amazon truck business

Last September, Amazon ordered 100,000 electric delivery vehicles from the Michigan-based startup Rivian—the largest EV order ever placed—as. We connect truck and van owners with businesses that need to deliver large the company and driver, a vehicle may or may not Jun 28, 2018 · Amazon begins. If you are planning to start your own courier and cargo business then the Amazon Delivery franchise business can be one of the best choices.

Amazon truck business -

Rivian expands into fleet business beyond its ‘exclusive’ Amazon deal

Electric vehicle startup Rivian is expanding a fleet business that appeared to be exclusively tied to Amazon.

The company, in which Amazon holds a 20% stake, will start taking orders for its electric delivery vans in 2022, with plans to deliver them to customers by early 2023, according to a new section of Rivian’s website.

Rivian has been working to fulfill a contract to produce 100,000 electric vehicle delivery vans for Amazon through 2024. (Rivian has said it plans to deliver the first 10 of Amazon’s order by the end of this year.) That deal appeared exclusive, according to information contained in the S-1 document announcing its plans to go public. However, this new information that shows Rivian is selling to other fleet customers prior to 2024 suggests that its contract with Amazon has some wiggle room.

Neither Amazon nor Rivian could be reached to clarify the terms of the exclusivity.

The new section of the site, which went live Friday and was tweeted out by a few Rivian employees, says customers will be able to use Rivian’s online fleet configurator to plan and place fleet orders beginning early next year. Deliveries wouldn’t begin until the following year.

The company said it will also sell fleet versions of its R1T electric pickup and R1S electric SUV, which widens the customer base beyond the consumer adventurer that Rivian has been targeting. This move potentially puts Rivian in more direct competition with a variant of Ford’s all-electric pickup truck, which is being directly marketed to commercial customers.

The updated website outlines several other products related to the fleet business, including a management platform called FleetOS and charging infrastructure.

Rivian, and Amazon, stand to gain from casting a wider commercial net.

“The success of our business depends on attracting and retaining a large number of customers,” reads Rivian’s S-1 filing. “If we are unable to do so, we will not be able to achieve profitability.”

However, there are risks and unknowns to how many other customers Rivian, which is just starting production of its R1T, can even take on.

Rivian’s factory in Normal, Illinois has current capacity to produce up to 150,000 vehicles annually — about 65,000 of which would be for the R1 pickup and SUV and 85,000 for the commercial delivery vans called RCV.

That doesn’t mean Rivian will hit that capacity overnight. Rivian has said in an amendment to its S-1 that based on its current production forecast, it expects to fill a preorder backlog of about 55,400 R1 vehicles by the end of 2023. 

Rivian’s push into the fleet business comes just days before it makes its debut as a publicly traded company. Rivian’s valuation at IPO is expected to be as high as $65 billion, but some investors have had their doubts. A report from New Constructs, an investment research software company, released just a few days before Rivian updated its website, finds that Rivian’s stock is overvalued and urges investors not to buy when the company goes public this week.

“Rivian has yet to manufacture a meaningful number of vehicles and competes with well-capitalized electric vehicle upstarts as well as incumbents like General Motors (GM) and BMW, which both have decades of experience and multi-billion dollar plans to expand EV production,” the report reads.

Despite this, many investors are bullish on the startup and its future. This latest update could sway previously skeptical investors that Rivian has more flexibility and power than previously thought.

Источник: https://techcrunch.com/2021/11/08/rivian-expands-into-fleet-business-beyond-amazon-deal/

This article was translated from our Spanish edition using AI technologies. Errors may exist due to this process.

You're reading Entrepreneur United States, an international franchise of Entrepreneur Media.

"Amazon has taken over different markets, is it that now it wants to beat the taxi market to Uber?" It is one of the many theories that the viral video unleashed in which we can see how a company parcel delivery van parks in a residential area, opens the back door and lets out a woman.

Unsplash

The video was recorded from a high place in the buildings opposite, so the user in question had no way of knowing the context of the event.

@ patrickhook01 Amazon be different #fyp#viral#florida#amazon#KFCSecretMenuHacksCRACKHEAD - iLOVEFRiDAY

According to netizens, it is a suspicious matter for several reasons. To begin with, it is nice that it is a delivery service that has “given the girl a ride”, the clothing she brings also makes noise since it was taken in the morning and the woman in question is wearing a black dress that is she would use more commonly at a party, someone helps her out of the vehicle as if it were her job or if it were an acquaintance and also, it seems that she does not live where she was left as she is walking away from the residence.

All these details have left users wondering what happened and, as always, creating theories about it. No one knows the facts themselves, but that hasn't stopped people's imaginations. There are some who believe that the driver is an acquaintance of hers who asked for a ride after going to party, while the person was working. Another theory, which was more of a joke, is that Amazon will start a taxi service, among others.

With only that video it is impossible to know what the real context was, but perhaps the woman realizes that her morning went viral on social networks and publicly share what happened.

Источник: https://www.entrepreneur.com/article/393184

Amazon Drone Delivery Was Supposed to Start By 2018. Here's What Happened Instead

Amazon’s squadron of delivery drones was supposed to be in full flight by now. And the fall of 2021 would have been an opportune time to have little automated flying machines delivering packages to customers—what with all the trouble human workers are causing around the country with strikes and labor shortages. Amazon announced an experimental drone delivery service with great fanfare as part of a 60 Minutes feature in 2013. Amazon’s promise was quite remarkable: Your packages—containing anything from toothpaste to a new smartphone—would arrive right at your doorstep (or on your lawn) by way of a drone that lands, drops your parcel and flies away.

Jeff Bezos, Amazon’s then-CEO, said in the televised segment that it would likely take “four to five years” to turn the “R&D project” into a reality.

Nearly eight years later, the world’s leading online retailer is struggling to make progress with its Prime Air program. So, what happened?

“Prime Air is committed to making our goal of delivering packages by drones a reality,” Amazon said in a statement to TIME. “We are pioneering new ground and it will continue to take time to create the right technology and infrastructure to safely deliver packages to customers.”

Since the program got underway, Amazon has revealed a few delivery-drone designs, and in August of 2020 it received the Federal Aviation Administration’s permission to begin conducting drone operations. The company told TIME that it continues to collaborate closely with the FAA and other regulatory bodies around the world. It is running tests of the delivery program and has logged thousands of flight hours.

Even so, Prime Air has suffered numerous setbacks, including rounds of layoffs, unexpected surges in workload, and a work environment fueled by unrealistic expectations, former staffers told Wired earlier this year.

Projects that take longer than expected to get off the ground are hardly unusual at big companies, and Amazon is no different. Over the years, the company has had mixed success releasing products like smartphones and in-home grocery scanners. It recently discontinued Amazon Echo Look, an Alexa-enabled device that scanned a user’s outfit and offered questionable fashion advice.

Even in 2021, the idea of drone delivery still sounds somewhat fantastical, but widespread use of these small aircraft could have an enormous impact. Drones have potential to be even more efficient and environmentally friendly than a modern electric delivery van. The Biden administration has expressed interest in developing the field of drone delivery and logistics, and for uses like infrastructure inspection. The initiative has plenty of challenges, however, including the need for more warehouses and concerns about airspace safety with a potential sky full of whizzing drones. Still, as Amazon struggles, other companies are racing to be the first to offer widespread service.

Where delivery drones have worked

Google parent company Alphabet is forging ahead with its own version of the futuristic delivery service. In Logan, Australia, suburban drone deliveries are taking off, thanks to Alphabet subsidiary Wing. The delivery drone company, previously part of Google’s “moonshot” initiatives, reached a pivotal milestone, announcing in August that it made its hundred thousandth delivery.

The drones have moved over 10,000 cups of coffee, 1,000 loaves of bread and 1,200 roasted chickens (known as hot chooks in Australia). Wing says it hasn’t faced a single delivery issue during its flights in Logan, and has run thousands of internal flight and delivery tests at the same time.

Wing CEO James Ryan Burgess thinks opportunity lies in a decentralized delivery system scattered throughout a region, citing Logan as an example of a city wherein the company can operate smaller groups of drones in multiple areas.

“You can imagine a future where there are delivery drone aircraft scattered throughout a city in the most appropriate places,” says Burgess. “Those aircraft can serve the community whenever somebody has a need to receive a package or send a package.”

Since Wing’s drones can wirelessly charge from their landing pad when they return from a delivery, the infrastructure requirements are minimal. “Our best estimate at this state at Wing is that there will be a mix of central and distributed delivery technologies in the drone space,” says Burgess. “That way, they can serve and integrate with merchants of various scales in the best way possible.”

Wing, which grew its operations in Australia this year, is looking to expand from its single U.S. location in Christianburg, Va., and Finland “in the coming months.”

Wing’s drone deliveries are automated, but monitored by pilots who function more as air traffic controllers than anything else. Routes are determined based on factors like distance, weather conditions and airspace regulations, and deliveries are dropped in front of homes using a winch, with no human interaction required.

More efficient and ecological—to a point

When it comes to making deliveries efficient and environmentally friendly, faster seems to be better. The less time a drone spends in the air is a primary determinant of its energy consumption according to Carnegie Melon University Professor Costa Samaras. A 2018 study coauthored by him discovered that, over certain distances, drone delivery is more efficient than ground-based delivery, especially if drones are traveling at higher speeds.

Samaras notes that drone deliveries won’t phase out more traditional methods of transporting goods, but will instead complement them while being more environmentally friendly.

“There are other areas where an electric cargo bike is for sure going to be better, and there are areas where maybe a bigger electric truck would be best,” he says. “You don’t necessarily want your computer monitor being delivered by drone.”

But speedy drone delivery in cities might be less eco-friendly when carrying heavier items, and they could also be more of a noisy nuisance than delivery via electric vehicle. “Do we want hundreds or thousands of drones over all of our cities?” says Samaras. “That’s a much deeper and more important question.”

Still, the environmental concerns loom. A company like Amazon might create drone delivery facilities to make good on faster guaranteed delivery times, but that would also mean more facilities to operate and maintain, and more of an environmental impact.

Indeed, the promise of drone delivery means everyone can order everything and have it arrive almost instantly. But in urban environments, people ordering a cup of coffee or breakfast bagel first thing in the morning might not be a feasible option, and could lead to increased pollution. It also means that providers would need more space dedicated to shipping and maintaining drones, which means more warehouses. You could have a single warehouse and fly drones until their batteries die, says Samaras, but that defeats the efficient nature of drone usage. For more efficient flights, companies will need multiple warehouses storing identical products to deliver to neighborhoods.

“If you needed a new phone, for example, you’d have to have a phone in a warehouse in the Bronx, you’d need a phone in a warehouse in Brooklyn, in Staten Island, and now you’ve got three warehouses,” says Samaras. “Now you have to heat, light and power those warehouses, and that amount of energy degrades the benefits from that [drone delivery].”

Currently, Samaras says drones for delivery use in rural areas paired with delivery trucks are an ideal application of the technology, considering the environmental cost of driving something like a multi-ton delivery truck to every house in a rural community. Drones are already being used by hospitals in far-flung regions to deliver medical supplies like blood, and by the U.S. Army to move military equipment like ammunition.

Few studies have looked at the ecological effects of drones flying over neighborhoods, and the effect on wildlife is still being researched, though videos (shot via drone) have shown that animals don’t take kindly to the buzzing aerial copters. A European Environment Agency report on drones and sustainability points out the growing tension between drones and animals, especially birds.

“Bird species… were found to be more sensitive to disturbances relating to the presence of drones,” said the report. “Evidence is growing of bird-drone interaction, such as two eagles mistaking a drone for food in Austria.”

Meeting ‘uncharted’ demand

Decentralized drone delivery could also lead to less congestion, according to University of Texas operations management professor Milind Dawande, which is more obvious vital now than ever as the global supply chain stalls in shipping bottlenecks at ports. But Dawande coauthored a study last year that showed how using drones to decrease delivery times could lead to an increase in demand.

“No one has captured this demand until now,” says Dawande. “You have never heard that your order is going to come to your door in 15 minutes. So it’s all an unchartered territory actually.”

Dawande thinks it could lead to companies competing over zones of control, with customers prioritizing speedier deliveries from retailers able to deliver to them faster based on their proximity to a drone distribution center. You might have two competing big box stores near you, but if one can guarantee you a 15-minute delivery rather than a one-hour window, you’re more likely to choose the closer one. That speedy delivery could increase the number of orders. It makes what would’ve been a car ride, evening delivery, or next-day delivery into a purchase that will show up before your first cup of coffee gets cold.

“The guy who can reach the customer fastest is the king,” says Dawande. “Therefore, if I have a warehouse here, within 10 miles, I am king. If you have a warehouse there and we don’t, then you are the king. So there will be bubbles, and they will monopolize that region and share the market in the rest of the region.”

So what’s holding up the great drone delivery experiment? Both Dawande and Wing CEO Burgess cite the FAA as a hurdle when it comes to bringing more drone delivery services to regions in the United States.

“The bottleneck is the regulatory framework,” says Dawande, who suggests drone delivery companies will have to adhere to guidelines and regulations from multiple agencies in the U.S. “There are federal laws, there are going to be state laws, there are going to be city laws… Of course, technology is improving every day, but the regulatory framework, how quickly it reaches maturity, will certainly determine how widespread and how fast [drone delivery] will be adopted.”

Companies like Amazon and Wing have received the FAA’s existing Part 135 certification, which allows them to participate in delivery via drone services with a limited number of pilots and drones. Still, according to the FAA, companies must obtain airspace authorizations from local governments before they begin sending drones carrying packages through the air.

Those authorizations have the potential to get complicated. Each state has its own rules for unmanned aerial vehicles (UAVs)—Arkansas, Georgia, and Kentucky, for example, prohibit flight paths over certain properties like prisons or railroads. Some states have prohibited delivery of certain items (like medical marijuana) as well.

Still, Dawande believes drone deliveries will be inevitable thanks to slowly easing regulations, citing the FAA’s recently simplified remote ID laws for drones, which would’ve required drones broadcast a unique identification signal (which won’t go into effect until 2023), as well as increasing pilot privacy and dismissing the requirement that personal information be logged in a government database. The FAA is also making it easier for pilots to renew their drone pilot licenses by waiving testing fees.

If the commercial UAV market, valued at over $22 billion this year, is any indication, you can expect that 30-minute toothpaste delivery sooner rather than later.

More Must-Read Stories From TIME

Write to Patrick Lucas Austin at [email protected]

Источник: https://time.com/6093371/amazon-drone-delivery-service/

Amazon Logistics Tracking

Amazon logistics

Amazon Logistics is Amazon's delivery service. Orders shipped by Amazon Logistics will show as shipped by AMZL_US. If you see tracking number starting with "TBA" it's being delivered Amazon Logistics.

After an order has shipped, you can track your packages on Amazon.com. From Your Orders, you can find tracking information in your order details. If an order includes multiple items, each may have separate delivery dates and tracking information.

Amazon Shipping Confirmation Email

Unfortunately, Amazon does not allow tracking its own deliveries with regular tracking numbers. That's why you need to use original tracking link or order number you received from Amazon.

You can also try tracking with ONLY your Amazon order number similar to 303-9449955-1449961, just enter it into search field above and click "Track Package".

Here is how to track a delivery with Amazon Logistics in ParcelsApp.

  • Open shipping confirmation email from Amazon in Mail.
  • Tap and hold 'Track your package' link in the email. Select 'Copy' from the menu.
  • Paste Amazon tracking link into the search field above on this page. Your Amazon order details should be recognized.

Amazon Tracking Number TBA

Packages shipped in US, Canada, Mexico usually get assigned Amazon Logistics tracking numbers starting with TBA, TBM, TBC. For example TBA619632698000, TBC038034537009, TBAONT500361196.

Such Amazon orders can be tracked only via Amazon website/apps or you can track using order tracking link, see instruction above about how to use one.

Amazon Logistics Tracking Number USA

From my understanding, when the item you bought is located in a fulfillment center near you, Amazon uses independent delivery partners (much like Uber drivers), who they employ as a contractors.

Tracking for TBA IDs is possible only on Amazon or through special URL or web link which you can copy from your Amazon shipping confirmation email or from Amazon Orders section. That link will allow you to track package using our universal package tracking service.

Delivery Information

If no one is at the address when delivery is attempted, Amazon Logistics will leave the package in a secure location. If no secure location is available, or the delivery requires someone to be present, Amazon Logistics will send an e-mail to the e-mail address on file. Amazon Logistics will make three delivery attempts on consecutive days. If the third delivery attempt is unsuccessful your package will be returned to Amazon for a refund.

You may find that the tracking will sometimes show that a package has been delivered, but you haven't received it. In these instances, check to see if the package was left with a receptionist or neighbor. To avoid disturbing you, our drivers will knock on the door, ring the doorbell, or directly contact you for delivery only between the hours of 8:00 am - 8:00 pm local time.

What happens if an Amazon Logistics driver arrives, but no one is home?

This depends on whether the shipment requires a signature or a person to be present. If these items aren’t required on the order, the driver will leave the package in a safe location on the porch or doorstep.

If someone must be present for the delivery, Amazon Logistics will leave a “We missed you” care and make two additional attempts in the coming days. On the third try, the delivery will be returned to Amazon and a refund will be issued to the customer.

Can Amazon Logistics deliver on weekend?

Amazon Logistics is a 7-day, 8 a.m. to 8 p.m. delivery service. That being said, if a customer prefers to receive packages on the weekend, they’ll need to update their preferences in the “Manage Address Book” area of their admin settings. Under “Optional Delivery Preference,” they can select weekend deliveries as their preferred method of shipment.

What do I do if packages say delivered but the customer says it’s not there?

Amazon Logistics tracking isn’t updated in real-time, so if a customer can’t find a “delivered” package, there’s a chance it’s still coming in the next few hours. It also may have been left with a receptionist, at their building’s front desk or with neighbor if the customer wasn’t home.

What Is AMZL_US?

Amazon is a massive service. In 2017 alone, the company shipped over 5 billion items worldwide. They’re also a very efficient company, always looking for ways to reduce their expenses and improve their supply chain (which translates into lower prices for their customers).

One large expense that Amazon has to deal with is shipping. In the past, the company handled all their shipping through third-party shipping carriers and delivery service providers. This could mean familiar services like USPS, FedEx, or DHL, as well as lesser-known “last mile” services like Ontrac

While Amazon still accomplishes many of its deliveries with these services, the company has also created its own shipping service. It’s called Amazon Logistics (often abbreviated as AMZL). AMZL_US refers to any deliveries that Amazon makes in the United States using its delivery service. Whenever you see “AMZL_US” associated with an Amazon order, it lets you know that Amazon Logistics is the one making the delivery.

How Does AMZL Differ from Other Shipping Companies?

So what makes AMZL different from other shipping carriers? In many ways, it’s similar. Like traditional carriers, AMZL delivers packages using ground transportation (generally vans or trucks). It does differ in some key ways, however. One important difference is that AMZL makes deliveries on Sundays, something other carriers do not. This lets Amazon offer customers a service that would have been unthinkable in the past.

Another important difference is that AMZL employs a network of independent contractors. They make deliveries through a program called Amazon Flex (which also includes deliveries for other Amazon services like Prime Now, Amazon Fresh, and Amazon Restaurants). AMZL also contracts deliveries out to Amazon Delivery Service Partners, which are basically delivery franchises operating fleets of 20–40 delivery vans.

Finally, AMZL differs in that the company makes deliveries directly from Amazon’s warehouses. There’s no need for a third-party shipping carrier to receive a package at their facility before sending it out to customers (or for the postal service to send the package to a local post office).

Instead, AMZL can send packages directly from the warehouse to customers. This boosts Amazon’s delivery capacity, making services like one-day delivery and same-day delivery possible, as well as making Amazon Prime services like free two-day shipping far easier for the company to implement.

What to Do If Your AMZL Package Delivery Is Late

While Amazon does everything in their power to deliver packages on time, sometimes an order will arrive late or get delayed. When this happens, you have a few options for recourse. The first, of course, is just to wait another day or so. In all likelihood, the package will arrive.

Sometimes, however, the package is too important to wait. Or, possibly, something else happened that made it appear as delivered even though it never made it into your hands. Here are a few possible reasons your package could be late:

  • The delivery person was unable to deliver the package. This can happen if they can’t find the address (unlikely but sometimes happens with apartment buildings or in remote areas). It can also happen if delivering the package was unsafe for the driver (aggressive dogs are a common cause of this problem).
  • The package went to the wrong address. This is easy to do by mistake if you have multiple addresses in your Amazon account (such as the addresses of friends or loved ones). It’s also one of the easiest errors for Amazon to correct, as all they have to do is dispatch a new package with the updated address.
  • The package requires attended delivery. Certain items require someone to be present for their delivery. Generally, these are items whose recipient must be 21 (such as alcohol deliveries) or items that are highly perishable (such as produce, meat, or restaurant deliveries).
  • Your apartment complex is still sorting the mail. If you live in an apartment building with a reception desk, they may not have placed the package in your mailbox yet. Nevertheless, Amazon will still technically show your package as “delivered,” since someone from your apartment management received it.
  • Someone stole the package. While not the most likely cause of a late package, it can happen. This is most common around the holidays, when lots of valuable packages are sitting on people’s porches and steps.

Amazon Logistics Customer Service

Amazon Customer Service handles all inquiries for Amazon Logistics. You can contact them if you need to reschedule a delivery or with any other questions you may have.

AMZL_US FAQ

What is a carrier delay?

Since AMZL deliveries are performed by independent logistics providers and independent contractors, delays beyond Amazon’s control are possible. This is why you may see a message such as “Carrier delay” when looking into a late package. Many things can cause a carrier delay, but the most common cause is that the delivery driver ran out of time to deliver the package to your residence. In this case, they’ll just attempt to make the delivery on their route the following day. The best thing for you to do in this case is to be patient.

Why was my package delayed at the facility?

Getting your package to you at the rapid speeds Amazon claims requires a complex orchestration of suppliers, Amazon warehouse workers, and delivery companies. In many cases, it also depends on private sellers (i.e., small businesses or even large companies that sell products using Amazon’s ecommerce platform) successfully getting their goods to an Amazon fulfillment center.

While most of the time this whole process happens without any issues, sometimes things can go wrong. Maybe a warehouse worker was sick or distracted. Maybe the supplier delivered their shipment late. Both of these are possible reasons for your package getting delayed at the facility.

If this happens, the best thing to do is just be patient. Amazon works to quickly resolve such delays, and your package will generally be delivered by the next day. If you do have any concerns, you can always reach out to Amazon customer service for help with determining what’s causing the delay.

Will Amazon give me a refund if my package is late or delayed?

No, Amazon has no refund policy (even though it did give refunds from time to time in the past). They will work diligently to resolve any package delays, but you won’t get a refund if they happen.

Also, you should note that the free one-day and two-day shipping available to Amazon Prime members only apply to how long the item will take to reach you once it ships. As Amazon states on their website, “Selecting One-Day or Two-Day shipping will reduce the transit time to one or two business days after we’ve shipped your order, but it won’t impact how long it takes us to obtain the item or prepare it for shipment. The shipping method time starts when the item ships.”

Therefore, it can sometimes take longer than one or two days to receive such a Prime order, as factors beyond Amazon’s control can add to the time it takes to prepare the item for shipment.

Can I pick up my AMZL_US package up somewhere besides my house?

Yes, this is an option. Sometimes, your house isn’t the most secure or convenient location for you to receive a package. Recognizing this, Amazon offers a service called Amazon Locker Delivery.

If available in your area, Amazon can deliver your package to a secure locker that you can access with a combination code (you receive the code when you order an item and select an Amazon Locker as your delivery address). The service is free to all Amazon shoppers, regardless of membership level.

Using Amazon Locker Delivery can help alleviate problems with deliverability (such as a lack of a secure location to leave the package or a threatening dog that scares off the delivery person). To learn more about the service, visit the Amazon Locker Delivery page.

About Amazon Logistics

Amazon Logistics is a shipping and delivery service meant to complement existing providers like UPS, USPS and FedEx. It offers 7-day and same-day delivery options, and it utilizes a host of third-party logistics partners across the country to make it happen – including walkers, bicyclists and motorcyclists in some areas. They are separate logistics providers contracted to pick up deliveries at Amazon warehouses and sorting centers for distribution. They use Amazon tech to guide their deliveries, but they enjoy flexible schedules and pick up shipments at-will.

E-­commerce, data and logistics

Amazon is at the nexus of e-­commerce, data and logistics, with a drive to constantly improve its logistics network. According to its 2017 annual report, more than a quarter of Amazon’s third-­party sales (which represent half of Amazon’s sales) are cross border. ​Fulfillment and global logistics is increasingly a goal in and of itself.​ The company’s early 2018 competition assessment noted that ​“companies that provide fulfillment and logistics services for themselves” are competition. ​In other words, if you’re shipping your own goods, you’re competition.

The global logistics footprint

At more than ​243.5 million square feet​, if all of Amazon’s distribution and fulfillment space were laid out side by side, it would spread across a quarter of Manhattan. That’s 258 operational facilities in the United States and another 486 distributed around the world.

In the United States, this sprawling network is defined by a range of different services, from Prime Now hubs near urban centers to fresh food and Whole Foods delivery goods, and, of course, fulfillment, sortation and delivery stations. Amazon also operates nine ​inbound cross-dock centers​, used to consolidate or break imported shipments and then funnel them to the relevant fulfillment centers. Across 20 additional countries, Amazon’s other centers are predominantly focused on fulfillment and delivery stations, while some countries, such as Italy, the United Kingdom, Germany, France, Spain, Singapore and Japan also have Prime delivery facilities.

