 are using their products all over the country.”
It’s true as the Times reported that the buyer’s manual for the RadRunner neglects to mention that the bike shouldn’t be operated by people under 18 until near the end of the 57-page document. Olivier Taillieu, the attorney who filed suit on the couples’ behalf, noted that e-bikes and scooters appeal to kids because “they take you places you wouldn’t normally be able to go, which includes uphill.”
Children can easily access motorized scooters and bikes even when companies appear to take precautions. Parents might have to use an ID to open an account to rent scooters from one of the nationwide services like Lime, but once that account is established, it’s a no-brainer for kids to simply use their parents’ credentials. Then children as young as 11 can access equipment capable of speeds up to 20mph on city streets. The American Academy of Pediatrics recognized the dangers three years ago when it recommended that no one under 16 operate e-scooters or electric bikes—the same year researchers called injuries from motorized scooter use “a rising epidemic.”
As accidents happen and lawsuits mount, the e-bike industry will likely have to confront the prospect of more regulatory scrutiny from cities where they’ve established firm footholds.
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Steve Huff
Steve Huff is an Editor and Reporter at dot.LA. Steve was previously managing editor for The Metaverse Post and before that deputy digital editor for Maxim magazine. He has written for Inside Hook, Observer and New York Mag. Steve is the author of two official tie-ins books for AMC’s hit “Breaking Bad” prequel, “Better Call Saul.” He’s also a classically-trained tenor and has performed with opera companies and orchestras all over the Eastern U.S. He lives in the greater Boston metro area with his wife, educator Dr. Dana Huff.
steve@dot.la
‘Influencer Olympics’: Content Creators Are Getting Paid Big Bucks To Attend Coachella
05:01 AM | April 20, 2023
Evan Xie
If someone attends Coachella and doesn’t make a TikTok about it, did they even go? Scrolling through any social media feed over the past few days, it seems like the answer is a firm “no.” Instead, people document everything from the food they ate to the cowboy boots they wore. The is even a genre of video dedicated to complaining about Coachella.
On TikTok, videos tagged #Coachella2023 have already amassed over 1.6 billion views—already up from #Coachella2022, which had 1.5 billion views and the second weekend has yet to begin. On Instagram, the hashtag has almost 37,000 posts. Sure, some of the content is posted by people attending the festival for fun. But a quick scroll through either platform shows that influencers have created the vast majority of the posts.
Content isn’t even limited to the two festival weekends. In the months leading up to Coachella, people share survival tips and outfit inspiration. And, afterward, the outfits reviews judge who captured the current trends and who fell flat.
This flood of content has led many to deride the influencers swarming Coachella. Critics say that the focus on fashion has ruined the festival and that influencers ushered in this change. A recent video by the singer Loren Grey, who rose to fame through TikTok, only confirmed these issues. Grey dubs Coachella “the influencer Olmpyics” despite the fact that many don’t even attend the festival. Instead, she says they film outfit and lifestyle content from the desert to make it look like they were in the thick of things.
So how did Coachella transform from a music-centric event to a TikTok content farm?
The influencers aren’t entirely to blame. Instead, people should point fingers at the brands Coachella works with to sponsor the festival. Brands like Neutrogena, H&M and Casetify—three of this year’s sponsors—all work with influencers to produce content from the festival and promote their products.
But the biggest player in Coachella’s influencers world is Revolve. Since 2015, the fashion company has produced the Revolve Festival concurrently with the first festival weekend, where they invite social media influencers and celebrities to network while watching trending artists perform. And, though influencers made Coachella content prior to Revolve Festival, the new event was a clear turning point in how brands could benefit from social media stars.
Revolve also works with influencer marketing agencies to gift clothes to attendees prior to Coachella. Evidently, the strategy works—back in 2018, the company said sales from the Monday before the festival were higher than Cyber Monday. The music festival has only become more crucial for the brand’s sales since then, with Revolve likening the festival to a retail Superbowl.