Trucks, planes and ships

Amazon’s trucking fleet is expanding rapidly; it launched in 2005 with the ​purchase of thousands of trailers​ used to shift goods between fulfillment centers. While industry chatter claims that Amazon may have as few as ​300 actual power units​, there is talk of aggressive recruitment for fleets with their own power units to move the trailers purchased in the past.

Amazon Air (once called Prime Air) boasts a fleet of 32 Boeing 767-300s, on track to grow to a sizable 40-­aircraft fleet​. By comparison, that’s almost as large as the 15th largest U.S. passenger fleet. Not huge, but it’s only going to grow. The planned 210-acre Amazon airport in Kentucky will ​support up to 200 flights daily​.

There’s been less progress, though, with ocean freight since Amazon ​registered as a freight forwarder​ several years ago. That’s not to say Amazon isn’t staffing up; it recently ​snagged the former CEO of UTi​, once a top-20 global freight forwarder, to run its logistics program. And the career data below spells out a strong ocean slant.

Amazon Fulfillment

Most of the attention so far has been on fulfillment. That’s not surprising, given that Amazon’s shipping costs grew from $11.5 billion to $21.7 billion between 2015 and 2017. Last year, fulfillment accounted for 14.2% of net sales, up from 12.5% in 2015.

Industry estimates still peg Amazon as delivering some ​5-10%​ of its goods itself, complemented by a range of courier partnerships (​perhaps, soon to become direct competition) and their ​now famous (or infamous) relationship​ with the U.S. Postal Service.

As expected from Amazon, there are a number of other highly innovative (and slightly crazy ideas) in motion too, such as crowdsourced deliveries from ​external contractors​ (more on Flex’s development below), ​delivery to car trunks​, ​remote door access to Amazon couriers​, ​Amazon lockers​, apartment hubs​ and ​dozens of drone delivery patents​. The aforementioned ​franchise delivery business model​ recently joined the rank of Amazon delivery, giving Amazon the ability to grow its own courier network without having to shoulder too much of the financial burden. Amazon has also been rolling out more consumer-facing tracking ­capabilities with an app for U.S. customers to track ​exactly where their package is every step of the way.

With such an extensive delivery footprint, it’s no surprise Amazon is contemplating productizing its pickup and delivery service in the shape of ​Shipping With Amazon​, ​a third-party delivery service.

Download Parcels app for iPhone or Android to always know where your packages are, and get Push notifications when package tracking changes.

App store badge
Google play badge
Up
Источник: https://parcelsapp.com/en/carriers/amazon-logistics

Electric truck maker Rivian, backed by Amazon, flies in debut


SILVER SPRING — Rivian Automotive is having a promising debut on the stock market, with shares of the electric vehicle maker soaring more than 50%.

The opening trade of $106.75 gave Rivian a market value of about $91 billion, greater than that of Ford and General Motors. That's noteworthy because Rivian has so far delivered about 150 of its electric pickup trucks to customers, mostly employees, whereas Ford and GM sell millions of cars globally each year.

Ford is one of Rivian's high-profile backers, having invested a half-billion dollars into the company in 2019. The other is Amazon, which held a 20% stake in Rivian ahead of the IPO.

Rivian is aiming to take advantage of a growing appetite among consumers and investors for electric vehicles. It joins what’s becoming a long line of companies trying to peel away market share from Tesla, which has dominated the market for EVs.

Rivian priced the offering of 153 million shares at $78, giving it proceeds of nearly $12 billion. The company said it will use the proceeds from the IPO to ramp up production of its trucks, vans and SUVs.

Automakers big and small, new and old, are chasing Tesla, which has largely dominated the electric vehicle market for years, amassing a market value of more than $1 trillion along the way. So far this year, Tesla has sold around 627,300 vehicles.

Craig Irwin, an analyst who covers electric vehicle and EV charging companies for Roth Capital, says that even with more companies entering the EV market, there is still plenty of room for newcomers.

“EVs are inevitable, and it’s a good thing for the markets to have another credible EV competitor come public,” Roth said. “Rivian’s IPO marks a point of incremental maturation for the industry and shows that billions in capital is available for credible players.”

Rivian has a contract with Amazon to build 100,000 electric delivery vans at its factory, a former Mitsubishi plant in Normal, Illinois. Ford Motor Co. holds a 13% stake and has said the companies would work jointly to develop electric vehicles.

As of Oct. 31, Rivian had about 55,400 vehicle preorders in the U.S. and Canada. Those orders are placed with a $1,000 deposit that can be canceled and refunded.

Rivian rolled out its first vehicle, the R1T electric truck in September and will launch its electric SUV, the R1S, in December. Prices for the truck start at $67,500, while the SUV base package starts at $75,500 and gets even steeper with all the add-ons.

More: Pickup candidates for North American Truck of the Year are the best ever

More: Rivian R1T: The first electric full-size pickup has a cartoon guardian, 800-plus hp

Options for the vehicles include a $10,000 battery upgrade that will extend the driving range from 314 miles (505 kilometers) to more than 400 miles (643 kilometers). A three-person roof-mounted tent adds $2,650 to the bill and an off-road recovery kit will cost an additional $600.

The company said it aims to produce about 1,200 R1Ts and 25 R1Ss and deliver around 1,000 R1Ts and 15 R1Ss by the end of 2021.

The R1T will compete with Ford’s F-150 Lightning electric pickup, which goes on sale next year. The Lightning has a starting price of $40,000, but will sell for thousands of dollars more once customers add options. General Motors has announced plans for an electric version of the Silverado pickup.

“Although the R1T’s advantage is that it’s first to market and it will likely appeal to a Tesla-type shopper, the long-term volume expectations for a $70,000+ midsize truck aren’t very high,” said Jessica Caldwell of the automotive website Edmunds in an email.

The research firm LMC Automotive says in 2020, EVs made up a little more than 3% of the global auto market and less than 2% of the U.S. auto market. The group projects those numbers to shoot up to about 15% and 12%, respectively, by 2025.

Rivian, which was founded in 2009, says it lost $426 million in 2019 and $1 billion last year. It reported losing nearly another billion dollars in the first six months of this year. Tesla, which went public in 2010, recorded its first annual profit last year.

FacebookTwitterEmail

Источник: https://www.freep.com/story/money/cars/2021/11/10/electric-truck-maker-rivian-backed-amazon-flys-debut/6374790001/

Amazon Getting In The Delivery Business With “Prime” Branded Vans

Filed Under:Amazon, Amazon packages, Amazon Prime, Amazon.com, fedex, home delivery, Local TV, online retailer, Packages, shoppers, Shopping, Truck, Trucks, UPS

SEATTLE (AP) — Your Amazon packages, which usually show up in a UPS truck, an unmarked vehicle or in the hands of a mail carrier, may soon be delivered from an Amazon van.

The online retailer has been looking for a while to find a way to have more control over how its packages are delivered. With its new program rolling out Thursday, contractors across the country can launch businesses that deliver Amazon packages. The move gives Amazon more ways to ship its packages to shoppers without having to rely on UPS, FedEx and other package delivery services.

READ MORE: Traveling Outside The US? Check Out The New COVID-19 Testing Policy You Need To Know

With these vans on the road, Amazon said more shoppers would be able to track their packages on a map, contact the driver or change where a package is left — all of which it can’t do if the package is in the back of a UPS or FedEx truck.

Amazon has beefed up its delivery network in other ways: It has a fleet of cargo planes it calls “Prime Air,” announced last year that it was building an air cargo hub in Kentucky and pays people as much as $25 an hour to deliver packages with their cars through Amazon Flex.

Recently, the company has come under fire from President Donald Trump who tweeted that Amazon should pay the U.S. Postal Service more for shipping its packages. Dave Clark, Amazon’s senior vice president of worldwide operations, said the new program is not a response to Trump, but a way to make sure that the company can deliver its growing number of orders. “This is really about meeting growth for our future,” Clark said.

READ MORE: Average US Price Of Gasoline Drops 2 Cents Over 2 Weeks, To $3.46

Through the program, Amazon said it can cost as little as $10,000 for someone to start the delivery business. Contractors that participate in the program will be able to lease blue vans with the Amazon logo stamped on it, buy Amazon uniforms for drivers and get support from Amazon to grow their business.

Contractors don’t have to lease the vans, but if they do, those vehicles can only be used to deliver Amazon packages, the company said. The contractor will be responsible for hiring delivery people, and Amazon would be the customer, paying the business to pick up packages from its 75 U.S. delivery centers and dropping them off at shoppers’ doorsteps. An Amazon representative declined to give details on how much it will pay for the deliveries.

Olaoluwa Abimbola, who was part of Amazon’s test of the program, said that the amount of packages Amazon needs delivered keeps his business busy. He’s hired 40 workers in five months.

“We don’t have to go make sales speeches,” Abimbola said. “There’s constant work, every day. All we have to do is show up.”

MORE NEWS: Santa Touring Neighborhoods On Murphy Fire Engine

(© Copyright 2018 The Associated Press. All Rights Reserved. This material may not be published, broadcast, rewritten or redistributed.)

Источник: https://dfw.cbslocal.com/2018/06/28/amazon-package-delivery-prime-vans/

This Electric Truck Company Might Beat Amazon to Drone Delivery

Amazon might be the largest retailer trying to implement futuristic drone delivery, but a smaller eight-year old company that makes electric trucks is testing a drone delivery system that is less Jetsons and more mailman with a flying robot. 

The Workhorse Group, an Ohio-based electric truck manufacturer, which sells electric delivery trucks to UPS, has partnered with the University of Cincinnati to build and test its own fleet of package-delivery drones. The HorseFly is an autonomous drone that launches from a delivery truck, flies to a given address along a route to drop off a package, and then returns to the roof of the truck, where it is retracted back inside by a robotic arm. Inside, it is charged and reloaded with another package. The drone and electric truck work in tandem, like two robotic friends who are passionate about last mile delivery logistics.

Steve Burns, the founder and CEO of the Workhorse Group, says the last mile, a term referring to when a package leaves a distribution hub and is delivered to a customer's house, is the most expensive aspect of e-commerce delivery. But Burns says a team of electric trucks and retractable drones can save both time and money compared to a deliveryman and truck.

 inline image

"A guy in a delivery truck has been the same for 100 years and we're going to change that," he says. "Diesel trucks typically cost $1 per mile and our electric truck costs 30 cents a mile and our drone delivery system costs 2 cents a mile. People say they can't envision a sky filled with drones, but with those economics there's no stopping it."

Truck-based drone deliver might sound silly, but the time it takes for a delivery man to park, jump out to grab the package and then go to the door and drop it off, burns time and money. But delivery trucks assisted by drones could make the last-mile of delivering a package faster and cheaper.

Amazon is planning a drone delivery program that will load unmanned aerial vehicles with packages at a centralized hub and fly up to 20 miles to deliver the payload and fly back. In contrast, Workhorse is planning to implement drone delivery systems in trucks going along normal delivery routes for companies like UPS. Instead of drones taking to the skies to fly long distances, the HorseFly drones are being tested to fly no more than a mile from the truck and operator. 

While flying drones for commercial purposes is technically illegal, the FAA gives out exemptions to companies that apply for one, which is why you see film companies shooting with drones, real estate agents, oil companies and other businesses using drones. Workhorse received its exemption in December 2015, went public on the Nasdaq and will be testing its truck-drone delivery buddy system until the laws change. FAA exemption is still restrictive, which is why Workhorse has not sold its technology to delivery companies and why Amazon doesn't have drones flying over head. The industry will be stagnant in the US until lawmakers pass legislation, which is expected for this summer. 

 inline image

Burns says many companies are testing out how to use drones, but he believes the future of delivery will certainly include our robotic flying friends.  

"The last mile is the Achilles heel of e-commerce," Burns says. "Next day delivery isn't good enough and now everyone wants delivery within the next hour. The drone could be as disruptive to the shipping industry as the internal combustion engine."  

Below, check out Workhorse's video of its drone delivery system:

 

Источник: https://www.inc.com/will-yakowicz/electric-truck-company-drone-delivery.html

Amazon truck business -

This Electric Truck Company Might Beat Amazon to Drone Delivery

Amazon might be the largest retailer trying to implement futuristic drone delivery, but a smaller eight-year old company that makes electric trucks is testing a drone delivery system that is less Jetsons and more mailman with a flying robot. 

The Workhorse Group, an Ohio-based electric truck manufacturer, which sells electric delivery trucks to UPS, has partnered with the University of Cincinnati to build and test its own fleet of package-delivery drones. The HorseFly is an autonomous drone that launches from a delivery truck, flies to a given address along a route to drop off a package, and then returns to the roof of the truck, where it is retracted back inside by a robotic arm. Inside, it is charged and reloaded with another package. The drone and electric truck work in tandem, like two robotic friends who are passionate about last mile delivery logistics.

Steve Burns, the founder and CEO of the Workhorse Group, says the last mile, a term referring to when a package leaves a distribution hub and is delivered to a customer's house, is the most expensive aspect of e-commerce delivery. But Burns says a team of electric trucks and retractable drones can save both time and money compared to a deliveryman and truck.

 inline image

"A guy in a delivery truck has been the same for 100 years and we're going to change that," he says. "Diesel trucks typically cost $1 per mile and our electric truck costs 30 cents a mile and our drone delivery system costs 2 cents a mile. People say they can't envision a sky filled with drones, but with those economics there's no stopping it."

Truck-based drone deliver might sound silly, but the time it takes for a delivery man to park, jump out to grab the package and then go to the door and drop it off, burns time and money. But delivery trucks assisted by drones could make the last-mile of delivering a package faster and cheaper.

Amazon is planning a drone delivery program that will load unmanned aerial vehicles with packages at a centralized hub and fly up to 20 miles to deliver the payload and fly back. In contrast, Workhorse is planning to implement drone delivery systems in trucks going along normal delivery routes for companies like UPS. Instead of drones taking to the skies to fly long distances, the HorseFly drones are being tested to fly no more than a mile from the truck and operator. 

While flying drones for commercial purposes is technically illegal, the FAA gives out exemptions to companies that apply for one, which is why you see film companies shooting with drones, real estate agents, oil companies and other businesses using drones. Workhorse received its exemption in December 2015, went public on the Nasdaq and will be testing its truck-drone delivery buddy system until the laws change. FAA exemption is still restrictive, which is why Workhorse has not sold its technology to delivery companies and why Amazon doesn't have drones flying over head. The industry will be stagnant in the US until lawmakers pass legislation, which is expected for this summer. 

 inline image

Burns says many companies are testing out how to use drones, but he believes the future of delivery will certainly include our robotic flying friends.  

"The last mile is the Achilles heel of e-commerce," Burns says. "Next day delivery isn't good enough and now everyone wants delivery within the next hour. The drone could be as disruptive to the shipping industry as the internal combustion engine."  

Below, check out Workhorse's video of its drone delivery system:

 

Источник: https://www.inc.com/will-yakowicz/electric-truck-company-drone-delivery.html

arthritis treatment

 

Okc1 amazon address


okc1 amazon address Reviews. The best list I found is at Wikipedia , although that list also contains customer service locations, software development centers, and other locations not relevant to someone selling with Amazon FBA. Free to join, pay only for what you use. FBA Code Address City State Zip PHX3 6835 West Buckeye Road Phoenix AZ 85043 PHX5 16920 W Commerce Drive Goodyear AZ 85338 PHX6 4750 West Oct 20, 2018 · Amazon takes OKC industrial south. Amazon is an equal opportunity employer and does not discriminate on the basis of race, national origin, gender, gender identity, sexual orientation, protected veteran status, disability, age, or other legally protected status. Claim this business. State OK. (623) 925-4359. Find out more about collecting and remitting sales tax in Arizona. Directions. Find out which Amazon Fulfillment Centers offer guided tours. com. Get directions. Michelle’s harrowing account details her treatment during her high-risk pregnancy, in which Amazon allegedly denied her repeated requests for a transfer to a more suitable position, penalized her for pregnancy-related absences, and engaged in unauthorized contact with Nov 06, 2021 · Amazon plans to continue opening centers in 2022 and beyond, so trying to nail down the exact number of centers operating today is a bit tricky. plans to open a new fulfillment center in Oklahoma City, OK. is the first of its kind in Oklahoma. The Amazon fulfillment center at 9201 S Portland Ave. in Oklahoma City, Oklahoma, United States Job Description. OKLAHOMA CITY, OK 73159 P:(206)266-1000 E:[email protected] Zip 73159-0003. He says he also took advantage of the unpaid leave, though continued to visit the building to help organize the walkout. 9. Join Amazon and become part of the dedicated team that gets orders ready for customers. Honourocean Shipping is always dedicated to offering the best FBA shipping services to all of the customers. Amazon uses fulfillment centers like this as a first stop for fulfilling online orders. com services, llc — okc5 sortation center & okc9 creturns processing center & hok1 amxl huge deliveries center oklahoma city address • amazon. See reviews, photos, directions, phone numbers and more for Amazon Contact Phone Number locations in Oklahoma City, OK. S. As we were first to report, Amazon is planning another 1 million square foot distribution center just north of the 2. 6 million-square-foot fulfillment center. Order Online Tickets. Website. Is this your business? Amazon Fulfillment Center. Address 7001 Skipper Sep 09, 2021 · Amazon’s OKC1 facility. Amazon is an equal opportunity employer and does not discriminate on the basis of race, national origin, gender, gender identity, sexual orientation, disability, age, or other legally protected status. #OKC1 – 9201 S Jun 26, 2018 · Amazon has announced that it will construct two new fulfillment centers in Oklahoma – one in Oklahoma City and the other in Tulsa. OKLAHOMA CITY: OK: Parque Industrial Tres Rios, TR8 (Amazon), Carretera Mexico ? Queretaro km 41 Dec 03, 2020 · New one million square-foot site to create over 500 new, full-time jobs Amazon. Oklahoma City OK 73131. 30 likes. The 640,000-square-foot facilities are expected to employ 1,750 and 1,500 people in Oklahoma City and Tulsa, respectively. MGE3 808 Hog Mountain Rd, Jefferson, GA 30549, USA. 'I don't know how they sleep at night'. Kevin Stitt to celebrate the launch of Amazon’s first fulfillment center in Address City State Zip Code Size OKC1: 9201 S. 5 million facility they opened last summer. "I hope I didn't spread it," he told local FBA Code Address City State Zip PHX3 6835 West Buckeye Road Phoenix AZ 85043 PHX5 16920 W Commerce Drive Goodyear AZ 85338 PHX6 4750 West Amazon Web Services offers reliable, scalable, and inexpensive cloud computing services. 25, 2019, was proclaimed “Amazon OKC1 Fulfillment Center Day” by the office of Oklahoma Governor J. com Inc. Professional & Other Places » Warehouse. dedc LLC 22205 East 19th Ave Aurora, CO 80019 US ()FBA5751H0L Amazon. Oklahoma City, OK 73131 Amazon does not disclose the address of its fulfillment centers but this information will be very helpful for you. Address 9201 S Portland Avenue. Amazon is committed to a diverse and inclusive workplace. Amazon fulfillment centers are modern, secure facilities with highly automated pick, pack, and ship processes to facilitate the safe and timely processing of inventory and customer orders. Find out what Amazon is doing to provide a safe environment for employees at this time on our COVID-19 FAQ page. Mar 26, 2020 · OKLAHOMA CITY, OKLAHOMA - A worker at Amazon's OKC1 fulfillment center said until he had tested positive, he needed to keep working to pay his bills. Company. Make Reservations. Oklahoma City, OK 73131 Mar 24, 2020 · The infected associate last was at the OKC1 fulfillment center on March 18, Ahuja said. Facebook is showing information to help you better understand the purpose of a Page. 16920 W Commerce Dr, Goodyear, AZ 85338. Apply to Human Resources Business Partner, Store Manager, Amazon 4-star Lead - Classen Curve (full-time & Part-time) and more! Address City State Zip Code Size OKC1: 9201 S. The first three digits of a fulfillment center's Amazon Fulfillment Center (OKC1) 9201 S Portland Ave. Portland Ave. Com - OKC1 9201 S. Nov 06, 2021 · Amazon plans to continue opening centers in 2022 and beyond, so trying to nail down the exact number of centers operating today is a bit tricky. United States. Search for other Logistics on The Real Yellow Pages®. Realtime driving directions to Amazon Fulfillment, 9201 S Portland Ave, Oklahoma City, based on live traffic updates and road conditions – from Waze fellow drivers Sources did confirm the new plant will employ about 1,000 people in addition to 1,700 Amazon announced last summer it was hiring for the 2. Injury Prevention Specialist Fellowship - Amazon values Athletic Trainers and their skills sets in an occupational setting and is excited to provide the opportunity for graduate athletic training students to complete an onsite experience (8-13 weeks) as part of their graduate immersive rotation. The following is a list of fulfillment centers by state. The e-commerce giant officially opened its West Jefferson fulfillment center, dubbed CMH4, on Feb. United States » Oklahoma County » Oklahoma City ». com, Inc. [6245 - 6499] S Portland Ave. com Contact: BearCom Stephanie Anderson 4009 Distribution Drive, Bldg Realtime driving directions to Amazon Fulfillment, 9201 S Portland Ave, Oklahoma City, based on live traffic updates and road conditions – from Waze fellow drivers Amazon Fulfillment Center OKC1. See More. Feb 11, 2020 · Amazon's two main sorting centers in the area are in Etna and Obetz, and they combine for 4,500 jobs, well above the company's initial commitment of 2,000 in Central Ohio. Oklahoma City, OK 73159. Get reviews, hours, directions, coupons and more for Amazon Logistics. Leave any messages if you want to know more Amazon is committed to a diverse and inclusive workplace. Amazon as anchor? Absolutely. Mar 11, 2019 · Associates pick, pack, and ship Amazon. Oklahoma City OK 73159. Sep 13, 2021 · I cannot help but draw your attention, for instance, to the case of Michelle Posey, an Amazon employee in Oklahoma City, who filed a complaint with the EEOC in 2020 about her treatment at Amazon’s OKC1 facility. Amazon said it told “some” workers that had been in “close” contact with the employee to stay at home for 14 days, during which they would be paid. He added that Amazon is working with the local health department to determine what the effect may be on Sep 10, 2021 · Accordingly, I ask that you take all appropriate steps to investigate and address Amazon’s systemic failure to provide adequate accommodations, including modification of job duties and time off for pregnancy-related medical needs, under the Pregnancy Discrimination Act and Americans with Disabilities Act in the interest of the health and Amazon places them in high-population areas with major transportation hubs, interstate highways, and airports nearby. 6 million-square-foot fulfillment center, under construction into next year, sticks out like a huge Lego project in the middle of a pasture when seen from Interstate 44 just south of SW 89. Oklahoma City, OK 73131 Apr 12, 2020 · OKLAHOMA CITY, OKLAHOMA - A worker at Amazon's OKC1 fulfillment center said until he had tested positive, he needed to keep working to pay his bills. Zoom in on this map of Amazon Fulfillment Center Locations around the world by Seller Essentials. Warehouse Team Members Shifts: Overnight, Early Morning, Day, Evening, Weekend Location: OKC5 & OKC9 - 1414 S Council Rd, Oklahoma City, OK 73179. 48 Amazon jobs available in Oklahoma City, OK on Indeed. Jul 15, 2020 · amazon. OKC1 - 9201 S Portland Ave, Oklahoma City, OK 73159. FBA Code SAV3. There are about 300 workers based at the Read-only access to the profile, license level, display name and email addresses of the set of users who have added you as a delegate in Amazon Chime for scheduling meetings. Aug 25, 2019 · Sunday, Aug. is up and running at its latest fulfillment center in Central Ohio. at Amazon. On the hour-long tour, you'll see each part of the process and learn about some of the roles and benefits available for associates at fulfillment centers, including details on the following: Career Choice, a program that offers 95% prepaid Aug 27, 2019 · Amazon’s newest facility received its first package Sunday. OKLAHOMA CITY: OK: Parque Industrial Tres Rios, TR8 (Amazon), Carretera Mexico ? Queretaro km 41 Get reviews, hours, directions, coupons and more for Amazon Logistics. com Services Inc. Here is a complete list of Amazon fulfillment center locations by country, state, and city. Amazon FBA warehouse Address list FBA Code OKC1. Kenosha, WI, 53144-7502 – Kenosha County. Apply to Human Resources Business Partner, Store Manager and more! Sep 05, 2019 · 9) New! “Hello from Fulfillment by Amazon, FBA is offering to waive monthly storage and removal fees on new-to-Amazon ASINs so qualified sellers can test new products on Amazon. Get reviews, hours, directions, coupons and more for Amazon Logistics at 2401 W I 44 Service Rd, Oklahoma City, OK 73112. Aug 13, 2020 · Amazon will soon have 6 facilities in OKC. Amazon invested $200 Since the program started in 2012, more than 50,000 Amazon employees around the world have participated in Career Choice and received training for high-demand occupations, including aircraft mechanics, computer-aided designers, commercial truck drivers, medical assistants, nurses, and more. Leave any messages if you want to know more Amazon Fulfillment Center (OKC1) 9201 S Portland Ave. DOK1 - 4401 E Hefner Rd. City OKLAHOMA CITY. #GYR1 – 580 South 143rd Avenue, Goodyear, AZ 85338 – Maricopa County. Amazon Delivery Station. Oct 18, 2021 · Amazon currently has over 185 centers globally. Before long, Amazon's behemoth could spark other development around its own site Mar 24, 2020 · On Monday evening, the workers in Amazon’s Oklahoma City region received a voicemail from the general manager, Vikrant Ahuja, in which he said that an associate at OKC1, the name of that at Amazon. ” Amazon Fulfillment Center OKC1. 4401 E Hefner Rd. Amazon's 2. com services, llc — okc5 sortation center & okc9 creturns processing center & hok1 amxl huge deliveries center oklahoma city • Amazon Fulfillment Centers in the U. 45 Amazon Fulfillment jobs available in Oklahoma City, OK on Indeed. in Oklahoma City, Oklahoma, United States Job Description *Warehouse Team Members* *Shifts:* Overnight, Early Morning, Day, Evening, Weekend *Location:* *OKC5 & OKC9 - 1414 S Council Rd, Oklahoma City, OK 73179. Mar 23, 2020 · On Monday evening, the workers in Amazon's Oklahoma City region received a voicemail from the general manager, Vikrant Ahuja, in which he said that an associate at OKC1, the name of that Amazon places them in high-population areas with major transportation hubs, interstate highways, and airports nearby. kydc LLC 4550 Nexus Way Las Vegas, NV 89115 US (LAS6) A 6-month exclusive donation partnership to pick up donations from this Amazon fulfillment center. Amazon Fulfillment Center [6245 - 6499] S Portland Ave Oklahoma City, OK Warehouses - MapQuest. But when it comes to the to collect the sales tax and generates the profit and loss summary, mostly it becomes a great headache for the seller under Amazon’s Fulfillment by Amazon Program that is commonly known as Amazon FBA. The new fulfillment center, which is anticipated to launch in 2021, will create over 500 new full-time jobs with industry-leading pay and comprehensive benefits starting on day one. . The donations will consist mostly of health and personal care items, but may also consist of other items including but not limited to books, electronics, pet products, toys, and baby items. Published on 08-13-2020 06:32 AM. Amazon Fulfillment Center. Amazon remains open as an essential business to serve our communities delivering critical supplies directly to the doorsteps of people who need them. Amazon. Is this your business? Amazon. Sort the columns by Location Code, Address, Type of warehouse, and more. Feb 05, 2021 · Address of Amazon FBA fulfillment center in Kenosha: #MKE1 – 3501 120th Ave. Inventory […] Feb 11, 2020 · Amazon. Phone number of Amazon Fulfillment Center in Kenosha: (262) 859-0001. New Amazon delivery center (DOK3) at McArthur and SW 44th. com customer orders at more than 175 similar facilities worldwide. It functions as a hub for storage and delivery of products shipped through Amazon and works in conjunction with existing Amazon delivery and sortation centers in the metro area. Amazon Delivery Station 4401 E Hefner Rd Oklahoma City, OK Parcel Delivery - MapQuest. “We’re thrilled […] Get reviews, hours, directions, coupons and more for Amazon Logistics. Jun 08, 2020 · To make matters a little simpler, all Amazon Fulfillment Centers in Arizona are located in Maricopa County, though they are in two different cities. Contact us Amazon is committed to a diverse and inclusive workplace. Now, the largest retailer in the world is in the Find 153 listings related to Amazon Contact Phone Number in Oklahoma City on YP. Menu & Reservations. Generate Chime meeting details for you and your delegates including looking up personal meeting IDs, generating new meeting IDs, and retrieving available dial-in numbers. You are eligible for this offer because your Inventory Performance Index score was 350 or higher on the day this email was sent…. okc1 amazon address

em9qyrgbdeq0pncvlw2qnft1mfqjt5mqc4kaxmess4jiwemdjhayb7kjec63

Источник: https://redparrot-studios.com/eqmoy/okc1-amazon-address.html

Amazon Drone Delivery Was Supposed to Start By 2018. Here's What Happened Instead

Amazon’s squadron of delivery drones was supposed to be in full flight by now. And the fall of 2021 would have been an opportune time to have little automated flying machines delivering packages to customers—what with all the trouble human workers are causing around the country with strikes and labor shortages. Amazon announced an experimental drone delivery service with great fanfare as part of a 60 Minutes feature in 2013. Amazon’s promise was quite remarkable: Your packages—containing anything from toothpaste to a new smartphone—would arrive right at your doorstep (or on your lawn) by way of a drone that lands, drops your parcel and flies away.

Jeff Bezos, Amazon’s then-CEO, said in the televised segment that it would likely take “four to five years” to turn the “R&D project” into a reality.

Nearly eight years later, the world’s leading online retailer is struggling to make progress with its Prime Air program. So, what happened?

“Prime Air is committed to making our goal of delivering packages by drones a reality,” Amazon said in a statement to TIME. “We are pioneering new ground and it will continue to take time to create the right technology and infrastructure to safely deliver packages to customers.”

Since the program got underway, Amazon has revealed a few delivery-drone designs, and in August of 2020 it received the Federal Aviation Administration’s permission to begin conducting drone operations. The company told TIME that it continues to collaborate closely with the FAA and other regulatory bodies around the world. It is running tests of the delivery program and has logged thousands of flight hours.

Even so, Prime Air has suffered numerous setbacks, including rounds of layoffs, unexpected surges in workload, and a work environment fueled by unrealistic expectations, former staffers told Wired earlier this year.

Projects that take longer than expected to get off the ground are hardly unusual at big companies, and Amazon is no different. Over the years, the company has had mixed success releasing products like smartphones and in-home grocery scanners. It recently discontinued Amazon Echo Look, an Alexa-enabled device that scanned a user’s outfit and offered questionable fashion advice.

Even in 2021, the idea of drone delivery still sounds somewhat fantastical, but widespread use of these small aircraft could have an enormous impact. Drones have potential to be even more efficient and environmentally friendly than a modern electric delivery van. The Biden administration has expressed interest in developing the field of drone delivery and logistics, and for uses like infrastructure inspection. The initiative has plenty of challenges, however, including the need for more warehouses and concerns about airspace safety with a potential sky full of whizzing drones. Still, as Amazon struggles, other companies are racing to be the first to offer widespread service.

Where delivery drones have worked

Google parent company Alphabet is forging ahead with its own version of the futuristic delivery service. In Logan, Australia, suburban drone deliveries are taking off, thanks to Alphabet subsidiary Wing. The delivery drone company, previously part of Google’s “moonshot” initiatives, reached a pivotal milestone, announcing in August that it made its hundred thousandth delivery.

The drones have moved over 10,000 cups of coffee, 1,000 loaves of bread and 1,200 roasted chickens (known as hot chooks in Australia). Wing says it hasn’t faced a single delivery issue during its flights in Logan, and has run thousands of internal flight and delivery tests at the same time.

Wing CEO James Ryan Burgess thinks opportunity lies in a decentralized delivery system scattered throughout a region, citing Logan as an example of a city wherein the company can operate smaller groups of drones in multiple areas.

“You can imagine a future where there are delivery drone aircraft scattered throughout a city in the most appropriate places,” says Burgess. “Those aircraft can serve the community whenever somebody has a need to receive a package or send a package.”

Since Wing’s drones can wirelessly charge from their landing pad when they return from a delivery, the infrastructure requirements are minimal. “Our best estimate at this state at Wing is that there will be a mix of central and distributed delivery technologies in the drone space,” says Burgess. “That way, they can serve and integrate with merchants of various scales in the best way possible.”

Wing, which grew its operations in Australia this year, is looking to expand from its single U.S. location in Christianburg, Va., and Finland “in the coming months.”

Wing’s drone deliveries are automated, but monitored by pilots who function more as air traffic controllers than anything else. Routes are determined based on factors like distance, weather conditions and airspace regulations, and deliveries are dropped in front of homes using a winch, with no human interaction required.

More efficient and ecological—to a point

When it comes to making deliveries efficient and environmentally friendly, faster seems to be better. The less time a drone spends in the air is a primary determinant of its energy consumption according to Carnegie Melon University Professor Costa Samaras. A 2018 study coauthored by him discovered that, over certain distances, drone delivery is more efficient than ground-based delivery, especially if drones are traveling at higher speeds.

Samaras notes that drone deliveries won’t phase out more traditional methods of transporting goods, but will instead complement them while being more environmentally friendly.

“There are other areas where an electric cargo bike is for sure going to be better, and there are areas where maybe a bigger electric truck would be best,” he says. “You don’t necessarily want your computer monitor being delivered by drone.”

But speedy drone delivery in cities might be less eco-friendly when carrying heavier items, and they could also be more of a noisy nuisance than delivery via electric vehicle. “Do we want hundreds or thousands of drones over all of our cities?” says Samaras. “That’s a much deeper and more important question.”

Still, the environmental concerns loom. A company like Amazon might create drone delivery facilities to make good on faster guaranteed delivery times, but that would also mean more facilities to operate and maintain, and more of an environmental impact.

Indeed, the promise of drone delivery means everyone can order everything and have it arrive almost instantly. But in urban environments, people ordering a cup of coffee or breakfast bagel first thing in the morning might not be a feasible option, and could lead to increased pollution. It also means that providers would need more space dedicated to shipping and maintaining drones, which means more warehouses. You could have a single warehouse and fly drones until their batteries die, says Samaras, but that defeats the efficient nature of drone usage. For more efficient flights, companies will need multiple warehouses storing identical products to deliver to neighborhoods.

“If you needed a new phone, for example, you’d have to have a phone in a warehouse in the Bronx, you’d need a phone in a warehouse in Brooklyn, in Staten Island, and now you’ve got three warehouses,” says Samaras. “Now you have to heat, light and power those warehouses, and that amount of energy degrades the benefits from that [drone delivery].”

Currently, Samaras says drones for delivery use in rural areas paired with delivery trucks are an ideal application of the technology, considering the environmental cost of driving something like a multi-ton delivery truck to every house in a rural community. Drones are already being used by hospitals in far-flung regions to deliver medical supplies like blood, and by the U.S. Army to move military equipment like ammunition.

Few studies have looked at the ecological effects of drones flying over neighborhoods, and the effect on wildlife is still being researched, though videos (shot via drone) have shown that animals don’t take kindly to the buzzing aerial copters. A European Environment Agency report on drones and sustainability points out the growing tension between drones and animals, especially birds.

“Bird species… were found to be more sensitive to disturbances relating to the presence of drones,” said the report. “Evidence is growing of bird-drone interaction, such as two eagles mistaking a drone for food in Austria.”

Meeting ‘uncharted’ demand

Decentralized drone delivery could also lead to less congestion, according to University of Texas operations management professor Milind Dawande, which is more obvious vital now than ever as the global supply chain stalls in shipping bottlenecks at ports. But Dawande coauthored a study last year that showed how using drones to decrease delivery times could lead to an increase in demand.

“No one has captured this demand until now,” says Dawande. “You have never heard that your order is going to come to your door in 15 minutes. So it’s all an unchartered territory actually.”

Dawande thinks it could lead to companies competing over zones of control, with customers prioritizing speedier deliveries from retailers able to deliver to them faster based on their proximity to a drone distribution center. You might have two competing big box stores near you, but if one can guarantee you a 15-minute delivery rather than a one-hour window, you’re more likely to choose the closer one. That speedy delivery could increase the number of orders. It makes what would’ve been a car ride, evening delivery, or next-day delivery into a purchase that will show up before your first cup of coffee gets cold.

“The guy who can reach the customer fastest is the king,” says Dawande. “Therefore, if I have a warehouse here, within 10 miles, I am king. If you have a warehouse there and we don’t, then you are the king. So there will be bubbles, and they will monopolize that region and share the market in the rest of the region.”

So what’s holding up the great drone delivery experiment? Both Dawande and Wing CEO Burgess cite the FAA as a hurdle when it comes to bringing more drone delivery services to regions in the United States.

“The bottleneck is the regulatory framework,” says Dawande, who suggests drone delivery companies will have to adhere to guidelines and regulations from multiple agencies in the U.S. “There are federal laws, there are going to be state laws, there are going to be city laws… Of course, technology is improving every day, but the regulatory framework, how quickly it reaches maturity, will certainly determine how widespread and how fast [drone delivery] will be adopted.”

Companies like Amazon and Wing have received the FAA’s existing Part 135 certification, which allows them to participate in delivery via drone services with a limited number of pilots and drones. Still, according to the FAA, companies must obtain airspace authorizations from local governments before they begin sending drones carrying packages through the air.

Those authorizations have the potential to get complicated. Each state has its own rules for unmanned aerial vehicles (UAVs)—Arkansas, Georgia, and Kentucky, for example, prohibit flight paths over certain properties like prisons or railroads. Some states have prohibited delivery of certain items (like medical marijuana) as well.

Still, Dawande believes drone deliveries will be inevitable thanks to slowly easing regulations, citing the FAA’s recently simplified remote ID laws for drones, which would’ve required drones broadcast a unique identification signal (which won’t go into effect until 2023), as well as increasing pilot privacy and dismissing the requirement that personal information be logged in a government database. The FAA is also making it easier for pilots to renew their drone pilot licenses by waiving testing fees.

If the commercial UAV market, valued at over $22 billion this year, is any indication, you can expect that 30-minute toothpaste delivery sooner rather than later.

More Must-Read Stories From TIME

Write to Patrick Lucas Austin at [email protected]

Источник: https://time.com/6093371/amazon-drone-delivery-service/

Amazon Logistics Tracking

Amazon logistics

Amazon Logistics is Amazon's delivery service. Orders shipped by Amazon Logistics will show as shipped by AMZL_US. If you see tracking number starting with "TBA" it's being delivered Amazon Logistics.

After an order has shipped, you can track your packages on Amazon.com. From Your Orders, you can find tracking information in your order details. If an order includes multiple items, each may have separate delivery dates and tracking information.

Amazon Shipping Confirmation Email

Unfortunately, Amazon does not allow tracking its own deliveries with regular tracking numbers. That's why you need to use original tracking link or order number you received from Amazon.

You can also try tracking with ONLY your Amazon order number similar to 303-9449955-1449961, just enter it into search field above and click "Track Package".

Here is how to track a delivery with Amazon Logistics in ParcelsApp.

  • Open shipping confirmation email from Amazon in Mail.
  • Tap and hold 'Track your package' link in the email. Select 'Copy' from the menu.
  • Paste Amazon tracking link into the search field above on this page. Your Amazon order details should be recognized.

Amazon Tracking Number TBA

Packages shipped in US, Canada, Mexico usually get assigned Amazon Logistics tracking numbers starting with TBA, TBM, TBC. For example TBA619632698000, TBC038034537009, TBAONT500361196.

Such Amazon orders can be tracked only via Amazon website/apps or you can track using order tracking link, see instruction above about how to use one.

Amazon Logistics Tracking Number USA

From my understanding, when the item you bought is located in a fulfillment center near you, Amazon uses independent delivery partners (much like Uber drivers), who they employ as a contractors.

Tracking for TBA IDs is possible only on Amazon or through special URL or web link which you can copy from your Amazon shipping confirmation email or from Amazon Orders section. That link will allow you to track package using our universal package tracking service.

Delivery Information

If no one is at the address when delivery is attempted, Amazon Logistics will leave the package in a secure location. If no secure location is available, or the delivery requires someone to be present, Amazon Logistics will send an e-mail to the e-mail address on file. Amazon Logistics will make three delivery attempts on consecutive days. If the third delivery attempt is unsuccessful your package will be returned to Amazon for a refund.

You may find that the tracking will sometimes show that a package has been delivered, but you haven't received it. In these instances, check to see if the package was left with a receptionist or neighbor. To avoid disturbing you, our drivers will knock on the door, ring the doorbell, or directly contact you for delivery only between the hours of 8:00 am - 8:00 pm local time.

What happens if an Amazon Logistics driver arrives, but no one is home?

This depends on whether the shipment requires a signature or a person to be present. If these items aren’t required on the order, the driver will leave the package in a safe location on the porch or doorstep.

If someone must be present for the delivery, Amazon Logistics will leave a “We missed you” care and make two additional attempts in the coming days. On the third try, the delivery will be returned to Amazon and a refund will be issued to the customer.

Can Amazon Logistics deliver on weekend?

Amazon Logistics is a 7-day, 8 a.m. to 8 p.m. delivery service. That being said, if a customer prefers to receive packages on the weekend, they’ll need to update their preferences in the “Manage Address Book” area of their admin settings. Under “Optional Delivery Preference,” they can select weekend deliveries as their preferred method of shipment.

What do I do if packages say delivered but the customer says it’s not there?

Amazon Logistics tracking isn’t updated in real-time, so if a customer can’t find a “delivered” package, there’s a chance it’s still coming in the next few hours. It also may have been left with a receptionist, at their building’s front desk or with neighbor if the customer wasn’t home.

What Is AMZL_US?

Amazon is a massive service. In 2017 alone, the company shipped over 5 billion items worldwide. They’re also a very efficient company, always looking for ways to reduce their expenses and improve their supply chain (which translates into lower prices for their customers).

One large expense that Amazon has to deal with is shipping. In the past, the company handled all their shipping through third-party shipping carriers and delivery service providers. This could mean familiar services like USPS, FedEx, or DHL, as well as lesser-known “last mile” services like Ontrac

While Amazon still accomplishes many of its deliveries with these services, the company has also created its own shipping service. It’s called Amazon Logistics (often abbreviated as AMZL). AMZL_US refers to any deliveries that Amazon makes in the United States using its delivery service. Whenever you see “AMZL_US” associated with an Amazon order, it lets you know that Amazon Logistics is the one making the delivery.

How Does AMZL Differ from Other Shipping Companies?

So what makes AMZL different from other shipping carriers? In many ways, it’s similar. Like traditional carriers, AMZL delivers packages using ground transportation (generally vans or trucks). It does differ in some key ways, however. One important difference is that AMZL makes deliveries on Sundays, something other carriers do not. This lets Amazon offer customers a service that would have been unthinkable in the past.

Another important difference is that AMZL employs a network of independent contractors. They make deliveries through a program called Amazon Flex (which also includes deliveries for other Amazon services like Prime Now, Amazon Fresh, and Amazon Restaurants). AMZL also contracts deliveries out to Amazon Delivery Service Partners, which are basically delivery franchises operating fleets of 20–40 delivery vans.

Finally, AMZL differs in that the company makes deliveries directly from Amazon’s warehouses. There’s no need for a third-party shipping carrier to receive a package at their facility before sending it out to customers (or for the postal service to send the package to a local post office).

Instead, AMZL can send packages directly from the warehouse to customers. This boosts Amazon’s delivery capacity, making services like one-day delivery and same-day delivery possible, as well as making Amazon Prime services like free two-day shipping far easier for the company to implement.

What to Do If Your AMZL Package Delivery Is Late

While Amazon does everything in their power to deliver packages on time, sometimes an order will arrive late or get delayed. When this happens, you have a few options for recourse. The first, of course, is just to wait another day or so. In all likelihood, the package will arrive.

Sometimes, however, the package is too important to wait. Or, possibly, something else happened that made it appear as delivered even though it never made it into your hands. Here are a few possible reasons your package could be late:

  • The delivery person was unable to deliver the package. This can happen if they can’t find the address (unlikely but sometimes happens with apartment buildings or in remote areas). It can also happen if delivering the package was unsafe for the driver (aggressive dogs are a common cause of this problem).
  • The package went to the wrong address. This is easy to do by mistake if you have multiple addresses in your Amazon account (such as the addresses of friends or loved ones). It’s also one of the easiest errors for Amazon to correct, as all they have to do is dispatch a new package with the updated address.
  • The package requires attended delivery. Certain items require someone to be present for their delivery. Generally, these are items whose recipient must be 21 (such as alcohol deliveries) or items that are highly perishable (such as produce, meat, or restaurant deliveries).
  • Your apartment complex is still sorting the mail. If you live in an apartment building with a reception desk, they may not have placed the package in your mailbox yet. Nevertheless, Amazon will still technically show your package as “delivered,” since someone from your apartment management received it.
  • Someone stole the package. While not the most likely cause of a late package, it can happen. This is most common around the holidays, when lots of valuable packages are sitting on people’s porches and steps.

Amazon Logistics Customer Service

Amazon Customer Service handles all inquiries for Amazon Logistics. You can contact them if you need to reschedule a delivery or with any other questions you may have.

AMZL_US FAQ

What is a carrier delay?

Since AMZL deliveries are performed by independent logistics providers and independent contractors, delays beyond Amazon’s control are possible. This is why you may see a message such as “Carrier delay” when looking into a late package. Many things can cause a carrier delay, but the most common cause is that the delivery driver ran out of time to deliver the package to your residence. In this case, they’ll just attempt to make the delivery on their route the following day. The best thing for you to do in this case is to be patient.

Why was my package delayed at the facility?

Getting your package to you at the rapid speeds Amazon claims requires a complex orchestration of suppliers, Amazon warehouse workers, and delivery companies. In many cases, it also depends on private sellers (i.e., small businesses or even large companies that sell products using Amazon’s ecommerce platform) successfully getting their goods to an Amazon fulfillment center.

While most of the time this whole process happens without any issues, sometimes things can go wrong. Maybe a warehouse worker was sick or distracted. Maybe the supplier delivered their shipment late. Both of these are possible reasons for your package getting delayed at the facility.

If this happens, the best thing to do is just be patient. Amazon works to quickly resolve such delays, and your package will generally be delivered by the next day. If you do have any concerns, you can always reach out to Amazon customer service for help with determining what’s causing the delay.

Will Amazon give me a refund if my package is late or delayed?

No, Amazon has no refund policy (even though it did give refunds from time to time in the past). They will work diligently to resolve any package delays, but you won’t get a refund if they happen.

Also, you should note that the free one-day and two-day shipping available to Amazon Prime members only apply to how long the item will take to reach you once it ships. As Amazon states on their website, “Selecting One-Day or Two-Day shipping will reduce the transit time to one or two business days after we’ve shipped your order, but it won’t impact how long it takes us to obtain the item or prepare it for shipment. The shipping method time starts when the item ships.”

Therefore, it can sometimes take longer than one or two days to receive such a Prime order, as factors beyond Amazon’s control can add to the time it takes to prepare the item for shipment.

Can I pick up my AMZL_US package up somewhere besides my house?

Yes, this is an option. Sometimes, your house isn’t the most secure or convenient location for you to receive a package. Recognizing this, Amazon offers a service called Amazon Locker Delivery.

If available in your area, Amazon can deliver your package to a secure locker that you can access with a combination code (you receive the code when you order an item and select an Amazon Locker as your delivery address). The service is free to all Amazon shoppers, regardless of membership level.

Using Amazon Locker Delivery can help alleviate problems with deliverability (such as a lack of a secure location to leave the package or a threatening dog that scares off the delivery person). To learn more about the service, visit the Amazon Locker Delivery page.

About Amazon Logistics

Amazon Logistics is a shipping and delivery service meant to complement existing providers like UPS, USPS and FedEx. It offers 7-day and same-day delivery options, and it utilizes a host of third-party logistics partners across the country to make it happen – including walkers, bicyclists and motorcyclists in some areas. They are separate logistics providers contracted to pick up deliveries at Amazon warehouses and sorting centers for distribution. They use Amazon tech to guide their deliveries, but they enjoy flexible schedules and pick up shipments at-will.

E-­commerce, data and logistics

Amazon is at the nexus of e-­commerce, data and logistics, with a drive to constantly improve its logistics network. According to its 2017 annual report, more than a quarter of Amazon’s third-­party sales (which represent half of Amazon’s sales) are cross border. ​Fulfillment and global logistics is increasingly a goal in and of itself.​ The company’s early 2018 competition assessment noted that ​“companies that provide fulfillment and logistics services for themselves” are competition. ​In other words, if you’re shipping your own goods, you’re competition.

The global logistics footprint

At more than ​243.5 million square feet​, if all of Amazon’s distribution and fulfillment space were laid out side by side, it would spread across a quarter of Manhattan. That’s 258 operational facilities in the United States and another 486 distributed around the world.

In the United States, this sprawling network is defined by a range of different services, from Prime Now hubs near urban centers to fresh food and Whole Foods delivery goods, and, of course, fulfillment, sortation and delivery stations. Amazon also operates nine ​inbound cross-dock centers​, used to consolidate or break imported shipments and then funnel them to the relevant fulfillment centers. Across 20 additional countries, Amazon’s other centers are predominantly focused on fulfillment and delivery stations, while some countries, such as Italy, the United Kingdom, Germany, France, Spain, Singapore and Japan also have Prime delivery facilities.

Trucks, planes and ships

Amazon’s trucking fleet is expanding rapidly; it launched in 2005 with the ​purchase of thousands of trailers​ used to shift goods between fulfillment centers. While industry chatter claims that Amazon may have as few as ​300 actual power units​, there is talk of aggressive recruitment for fleets with their own power units to move the trailers purchased in the past.

Amazon Air (once called Prime Air) boasts a fleet of 32 Boeing 767-300s, on track to grow to a sizable 40-­aircraft fleet​. By comparison, that’s almost as large as the 15th largest U.S. passenger fleet. Not huge, but it’s only going to grow. The planned 210-acre Amazon airport in Kentucky will ​support up to 200 flights daily​.