But it’s hardly just Revolve that’s capitalizing on the festival. Last year, one influencer said she earned $2,000 per Instagram post featuring Coachella content. Another influencer was paid $2,500 for three Instagram stories and a Reel in addition to a free ticket compliments of one of the brands she partnered with.
The reliance on influencer marketing during the festival is just a reflection of a wider focus on social media marketing. In recent years, brands are leaning even further into the presumed authenticity of micro-influencers who attend the festival. Which of course, means more content from more people.
So as annoying as some people find the unending stream of content, it’s time to accept that Coachella has long been a networking event for those whose livelihood depends on creating a glut of “get ready with me” videos.
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Kristin Snyder
Kristin Snyder is dot.LA's 2022/23 Editorial Fellow. She previously interned with Tiger Oak Media and led the arts section for UCLA's Daily Bruin.
https://twitter.com/ksnyder_db
No Tipping Necessary: Hundreds of Delivery Robots Are Coming to Los Angeles
07:59 AM | January 13, 2021
On a recent crisp winter morning outside an empty office park in the San Fernando Valley, there were no workers to be seen. That is unless one counts the cooler-sized delivery robot slowly whirring down the sidewalk as Felipe Chavez, founder and CEO of Kiwibot, nervously watched to make sure the droid did not veer of course.
Just as no one now thinks twice about seeing e-scooters that were non-existent before late 2017, the sight of a robot ferrying salads, pizza, or groceries could become common on Los Angeles sidewalks before this year is over.
Kiwibot has quietly been testing its robots – specially designed to look cute and non-threatening – for the past few weeks in the Valley, as well as more recently at a major university campus the company won't yet name. If all goes well, Kiwibot will begin offering delivery to students through as early as next month before expanding to Santa Monica and other parts of the city after that.
"L.A. is going to be our most important city this year," Chavez said. "In the first five months of the year we plan to employ 100 robots here in the city, and we expect that by the end of the year we're going to have around 400 robots deployed."
Postmates, which is now owned by Uber, has been testing a handful of delivery robots in West Hollywood since April. While those are accompanied by a human chaperone, the Kiwibot robots set out on their own, though operators take over remotely for more complex tasks like crossing the street.
Kiwibot has already made over 120,000 deliveries since 2017 during rollouts at University of California, Berkeley, University of Denver, and San Jose, where it partnered with Shopify and Ordermark. But L.A., with its vast geographic footprint, is a whole new degree of difficulty.
"It's a great challenge for us," said Chavez.
Kiwibot chose L.A. because the city already has a high adoption of food delivery, it is home to potential partners like ChowNow and Ordermark, and the city has been a willing collaborator through its Urban Movement Labs (UML), mostly by sharing data on city streets and sidewalks.
"We trust L.A. to be the best new market for us because the food delivery habit is already there, and we feel backed to scale in an organized and socially responsible and sustainable manner," said David Rodriguez, Kiwibot's head of business.
After a confrontational approach between cities and ridesharing and e-scooter companies, Lilly Shoup, UML's interim executive director, says L.A. is trying to be more collaborative with delivery robots.
"I think we've learned that it's important for city transportation agencies to get ahead of new technology before they appear on city streets," Shoup said. "It's important to understand their business models and proactively develop policies."
UML is also working on a pilot to deliver goods via drone by 2022 and in both instances Shoup says the technology can help reduce pollution and congestion since most deliveries now are made via cars.
"It's really exciting to think about new ways to reduce the environmental impact of delivery," Shoup said.
Robots substantially bring down the cost of delivery, which could help restaurants that operate on thin margins during even the best of times and have been devastated this year. But it will also mean fewer delivery jobs, most of which have been preserved as contract work in California with the recently passed Proposition 22.
Restaurants typically pay between 15% to 30% on orders placed with delivery services like Postmates or Grubhub and drivers are hardly getting rich. In fact, they often make less than minimum wage.