There’s been less progress, though, with ocean freight since Amazon ​registered as a freight forwarder​ several years ago. That’s not to say Amazon isn’t staffing up; it recently ​snagged the former CEO of UTi​, once a top-20 global freight forwarder, to run its logistics program. And the career data below spells out a strong ocean slant.

Amazon Fulfillment

Most of the attention so far has been on fulfillment. That’s not surprising, given that Amazon’s shipping costs grew from $11.5 billion to $21.7 billion between 2015 and 2017. Last year, fulfillment accounted for 14.2% of net sales, up from 12.5% in 2015.

Industry estimates still peg Amazon as delivering some ​5-10%​ of its goods itself, complemented by a range of courier partnerships (​perhaps, soon to become direct competition) and their ​now famous (or infamous) relationship​ with the U.S. Postal Service.

As expected from Amazon, there are a number of other highly innovative (and slightly crazy ideas) in motion too, such as crowdsourced deliveries from ​external contractors​ (more on Flex’s development below), ​delivery to car trunks​, ​remote door access to Amazon couriers​, ​Amazon lockers​, apartment hubs​ and ​dozens of drone delivery patents​. The aforementioned ​franchise delivery business model​ recently joined the rank of Amazon delivery, giving Amazon the ability to grow its own courier network without having to shoulder too much of the financial burden. Amazon has also been rolling out more consumer-facing tracking ­capabilities with an app for U.S. customers to track ​exactly where their package is every step of the way.

With such an extensive delivery footprint, it’s no surprise Amazon is contemplating productizing its pickup and delivery service in the shape of ​Shipping With Amazon​, ​a third-party delivery service.

Download Parcels app for iPhone or Android to always know where your packages are, and get Push notifications when package tracking changes.

App store badge
Google play badge
Up
Источник: https://parcelsapp.com/en/carriers/amazon-logistics

Amazon Getting In The Delivery Business With “Prime” Branded Vans

Filed Under:Amazon, Amazon packages, Amazon Prime, Amazon.com, fedex, home delivery, Local TV, online retailer, Packages, shoppers, Shopping, Truck, Trucks, UPS

SEATTLE (AP) — Your Amazon packages, which usually show up in a UPS truck, an unmarked vehicle or in the hands of a mail carrier, may soon be delivered from an Amazon van.

The online retailer has been looking for a while to find a way to have more control over how its packages are delivered. With its new program rolling out Thursday, contractors across the country can launch businesses that deliver Amazon packages. The move gives Amazon more ways to ship its packages to shoppers without having to rely on UPS, FedEx and other package delivery services.

READ MORE: Traveling Outside The US? Check Out The New COVID-19 Testing Policy You Need To Know

With these vans on the road, Amazon said more shoppers would be able to track their packages on a map, contact the driver or change where a package is left — all of which it can’t do if the package is in the back of a UPS or FedEx truck.

Amazon has beefed up its delivery network in other ways: It has a fleet of cargo planes it calls “Prime Air,” announced last year that it was building an air cargo hub in Kentucky and pays people as much as $25 an hour to deliver packages with their cars through Amazon Flex.

Recently, the company has come under fire from President Donald Trump who tweeted that Amazon should pay the U.S. Postal Service more for shipping its packages. Dave Clark, Amazon’s senior vice president of worldwide operations, said the new program is not a response to Trump, but a way to make sure that the company can deliver its growing number of orders. “This is really about meeting growth for our future,” Clark said.

READ MORE: Average US Price Of Gasoline Drops 2 Cents Over 2 Weeks, To $3.46

Through the program, Amazon said it can cost as little as $10,000 for someone to start the delivery business. Contractors that participate in the program will be able to lease blue vans with the Amazon logo stamped on it, buy Amazon uniforms for drivers and get support from Amazon to grow their business.

Contractors don’t have to lease the vans, but if they do, those vehicles can only be used to deliver Amazon packages, the company said. The contractor will be responsible for hiring delivery people, and Amazon would be the customer, paying the business to pick up packages from its 75 U.S. delivery centers and dropping them off at shoppers’ doorsteps. An Amazon representative declined to give details on how much it will pay for the deliveries.

Olaoluwa Abimbola, who was part of Amazon’s test of the program, said that the amount of packages Amazon needs delivered keeps his business busy. He’s hired 40 workers in five months.

“We don’t have to go make sales speeches,” Abimbola said. “There’s constant work, every day. All we have to do is show up.”

MORE NEWS: Santa Touring Neighborhoods On Murphy Fire Engine

(© Copyright 2018 The Associated Press. All Rights Reserved. This material may not be published, broadcast, rewritten or redistributed.)

Источник: https://dfw.cbslocal.com/2018/06/28/amazon-package-delivery-prime-vans/

Amazon’s Next-Day Delivery Has Brought Chaos And Carnage To America’s Streets — But The World’s Biggest Retailer Has A System To Escape The Blame

Valdimar Gray was delivering packages for Amazon at the height of the pre-Christmas rush when his three-ton van barreled into an 84-year-old grandmother, crushing her diaphragm, shattering several ribs, and fracturing her skull.

“Oh my god!” screamed Gray as he leaped out of his van. It was a bright, clear afternoon on Dec. 22, 2016, and the 29-year-old had been at the wheel of the white Nissan since early that morning, racing to drop Amazon packages on doorsteps throughout Chicago. He stood in anguish next to Telesfora Escamilla as she lay dying, her blood pooling on the pavement just three blocks from her home. After the police arrived, Gray submitted to drug and alcohol tests, which came up clean. He would later be charged with reckless homicide.

Courtesy of Escamilla family

The officers who investigated the crash didn’t ask Gray about the constant pressure for speed he faced as a driver for Inpax Shipping Solutions — one of hundreds of small companies that make up Amazon’s gigantic delivery network across America. If they had, they would have discovered that the company’s drivers worked under relentless demands to deliver hundreds of packages each shift — for a flat rate of around $160 a day — at the direction of dispatchers who often compel them to skip meals, bathroom breaks, and any other form of rest, discouraging them from going home until the very last box is delivered.

Amazon issued Inpax hand scanners that could monitor the progress of its drivers as they delivered their packages and dictated the routes they drove. It had sent Gray’s bosses at Inpax a memo just days before the accident, criticizing lackluster delivery rates in the area and instituting a “no package left behind” policy during the critical holiday week. The number of deliveries drivers were expected to make each day was way up, and dispatchers were urged to keep as many of their vans on the road for as long as possible — even if it meant driving long into the bitter winter night.

But when Escamilla’s grieving family sought redress — suing Amazon, Inpax, and Gray for wrongful death — the e-commerce giant refused to accept any responsibility. “The damages, if any, were caused, in whole or in part, by third parties not under the direction or control of Amazon.com,” its lawyers said in a court filing.

Inpax had by then been repeatedly cited by the Department of Labor for withholding pay from its drivers. Its owner had several cocaine-related felony convictions and had previously declared bankruptcy after missing insurance payments, failing to pay taxes, and defaulting on loans and other obligations amounting to $15 million. And the company was struggling to make ends meet on the razor-thin margins of a system set up by Amazon to squeeze contractors while minimizing its own costs at every turn.

Courtesy of Escamilla family

Gray's van, seen after striking and killing Telesfora Escamilla.

Just months before Escamilla’s death, a former employee told BuzzFeed News, Inpax had stopped paying for a critical safety monitoring service it had installed in every van in Chicago — equipment some felt could have helped prevent the accident.

But despite Inpax’s checkered record, after denying any blame for Escamilla’s death, Amazon continued using the company to deliver its packages across Chicago and at least four other major cities. Inpax did not respond to a detailed written request for comment.

The super-pressurized, chaotic atmosphere leading up to that tragedy was hardly unique to Inpax, to Chicago, or to the holiday crunch. Amazon is the biggest retailer on the planet — with customers in 180 countries — and in its relentless bid to offer ever-faster delivery at ever-lower costs, it has built a national delivery system from the ground up. In under six years, Amazon has created a sprawling, decentralized network of thousands of vans operating in and around nearly every major metropolitan area in the country, dropping nearly 5 million packages on America’s doorsteps seven days a week.

Amazon drivers say they often have to deliver upward of 250 packages a day — and sometimes far more than that — which works out to a dizzying pace of less than two minutes per package based on an eight-hour shift.

“The damages, if any, were caused, in whole or in part, by third parties not under the direction or control of Amazon.com.”

The system sheds costs and liability, even as it grows at lightning speed, by using stand-alone companies such as Inpax to pick up packages directly from Amazon facilities and deliver them to the consumer — covering what’s known in the industry as “the last mile.” Amazon goes further than gig economy companies such as Uber, which insist its drivers are independent contractors with no rights as employees. By contracting instead with third-party companies, which in turn employ drivers, Amazon divorces itself from the people delivering its packages.

That means when things go wrong, as they often do under the intense pressure created by Amazon’s punishing targets — when workers are abused or underpaid, when overstretched delivery companies fall into bankruptcy, or when innocent people are killed or maimed by errant drivers — the system allows Amazon to wash its hands of any responsibility.

Amazon still relies on UPS and the US Postal Service for many deliveries. And it has captured the public imagination with press releases about futuristic drone delivery, which does not yet exist. But it’s this homegrown network that makes it possible to offer the amazing convenience of next-day and even same-day delivery that has become a cornerstone of its market dominance. By some estimates, nearly half of Amazon's packages in the US are now delivered this way. And the Seattle-based giant dictates almost every aspect of that operation, down to what drivers wear, what vans they use, what routes they follow, and how many packages they must deliver each day.

Amazon says its role is to lend entrepreneurs a hand as they build small businesses and not to control their companies, equipment, or labor force. It said it does not make personnel decisions for them, and while it offers them the opportunity to lease vans, purchase insurance, and manage payroll through its preferred programs, they are free to use whichever vendors they choose.

Have you had experiences with Amazon or a company contracted by Amazon that you would like to share? To learn how to reach us securely, go to tips.buzzfeed.com. You can also email us at [email protected]

In response to a detailed list of questions from BuzzFeed News, it said that because many of the cases mentioned in this article are in active litigation, it cannot discuss them in detail. However, the company said safety is always its top priority and that even one serious incident is too many. It says that when accidents occur, it works with drivers or their employers to investigate claims and take appropriate actions.

In a written statement about the article's findings, the company said:

The assertions do not provide an accurate representation of Amazon’s commitment to safety and all the measures we take to ensure millions of packages are delivered to customers without incident. Whether it’s state-of-the art telemetrics and advanced safety technology in last-mile vans, driver safety training programs, or continuous improvements within our mapping and routing technology, we have invested tens of millions of dollars in safety mechanisms across our network, and regularly communicate safety best practices to drivers. We are committed to greater investments and management focus to continuously improve our safety performance.

Six days after publication of this article, Amazon issued an additional statement: "We require that all delivery service partners maintain comprehensive insurance, including auto liability so if in the rare case an accident does occur, there is coverage for all involved."

UPS and FedEx, the traditional powers of the logistics world, are deeply invested in safety. UPS, which spends $175 million a year on safety training alone, even has a policy prohibiting drivers from taking unnecessary left turns to reduce exposure to oncoming traffic, finish routes faster, and save fuel. Both firms are also heavily regulated by the government, and many of their trucks are subject to regular federal safety inspections and can be put out of service at any time by the Department of Transportation.

But Amazon’s ingenious system has allowed it to avoid that kind of scrutiny. There is no public listing of which firms are part of its delivery network, and the ubiquitous cargo vans their drivers use are not subject to DOT oversight. But by interviewing drivers as well as reviewing job boards, classified listings, online forums, lawsuits, and media reports, BuzzFeed News identified at least 250 companies that appear to work or have worked as contracted delivery providers for Amazon. The company said it has enabled the creation of at least 200 new delivery firms in the past year, a third of which are owned and run by military veterans. Inpax gets fully 70% of its business from Amazon; some companies depend on the retail giant for all of their income.

With little training, and often piloting vans in dangerous states of disrepair, Amazon drivers have crashed into cars, bicycles, houses, people, and pets.

A yearlong investigation — based on that data, along with internal documents, government records, thousands of court files, and interviews with dozens of current and former Amazon employees, delivery company operators, managers, and drivers — reveals that Amazon’s pivot to delivery has, all too often, exposed communities across the country to chaos, exploitative working conditions, and, in many cases, peril.

Public records document hundreds of road wrecks involving vehicles delivering Amazon packages in the past five years, with Amazon itself named as a defendant in at least 100 lawsuits filed in the wake of accidents, including at least six fatalities and numerous serious injuries. This is almost certainly a vast undercount, as many accidents involving vehicles carrying Amazon packages are not reported in a way that can link them to the company. And in some states, including California, accident reports are not public.

The deaths have included victims as old as Escamilla and as young as a 10-month-old baby named Gabrielle. Often with little training, and at times piloting vans in dangerous states of disrepair, Amazon drivers have crashed into cars, bicycles, houses, people, and pets. And under constant pressure to deliver ever more packages, drivers have piled parcels so high on their dashboards that they couldn’t see out the windshield — causing at least one serious collision.

Caroline O'Donovan / BuzzFeed News

A delivery vehicle with packages lined along the dashboard, seen in Chicago.

In some of the cases in which Amazon was sued over road accidents, the drivers had been allowed to take the wheel despite previous convictions for traffic infractions.

Delivering packages for Amazon can itself be a perilous job. Drivers have reportedly been punched, bitten, carjacked, robbed, and shot — and at least two have died in recent years as a result of road accidents that occurred on the job.

Amazon denies any responsibility for the conditions in which drivers work, but it has continued to contract with at least a dozen companies that have been repeatedly sued or cited by regulators for alleged labor violations, including failing to pay overtime, denying workers breaks, discrimination, sexual harassment, and other forms of employee mistreatment.

And when one group in Michigan voted to join the teamsters in protest against shoddy conditions and punishing hours without overtime pay, Amazon officials acted swiftly to counter further unionization efforts.

In Southern California, Illinois, and Texas, Amazon continues to work with a firm beset by a staggering array of lawsuits from its own drivers, who said they weren’t paid properly, and from pedestrians, motorists, and cyclists, who said they were injured in collisions with the company’s trucks — even after its chief executive was accused by the firm’s own CFO of embezzling more than $1.5 million to fund an apparent gambling spree in Las Vegas.

Two drivers for a different delivery company operating in the Los Angeles area said they were forced to skip meals, ordered to urinate in bottles rather than stop for bathroom breaks, and advised to speed and not wear seatbelts to ensure they delivered more packages in less time.

Scott Olson / Getty Images

A UPS worker delivers packages on Dec. 26, 2013, in Chicago.

Amazon’s gargantuan delivery network was born after a notorious incident remembered in the corridors of the company’s Seattle headquarters as the “Christmas Fiasco” of 2013. As e-commerce began to boom and the holiday loomed, UPS and FedEx, which then delivered the bulk of Amazon’s packages along with the US Postal Service, were blindsided by the large volume of online orders and failed to deliver many parcels by Dec. 25.

Furious, embarrassed, and determined that such an incident would never happen again, Amazon gave affected customers $20 gift cards while its executives hatched a bold and disruptive plan to free themselves from overdependence on the large, established carriers. They would develop a network of small and midsize delivery companies to take over key routes, working directly out of special Amazon delivery stations, rather than UPS or FedEx facilities, and delivering packages according to Amazon’s own routing algorithms.

The goal, according to people with knowledge of Amazon’s operations — including a former executive who helped oversee the program in its early days — was to build out a completely independent last-mile delivery system. The company said it did so because of growing demand from customers, but continues to work with established delivery companies as well.

Obtained by BuzzFeed News

Amazon would offer small delivery companies, many of them brand-new, a chunk of its booming e-commerce business, and in exchange would be able to wield unprecedented leverage over their logistics operations. It would also have the power to squeeze costs down in a way it never could working with behemoths such as FedEx and UPS.

Under this new system, Amazon would be able to closely monitor drivers through its routing software. It would make entrepreneurs assume the financial risk of running a delivery business. And perhaps most crucially, because the drivers would be employed by independent companies, Amazon would be able to assert it had no legal liability for their working conditions — or for any mayhem employees wrought as they raced to hit delivery targets requiring more than 99% of packages to arrive by their promised delivery date.

In short order, fleets of anonymous-looking gray-and-white vans were dashing through the streets of communities across America, stopping every few blocks to disgorge books, electronic gadgets, boxes of toilet paper, and the myriad other items that people increasingly order online.

In short order, fleets of anonymous-looking gray-and-white vans were dashing through the streets of communities across America.

For consumers, the change was hardly perceptible — unless they happened to look out their windows and notice that the familiar brown of the UPS truck and the cheerful orange and purple of FedEx came less often, replaced by slightly smaller vans that often had no markings at all.

But behind the wheel, and out on the streets, the changes were enormous.

Even though the Sprinter-style vans Amazon requires its delivery providers to use weigh several times more than most passenger cars, they fall just under the weight limit that would subject them and their drivers to Department of Transportation oversight, unlike most FedEx and UPS trucks.

In a sign of how business is booming, Amazon last summer bought 20,000 of these vans from Mercedes-Benz to be leased, through fleet managers, to its dedicated delivery companies around the country.

UPS Package Car
26,000 lbs gross vehicle weight rating

Drivers must have valid driver's license and are subject to medical exams and controlled substance testing.
Trucks are subject to regular inspection, repair, and maintenance, as well as service hours restrictions.

Ford Transit 250
9,100 lbs gross vehicle weight rating

Drivers must have valid driver's license.
Vans are subject to yearly state inspection.

Applicants for jobs at UPS and FedEx are thoroughly screened and cram for challenging entrance exams before being hired. They undergo rigorous training that can last for weeks or longer, depending on the position, and are required to undergo additional training every year. Even the most minor fender benders trigger internal investigations that seek to identify who was at fault and how such accidents can be avoided in the future.

UPS, which is unionized, uses routing software programmed to minimize most left-hand and other dangerous turns. As part of their training, its drivers must go through special protocols before making certain maneuvers, such as backing up their trucks.

Amazon says it spends tens of millions of dollars on safety, and in some of its contracts with delivery companies, it demands that every driver pass a background check and drug test, have at least six months’ experience, and pass an extended road test. Job postings by firms delivering Amazon packages, however, say commercial driver's licenses and prior experience aren’t necessary. Drivers are paid either a flat day rate or an hourly wage — which generally works out to between $15 and $18 an hour, with scant perks or benefits. With constant alternation between driving and loading and unloading packages, the job is physically demanding.

One of the first companies ushered in under Amazon’s new delivery regime was Progistics Distribution, an already operating San Francisco–based logistics firm that agreed to dedicate a portion of its fleet to Amazon packages. Jose Guillermo Perez was hired by the company as a driver in spring of 2014, soon after the Christmas Fiasco.

“Dude, you need to be careful; I want to get back safe. I don’t want to die, man.” 

After two days of in-office training, Perez was sent onto the hilly, chaotic streets of San Francisco riding shotgun alongside a more experienced driver to learn the ropes. Things almost immediately went haywire. Just after lunch on the first day, Perez was astonished to find the driver backing into a light post, then speeding away from the scene as if the accident hadn’t happened, without even checking for damage. After that, Perez said in an interview, things got worse. The driver continued to ignore the speed limit and blew through stop signs as he shot up and down traffic-choked streets.

“Dude, you need to be careful; I want to get back safe,” Perez recalled saying. “I don’t want to die, man.”

But the driver, Jim Kitamura, told Perez he had to hurry.

Shortly after 3 p.m., their Ford van approached a busy intersection in a residential neighborhood just as the light turned red. Rather than hit the brakes, Kitamura kept going, heading straight for a motorcycle that was accelerating through the crossing. A driver in another car noticed and honked frantically in warning, but the delivery van kept going and smashed into the bike, according to a police report.

The impact was so powerful that it not only knocked Paul Hon Chow Lee off the motorcycle — fracturing his ankle, pelvis, and six ribs — but also knocked his shoes clean off his feet, according to the police report.

Even before the crash, the events of the day had given Perez cause for alarm. He saw that drivers were given huge piles of packages to deliver and were barraged by constant nagging calls from dispatchers checking in on their progress. The vans, he thought, were in terrible shape, with worn tires and sagging suspensions, and he said he’d witnessed at least one driver smoking marijuana on the job. Perez said Progistics hadn’t done a drug test on him, and could not recall any other screening process.

Progistics did not respond to a detailed request for comment.

Police cited Kitamura for running a red light. It was far from his first driving violation. In the eight years leading up to the accident, Kitamura had been pulled over at least four times, records show, twice pleading guilty to driving more than 20 mph over the speed limit — once in 2006 and once in 2008 — and once to running a stop sign in 2011. He’d also been charged with sex crimes involving minors and was a registered sex offender.

So concluded Perez’s training.

The first day he was sent out on his own, he quit before the shift was over.

“I thought, No, this is crazy. I had 160 packages and it was raining; you can’t even see,” he said. “I did, like, probably half of it and I took the truck back and went and told the guy, ‘This is it. I’m done.’”

BuzzFeed News

Workers unload packages onto the street for delivery in New York City on Aug. 30.

In the five years since it dove into last-mile delivery, Amazon’s business has boomed.

In 2018, its retail sales hit a record $233 billion, and this year it surpassed Walmart as the largest retailer in the world. In April, it promised free one-day shipping for all its Prime members — an unprecedented logistical challenge.

Not all of Amazon’s packages are carried by its network of small providers; it continues to rely on UPS and the US Postal Service for many of its deliveries, particularly for bulky packages or for rural, harder-to-reach destinations. But with FedEx recently canceling its contract to deliver Amazon packages, a growing share of the huge delivery load is being carried by the network of tiny, lightly regulated firms in its vast national network.

Delivering billions of packages a year is by far one of the company’s top expenditures. But Amazon can better control those costs by squeezing its own delivery network. It not only can track every package but also can monitor payroll, insurance, and even van leasing costs for many of its delivery companies. That allows it to keep an eye on companies’ profit margins and adjust accordingly. Early this year, for example, Amazon stopped paying delivery companies extra money to cover the cost of a dispatcher in each delivery station, requiring the companies to pay that salary out of already thin margins or operate without them.

Amazon pays many of its delivery firms a flat fee per route, so when package volumes increase and drivers need to be out on the road for longer, racking up more overtime, their margins are squeezed even tighter. One contract for a route in San Francisco reviewed by BuzzFeed News, for example, called for a fee of $279.50 per day. That money must cover the cost of the van, insurance, and any other overhead, plus the driver’s wages. Some newer delivery firms are paid a per-route fee, plus a per-package fee.

Many of them have no source of income other than Amazon and, faced with those circumstances, can find they have no choice but to cut back wherever they can.

Obtained by BuzzFeed News

A taped-on rearview mirror and balding tires on a delivery vehicle.

Drivers complain of poorly maintained vans, with underinflated and balding tires, cracked or missing sideview mirrors, and, in one case, doors that had to be held shut with bungee cords. Frequently they have no backup cameras, and many don’t even have a rear window. As a result, some drivers back into things — lawns, mailboxes, parked cars, and, sometimes, people.

And then there are the corners drivers themselves cut to finish their deliveries on time and keep dispatchers off their backs. Drivers complain they are sometimes given so many packages that they don't all fit in the cargo area and must be piled on the passenger seat. Some said they pile packages on the dashboard to save the time it takes to walk around to the rear of their vans for each delivery. Having the parcels laid out at their fingertips, they explained, helps them get through their routes more quickly and avoid the wrath of impatient dispatchers. But that convenience comes at a cost.

Resty Evinger was pulling out of a parking space outside an apartment complex in Austin in March 2018 when she collided with Julia Barrera Duran. The 62-year-old was knocked to the ground, and her head hit the asphalt. According to claims in a pending lawsuit filed by Duran, Evinger had her left foot in a medical boot and walked with crutches. She quickly got out of the Dodge Ram van and knelt by Duran’s side. According to a police report, Evinger explained why she hadn’t seen Duran in broad daylight: Her view had been partially obstructed by a pile of Amazon packages arranged on the dashboard.

Amazon said that it considers a variety of factors when considering the size of loads, but said it is up to drivers to determine how to pack the vans and where to put the packages. If a driver is worried about the number of packages they are given, they are welcome to raise those concerns.

Amazon can surveil almost every driver in its delivery network. But when it comes to the pedigree of the companies it entrusts to deliver its cargo, officials are remarkably hands-off, overlooking serious safety lapses, criminal convictions, and egregious violations of labor laws.

Amazon said it expects its delivery operators to comply with the law.

In July 2015, an obscure mining firm in Idaho abruptly changed ownership and announced it was getting into the package delivery business for Amazon, under the unlikely new name of Scoobeez.

Just months after making its first deliveries, however, the company was sued by four drivers who successfully claimed they had been misclassified as contractors rather than employees. It would be the first in a string of employment, personal injury, contract, and workplace discrimination lawsuits filed against the firm.

In March 2017, the company’s CFO sent a 25-page report to the Scoobeez board of directors alleging that CEO Shahan Ohanessian had misappropriated as much as $1.5 million of the company’s funds, transferring the money to his own bank accounts and withdrawing hundreds of thousand of dollars of that money at the Wynn hotel and casino in Las Vegas. Subsequent investigations concluded that Ohanessian then took out 17 high-interest loans to cover his tracks, costing the company some $2 million in fees and interest payments — money that might have been used to pay the drivers who were suing the company for unpaid overtime or, for example, the Texas family who came home one day to find that a Scoobeez van had rolled down their driveway and into their house, smashing the side of their attached garage.

In April, Scoobeez filed for bankruptcy protection, listing, among other liabilities, monthly payments totaling nearly $7,000 for leased Bentley, Porsche, and Mercedes-Benz luxury vehicles that were made available to the company’s top executives.

Scoobeez denied, in a separate court filing, the former CFO’s embezzlement allegations, saying they were fabricated and part of a ploy to take control of the company. Ashley McDow, an attorney representing Scoobeez in its ongoing bankruptcy, said the company had nothing to add beyond what is in the public record.

As of late August, the company continues to recruit delivery drivers for locations throughout Southern California, Illinois, and Texas — and in court records, it has claimed that 99% of its revenue comes from Amazon. Newly filed personal injury lawsuits continue to roll in, and in May, Enterprise sued Scoobeez, claiming it owed it more than $700,000 for damages to vans it had leased the company.

Ohanessian and his wife are no longer with Scoobeez and lately have turned to another possible get-rich scheme: putting logistics on the blockchain.

In 2017, Courier Distribution Systems, another of Amazon’s larger delivery providers, was notified by Inc. magazine that it was one of the 500 fastest-growing privately held startups in the country. “Welcome,” the magazine’s editor-in-chief wrote in a congratulatory letter, “to the most exclusive club in business!”

Like other Amazon delivery companies, CDS — based outside of Atlanta but delivering Amazon packages in several states, including Wisconsin, California, Pennsylvania, and Illinois — was required to carry a full slate of insurance.

In addition to cargo, business, and general legal liability coverage, Amazon requires delivery firms to carry workers' compensation policies, which are designed to cover the costs of medical care for employees injured on the job as well as any lost wages.

But that system failed Aleasa Thomas, who worked for CDS in the Milwaukee area. In April 2017, while completing a delivery to a house, Thomas said, she was violently attacked by a dog, causing her to fall and hit her head.

Only later did Thomas discover that CDS — which had earned its place on the Inc. list by growing at least 10 times larger over the previous three years — had failed to pay its workers' compensation premiums in Wisconsin between February and June of 2017, meaning she was not covered. CDS was later hit with a $154,000 judgment for failing to pay workers' compensation insurance in the state.

Jim Blanchard, a CDS representative, acknowledged the four-month insurance lapse but said it occurred while the firm was applying for different coverage. He added that CDS paid all of Thomas’s “medical bills, all of her unpaid wages, and any other losses.”

Wisconsin was far from the only region where CDS appears to have fallen fell behind on its bills. The firm has faced at least two dozen lawsuits and other claims in recent years by employees who say it didn’t correctly pay them, fired them without cause, or discriminated against them. Some of those cases settled out of court. A tire company near San Diego won an $11,578 judgment against the company in November 2017 after CDS failed to pay its bills.

Elsewhere, CDS had faced a mutiny from some of its drivers. Jovon Bray, a dispatcher at CDS in Sacramento, said he was forced to quell a near riot in October 2015 when roughly 100 angry drivers showed up to work demanding to know why they hadn’t been properly paid. When Bray called a manager at headquarters for advice, he recalled being told, “You need to find a better lie to tell them.”

“The whole thing is like a joke. They had no rules established. I asked if there was a manual or a handbook, what are my expectations? They said, ‘You gotta create them as you go.’”

When it happened again two months later, Bray said he called again and declared that he wouldn’t work unless everyone — including himself — got paid on time. A few days later, he recalled receiving a phone call from a supervisor while at a holiday party. “You aren’t management material,” Bray recalled the person telling him before summarily firing him. Bray and several other workers sued CDS and eventually settled out of court.

“The whole thing is like a joke,” Bray told BuzzFeed News. “They had no rules established. I asked if there was a manual or a handbook, what are my expectations? They said, ‘You gotta create them as you go.’”

Blanchard denied the allegations. “I assume this has been fabricated,” he said. He added that “CDS has offered good-paying jobs and benefits to thousands of employees — many of whom lacked the education or skills to secure any other job paying as much as they earned at CDS — and largely without incident or dispute.”

In the wake of the uprising, CDS lost its Sacramento routes. But Amazon continues to work with the company in numerous other cities around the country.

The same labor problems that appear across Amazon’s delivery network were apparent at Inpax in the period leading up to the crash that killed Telesfora Escamilla. Just months after Amazon began working with the firm in 2015, it fell under investigation by the Department of Labor for chronically underpaying dozens of drivers and was ordered to pay employees back wages. The following year, regulators found Inpax had “willfully violated” labor laws a second time by failing to pay drivers overtime. Third and fourth investigations would uncover more violations and unpaid wages of more than $140,000.

Inpax’s founder and CEO, Leonard Wright, had a string of cocaine-related felony convictions and first registered the company shortly after finishing a three-year prison sentence for narcotics distribution. Yet despite the mounting warnings that Inpax had serious issues, Amazon kept shoveling more business in its direction. By 2016, the firm was delivering in at least five cities — Atlanta, Cincinnati, Miami, Dallas, and Chicago — Labor Department records acquired through the Freedom of Information Act show.

As Christmas of 2016 approached, Amazon was on track for what would be its biggest holiday season to date, ultimately shipping more than 1 billion packages worldwide. To handle the record-setting workload, it piled on the pressure, ramping up the number of packages each driver was expected to deliver each day.

Although the woman escaped with minor scrapes, the dog did not survive.

By then, Inpax had eliminated numerous fleet managers whose job it had been to oversee safety and operations, according to former employees. The firm had stopped repairing vans that were damaged or had missing mirrors, cracked windows, or bald tires. And, two said, it stopped paying for a state-of-the-art fleet monitoring service it had installed in all of its vehicles that tracked their location and speed and was designed to alert fleet managers if drivers were making unsafe maneuvers.

Escamilla’s death that December was not the first or last time the company’s drivers would run into trouble on the roads. Court records show the company has been served with at least five additional accident-related lawsuits since then.

In October 2017, an Inpax van loaded with Amazon parcels came around a corner in Weston, Florida, and plowed into a cockapoo that had run into the road before the eyes of its owner and her two young sons. When the distraught woman banged on the window in outrage, the driver hit the gas, dragging her to the ground, according to a police report. Although the woman escaped with minor scrapes, the dog did not survive.

Obtained by BuzzFeed News

A diagram from the police report depicting an accident that killed a dog in Weston, Florida.

The driver told police that she called her manager at Inpax to report the accident and was instructed to leave immediately and return to the delivery station. Perez voluntarily returned with her Inpax manager later that day to speak with police, but she was ticketed for fleeing the scene of the accident and ordered to pay $1,500 in restitution, court records show.

The dog's owner is suing Inpax and the driver for physical and emotional damages, claiming that Perez had been “speeding down the street.” Inpax countered that the incident was solely due to her own “carelessness and negligence” in letting her dog stray into the road. Amazon was not sued; once again it escaped liability.

Traivon Hemingway, a slender 21-year-old who delivered packages in and around Chicago for Amazon delivery provider Sheard-Loman Transport, was attempting to make an exit off an interstate southwest of town on the morning of June 19, 2018, when the Ford van he was driving struck the back of a tractor trailer parked on the highway shoulder.

The force of the impact tore off the top of the van and drove the rest of the vehicle under the trailer. Emergency workers tried but failed to resuscitate Hemingway at the scene of the crash, where he died.

News of Hemingway’s death spread quickly through the Amazon delivery station on the South Side of Chicago where he’d worked, but there is no record of his death being investigated by workplace health and safety officials. News reports about the accident never linked Hemingway’s death to his work for Amazon, but a GoFundMe page set up by his sister received a $100 donation from Bill Seliger, an Amazon executive who managed delivery-firm accounts in Chicago.

Hemingway’s van was eventually returned to Sheard-Loman, which has been sued three times in the last year by former employees claiming they were cheated out of overtime and other wages. All three suits are pending.

Sheard-Loman did not respond to a written request for comment.

More than a year after his death, one of Hemingway's relatives in Chicago was still frequently posting about his death on Facebook. "Not a day goes by that I don't think of him and still cry," she wrote on Aug. 30. "Missing you so much Traivon Hemingway until we be together again."

Nurphoto / Getty Images

Amazon delivery vans are seen May 14 in Orlando.

When delivery drivers complain about the harsh conditions they face, Amazon refuses to admit any responsibility. But when a group of drivers banded together to advocate for their rights to fair pay and safe conditions, executives at the e-commerce giant moved quickly to quash any further such efforts.

In March 2017, a group of drivers for the delivery firm Silverstar Delivery met with a Teamsters organizer at a TGI Fridays outside of Detroit to complain about the shoddy condition of the vans they drove, Amazon GPS devices that conked out at crucial moments, and, in particular, a lack of overtime pay, despite shifts that routinely lasted as long as 12 hours.

The organizer convinced them to unionize, and the following month, Silverstar employees voted 22–7 to join the Teamsters, making it the only Amazon delivery contractor to have unionized to date.

Silverstar did not react positively to the news. Within weeks, drivers reported to the National Labor Relations Board that they were being fired for joining the union.

One of the workers claimed he was terminated in May after bringing back undelivered packages to the warehouse. When he complained, the worker said a manager told him, “I was told to write you up for anything because you joined the union,” according to NLRB filings.

The board dismissed the charges that workers were illegally fired in retaliation for unionizing, but allowed other claims of anti-union activity to proceed. Silverstar ultimately agreed to pay $15,696 to settle the matter.

The Teamsters named Amazon in their complaint, but the retailer denied having any legal relationship to the unionized workers. “While Amazon has a services contract with Silverstar, Amazon is not the employer of Silverstar’s employees,” the company wrote in a letter to the NLRB.

A few months later, Norm Collins, who had been elected shop steward, received a call from a Silverstar dispatcher who told him the company was shutting down its Michigan location immediately, putting dozens of drivers, as well as several dispatchers and managers, instantly out of work. “He said don’t report to work because Silverstar came down, packed up all their stuff, took the vans,” Collins recalled. “They’re gone.”

Not long after the successful unionization vote, a team of Amazon officials paid a visit to Chicago, where they gathered top management from delivery firms operating in the city at a hotel west of town, according to two people who attended the meeting. The topic: how to ensure that what happened to Silverstar would never happen to them.

“The whole purpose of the meeting was to say to you, ‘Here’s how to not get unionized. Because if you do, we pretty much don’t want anything to do with a union,’” said one attendee.

In July, a Canadian news site reported that Amazon had held a similar meeting to discourage organizing among drivers for Toronto-area delivery companies.

The closure of Silverstar hardly slowed down Amazon’s Detroit-area operations. Other delivery firms already operating in the area were happy to pick up the available routes.

Because of the low pay, long hours, and high stress of the job, turnover among Amazon delivery drivers is high.

Former dispatchers said it’s not uncommon for drivers to quit in the middle of their shifts, sometimes abandoning the vans on the road. If a delivery firm doesn’t have enough drivers on any given day, it risks losing routes to competing delivery companies operating out of the same warehouse. Amazon routinely monitors and ranks the performance of each provider, delivery company managers say, and rewards its most reliable performers with additional and more profitable routes.

As a result, delivery firms are constantly recruiting drivers to get on the road as fast as possible — and in an economy with national unemployment currently below 4%, former managers described a perpetual hiring crisis that requires them to accept nearly anyone who walks through the door.

Former dispatchers said it’s not uncommon for drivers to quit in the middle of their shifts, sometimes abandoning the vans on the road.

A manager at Sheard-Loman, for example, recently used Facebook to cast a wide net for potential drivers.

“I’m launching an AGGRESSIVE hiring campaign. If someone owes you money and they’re not working, if someone needs to move out yet using the excuse that they don’t have a job, if your baby’s daddy/momma is behind on child support, have them call me NOW,” he wrote. “I’m hiring on the SPOT.”

But despite the high pressure and tight margins, many companies have jumped at the opportunity to get a piece of Amazon’s home delivery business. Some have had their dreams crushed.

Two years ago, Thomas Chen, a Chinese immigrant living in Southern California, was delighted when Amazon invited him to join its last-mile delivery empire. Chen had spent several decades in the import-export business and had built a relationship with Amazon through his work bringing Chinese merchandise into the US for sale. In the summer of 2017, he said, he enrolled in a multiday training session that Amazon holds for new delivery firms and had his first five vans on the road in Portland, Oregon, starting Nov. 1.

Rather than lease vehicles, Chen invested in a fleet of 36 brand-new vans, and his fledgling firm, FM Xpress, was soon awarded several routes in the Inland Empire outside of Los Angeles. In February 2018, he spent $2.5 million to acquire an already established delivery company called Metax Logistics.

Business was good and growing fast, and so when an Amazon executive approached him in April 2018 about buying a third company a few months later, he leaped at the opportunity. The firm, NEA Delivery, had been one of the first delivery companies contracted by Amazon back in 2014 and had more than 200 vans in service, making deliveries up and down the West Coast.

Chen said he sought and received what he called a “green light” from Amazon that NEA would be a good investment, and the $4.5 million purchase was closed in a matter of weeks. By October of that year, Chen said, he had 875 drivers on the road, a payroll of $1.6 million, and was delivering upward of 100,000 Amazon packages a day.

But it turned out there was a lot about NEA that Chen hadn’t been told. The firm had been sued numerous times over employment issues and accidents involving its drivers. One such suit, filed against NEA and Amazon, involved a teenager who said he suffered a head injury in 2015 when his bicycle was struck by an NEA delivery driver opening his door into the bike lane.

Even as Amazon approached Chen about the deal, it was arguing in court that it should be dropped from that lawsuit, claiming it bore no responsibility for the teen’s injuries. The case eventually settled.

“Amazon, you are so big. Why do you want to treat your business partner this way?” 

Chen, who admits that he could have done more due diligence but said he trusted Amazon’s advice, had to contend not only with those cases but also with at least a half-dozen more suits that were filed against NEA after the deal closed and are still pending.

Another problem, according to Chen, was that Amazon was often extremely late in paying its weekly invoices, which stretched his finances. He complained about it during a meeting with Amazon executives in a Santa Monica hotel early this year, he said, and soon thereafter noticed that his routes had been dramatically reduced. This April, he said, he received a call from a different Amazon executive telling him that his services were no longer needed and his contracts would all be terminated in 30 days.

Chen’s three DSPs had recently been appraised at $28 million, he said, but Amazon offered him just $400,000 to sign a separation agreement and walk away. Instead, Chen filed a lawsuit, which is ongoing. In an interview, Chen claimed he believed that Amazon wanted to give away his routes to smaller, more pliant companies that would accept lower fees.

Chen, who said he’s been thrown into a serious depression by the situation, grew emotional as he described having to fire hundreds of employees on the spot.

“Amazon, you are so big,” he said. “Why do you want to treat your business partner this way?”

Chen is not alone in complaining about not getting paid by Amazon.

Blair Devereaux (courtesy of Lisa Bythewood)

Lisa Bythewood of Tampa, Florida, signed her first contract to provide delivery services to Amazon in March 2015, running routes out of Miami. In less than two months, Amazon assigned her two more locations. She was excited but also noticed that the company hadn’t yet paid any of her weekly invoices, she recalls. Figuring it was just a bureaucratic hang-up, Bythewood took out a large line of credit to keep her business afloat.

By August, Amazon had awarded her company, VHU Express, an additional 17 locations, stretching from LA to Boston. But as the fall set in, she noticed that once again, Amazon was failing to pay her invoices and she started falling behind on her overhead. Bythewood took out a second line of credit, but it wasn’t enough and drivers started going unpaid.

At least one of those drivers complained to the Department of Labor, which launched an investigation in early 2016. The regulator found that 120 employees were owed a total of nearly $190,000 in back wages and overtime — but determined that nearly all of that should be paid by Amazon rather than VHU, according to Labor Department records.

It was a very unusual finding. Amazon has successfully argued, on multiple occasions in court and to regulators, that it had no responsibility for the treatment of drivers.

The DOL investigator felt differently, noting that because Amazon controlled and supervised the work and working conditions, required VHU to operate out of its facilities, mandated what screenings employees should undergo and what clothing they should wear, and could “dictate who they no longer wanted working as” drivers, it was, in fact, a joint employer.

Amazon acknowledged it had problems with its invoicing system, blaming a variety of factors, including having “moved their accounts payable department to India.” The company vigorously denied being a joint employer, but to get out from under the Labor Department’s thumb, it agreed to pay the workers. It also consented to pay back wages in Florida and Massachusetts, for a total of $352,816.71.

But that didn’t put the matter to rest.

Around the same time, Amazon terminated its contract with Bythewood, who had to lay off about 300 employees. Soon thereafter, it filed a claim against VHU in court, arguing that the firm had violated its contract, which required it to “defend, indemnify, and hold harmless Amazon from any third-party allegation or claim.” Eventually Amazon won a judgment against its former delivery company for nearly $300,000, despite the fact that it had apparently created the entire situation in the first place by failing to pay its invoices. Eventually Bythewood said she settled the dispute with Amazon out of court.

In the meantime, Bythewood, a 51-year old mother of seven, was left facing lawsuits from unpaid lenders, insurers, van leasing companies, and workers. In a bid to help her, Bythewood’s mother emptied her own retirement fund, but it was to no avail: Bythewood and her husband filed for personal bankruptcy a few months later, listing more than $1 million in unpaid Amazon invoices in the filing.

The previous summer, she had been named a finalist in the Tampa Bay Business Journal’s BusinessWoman of the Year awards because her company had landed a contract with Amazon. Now her company was gone.

“You’ve got people chomping at the bit because all they think and see is dollar signs,” said Bythewood, who currently isn’t working. It was hard to say no, she said, because if “you don’t want to do it, someone else will.”

Indeed, Amazon enjoys a glut of entrepreneurs eager for a chance at owning their own chunk of its delivery network. A Facebook group dedicated to people hoping to launch Amazon delivery companies has more than 500 members. They offer each other tips on how to pass the video interview (be sure to use Amazon’s STAR method for answering questions) and thoughts on whether or not $10,000 is actually enough to get started ($30,000 is a safer bet, some say).

“Just got the call I’ve been hoping and praying for, I’m in!” a group member recently posted. “It was a long road, since applying June 2018. God is good.”

Shortly before 3 p.m. on April 19, 2018, a driver for a delivery firm called Last Mile Delivered, Keith Heard, turned left down a four-lane road in a Philadelphia suburb, following delivery directions on his Amazon device. Worried he was about to miss a second left onto a side street, he pulled into an intersection when he heard what he later described as a “thump” and assumed he had somehow hit a pole, according to the police report.

What he had heard, in fact, was the sound of his Ford Transit van slamming into the body of Samuel Cabelus. The 22-year-old Temple University junior had been cruising on a motorcycle down the arterial at the time Heard cut in front of him, and when he tried to stop, his Yamaha hit the pavement and slid toward the van.

Cabelus was crushed under the vehicle, where he died. Heard was cited by police for failing to yield before making a left turn. Cabelus’s grieving parents declined requests for interviews but blame Amazon for the accident, arguing that the company’s policy of pressuring drivers to meet guaranteed delivery times contributed to their son’s death, according to an ongoing lawsuit they filed against Amazon, Last Mile Delivered, and Heard in late 2018.

In court, Amazon vigorously denied liability on the familiar argument that it does not control the delivery firms in its network or employ the drivers. And just as it had again and again — in cases of death, injury, and workplace mistreatment — the company invoked the carefully worded agreement it requires all delivery firms to sign, obliging them to defend and indemnify it from, or assume responsibility for, any and all legal claims. A lawyer representing Last Mile and Heard also denied responsibility for the death in court.

In the year since her son’s death, Cabelus’s mother, Winnie, has written frequent Facebook posts about missing the young man she remembered in one comment as “stubborn, handsome, funny, a great big brother, invincible, charming, and absolutely adored.” In February, she posted an article about the crash in a public Facebook group called Bad Amazon Deliveries. “Please take these unprofessional driver mistakes seriously,” she wrote. “They may cost you life.

“This is about shitty driving, yes,” she added. “But this is about low-paid, inexperienced, and untrained delivery drivers operating gigantic vans they don’t know how to drive, under enormous pressure to deliver quickly. This is profit driven, corporate greed behavior without consideration for anyone else’s humanity.”

L.D. Chukman

Courtroom sketch of Valdimar Gray during his trial.

Late on the morning of July 31, an attorney for Amazon walked into a dingy, cramped courtroom on the second floor of the Cook County Criminal Courthouse in Chicago. She was there to watch the trial of Valdimar Gray, facing a felony homicide charge in the death of Telesfora Escamilla.

Moments before the trial began, 20 members of the Escamilla family entered the courtroom en masse, taking up half the seats in the gallery. Over two days of testimony, they relived the terrible afternoon of Dec. 22, 2016. On at least a half-dozen occasions, members of the family broke out into tears, sobbing audibly when the circumstances of Telesfora’s death were described.

Gray, who had no previous driving infractions, sat stiffly in a gray blazer and a crisp white shirt. He faced a sentence of between 3 and 14 years in prison if convicted. The Escamillas had pushed hard for him to be prosecuted. The civil suit they had filed against Gray, Inpax, and Amazon couldn’t proceed until Gray’s criminal liability was determined.

Escamilla’s daughter Irma told BuzzFeed News that she had heard about her mother’s death on her way home from work. She had been looking forward to spending Christmas Eve with her mom, a grandmother of 17, who had already purchased tamales for the family’s traditional Christmas Eve dinner.

“I still have a hole in my heart for my mom. She’s not with us. I don’t know if I can overcome this.” 

Instead, she found herself staring at a pool of her mother’s blood on South Drake Avenue. “I still have a hole in my heart for my mom,” said Irma. “She’s not with us. I don’t know if I can overcome this.”

Witnesses testifying for the prosecution described the accident and its aftermath, conceding under cross-examination that Gray might not have been breaking the speed limit, even if he was in a hurry, and had paused, albeit briefly, at a stop sign moments before impact.

Gray’s lawyer, Adam Sheppard, saying the evidence was inconsistent and that Escamilla’s death was a “tragic accident,” called for his client to be acquitted. The judge concurred. Gray’s parents jumped for joy as the Escamilla family sat in shocked disbelief.

But Gray showed little joy.

“I’m not going to celebrate,” he said, walking grimly out of the courtroom with his mother and father.

Letters of support filed in court by friends and family describe how the accident has changed Gray’s once-easygoing personality and how he’s haunted by memories of that afternoon.

On that day, as dusk fell on the corner of West 28th and South Drake, amid crying members of the Escamilla family, gawking rubberneckers, and crowds of local TV news reporters, another Inpax employee quietly arrived on the scene to drive Gray’s Nissan van and the Amazon packages it held back to the Amazon delivery station, just 2 miles away.

Gray was fired the next morning and soon had criminal charges hanging over him. The Escamilla family lost its matriarch. But those boxes and envelopes were absolutely going to get delivered by Christmas.

The urgent memo Amazon sent to Gray’s supervisors at Inpax just five days before the fatal accident described the week as the “home stretch/final sprint” and urged that every driver be made “aware of the expectations for this week.”

“Our #1 priority,” it said, “is getting every package to the customer on time.”

Nowhere did it mention safety. ●

UPDATE

Make more work like this possible: become a BuzzFeed News member today.


Have you had experiences with Amazon or a company contracted by Amazon that you would like to share? To learn how to reach us securely, go to tips.buzzfeed.com. You can also email us at [email protected]

Источник: https://www.buzzfeednews.com/article/carolineodonovan/amazon-next-day-delivery-deaths

Amazon’s Next-Day Delivery Has Brought Chaos And Carnage To America’s Streets — But The World’s Biggest Retailer Has A System To Escape The Blame

Valdimar Gray was delivering packages for Amazon at the height of the pre-Christmas rush when his three-ton van barreled into an 84-year-old grandmother, crushing her diaphragm, shattering several ribs, and fracturing her skull.

“Oh my god!” screamed Gray as he leaped out of his van. It was a bright, clear afternoon on Dec. 22, 2016, and the 29-year-old had been at the wheel of the white Nissan since early that morning, racing to drop Amazon packages on doorsteps throughout Chicago. He stood in anguish next to Telesfora Escamilla as she lay dying, her blood pooling on the pavement just three blocks from her home. After the police arrived, Gray submitted to drug and alcohol tests, which came up clean. He would later be charged with reckless homicide.

Courtesy of Escamilla family

The officers who investigated the crash didn’t ask Gray about the constant pressure for speed he faced as a driver for Inpax Shipping Solutions — one of hundreds of small companies that make up Amazon’s gigantic delivery network across America. If they had, they would have discovered that the company’s drivers worked under relentless demands to deliver hundreds of packages each shift — for a flat rate of around $160 a day — at the direction of dispatchers who often compel them to skip meals, bathroom breaks, and any other form of rest, discouraging them from going home until the very last box is delivered.

Amazon issued Inpax hand scanners that could monitor the progress of its drivers as they delivered their packages and dictated the routes they drove. It had sent Gray’s bosses at Inpax a memo just days before the accident, criticizing lackluster delivery rates in the area and instituting a “no package left behind” policy during the critical holiday week. The number of deliveries drivers were expected to make each day was way up, and dispatchers were urged to keep as many of their vans on the road for as long as possible — even if it meant driving long into the bitter winter night.

But when Escamilla’s grieving family sought redress — suing Amazon, Inpax, and Gray for wrongful death — the e-commerce giant refused to accept any responsibility. “The damages, if any, were caused, in whole or in part, by third parties not under the direction or control of Amazon.com,” its lawyers said in a court filing.