Kiwibot charges fees of a couple dollars on each order – which can be absorbed by the restaurant or passed onto customers. The company says its cost per delivery is now $2.98 but as it scales and the technology improves it can shave the cost down to $1.23 by the end of 2022.
Right now, Kiwibot robots – which cost between $2,500 and $4,000 each – can only operate in a 1.5 mile radius but the company's next generation can go eight miles and is large enough to fit a 12-inch pizza.
Will the Public Accept Robots?
Even when the technology is ready, Kiwibot has what may be a tougher obstacle to overcome – public acceptance. Public safety commissioners in West Hollywood raised concerns about Postmates' robots and even in tech-friendly San Francisco, a city lawmaker, worried they might run into pedestrians, tried to ban them.
Kiwibot warns potential investors on its crowdfunding page: "Delivery bots have proved controversial in some regulatory environments with some cities, like San Francisco, putting out laws that make it difficult for us to deploy. If this became widespread we would have trouble going to market."
Chavez says he spends a great deal of time thinking about how he can get the public to be comfortable with robots.
"There is a sector of people that are concerned about robots and I think that it is very important to listen to them and to get their feedback on everything. but robots are going to happen," Chavez said.
The robot also has a sign affixed to the back to clarify that it is not recording any video, something that was added after homeless people in San Jose feared they were being spied on.
There is a "black box," which records in case of an emergency, but none of the devices have been stolen — so far.
Even though local regulations can allow for robots to go as fast as 10 mph, Chavez has found a speed of 6 mph makes people feel safer.
There are also important visual considerations. Kiwibot's robots look nothing like the hulking devices conjured up in sci-fi movies like "Transformers" or "The Terminator." They are more like a plastic cooler on wheels with lights on the front that resemble a smiling face.
"The new version is even more cute," said Chavez. "It's like a squirrel on a rock."
Taking a page from nature, the design is deliberately playful and small.
"When you see an animal and it is bigger than the width of your shoulders you feel threatened," Chavez said. "So we have made sure that the robot is never going to be wider [than you] so that people don't feel threatened."
Coronavirus has also been helpful, helping accelerate the adoption not only of delivery but also of robots – who you don't have to worry about coughing on you.
Competition with Bigger Robot Deliveries
Kiwibot, which is based in San Jose, has raised more than half $1 million from more than 650 investors in its latest crowdfunding campaign, to bring its fundraising total to over $3 million.
That pales in comparison to not only Uber but also much larger rivals Starship, a robot food delivery service launched in 2014 by two Skype co-founders that plans to rollout deliver to 100 universities by next summer and Nuro – an autonomous vehicle startup founded by two ex-Google engineers valued at $4 billion. The company received regulatory approval last week to operate on city streets in the Bay Area.
But with global autonomous last-mile delivery projected to grow from $11.16 billion next year to $76 billion by 2030, Kiwibot sees room for multiple competitors.
"In L.A. right now we are talking with multiple partners, very big companies," said Chavez.
"Everything is moving very fast," he added, as his robot inched along the sidewalk, heading back to the lab to continue more testing.
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deliverydronesrobotse-scootercity of los angelesshopifyordermarklily shoupdavid rodriguezurban movement labsfelipe chavezkiwibotfood technurostarshiprobotics
Ben Bergman
Ben Bergman is the newsroom's senior finance reporter. Previously he was a senior business reporter and host at KPCC, a senior producer at Gimlet Media, a producer at NPR's Morning Edition, and produced two investigative documentaries for KCET. He has been a frequent on-air contributor to business coverage on NPR and Marketplace and has written for The New York Times and Columbia Journalism Review. Ben was a 2017-2018 Knight-Bagehot Fellow in Economic and Business Journalism at Columbia Business School. In his free time, he enjoys skiing, playing poker, and cheering on The Seattle Seahawks.
https://twitter.com/thebenbergman
ben@dot.la
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