Inpax had by then been repeatedly cited by the Department of Labor for withholding pay from its drivers. Its owner had several cocaine-related felony convictions and had previously declared bankruptcy after missing insurance payments, failing to pay taxes, and defaulting on loans and other obligations amounting to $15 million. And the company was struggling to make ends meet on the razor-thin margins of a system set up by Amazon to squeeze contractors while minimizing its own costs at every turn.

Courtesy of Escamilla family

Gray's van, seen after striking and killing Telesfora Escamilla.

Just months before Escamilla’s death, a former employee told BuzzFeed News, Inpax had stopped paying for a critical safety monitoring service it had installed in every van in Chicago — equipment some felt could have helped prevent the accident.

But despite Inpax’s checkered record, after denying any blame for Escamilla’s death, Amazon continued using the company to deliver its packages across Chicago and at least four other major cities. Inpax did not respond to a detailed written request for comment.

The super-pressurized, chaotic atmosphere leading up to that tragedy was hardly unique to Inpax, to Chicago, or to the holiday crunch. Amazon is the biggest retailer on the planet — with customers in 180 countries — and in its relentless bid to offer ever-faster delivery at ever-lower costs, it has built a national delivery system from the ground up. In under six years, Amazon has created a sprawling, decentralized network of thousands of vans operating in and around nearly every major metropolitan area in the country, dropping nearly 5 million packages on America’s doorsteps seven days a week.

Amazon drivers say they often have to deliver upward of 250 packages a day — and sometimes far more than that — which works out to a dizzying pace of less than two minutes per package based on an eight-hour shift.

“The damages, if any, were caused, in whole or in part, by third parties not under the direction or control of Amazon.com.”

The system sheds costs and liability, even as it grows at lightning speed, by using stand-alone companies such as Inpax to pick up packages directly from Amazon facilities and deliver them to the consumer — covering what’s known in the industry as “the last mile.” Amazon goes further than gig economy companies such as Uber, which insist its drivers are independent contractors with no rights as employees. By contracting instead with third-party companies, which in turn employ drivers, Amazon divorces itself from the people delivering its packages.

That means when things go wrong, as they often do under the intense pressure created by Amazon’s punishing targets — when workers are abused or underpaid, when overstretched delivery companies fall into bankruptcy, or when innocent people are killed or maimed by errant drivers — the system allows Amazon to wash its hands of any responsibility.

Amazon still relies on UPS and the US Postal Service for many deliveries. And it has captured the public imagination with press releases about futuristic drone delivery, which does not yet exist. But it’s this homegrown network that makes it possible to offer the amazing convenience of next-day and even same-day delivery that has become a cornerstone of its market dominance. By some estimates, nearly half of Amazon's packages in the US are now delivered this way. And the Seattle-based giant dictates almost every aspect of that operation, down to what drivers wear, what vans they use, what routes they follow, and how many packages they must deliver each day.

Amazon says its role is to lend entrepreneurs a hand as they build small businesses and not to control their companies, equipment, or labor force. It said it does not make personnel decisions for them, and while it offers them the opportunity to lease vans, purchase insurance, and manage payroll through its preferred programs, they are free to use whichever vendors they choose.

Have you had experiences with Amazon or a company contracted by Amazon that you would like to share? To learn how to reach us securely, go to tips.buzzfeed.com. You can also email us at [email protected]

In response to a detailed list of questions from BuzzFeed News, it said that because many of the cases mentioned in this article are in active litigation, it cannot discuss them in detail. However, the company said safety is always its top priority and that even one serious incident is too many. It says that when accidents occur, it works with drivers or their employers to investigate claims and take appropriate actions.

In a written statement about the article's findings, the company said:

The assertions do not provide an accurate representation of Amazon’s commitment to safety and all the amazon truck business we take to ensure millions of packages are delivered to customers without incident. Whether it’s state-of-the art telemetrics and advanced safety technology in is extra olive oil good for you vans, driver safety training programs, or continuous improvements within our mapping and routing technology, we have invested tens of millions of dollars in safety mechanisms across our network, and regularly communicate safety best practices to drivers. We are committed to greater investments and management focus to continuously improve our safety performance.

Six days after publication of this article, Amazon issued an additional statement: "We require that all delivery service partners maintain comprehensive insurance, including auto liability so if in the rare case an accident does occur, there is coverage for all involved."

UPS and FedEx, the traditional powers of the logistics world, are deeply invested in safety. UPS, which spends $175 million a year on safety training alone, even has a policy prohibiting drivers from taking unnecessary left turns to reduce exposure to oncoming traffic, finish routes faster, and save fuel. Both firms are also heavily regulated by the government, and many of their trucks are subject to regular federal safety inspections and can be put out of service at any time by the Department of Transportation.

But Amazon’s ingenious system has allowed it to avoid that kind of scrutiny. There is no public listing of which firms are part of why 1st may is celebrated as labour day in india delivery network, and the ubiquitous cargo vans their drivers use are not subject to DOT oversight. But by interviewing drivers as well as reviewing job boards, classified listings, online forums, lawsuits, and media reports, BuzzFeed News identified at least 250 companies that appear to work or have worked as contracted delivery providers for Amazon. The company said it has enabled the creation of at least 200 new delivery firms in the past year, a third of which are owned and run by military veterans. Inpax gets fully 70% of its business from Amazon; some companies depend on the retail giant for all of their income.

wells fargo savings account minimum opening balance With little training, and often piloting vans in dangerous states of disrepair, Amazon drivers have crashed into cars, bicycles, houses, people, and pets.

A yearlong investigation — based on that data, along with internal documents, government records, thousands of court files, and interviews with dozens of current and former Amazon employees, delivery company operators, managers, and drivers — reveals that Amazon’s pivot to delivery has, amazon truck business too often, exposed communities across the country to chaos, exploitative working conditions, and, in many cases, peril.

Public records document hundreds of road wrecks involving vehicles delivering Amazon packages in the past five years, with Amazon itself named as a defendant in at least 100 lawsuits filed in the wake of accidents, including at least six fatalities and numerous serious injuries. This is almost certainly a vast undercount, as many accidents involving vehicles carrying Amazon packages are not reported in a way that can link them to the company. And in some states, including California, accident reports are not public.

The deaths have included victims as old as Escamilla and as young as a 10-month-old baby named Gabrielle. Often with little training, and at times piloting vans in dangerous states of disrepair, Amazon drivers have crashed into cars, bicycles, houses, people, and pets. And under constant pressure to deliver ever more packages, drivers have piled parcels so high on their dashboards that they couldn’t see out the windshield — causing at least one serious collision.

Caroline O'Donovan / BuzzFeed News

A delivery vehicle with packages lined along the dashboard, seen in Chicago.

In some of the cases in which Amazon was sued over road accidents, the drivers had been allowed to take the wheel despite previous convictions for traffic infractions.

Delivering packages for Amazon can itself be a perilous job. Drivers amazon truck business reportedly been punched, bitten, carjacked, robbed, and shot — and at least two have died in recent years as a result of road accidents that occurred on the job.

Amazon denies any responsibility for the conditions in which drivers work, but it has continued to contract with at least a dozen companies that have been repeatedly sued or cited by regulators for alleged labor violations, including failing to pay overtime, denying workers breaks, discrimination, sexual harassment, and other forms of employee mistreatment.

And when one group in Michigan voted to join the teamsters in protest against shoddy conditions and punishing hours without overtime pay, Amazon officials acted swiftly to counter further unionization efforts.

In Southern California, Illinois, and Texas, Amazon continues to work with a firm beset by a staggering array of lawsuits from its own drivers, who said they weren’t paid properly, and from pedestrians, motorists, and cyclists, who said they were injured in collisions with the company’s trucks — even after its chief executive was accused by the firm’s own CFO of embezzling more than $1.5 million to fund an apparent gambling spree in Las Vegas.

Two drivers for a different delivery company operating in the Los Angeles area said they were forced to skip meals, ordered to urinate in bottles rather than stop for bathroom breaks, and advised to speed and not wear seatbelts to ensure they delivered more packages in less time.

Scott Olson / Getty Images

A UPS worker delivers packages on Dec. 26, 2013, in Chicago.

Amazon’s gargantuan delivery network was born after a notorious incident remembered in the corridors of the company’s Seattle headquarters as the “Christmas Fiasco” of 2013. As e-commerce began to boom and the holiday loomed, UPS and FedEx, which then delivered the bulk of Amazon’s packages along with the US Postal Service, were blindsided by the large volume of online orders and failed to deliver many parcels by Dec. 25.

Furious, embarrassed, and determined that such an incident would never happen again, Amazon gave affected customers $20 gift cards while its executives hatched a bold and disruptive plan to free themselves from overdependence on the large, established carriers. They would develop a network of small and midsize delivery companies to take over key routes, working directly out of special Amazon delivery stations, rather than UPS or FedEx facilities, and delivering packages according to Amazon’s own routing algorithms.

The goal, according to people with knowledge of Amazon’s operations — including a former executive who helped oversee the program in its early days — was to build out a completely independent last-mile delivery system. The company said it did so because of growing demand from customers, but continues to work with established delivery companies as well.

Obtained by BuzzFeed News

Amazon would offer small delivery companies, many of them brand-new, a chunk of its booming e-commerce business, and in exchange would be able to wield unprecedented leverage over their logistics operations. It would also have the power to squeeze costs down in a way it never could working with behemoths such as FedEx and UPS.

Under this new system, Amazon would be able to closely monitor drivers through its routing software. It would make entrepreneurs assume the financial risk of running a delivery business. And perhaps most crucially, because the drivers would be employed by independent companies, Amazon would be able to assert it had no legal liability for their working conditions — or for any mayhem employees wrought as they raced to hit delivery targets requiring more than 99% of packages to arrive by their promised delivery date.

In short order, fleets of anonymous-looking gray-and-white vans were dashing through the streets of communities across America, stopping every few blocks to disgorge books, electronic gadgets, boxes of toilet paper, and the myriad other items that people increasingly order online.

In short order, fleets of anonymous-looking gray-and-white vans were dashing through the streets of communities across America.

For consumers, the change was hardly perceptible — unless they happened to look out their windows and notice that the familiar brown of the UPS truck and the cheerful orange and purple of FedEx came less often, replaced by slightly smaller vans that often had no markings at all.

But behind the wheel, and out on the streets, the changes were enormous.

Even though the Sprinter-style vans Amazon requires its delivery providers to use weigh several times more than most passenger cars, they fall just under the weight limit that would subject them and their drivers to Department of Transportation oversight, unlike most FedEx and UPS trucks.

In a sign of how business is booming, Amazon last summer bought 20,000 of these vans from Mercedes-Benz to be leased, through fleet managers, to its dedicated delivery companies around the country.

UPS Package Car
26,000 lbs gross vehicle weight rating

Drivers must have valid driver's license and are subject to medical exams and controlled substance testing.
Trucks are subject to regular inspection, repair, and maintenance, as well as service hours restrictions.

Ford Transit 250
9,100 lbs gross vehicle weight rating

Drivers must have valid driver's license.
Vans are subject to yearly state inspection.

Applicants for jobs at UPS and FedEx are thoroughly screened and cram for challenging entrance exams before being hired. They undergo rigorous training that can last for weeks or longer, depending on the position, and are required to undergo additional training every year. Even the most minor fender benders trigger internal investigations that seek to identify who was at fault and how such accidents can be avoided in the future.

UPS, which is unionized, uses routing software programmed to minimize most left-hand and other dangerous turns. As part of their training, its drivers must go through special protocols before making certain maneuvers, such as backing up their trucks.

Amazon says it spends tens of millions of dollars on safety, and in some of its contracts with delivery companies, it demands that every driver pass a background check and drug test, have at least six months’ experience, and pass an extended road test. Job postings by firms delivering Amazon packages, however, say commercial driver's licenses and prior experience aren’t necessary. Drivers are paid either a flat day rate or an hourly wage — which generally works out to between $15 and $18 an hour, with scant perks or benefits. With constant alternation between driving and loading and unloading packages, the job is physically demanding.

One of the first companies ushered in under Amazon’s new delivery regime was Progistics Distribution, an already operating San Francisco–based logistics firm that agreed to dedicate a portion of its fleet to Amazon packages. Jose Guillermo Perez was hired by the company as a driver in spring of 2014, soon after the Christmas Fiasco.

“Dude, you need to be careful; I want to get back safe. I don’t want to die, man.” 

After two days of in-office training, Perez was sent onto the hilly, chaotic streets of San Francisco riding shotgun alongside a more experienced driver to learn the ropes. Things almost immediately went haywire. Just after lunch on the first day, Perez was astonished to find the driver backing into a light post, then speeding away from the scene as if the accident hadn’t happened, without even checking for damage. After that, Perez said in an interview, things got worse. The driver continued to ignore the speed limit and blew through stop signs as he shot up and down traffic-choked streets.

“Dude, you need to be careful; I want to get back safe,” Perez recalled saying. “I don’t want to die, man.”

But the driver, Jim Kitamura, told Perez he had to hurry.

Shortly after 3 p.m., their Ford van approached a busy intersection in a residential neighborhood just as the light turned red. Rather than hit the brakes, Kitamura kept going, heading straight for a motorcycle that was accelerating through the crossing. A driver in another car noticed and honked frantically in warning, but the delivery van kept going and smashed into the bike, according to a police report.

The impact was so powerful that it not only knocked Paul Hon Chow Lee off the motorcycle — fracturing his ankle, pelvis, and six ribs — but also knocked his shoes clean off his feet, according to the police report.

Even before the crash, the events of the day had given Perez cause for alarm. He saw that drivers were given huge piles of packages to deliver and were barraged by constant nagging calls from dispatchers checking in on their progress. The vans, he thought, were in terrible shape, with worn tires and sagging suspensions, and he said he’d witnessed at least one driver smoking marijuana on the job. Perez said Progistics hadn’t done a drug test on him, and could not recall any other screening process.

Progistics did not respond to a detailed request for comment.

Police cited Kitamura for running a red light. It was far from his first driving violation. In the eight years leading up to the accident, Kitamura had been pulled over at least four times, records show, twice pleading guilty to driving more than 20 mph over the speed limit — once in 2006 and once in 2008 — and once to running a stop sign in 2011. He’d also been charged with sex crimes involving minors and was a registered sex offender.

So concluded Perez’s training.

The first day he was sent out on his own, he quit before the shift was over.

“I thought, No, this is crazy. I had 160 packages and it was raining; you can’t even see,” he said. “I did, like, probably half of it and I took the truck back and went and told the guy, ‘This is it. I’m done.’”

BuzzFeed News

Workers unload packages onto the street for delivery in New York City on Aug. 30.

In the five years since it dove into last-mile delivery, Amazon’s business has boomed.

In 2018, its retail sales hit a record $233 billion, and this year it surpassed Walmart as the largest retailer in the world. In April, it promised free one-day shipping for all its Prime members — an unprecedented logistical challenge.

Not all of Amazon’s packages are carried by its network of small providers; it continues to rely on UPS and the US Postal Service for many of its deliveries, particularly for bulky packages or for rural, harder-to-reach destinations. But with FedEx recently canceling its contract to deliver Amazon packages, a growing share of the huge delivery load is being carried by the network of tiny, lightly regulated firms in its vast national network.

Delivering billions of packages a year is by far one of the company’s top expenditures. But Amazon can better control those costs by squeezing its own delivery network. It not only can track every package but also can monitor payroll, insurance, and even van leasing costs for many of its delivery companies. That allows it to keep an eye on companies’ profit margins and adjust accordingly. Early this year, for example, Amazon stopped paying delivery companies extra money to cover the cost of a dispatcher in each delivery station, requiring the companies to pay that salary out of already thin margins or operate without them.

Amazon pays many of its delivery firms a flat fee per route, so when package volumes increase and drivers need to be out on the road for longer, racking up more walmart money card number, their margins are squeezed even tighter. One contract for a route in San Francisco reviewed by BuzzFeed News, for example, called for a fee of $279.50 per day. That money must cover the cost of the van, insurance, and any other overhead, plus the driver’s wages. Some newer delivery firms are paid a per-route fee, plus a per-package fee.

Many of them have no source of income other than Amazon and, faced with those circumstances, can find they have no choice but to cut back wherever they can.

Obtained by BuzzFeed News

A taped-on rearview mirror and balding tires on a delivery vehicle.

Drivers complain of poorly maintained vans, with underinflated and balding tires, cracked or missing sideview mirrors, and, in one case, doors that had to be held shut with bungee cords. Frequently they have no backup cameras, and many don’t even have a rear window. Amazon truck business a result, some drivers back into things — lawns, mailboxes, parked cars, and, sometimes, people.

And then there are the corners drivers themselves cut to finish their deliveries on time and keep dispatchers off their backs. Drivers complain they are sometimes given so many packages that they don't all fit in the cargo area and must be piled on the passenger seat. Some said they pile packages on the dashboard to save the time it takes to walk around to the rear of their vans for each delivery. Having the parcels laid out at their fingertips, they explained, helps them get through their routes more quickly and avoid the wrath of impatient dispatchers. But that convenience comes at a cost.

Resty Evinger was pulling out of a parking space outside an apartment complex in Austin in March 2018 when she collided with Julia Barrera Duran. The 62-year-old was knocked to the ground, and her head hit the asphalt. According to claims in a pending lawsuit filed by Duran, Evinger had her left foot in a medical boot and walked with crutches. She quickly got out of the Dodge Ram van and knelt by Duran’s side. According to a police report, Evinger explained why she hadn’t seen Duran in broad daylight: Her view had been partially obstructed by a pile of Amazon packages arranged on the dashboard.

Amazon said that it considers a variety of factors when considering the size of loads, but said it is up to drivers to determine how to pack the vans and where to put the packages. If a driver is worried about the number of packages they are given, they are welcome to raise those concerns.

Amazon can surveil almost every driver in its delivery network. But when it comes to the pedigree of the companies it entrusts to deliver its cargo, officials are remarkably hands-off, overlooking serious safety lapses, criminal convictions, and egregious violations of labor laws.

Amazon said it expects its delivery operators to comply with the law.

In July 2015, an obscure mining firm in Idaho abruptly changed ownership and announced it was getting into the package delivery business for Amazon, under the unlikely new name of Scoobeez.

Just months after making its first deliveries, however, the company was sued by four drivers who successfully claimed they had been misclassified as contractors rather than employees. It would be the first in a string of employment, personal injury, contract, and workplace discrimination lawsuits filed against the firm.

In March 2017, the company’s CFO sent a 25-page report to the Scoobeez board of directors alleging that CEO Shahan Ohanessian had misappropriated as much as $1.5 million of the company’s funds, transferring the money to his own bank accounts and withdrawing hundreds of thousand of dollars of that money at the Wynn hotel and casino in Las Vegas. Subsequent investigations concluded that Ohanessian then took out 17 high-interest loans to cover his tracks, costing the company some $2 million in fees and interest payments — money that might have been used to pay the drivers who were suing the company for unpaid overtime or, for example, the Texas family who came home one day to find that a Scoobeez van had rolled down their driveway and into their house, smashing the side of their attached garage.

In April, Scoobeez filed for bankruptcy protection, listing, among other liabilities, monthly payments totaling nearly $7,000 for leased Bentley, Porsche, and Mercedes-Benz luxury vehicles that were made available to the company’s top executives.

Scoobeez denied, in a separate court filing, the former CFO’s embezzlement allegations, saying they were fabricated and part of a ploy to take control of the company. Ashley McDow, an attorney representing Scoobeez in its ongoing bankruptcy, said the company had nothing to add beyond what is in the public record.

As of late August, the company continues to recruit delivery drivers for locations throughout Southern California, Illinois, and Texas — and in court records, it has claimed that 99% of its revenue comes from Amazon. Newly filed personal injury lawsuits continue to roll in, and in May, Enterprise sued Scoobeez, claiming it owed it more than $700,000 for damages to vans it had leased the company.

Ohanessian and his amazon truck business are no longer with Scoobeez and lately have turned to another possible get-rich scheme: putting logistics on the blockchain.

In 2017, Courier Distribution Systems, another of Amazon’s larger delivery providers, was notified by Inc. magazine that it was one of the 500 fastest-growing privately held startups in the country. “Welcome,” the magazine’s editor-in-chief wrote in a congratulatory letter, “to the most exclusive club in business!”

Like other Amazon delivery companies, CDS — based outside of Atlanta but delivering Amazon packages in several states, including Wisconsin, California, Pennsylvania, and Illinois — was required to carry a full slate of insurance.

In addition to cargo, business, and general legal liability coverage, Amazon requires delivery firms to carry workers' compensation policies, which are designed to cover the costs of medical care for employees injured on the job as well as any lost wages.

But that system failed Aleasa Thomas, who worked for CDS in the Milwaukee area. In April 2017, while completing a delivery to a house, Thomas said, she was violently attacked by a dog, causing her to fall and hit her head.

Only later did Thomas discover that CDS — which had earned its place on the Inc. list by growing at least 10 times larger over the previous three years — had failed to pay its workers' compensation premiums in Wisconsin between February and June of 2017, meaning she was not covered. CDS was later hit with a $154,000 judgment for failing to pay workers' compensation insurance in the state.

Jim Blanchard, a CDS representative, acknowledged the four-month insurance lapse but said it occurred while the firm was applying for different coverage. He added that CDS paid all of Thomas’s “medical bills, all of her unpaid wages, and any other losses.”

Wisconsin was far from the only region where CDS appears to have fallen fell behind on its bills. The firm has faced at least two dozen lawsuits and other claims in recent years by employees who say it didn’t correctly pay them, fired them without cause, or discriminated against them. Some of those cases settled out of court. A tire company near San Diego won an $11,578 judgment against the company in November 2017 after CDS failed to pay its bills.

Elsewhere, CDS had faced a mutiny from some of its drivers. Jovon Bray, a dispatcher at CDS in Sacramento, said he was forced to quell a near riot in October 2015 when roughly 100 angry drivers showed up to work demanding to know why they hadn’t been properly paid. When Bray called a manager at headquarters for advice, he recalled being told, “You need to find a better lie to tell them.”

“The whole thing is like a joke. They had no rules established. I asked if there was a manual or a handbook, what are my expectations? They said, ‘You gotta create them as you go.’”

When it happened again two months later, Bray said he called again and declared that he wouldn’t work unless everyone — including himself — got paid on time. A few days later, he recalled receiving a phone call from a supervisor while at a holiday party. “You aren’t management material,” Bray recalled the person telling him before summarily firing him. Bray and several other workers sued CDS and eventually settled out of court.

“The whole thing is like a joke,” Bray told BuzzFeed News. “They had no rules established. I asked if there was a manual or a handbook, what are my expectations? They said, ‘You gotta create them as you go.’”

Blanchard denied amazon truck business allegations. “I assume this has been fabricated,” he said. He added that “CDS has offered good-paying jobs and benefits to thousands of employees — many of whom lacked the education or skills to secure any other job paying as much as they earned at CDS — and largely without incident or dispute.”

In the wake of the uprising, CDS lost its Sacramento routes. But Amazon continues to work with the company in numerous other cities around the country.

The same labor problems that appear across Amazon’s delivery network were apparent at Inpax in the period leading up to the crash that killed Telesfora Escamilla. Just months after Amazon began working with the firm in 2015, it fell under investigation by the Department of Labor for chronically underpaying dozens of drivers and was ordered to pay employees back wages. The following year, regulators found Inpax had “willfully violated” labor laws a second time by failing to pay drivers overtime. Third and fourth investigations would uncover more violations and unpaid wages of more than $140,000.

Inpax’s founder and CEO, Leonard Wright, had a string of cocaine-related felony convictions and first registered the company shortly after finishing a three-year prison sentence for narcotics distribution. Yet despite the mounting warnings that Inpax had serious issues, Amazon kept shoveling more business in its direction. By 2016, the firm was delivering in at least five cities — Atlanta, Cincinnati, Miami, Dallas, and Chicago — Labor Department records acquired through the Freedom of Information Act show.

As Christmas of 2016 approached, Amazon was on track for what would be its biggest holiday season to date, ultimately shipping more than 1 billion packages worldwide. To handle the record-setting workload, it piled on the pressure, ramping up the number of packages each driver was expected to deliver each day.

Although the woman escaped with minor scrapes, the dog did not survive.

By then, Inpax had eliminated numerous fleet managers whose job it had been to oversee safety and operations, according to former employees. The firm had stopped repairing vans that were damaged or had missing mirrors, cracked windows, or bald tires. And, two said, it stopped paying for a state-of-the-art fleet monitoring service it had installed in all of its vehicles that tracked their location and speed and was designed to alert fleet managers if drivers were making unsafe maneuvers.

Escamilla’s death that December was not the first or last time the company’s drivers would run into trouble on the roads. Court records show the company has been served with at least five additional accident-related lawsuits since then.

In October 2017, an Inpax van loaded with Amazon parcels came around a corner in Weston, Florida, and plowed into a cockapoo that had run into the road before the eyes of its owner and her two young sons. When the distraught woman banged on the window in outrage, the driver hit the gas, dragging her to the ground, according to a police report. Although the woman escaped with minor scrapes, the dog did not survive.

Obtained by BuzzFeed News

A diagram from the police report depicting an accident that killed a dog in Weston, Florida.

The driver told police that she called her manager at Inpax to report the accident and was instructed to leave immediately and return to the delivery station. Perez voluntarily returned with her Inpax manager later that day to speak with police, but she was ticketed for fleeing the scene of the accident and ordered to pay $1,500 in restitution, court records show.

The dog's owner is suing Inpax and the driver for physical and emotional damages, claiming that Perez had been “speeding down the street.” Inpax countered that the incident was solely due to her own “carelessness and negligence” in letting her dog stray into the road. Amazon was not sued; once again it escaped liability.

Traivon Hemingway, a slender 21-year-old who delivered packages in and around Chicago for Amazon delivery provider Sheard-Loman Transport, was attempting to make an exit off an interstate southwest of town on the morning of June 19, 2018, when the Ford van he was driving struck the back of a tractor trailer parked on the highway shoulder.

The force of the impact tore off the top of the van and drove the rest of the vehicle under the trailer. Emergency workers tried but failed to resuscitate Hemingway at the scene of the crash, where he died.

News of Hemingway’s death spread quickly through the Amazon delivery station on the South Side of Chicago where he’d worked, but there is no record of his death being investigated by amazon truck business health and safety officials. News reports about the accident never linked Hemingway’s death to his work for Amazon, but a GoFundMe page set up by his sister received a $100 donation from Bill Seliger, an Amazon executive who managed delivery-firm accounts in Chicago.

Hemingway’s van was eventually returned to Sheard-Loman, which has been sued three times in the last year by former employees claiming they were cheated out of overtime and other wages. All three suits are pending.

Sheard-Loman did not respond to a written request for comment.

More than a year after his death, one of Hemingway's relatives in Chicago was still frequently posting about his death on Facebook. "Not a day goes by that I don't think of him and still cry," she wrote on Aug. 30. "Missing you so much Traivon Hemingway until we be together again."

Nurphoto / Getty Images

Amazon delivery vans are seen May 14 in Orlando.

When delivery drivers complain about the harsh conditions they face, Amazon refuses to admit any responsibility. But when a group of drivers banded together to advocate for their rights to fair pay and safe conditions, executives at the e-commerce giant moved quickly to quash any further such efforts.

In March 2017, a group of drivers for the delivery firm Silverstar Delivery met with a Teamsters organizer at a TGI Fridays outside of Detroit to complain about the shoddy condition of the vans they drove, Amazon GPS devices that conked out at crucial moments, and, in particular, a lack of overtime pay, despite shifts that routinely lasted as long as 12 hours.

The organizer convinced them to unionize, and the following month, Silverstar employees voted 22–7 to join the Teamsters, making it the only Amazon delivery contractor to have unionized to date.

Silverstar did not react positively to the news. Within weeks, drivers reported to the National Labor Relations Board that they were being fired for joining the union.

One of the workers claimed amazon truck business was terminated in May after bringing back undelivered packages to the warehouse. When he complained, the worker said a manager told him, “I was told to write you up for anything because you joined the union,” according to NLRB filings.

The board dismissed the charges that workers were illegally fired in retaliation for unionizing, but allowed other claims of anti-union activity to proceed. Silverstar ultimately agreed to pay $15,696 to settle the matter.

The Teamsters named Amazon in their complaint, but the retailer denied having any legal relationship to the unionized workers. “While Amazon has a services contract with Silverstar, Amazon is not the employer of Silverstar’s employees,” the company wrote in a letter to the NLRB.

A few months later, Norm Collins, who had been elected shop steward, received a call from a Silverstar dispatcher who told him the company was shutting down its Michigan location immediately, putting dozens of drivers, as well as several dispatchers and managers, instantly out of work. “He said don’t report to work because Silverstar came down, packed up all their stuff, took the vans,” Collins recalled. “They’re gone.”

Not long after the successful unionization vote, a team of Amazon officials paid a visit to Chicago, where they gathered top management from delivery firms operating in the city at a hotel west of town, according to two people who attended the meeting. The topic: how to ensure that what happened to Silverstar would never happen to them.

“The whole purpose of the meeting was to say to you, ‘Here’s how to not get unionized. Because if you do, we pretty much don’t want anything to do with a union,’” said one attendee.

In July, a Canadian news site reported that Amazon had held a similar meeting to discourage organizing among drivers for Toronto-area delivery companies.

The closure of Silverstar hardly slowed down Amazon’s Detroit-area operations. Other delivery firms already operating in the area were happy to pick up the available routes.

Because of the low pay, long hours, and high stress of the job, turnover among Amazon delivery drivers is high.

Former dispatchers said it’s not uncommon for drivers to quit in the middle of their shifts, sometimes abandoning the vans on the road. If a delivery firm doesn’t have enough drivers on any given day, it risks losing routes to competing delivery companies operating out of the same warehouse. Amazon routinely monitors and ranks the performance of each provider, delivery company managers say, and rewards its most reliable performers with additional and more profitable routes.

As a result, delivery firms are constantly recruiting drivers to get on the road as fast as possible — and in an economy with national unemployment currently below 4%, former managers described a perpetual hiring crisis that requires them to accept nearly anyone who walks through the door.

Former dispatchers said it’s not uncommon for drivers to quit in the middle of their shifts, sometimes abandoning the vans on the road.

A manager at Sheard-Loman, for example, recently used Facebook to cast a wide net for potential drivers.

“I’m launching an AGGRESSIVE hiring campaign. If someone owes you money and they’re not working, if someone needs to move out yet using the excuse that they don’t have a job, if your baby’s daddy/momma is behind on child support, have them call me NOW,” he wrote. “I’m hiring on the SPOT.”

But despite the high pressure and tight margins, many companies have jumped at the opportunity to get a piece of Amazon’s home delivery business. Some have had their dreams crushed.

Two years ago, Thomas Chen, a Chinese immigrant living in Southern California, was delighted when Amazon invited him to join its last-mile delivery empire. Chen had spent several decades in the import-export business and had built a relationship with Amazon through his work bringing Chinese merchandise into the US for sale. In the summer of 2017, he said, he enrolled in a multiday training session that Amazon holds for new delivery firms and had his first five vans on the road in Portland, Oregon, starting Nov. 1.

Rather than lease vehicles, Chen invested in a fleet of 36 brand-new vans, and his fledgling firm, FM Xpress, was soon awarded several routes in the Inland Empire outside of Los Angeles. In February 2018, he spent $2.5 million to acquire an already established delivery company called Metax Logistics.

Business was good and growing fast, and so when an Amazon executive approached him in April 2018 about buying a third company a few months later, he leaped at the opportunity. The firm, NEA Delivery, had been one of the first delivery companies contracted by Amazon back in 2014 and had more than 200 vans in service, making deliveries up and down the West Coast.

Chen said he sought and received what he called a “green light” from Amazon that NEA would be a good investment, and the $4.5 million purchase was closed in a matter of weeks. By October of that year, Chen said, he had 875 drivers on the road, a payroll of $1.6 million, and was delivering upward of 100,000 Amazon packages a day.

But it turned out there was a lot about NEA that Chen hadn’t been told. The firm had been sued numerous times over employment issues and accidents involving its drivers. One such suit, filed against NEA and Amazon, involved a teenager who said he suffered a head injury in 2015 when his bicycle was struck by an NEA delivery driver opening his door into the bike lane.

Even as Amazon approached Chen about the deal, it was arguing in court that it should be dropped from that lawsuit, claiming it bore no responsibility for the teen’s injuries. The case eventually settled.

“Amazon, you are so big. Why do you want to treat your business partner this way?” 

Chen, who admits that he could have done more due diligence but said he trusted Amazon’s advice, had to contend not only with those cases but also with at least a half-dozen more suits that were filed against NEA after the deal closed and are still pending.

Another problem, according to Chen, was that Amazon was often extremely late in paying its weekly invoices, which stretched his finances. He complained about it during a meeting with Amazon executives in a Santa Monica hotel early this year, he said, and soon thereafter noticed that his routes had been dramatically reduced. This April, he said, he received a call from a different Amazon executive telling him that his services were no longer needed and his contracts would all be terminated in 30 days.

Chen’s three DSPs had recently been appraised at $28 million, he said, but Amazon offered him just $400,000 to sign a separation agreement and walk away. Instead, Chen filed a lawsuit, which is ongoing. In an interview, Chen claimed he believed that Amazon wanted to give away his routes to smaller, more pliant companies that would accept lower fees.

Chen, who said he’s been thrown into a serious depression by the situation, grew emotional as he described having to fire hundreds of employees on the spot.

“Amazon, you are so big,” he said. “Why do you want to treat your business partner this way?”

Chen is not alone in complaining about not getting paid by Amazon.

Blair Devereaux (courtesy of Lisa Bythewood)

Lisa Bythewood of Tampa, Florida, signed her first contract to provide delivery services to Amazon in March 2015, running routes out of Miami. In less than two months, Amazon assigned her two more locations. She was excited but also noticed that the company hadn’t yet paid any of her weekly invoices, she recalls. Figuring it was just a bureaucratic hang-up, Bythewood took out a large line of credit to keep her business afloat.

By August, Amazon had awarded her company, VHU Express, an additional 17 locations, stretching from LA to Boston. But as the fall set in, she noticed that once again, Amazon was failing to pay her invoices and she started falling behind on her overhead. Bythewood took out a second line of credit, but it wasn’t enough and drivers started going unpaid.

At least one of those drivers complained to the Department of Labor, which launched an investigation in early 2016. The regulator found that 120 employees were owed a total of nearly $190,000 in back wages and overtime — but determined that nearly all of that should be paid by Amazon rather than VHU, according to Labor Department records.

It was a very unusual finding. Amazon has successfully argued, on multiple occasions in court and to regulators, that it had no responsibility for the treatment of drivers.

The DOL investigator felt differently, noting that because Amazon controlled and supervised the work and working conditions, required VHU to operate out of its facilities, mandated what screenings employees should undergo and what clothing they should wear, and could “dictate who they no longer wanted working as” drivers, it was, in fact, a joint employer.

Amazon acknowledged it had amazon truck business with its invoicing system, blaming a variety of factors, including having “moved their accounts payable department to India.” The company vigorously denied being a joint employer, but to get out from under the Labor Department’s thumb, it agreed to pay the workers. It also consented to pay back wages in Florida and Massachusetts, for a total of $352,816.71.

But that didn’t put the matter to rest.

Around the same time, Amazon terminated its contract with Bythewood, who had to lay off about 300 employees. Soon thereafter, it filed a claim against VHU in court, arguing that the firm had violated its contract, which required it to “defend, indemnify, and hold harmless Amazon from any third-party allegation or claim.” Eventually Amazon won a judgment against its former delivery company for nearly $300,000, despite the fact that it had apparently created the entire situation in the first place by failing to pay its invoices. Eventually Bythewood said she settled the dispute with Amazon out of court.

In the meantime, Bythewood, a 51-year old mother of seven, was left facing lawsuits from unpaid lenders, insurers, van leasing companies, and workers. In a bid to help her, Bythewood’s mother emptied her own retirement fund, but it was to no avail: Bythewood and her husband filed for personal bankruptcy a few months later, listing more than $1 million in unpaid Amazon invoices in the filing.

The previous summer, she had been named a finalist in the Tampa Bay Business Journal’s BusinessWoman of the Year awards because her company had landed a contract with Amazon. Now her company was gone.

“You’ve got people chomping at the bit because all they think and see is dollar signs,” said Bythewood, who currently isn’t working. It was hard to say no, she said, because if “you don’t want to do it, someone else will.”

Indeed, Amazon enjoys a glut of entrepreneurs eager for a chance at owning their own chunk of its delivery network. A Facebook group dedicated to people hoping to launch Amazon delivery companies has more than 500 members. They offer each other tips on how to pass the video interview (be sure to use Amazon’s STAR method for answering questions) and thoughts on whether or not $10,000 is actually enough to get started ($30,000 is a safer bet, some say).

“Just got the call I’ve been hoping and praying for, I’m in!” a group member recently posted. “It was a long road, since applying June 2018. God is good.”

Shortly before 3 p.m. on April 19, 2018, a driver for a delivery firm called Last Mile Delivered, Keith Heard, turned left down a four-lane road in a Philadelphia suburb, following delivery directions on his Amazon device. Worried he was about to miss a second left onto a side street, he pulled into an intersection when he heard what he later described 1st financial federal credit union routing number a “thump” and assumed he had somehow hit a pole, according to the police report.

What he had heard, in fact, was the sound of his Ford Transit van slamming into the body of Samuel Cabelus. The 22-year-old Temple University junior had been cruising on a motorcycle down the arterial at the time Heard cut in front of him, and when he tried to stop, his Yamaha hit the pavement and slid toward the van.

Cabelus was crushed under the vehicle, where he died. Heard was cited by police for failing to yield before making a left turn. Cabelus’s grieving parents declined requests for interviews but blame Amazon for the accident, arguing that the company’s policy of pressuring drivers to meet guaranteed delivery times contributed to their son’s death, according to an ongoing lawsuit they filed against Amazon, Last Mile Delivered, and Heard in late 2018.

In court, Amazon vigorously denied liability on the familiar argument that it does not control the delivery firms in its network or employ the drivers. And just as it had again and again — in cases of death, injury, and workplace mistreatment — the company invoked the carefully worded agreement it requires all delivery firms to sign, obliging them to defend and indemnify it from, or assume responsibility for, any and all legal claims. A lawyer representing Last Mile and Heard also denied responsibility for the death in court.

In the year since her son’s death, Cabelus’s mother, Winnie, has written frequent Facebook posts about missing the young man she remembered in one comment as “stubborn, handsome, funny, a great big brother, invincible, charming, and absolutely adored.” In February, she posted an article about the crash in a public Facebook group called Bad Amazon Deliveries. “Please take these unprofessional driver mistakes seriously,” she wrote. “They may cost you life.

“This is about shitty driving, yes,” she added. “But this is about low-paid, inexperienced, and untrained delivery drivers operating gigantic vans they don’t know how to drive, under enormous pressure to deliver quickly. This is profit driven, corporate greed behavior without consideration for anyone else’s humanity.”

L.D. Chukman

Courtroom sketch of Valdimar Gray during his trial.

Late on the morning of July 31, an attorney for Amazon walked into a dingy, cramped courtroom on the second floor of the Cook County Criminal Courthouse in Chicago. She was there to watch the trial of Valdimar Gray, facing a felony homicide charge in the death of Telesfora Escamilla.

Moments before the trial began, 20 members of the Escamilla family entered the courtroom en masse, taking up half the seats in the gallery. Over two days of testimony, they relived the terrible afternoon of Dec. 22, 2016. On at least a half-dozen occasions, members of the family broke out into tears, sobbing audibly when the circumstances of Telesfora’s death were described.

Gray, who had no previous driving infractions, sat stiffly in a gray blazer and a crisp white shirt. He faced a sentence of between 3 and 14 years in prison if convicted. The Escamillas had pushed hard for him to be prosecuted. The civil suit they had filed against Gray, Inpax, and Amazon couldn’t proceed until Gray’s criminal liability was determined.

Escamilla’s daughter Irma told BuzzFeed News that she had heard about her login chime account death on her way home from work. She had been looking forward to spending Christmas Eve with her mom, a grandmother of 17, who had already purchased tamales for the family’s traditional Christmas Eve dinner.

“I still have a hole in my heart for my mom. She’s not with us. I don’t know if I can overcome this.” 

Instead, she found herself staring at a pool of her mother’s blood on South Drake Avenue. “I still have a hole in my heart for my mom,” said Irma. “She’s not with us. I don’t know if I can overcome this.”

Witnesses testifying for the prosecution described the accident and its aftermath, conceding under cross-examination that Gray might not have been breaking the speed limit, even if he was in a hurry, and had paused, albeit briefly, at a stop sign moments before impact.

Gray’s lawyer, Adam Sheppard, saying the evidence was inconsistent and that Escamilla’s death was a “tragic accident,” called for his client to be acquitted. The judge concurred. Gray’s parents jumped for joy as the Escamilla family sat in shocked disbelief.

But Gray showed little joy.

“I’m not going to celebrate,” he said, walking grimly out of the courtroom with his mother and father.

Letters of support filed in court by friends and family describe how the accident has changed Gray’s once-easygoing personality and how he’s haunted by memories of that afternoon.

On that day, as dusk fell on the corner of West 28th and South Drake, amid crying members of the Escamilla family, gawking rubberneckers, and crowds of local TV news reporters, another Inpax employee quietly arrived on the scene to drive Gray’s Nissan van and the Amazon packages it held back to the Amazon delivery station, just 2 miles away.

Gray was fired the next morning and soon had criminal charges hanging over him. The Escamilla family lost its matriarch. But those boxes and envelopes were absolutely going to get delivered by Christmas.

The urgent memo Amazon sent to Gray’s supervisors at Inpax just five days before the fatal accident described the week as the “home stretch/final sprint” and urged that every driver be made “aware of the expectations for this week.”

“Our #1 priority,” it said, “is getting every package to the customer on time.”

Nowhere did it mention safety. ●

UPDATE

Make more work like this possible: become a BuzzFeed News member today.


Have you had experiences with Amazon or a company contracted by Amazon that you would like to share? To learn how nbt business login reach us securely, go to tips.buzzfeed.com. You can also email us at [email protected]

Источник: https://www.buzzfeednews.com/article/carolineodonovan/amazon-next-day-delivery-deaths

Amazon Getting In The Delivery Business With “Prime” Branded Vans

Filed Under:Amazon, Amazon packages, Amazon Prime, Amazon.com, fedex, home delivery, Local TV, online retailer, Packages, shoppers, Shopping, Truck, Trucks, UPS

SEATTLE (AP) — Your Amazon packages, which usually show up in a UPS truck, an unmarked vehicle or in the hands of a mail carrier, may soon be delivered from an Amazon van.

The online retailer has been looking for a while to find a way to have more control over how its packages are delivered. With its new program rolling out Thursday, contractors across the country can launch businesses that deliver Amazon packages. The move gives Amazon more ways to ship its packages to shoppers without having to rely on UPS, FedEx and other package delivery services.

READ MORE: Traveling Outside The US? Check Out The New COVID-19 Testing Policy You Need To Know

With these vans on the road, Amazon said more shoppers would be able to track their packages on a map, contact the driver or change where a package is left — all of which it can’t do if the package is in the back of a UPS or FedEx truck.

Amazon has beefed up its delivery network in other ways: It has a fleet of cargo planes it calls “Prime Air,” announced last year that it was building an air cargo hub in Kentucky and pays people as much as $25 an hour to deliver packages with their cars through Amazon Flex.

Recently, the company has come under fire from President Donald Trump who tweeted that Amazon should pay the U.S. Postal Service more for shipping its packages. Dave Clark, Amazon’s senior vice president of worldwide operations, said the new program is not a response to Trump, but a way to make sure that the company can deliver its growing number of orders. “This is really about meeting growth for our future,” Clark said.

READ MORE: Average US Price Of Gasoline Drops 2 Cents Over 2 Weeks, To $3.46

Through the program, Amazon said it can cost as little as $10,000 for someone to start the delivery business. Contractors that participate in the program will be able to lease blue vans with the Amazon logo stamped on it, buy Amazon uniforms for drivers and get support from Amazon to grow their business.

Contractors don’t have to lease the vans, but if they do, those vehicles can only be used to deliver Amazon packages, the company said. The contractor will be responsible for hiring delivery people, and Amazon would be the customer, paying the business to pick up packages from its 75 U.S. delivery centers and dropping them off at shoppers’ doorsteps. An Amazon representative declined to give details on how much it will pay for the deliveries.

Olaoluwa Abimbola, who was part of Amazon’s test of the program, said that the amount of packages Amazon needs delivered keeps his business busy. He’s hired 40 workers in five months.

“We don’t have to go make sales speeches,” Abimbola said. “There’s constant work, every day. All we have to do is show up.”

MORE NEWS: Santa Touring Neighborhoods On Murphy Fire Engine

(© Copyright 2018 The Associated Press. All Rights Reserved. This material may not be published, broadcast, rewritten or redistributed.)

Источник: https://dfw.cbslocal.com/2018/06/28/amazon-package-delivery-prime-vans/

Amazon Drone Delivery Was Supposed to Start By 2018. Here's What Happened Instead

Amazon’s squadron of delivery drones was supposed to be in full flight by now. And the fall of 2021 would have been an opportune time to have little automated flying machines delivering packages to customers—what with all the trouble human workers are causing around the country with strikes and labor shortages. Amazon announced an experimental drone delivery service with great fanfare as part of a 60 Minutes feature in 2013. Amazon’s promise was quite remarkable: Your packages—containing anything from toothpaste to a new smartphone—would arrive right at your doorstep (or on your lawn) by way of a drone that lands, drops your parcel and flies away.

Jeff Bezos, Amazon’s then-CEO, said in the televised segment that it would likely take “four to five years” to turn the “R&D project” into a reality.

Nearly eight years later, the world’s leading online retailer is struggling to make progress with its Prime Air program. So, what happened?

“Prime Air is committed to making our goal of delivering packages by drones a reality,” Amazon said in a statement to TIME. “We are pioneering new ground and it will continue to take time to create the right technology and infrastructure to safely deliver packages to customers.”

Since the program got underway, Amazon has revealed a few delivery-drone designs, and in August of 2020 it received the Federal Aviation Administration’s permission to begin conducting drone operations. The company told TIME that it continues to collaborate closely with the FAA and other regulatory bodies around the world. It is running tests of the delivery program and has logged thousands of flight hours.

Even so, Prime Air has suffered numerous setbacks, including rounds of layoffs, unexpected surges in workload, and a work environment fueled by unrealistic expectations, former staffers told Wired earlier this year.

Projects that take longer than expected to get off the ground are hardly unusual at big companies, and Amazon is no different. Over the years, the company has had mixed success releasing products like smartphones and in-home grocery scanners. It recently discontinued Amazon Echo Look, an Alexa-enabled device that scanned a user’s outfit and offered questionable fashion advice.

Even in 2021, the idea of drone delivery still sounds somewhat fantastical, but widespread use of these small aircraft could have an enormous impact. Drones have potential to be even more efficient and environmentally friendly than a modern electric delivery van. The Biden administration has expressed interest in developing the field of drone delivery and logistics, and for uses like infrastructure inspection. The initiative has plenty of challenges, however, including the need for more warehouses and concerns about airspace safety with a potential sky full of whizzing drones. Still, as Amazon struggles, other companies are racing to be the first to offer widespread service.

Where delivery drones have worked

Google parent company Alphabet is forging ahead with its own version of the futuristic delivery service. In Logan, Australia, suburban drone deliveries are taking off, thanks to Alphabet subsidiary Wing. The delivery drone company, previously part of Google’s “moonshot” initiatives, reached a pivotal milestone, announcing in August that it made its hundred thousandth delivery.

The drones have moved over 10,000 cups of coffee, 1,000 loaves of bread and 1,200 roasted chickens (known as hot chooks in Australia). Wing says it hasn’t faced a single delivery issue during its flights in Logan, and has run thousands of internal flight and delivery tests at the same time.

Wing CEO James Ryan Burgess thinks opportunity lies in a decentralized delivery system scattered throughout a region, citing Logan as an example of a city wherein the company can operate smaller groups of drones in multiple areas.

“You can imagine a future where there are delivery drone aircraft scattered throughout a city in the most appropriate places,” says Burgess. “Those aircraft can serve the community whenever somebody has a need to receive a package or send a package.”

Since Wing’s drones can wirelessly charge from their landing pad when they return from a delivery, the infrastructure requirements are minimal. “Our best estimate at this state at Wing is that there will be a mix of central and distributed delivery technologies in the drone space,” says Burgess. “That way, they can serve and integrate with merchants of various scales in the best way possible.”

Wing, which grew its operations in Australia this year, is looking to expand from its single U.S. location in Christianburg, Va., and Finland “in the coming months.”

Wing’s drone deliveries are automated, but monitored by pilots who function more as air traffic controllers than anything else. Routes are determined based on factors like distance, weather conditions and airspace regulations, and deliveries are dropped in front of homes using a winch, with no human interaction required.

More efficient and ecological—to a point

When it comes to making deliveries efficient and environmentally friendly, faster seems to be better. The less time a drone spends in the air is a primary determinant of its energy consumption according to Carnegie Melon University Professor Costa Samaras. A 2018 study coauthored by him discovered that, over certain distances, drone delivery is more efficient than ground-based delivery, especially if drones are traveling amazon truck business higher speeds.

Samaras notes that drone deliveries won’t phase out more traditional methods of transporting goods, but will instead complement them while being more environmentally friendly.

“There are other areas where an electric cargo bike is for sure going to be better, and there are areas where maybe a bigger electric truck would be best,” he says. “You don’t necessarily want your computer monitor being delivered by drone.”

But speedy drone delivery in cities might be less eco-friendly when carrying heavier items, and they could also be more of a noisy nuisance than delivery via electric vehicle. “Do we want hundreds or thousands of drones over all of our cities?” says Samaras. “That’s a much deeper and more important question.”

Still, the environmental concerns loom. A company like Amazon might create drone delivery facilities to make good on faster guaranteed delivery times, but that would also mean more facilities to operate and maintain, and more of an environmental impact.

Indeed, the promise of drone delivery means everyone can order everything and have it arrive almost instantly. But in urban environments, people ordering a cup of coffee or breakfast bagel first thing in the morning might not be a feasible option, and could lead to increased pollution. It also means that providers would need more space dedicated to shipping and maintaining drones, which means more warehouses. You could have a single warehouse and fly drones until their batteries die, says Samaras, but that defeats the efficient nature of drone usage. For more efficient flights, companies will need multiple warehouses storing identical products to deliver to neighborhoods.

“If you needed a new phone, for example, you’d have to have a phone in a warehouse in the Bronx, you’d need a phone in a warehouse in Brooklyn, in Staten Island, and now you’ve got three warehouses,” says Samaras. “Now you have to heat, light and power those warehouses, and that amount of energy degrades the benefits from that [drone delivery].”

Currently, Samaras says drones for delivery use in rural areas paired with delivery trucks are an ideal application of the technology, considering the environmental cost of driving something like a multi-ton delivery truck to every house in a rural community. Drones are already being used by hospitals in far-flung regions to deliver medical supplies like blood, and by the U.S. Army to move military equipment like ammunition.

Few studies have looked at the ecological effects of drones flying over neighborhoods, and the effect on wildlife is still being researched, though videos (shot via drone) have shown that animals don’t take kindly to the buzzing aerial copters. A European Environment Agency report on drones and sustainability points out the growing tension between drones and animals, especially birds.

“Bird species… were found to be more sensitive to disturbances relating to the presence of drones,” said the report. “Evidence is growing of bird-drone interaction, such as two eagles mistaking a drone for food in Austria.”

Meeting ‘uncharted’ demand

Decentralized drone delivery could also lead to less congestion, according to University of Texas operations management professor Milind Dawande, amazon truck business is more obvious vital now than ever as the global supply chain stalls in shipping bottlenecks at ports. But Dawande coauthored a study last year that showed how using drones to decrease delivery times could lead to an increase in demand.

“No one has captured this demand until now,” says Dawande. “You have never heard that your order is going to come to your door in 15 minutes. So it’s all an unchartered territory actually.”

Dawande thinks it could lead to companies competing over zones of control, with customers prioritizing speedier deliveries from retailers able to deliver to them faster based on their proximity to a drone distribution center. You might have two competing big box stores near you, but if one can guarantee you a 15-minute delivery rather than a one-hour window, you’re more likely to choose the closer one. That speedy delivery could increase the number of orders. It makes what would’ve been a car ride, evening delivery, or next-day delivery into a purchase that will show up before your first cup of coffee gets cold.

“The guy who can reach the customer fastest is the king,” says Dawande. “Therefore, if I have a warehouse here, within 10 miles, I am king. If you have a warehouse there and we don’t, then you are the king. So there will be bubbles, and they will monopolize that region and share the market in the rest of the region.”

So what’s holding up the great drone delivery experiment? Both Dawande and Wing CEO Burgess cite the FAA as a hurdle when it comes to bringing more drone delivery services to regions in the United States.

“The bottleneck is the regulatory framework,” says Dawande, who suggests drone delivery companies will have to adhere to guidelines and regulations from multiple agencies in the U.S. “There are federal laws, there are going to be state laws, there are going to be city laws… Of course, technology is 1st financial federal credit union routing number every day, but the regulatory framework, how quickly it reaches maturity, will certainly determine how widespread and how fast [drone delivery] will be adopted.”

Companies like Amazon and Wing have received the FAA’s existing Part 135 certification, which allows them to participate in delivery via drone services with a limited number of pilots and drones. Still, according to the FAA, companies must obtain airspace authorizations from local governments before they begin sending drones carrying packages through the air.

Those authorizations have the potential to get complicated. Each state has its own rules for unmanned aerial vehicles (UAVs)—Arkansas, Georgia, and Kentucky, for example, prohibit flight paths over certain properties like prisons or railroads. Some states have prohibited delivery of certain items (like medical marijuana) as well.

Still, Dawande believes drone deliveries will be inevitable thanks to slowly easing regulations, citing the FAA’s recently simplified remote ID laws for drones, which would’ve required drones broadcast a unique identification signal (which won’t go into effect until 2023), as well as increasing pilot privacy and dismissing the requirement that personal information be logged in a government database. The FAA is also making it easier for pilots to renew their drone pilot licenses by waiving testing fees.

If the commercial UAV market, valued at over $22 billion this year, is any indication, you can expect that 30-minute toothpaste delivery sooner rather than later.

More Must-Read Stories From TIME

Write to Patrick Lucas Austin at [email protected]

Источник: https://time.com/6093371/amazon-drone-delivery-service/

This Electric Truck Company Might Beat Amazon to Drone Delivery

Amazon might be the largest retailer trying to implement futuristic drone delivery, but a smaller eight-year old company that makes electric trucks is testing a drone delivery system that is less Jetsons and more mailman with a flying robot. 

The Workhorse Group, an Ohio-based electric truck manufacturer, which sells electric delivery trucks to UPS, has partnered with the University of Cincinnati to build and test its own fleet of package-delivery drones. The HorseFly is an autonomous drone that launches from a delivery truck, flies to a given address along a route to drop off a package, and then returns to the roof of the truck, where it is retracted back inside by a robotic arm. Inside, it is charged and reloaded with another package. The drone and electric truck work in tandem, like two robotic friends who are passionate about last mile delivery logistics.

Steve Burns, the founder and CEO of the Workhorse Group, says the last mile, a term referring to when a package leaves a distribution hub and is delivered to a customer's house, is the most expensive aspect of e-commerce delivery. But Burns says a team of electric trucks and retractable drones can save both time and money compared to a deliveryman and truck.

 inline image

"A guy in a delivery truck has been the same for 100 years and we're going to change that," he says. "Diesel trucks typically cost $1 per mile and our electric truck costs 30 cents a mile and our drone delivery system costs 2 cents a mile. People say they can't envision a sky filled with drones, but with those economics there's no stopping it."

Truck-based drone deliver might sound silly, but the time it takes for a delivery man to park, jump out to grab the package and then go to the door and drop it off, burns time and money. But delivery trucks assisted by drones could make the last-mile of delivering a package faster and cheaper.

Amazon is planning a drone delivery program that will load unmanned aerial vehicles with packages at a centralized hub and fly up to 20 miles to deliver the payload and fly back. In contrast, Workhorse is planning to implement drone delivery systems in trucks going along normal delivery routes for companies like UPS. Instead of drones taking to the skies to fly long distances, the HorseFly drones are being tested to fly no more than a mile from the truck and operator. 

While flying drones for commercial purposes is technically illegal, the FAA gives out exemptions to companies that apply for one, which is why you see film companies shooting with drones, real estate agents, oil companies and other businesses using drones. Workhorse received its exemption in December 2015, went public on the Nasdaq and will be testing its truck-drone delivery buddy system until the laws change. FAA exemption is still restrictive, which is why Workhorse has not sold its technology to delivery companies and why Amazon doesn't have drones flying over head. The industry will be stagnant in the US until lawmakers pass legislation, which is expected for this summer. 

 inline image

Burns says many companies are testing out how to use drones, but he believes the future of delivery will certainly include our robotic flying friends.  

"The last mile is the Achilles heel of e-commerce," Burns says. "Next day delivery isn't good enough and now everyone wants delivery within the next hour. The drone could be as disruptive to the shipping industry as the internal combustion engine."  

Below, check out Workhorse's video of its drone delivery system:

 

Источник: https://www.inc.com/will-yakowicz/electric-truck-company-drone-delivery.html

arthritis treatment

 

Okc1 amazon address


okc1 amazon address Reviews. The best list I found is at Wikipediaalthough that list also contains customer service locations, software development centers, and other locations not relevant to someone selling with Amazon FBA. Free to join, pay only for what you use. FBA Code Address City State Zip PHX3 6835 West Buckeye Road Phoenix AZ 85043 PHX5 16920 W Commerce Drive Goodyear AZ 85338 PHX6 4750 West Oct 20, 2018 · Amazon takes OKC industrial south. Amazon is an equal opportunity employer and does not discriminate on the basis of race, national origin, gender, gender identity, sexual orientation, protected veteran status, disability, age, or other legally protected status. Claim this business. State OK. (623) 925-4359. Find out more about collecting and remitting sales tax in Arizona. Directions. Find out which Amazon Fulfillment Centers offer guided tours. com. Get directions. Michelle’s harrowing account details her treatment during her high-risk pregnancy, in which Amazon allegedly denied her repeated requests for a transfer to a more suitable position, penalized her for pregnancy-related absences, and engaged in unauthorized contact with Nov 06, 2021 · Amazon plans to continue opening centers in 2022 and beyond, so trying to nail down the exact number of centers operating today is a bit tricky. plans to open a new fulfillment center in Oklahoma City, OK. is the first of its kind in Oklahoma. The Amazon fulfillment center at 9201 S Portland Ave. in Oklahoma City, Oklahoma, United States Job Description. OKLAHOMA CITY, OK 73159 P:(206)266-1000 E:[email protected] Zip 73159-0003. He says he also took advantage of the unpaid leave, though continued to visit the building to help organize the walkout. 9. Join Amazon and become part of the dedicated team that gets orders ready for customers. Honourocean Shipping is always dedicated to offering the best FBA shipping services to all of the customers. Amazon uses fulfillment centers like this as a first stop for fulfilling online orders. com services, llc — okc5 sortation center & okc9 creturns processing center & hok1 amxl huge deliveries center oklahoma city address • amazon. See reviews, photos, directions, phone numbers and more for Amazon Contact Phone Number locations in Oklahoma City, OK. S. As we were first to report, Amazon is planning another 1 million square foot distribution center just north of the 2. 6 million-square-foot fulfillment center. Order Online Tickets. Website. Is this your business? Amazon Fulfillment Center. Address 7001 Skipper Sep 09, 2021 · Amazon’s OKC1 facility. Amazon is an equal opportunity employer and does not discriminate on the basis of race, national origin, gender, gender identity, sexual orientation, disability, age, or other legally protected status. #OKC1 – 9201 S Jun 26, 2018 · Amazon has announced that it will construct two new fulfillment centers in Oklahoma – one in Oklahoma City and the other in Tulsa. OKLAHOMA CITY: OK: Parque Industrial Tres Rios, TR8 (Amazon), Carretera Mexico ? Queretaro km 41 Dec 03, 2020 · New one million square-foot site to create over 500 new, full-time jobs Amazon. Oklahoma City OK 73131. 30 likes. The 640,000-square-foot facilities are expected to employ 1,750 and 1,500 people in Oklahoma City and Tulsa, respectively. MGE3 808 Hog Mountain Rd, Jefferson, GA 30549, USA. 'I don't know how they sleep at night'. Kevin Stitt to celebrate the launch of Amazon’s first fulfillment center in Address City State Zip Code Size OKC1: 9201 S. 5 million facility they opened last summer. "I hope I didn't spread it," he told local FBA Code Address City State Zip PHX3 6835 West Buckeye Road Phoenix AZ 85043 PHX5 16920 W Commerce Drive Goodyear AZ 85338 PHX6 4750 West Amazon Web Services offers reliable, scalable, and inexpensive cloud computing services. 25, 2019, was proclaimed “Amazon OKC1 Fulfillment Center Day” by the office of Oklahoma Governor J. com Inc. Professional & Other Places » Warehouse. dedc LLC 22205 East 19th Ave Aurora, CO 80019 US ()FBA5751H0L Amazon. Oklahoma City, OK 73131 Amazon does not disclose the address of its fulfillment centers but this information will be very helpful for you. Address 9201 S Portland Avenue. Amazon is committed to a diverse and inclusive workplace. Amazon fulfillment centers are modern, secure facilities with highly automated pick, pack, and ship processes to facilitate the safe and timely processing of inventory and customer orders. Find out what Amazon is doing to provide a safe environment for employees at this time on our COVID-19 FAQ page. Mar 26, 2020 · OKLAHOMA CITY, OKLAHOMA - A worker at Amazon's OKC1 fulfillment center said until he had tested positive, he needed to keep working to pay his bills. Company. Make Reservations. Oklahoma City, OK 73131 Mar 24, 2020 · The infected associate last was at the OKC1 fulfillment center on March 18, Ahuja said. Facebook is showing information to help you better understand the purpose of a Page. 16920 W Commerce Dr, Goodyear, AZ 85338. Apply to Human Resources Business Partner, Store Manager, Amazon 4-star Lead - Classen Curve (full-time & Part-time) and more! Address City State Zip Code Size OKC1: 9201 S. The first three digits of a fulfillment center's Amazon Fulfillment Center (OKC1) 9201 S Portland Ave. Portland Ave. Com - OKC1 9201 S. Nov 06, 2021 · Amazon plans to continue opening centers in 2022 and beyond, so trying to nail down the exact number of centers operating today is a bit tricky. United States. Search for other Logistics on The Real Yellow Pages®. Realtime driving directions to Amazon Fulfillment, 9201 S Portland Ave, Oklahoma City, based on live traffic updates and road conditions – from Waze fellow drivers Sources did confirm the amazon truck business plant will employ about 1,000 people in addition to 1,700 Amazon announced last summer it was hiring for the 2. Injury Prevention Specialist Fellowship - Amazon values Athletic Trainers and their skills sets in an occupational setting and is excited to provide the opportunity for graduate athletic training students to complete an onsite experience (8-13 weeks) as part of their graduate immersive rotation. The following is a list of fulfillment centers by state. The e-commerce giant officially opened its West Jefferson fulfillment center, dubbed CMH4, on Feb. United States » Oklahoma County » Oklahoma City ». com, Inc. [6245 - 6499] S Portland Ave. com Contact: BearCom Stephanie Anderson 4009 Distribution Drive, Bldg Realtime driving directions to Amazon Fulfillment, 9201 S Portland Ave, Oklahoma City, based on live traffic updates and road conditions – from Waze fellow drivers Amazon Fulfillment Center OKC1. See More. Feb 11, 2020 · Amazon's two main sorting centers in the area are in Etna and Obetz, and they combine for 4,500 jobs, well above the company's initial commitment of 2,000 in Central Ohio. Oklahoma City, OK 73159. Get reviews, hours, directions, coupons and more for Amazon Logistics. Leave any messages if you want to know more Amazon is committed to a diverse and inclusive workplace. Amazon as anchor? Absolutely. Mar 11, 2019 · Associates pick, pack, and ship Amazon. Oklahoma City OK 73159. Sep 13, 2021 · I cannot help but draw your attention, for instance, to the case of Michelle Posey, an Amazon employee in Oklahoma City, who filed a complaint with the EEOC in 2020 about her treatment at Amazon’s OKC1 facility. Amazon said it told “some” workers that had been in “close” contact with the employee to stay at home for 14 days, during which they would be paid. He added that Amazon is working with the local health department to determine what the effect may be on Sep 10, 2021 · Accordingly, I ask that you take all appropriate steps to investigate and address Amazon’s systemic failure to provide adequate accommodations, including modification of job duties and time off for pregnancy-related medical needs, under the Pregnancy Discrimination Act and Americans with Disabilities Act in the interest of the health and Amazon places them in high-population areas with major transportation hubs, interstate highways, and airports nearby. 6 million-square-foot fulfillment center, under construction into next year, sticks out like a huge Lego project in the middle of a pasture when seen from Interstate 44 just south of SW 89. Oklahoma City, OK 73131 Apr 12, 2020 · OKLAHOMA CITY, OKLAHOMA - A worker at Amazon's OKC1 fulfillment center said until he had tested positive, he needed to keep working to pay his bills. Zoom in on this map of Amazon Fulfillment Center Locations around the world by Seller Essentials. Warehouse Team Members Shifts: Overnight, Early Morning, Day, Evening, Weekend Location: OKC5 & OKC9 - 1414 S Council Rd, Oklahoma City, OK 73179. 48 Amazon jobs available in Oklahoma City, OK on Indeed. Jul 15, 2020 · amazon. OKC1 - 9201 S Portland Ave, Oklahoma City, OK 73159. FBA Code SAV3. There are about 300 workers based at the Read-only access to the profile, license level, display name and email addresses of the set of users who have added you as a delegate in Amazon Chime for scheduling meetings. Aug 25, 2019 · Sunday, Aug. is up and running at its latest fulfillment center in Central Ohio. at Amazon. On the hour-long tour, you'll see each part of the process and learn about some of the roles and benefits available for associates at fulfillment centers, including details on the following: Career Choice, a program that offers 95% prepaid Aug 27, 2019 · Amazon’s newest facility received its first package Sunday. OKLAHOMA CITY: OK: Parque Industrial Tres Rios, TR8 (Amazon), Carretera Mexico ? Queretaro km 41 Get reviews, hours, directions, coupons and more for Amazon Logistics. com Services Inc. Here is a complete list of Amazon fulfillment center locations by country, state, and city. Amazon FBA warehouse Address list FBA Code OKC1. Kenosha, WI, 53144-7502 – Kenosha County. Apply to Human Resources Business Partner, Store Manager and more! Sep 05, 2019 · 9) New! “Hello from Fulfillment by Amazon, FBA is offering to waive monthly storage and removal fees on new-to-Amazon ASINs so qualified sellers can test new products on Amazon. Get reviews, hours, directions, coupons and more for Amazon Logistics at 2401 W I 44 Service Rd, Oklahoma City, OK 73112. Aug 13, 2020 · Amazon will soon have 6 facilities in OKC. Amazon invested $200 Since the program started in 2012, more than 50,000 Amazon employees around the world have participated in Career Choice and received training for high-demand occupations, including aircraft mechanics, computer-aided designers, commercial truck drivers, medical assistants, nurses, and more. Leave any messages if you want to know more Amazon Fulfillment Center (OKC1) 9201 S Portland Ave. DOK1 - 4401 E Hefner Rd. City OKLAHOMA CITY. #GYR1 – 580 South 143rd Avenue, Goodyear, AZ 85338 – Maricopa County. Amazon Delivery Station. Oct 18, 2021 · Amazon currently has over 185 centers globally. Before long, Amazon's behemoth could spark other development around its own site Mar 24, 2020 · On Monday evening, the workers in Amazon’s Oklahoma City region received a voicemail from the general manager, Vikrant Ahuja, in which he said that an associate at OKC1, the name of that at Amazon. ” Amazon Fulfillment Center OKC1. 4401 E Hefner Rd. Amazon's 2. com services, llc — okc5 sortation center & okc9 creturns processing center & hok1 amxl huge deliveries center oklahoma city • Amazon Fulfillment Centers in the U. 45 Amazon Fulfillment jobs available in Oklahoma City, OK on Indeed. in Oklahoma City, Oklahoma, United States Job Description *Warehouse Team Members* *Shifts:* Overnight, Does td bank have student accounts Morning, Day, Evening, Weekend *Location:* *OKC5 & OKC9 - 1414 S Council Rd, Oklahoma City, OK 73179. Mar 23, 2020 · On Monday evening, the workers in Amazon's Oklahoma City region received a voicemail from the general manager, Vikrant Ahuja, in which he said that an associate at OKC1, the name of that Amazon places them in high-population areas with major transportation hubs, interstate highways, and airports nearby. kydc LLC 4550 Nexus Way Las Vegas, NV 89115 US (LAS6) A 6-month exclusive donation partnership to pick up donations from this Amazon fulfillment center. Amazon Fulfillment Center [6245 - 6499] S Portland Ave Oklahoma City, OK Warehouses - MapQuest. But when it comes to the to collect the sales tax and generates the profit and loss summary, mostly it becomes a great headache for the seller under Amazon’s Fulfillment by Amazon Program that is commonly known as Amazon FBA. The new fulfillment center, which is anticipated to launch in 2021, will create over 500 new full-time jobs with industry-leading pay and comprehensive benefits starting on day one. . The donations will consist mostly of health and personal care items, but may also consist of other items including but not limited to books, electronics, pet products, toys, and baby items. Published on 08-13-2020 06:32 AM. Amazon Fulfillment Center. Amazon remains open as an essential business to serve our communities delivering critical supplies directly to the doorsteps of people who need them. Amazon. Is this your business? Amazon. Sort the columns by Location Code, Address, Type of warehouse, and more. Feb 05, 2021 · Address of Amazon FBA fulfillment center in Kenosha: #MKE1 – 3501 120th Ave. Inventory […] Feb 11, 2020 · Amazon. Phone number of Amazon Fulfillment Center in Kenosha: (262) 859-0001. New Amazon delivery center (DOK3) at McArthur and SW 44th. com customer orders at more than 175 similar facilities worldwide. It functions as a hub for storage and delivery of products shipped through Amazon and works in conjunction with existing Amazon delivery and sortation centers in the metro area. Amazon Delivery Station 4401 E Hefner Rd Oklahoma City, OK Parcel Delivery - MapQuest. “We’re thrilled […] Get reviews, hours, directions, coupons and more for Amazon Logistics. Jun 08, 2020 · To make matters a little simpler, all Amazon Fulfillment Centers in Arizona are located in Maricopa County, though they are in two different cities. Contact us Amazon is committed to a diverse and inclusive workplace. Now, the largest retailer in the world is in the Find 153 listings related to Amazon Contact Phone Number in Oklahoma City on YP. Menu & Reservations. Generate Chime meeting details for you and your delegates including looking up personal meeting IDs, generating new meeting IDs, and retrieving available dial-in numbers. You are eligible for this offer because your Inventory Performance Index score was 350 or higher on the day this email was sent…. okc1 amazon address

em9qyrgbdeq0pncvlw2qnft1mfqjt5mqc4kaxmess4jiwemdjhayb7kjec63

Источник: https://redparrot-studios.com/eqmoy/okc1-amazon-address.html

Electric truck maker Rivian, backed by Amazon, flies in debut


SILVER SPRING — Rivian Automotive is having a promising debut on the stock market, with shares of the electric vehicle maker soaring more than 50%.

The opening trade of $106.75 gave Rivian a market value of about $91 billion, greater than that of Ford and General Motors. That's noteworthy because Rivian has so far delivered about 150 of its electric pickup trucks to customers, mostly employees, whereas Ford and GM sell millions of cars globally each year.

Ford is one of Rivian's high-profile backers, having invested a half-billion dollars into the company in 2019. The other is Amazon, which held a 20% stake in Rivian ahead of the IPO.

Rivian is aiming to take advantage of a growing appetite among consumers and investors for electric vehicles. It joins what’s becoming a long line of companies trying to peel away market share from Tesla, which has dominated the market for EVs.

Rivian priced the offering of 153 million shares at $78, giving it proceeds of nearly $12 billion. The company said it will use the proceeds from the IPO to ramp up production of its trucks, vans and SUVs.

Automakers big and small, new and old, are chasing Tesla, which has largely dominated the electric vehicle market for years, amassing a market value of more than $1 trillion along the way. So far this year, Tesla has sold around 627,300 vehicles.

Craig Irwin, an analyst who covers electric vehicle and EV charging companies for Roth Capital, says that even with more companies entering the EV market, there is still plenty of room for newcomers.

“EVs are inevitable, and it’s a good thing for the markets to have another credible EV competitor come public,” Roth said. “Rivian’s IPO marks a point of incremental maturation for the industry and shows that billions in capital is available for credible players.”

Rivian has a south florida state college panther central with Amazon to build 100,000 electric delivery vans at its factory, a former Mitsubishi plant in Normal, Illinois. Ford Motor Co. holds a 13% stake and has said the companies would work jointly to develop electric vehicles.

As of Oct. 31, Rivian had about 55,400 vehicle preorders in the U.S. and Canada. Those orders are placed with a $1,000 deposit that can be canceled and refunded.

Rivian rolled out its first vehicle, the R1T electric truck in September and will launch its electric SUV, the R1S, in December. Prices for the truck start at $67,500, while the SUV base package starts at $75,500 and gets even steeper with all the add-ons.

More: Pickup candidates for North American Truck of the Year are the best ever

More: Rivian R1T: The first electric full-size pickup has a cartoon guardian, 800-plus hp

Options for the vehicles include a $10,000 battery upgrade that will extend the driving range from 314 miles (505 kilometers) to more than 400 miles (643 kilometers). A three-person roof-mounted tent adds $2,650 to the bill and an off-road recovery kit will cost an additional $600.

The company said it aims to produce about 1,200 R1Ts and 25 R1Ss and deliver around 1,000 R1Ts and 15 R1Ss by the end of 2021.

The R1T will compete with Ford’s F-150 Lightning electric pickup, which goes on sale next year. The Lightning has a starting price of $40,000, but will sell for thousands of dollars more once customers add options. General Motors has announced plans for an electric version of the Silverado pickup.

“Although the R1T’s advantage is that it’s first to market and it will likely appeal to a Tesla-type shopper, the long-term volume expectations for a $70,000+ midsize truck aren’t very high,” said Jessica Caldwell of the automotive website Edmunds in an email.

The research firm LMC Automotive says in 2020, EVs made up a little more than 3% of the global auto market and less than 2% of the U.S. auto market. The group projects those numbers to shoot up to about 15% and 12%, respectively, by 2025.

Rivian, which was founded in 2009, says it lost $426 million in 2019 and $1 billion last year. It reported losing nearly another billion dollars in the first six months of this year. Tesla, which went public in 2010, recorded its first annual profit last year.

FacebookTwitterEmail

Источник: https://www.freep.com/story/money/cars/2021/11/10/electric-truck-maker-rivian-backed-amazon-flys-debut/6374790001/

: Amazon truck business

ARE THERE HOME REMEDIES FOR PINK EYE
Amazon truck business
Amazon truck business
Amazon truck business
amazon truck business

2 Replies to “Amazon truck business”

Leave a Reply

Your email address will not be published. Required fields are marked *