The typical way to build buildings is through a design-bid-build approach. The way this works is that you first design stuff and create drawings. You then ask people to price the stuff that you have drawn. And then you proceed to build what is on the drawings and what has been priced.
There are a number of possible risks with this approach. For one, the design/drawing phase is sometimes/often done in isolation without a lot of feedback from the contractor and/or subcontractors. So you might be designing and drawing things that aren't all that feasible or constructible. Pre-construction involvement helps address this.
Another risk is that you're buying what is on the drawings. So if the drawings suck or aren't properly coordinated, then you are likely opening yourself up to a barrage of change orders and lots of additional costs.
In theory, it all sounds fine. Here are my drawings and specifications. Give me a price. And then let's build. But as many or most of you will know, it's generally never that simple or easy. Though it will, of course, depend on the type and complexity of the project.
Another consideration is the kind of contract you enter with your constructor. Is it a cost-plus contract, where the constructor simply charges a percentage on top of whatever the costs end up being, or is it some kind of lump sum or guaranteed maximum price (GMP) contract?
While I was in architecture school I decided to take a class on construction delivery methods. The instructor was, in my mind, your quintessential construction person. He was built like a brick shithouse and he never minced words. He also had a voice that sounded like a subwoofer.
I wouldn't say I'm an expert, but I do remember him hammering home two points. One, GMP actually stands for guaranteed minimum price. This is forever imprinted in my mind. You're never going to pay less and you're almost certainly not going to pay the "maximum" number. You will end up getting change ordered and paying more.
Two, lump sum and at-risk contracts create a very different relationship between owner/developer and constructor. In his words, it is adversarial.
Because if I'm a constructor and I've promised a specific number, I'm likely going to do a few things. I am going to inflate the numbers to make sure my profit margin is protected throughout the project. And if my profit margin gets squeezed, which it likely will, I'm going to look for other ways to make money.
Personally, I side towards cost-plus and construction management arrangements. I don't want an adversarial relationship. I want a partnership where there's as much alignment as possible around a common set of project goals. Let's ride or die together.
Similarly, when it comes to the actual procurement and delivery methods, I find that we are often using more integrated approaches as opposed to cut and dry design-bid-build approaches. You want the competitive pricing that comes with bidding, but you also want collaboration. It's about striking that right balance.
The construction process is a messy one. These are just some of my thoughts this morning. If any of you have any insights, I would, of course, welcome them in the comment section below.
I was picking up food the other night on Bloor Street (via Uber Eats) and the lineup of delivery drivers outside of the restaurant was at least ten people deep when we arrived. While we were waiting, another handful of drivers pulled over to quickly pickup their deliveries. This is what is happening in our cities right now, especially here in Toronto while we live through another stay-at-home order. And the numbers certainly reflect it.
Last month in March, Uber's delivery business (which is separate from the company's mobility business) recorded a 150% year-over-year increase in annualized gross bookings. The company's run-rate as of March is now $52 billion. To put this number into perspective, the company's mobility business also had its best ever month in March with an annualized gross bookings run-rate of $30 billion.
Delivery > mobility right now. Makes sense.
To further put this into perspective, total restaurant spending across the entirety of the United States was $670 billion in 2019 (figure from Benedict Evans). So Uber Eats has quickly become a meaningful part of how we eat. I obviously believe that people are dying to get out and eat at restaurants again, but these figures are still interesting nonetheless.
It's also interesting to think about the above trendline from a broader logistics perspective. Alongside the rise in Uber Eats, we are seeing a wave of capital move toward "rapid delivery apps." These are platforms that allow meals, groceries, and other stuff to be delivered, in some cases, almost right away, which aligns with where I think consumers are moving. Rather than making lists and doing weekly shops, it's now about just-in-time delivery.
It's arguably a lazier way of going about things, but water will always find the path of least resistance.
Many, or perhaps most, of these platforms have adopted an asset light approach. Instacart, which partners with existing grocers, would fall into this category. Their model revolves around gig workers going into existing stores, picking orders directly from the shelves, and then delivering those orders. And it is what Blair Welch was getting at in his recent RENX interview when he reasoned that grocery shopping is still being done, almost exclusively, at local stores.
This approach is enough for Instacart to be valued at nearly $40 billion, according to the Financial Times. So something seems to be working.
This is an interesting article about Amazon's delivery network, which is now the 4th largest in the United States. Here are the numbers (most of which are as of 2019):
Since 2014, Amazon has spent $39 billion building out its delivery network. When you add in warehouses and airplanes, this number increases to about $60 billion. As of 2019, Amazon leased 97% of its fulfillment and data center spaces.
Amazon is becoming increasingly vertically integrated. Last year, Amazon delivered about 58% of the 4.5 billion parcels that it shipped to US consumers. This represents about 22% of all online retail deliveries.
Outside of the US, Amazon still handles close to 50% of its own order deliveries. By 2025, Bank of America Global Research is predicting that Amazon could grow to handle somewhere between 38% and 49% of all online order deliveries in the US.
Amazon is the 4th largest in terms of US package deliveries (2019), behind FedEx, UPS, and USPS (in that order).
Amazon's fulfillment network roughly entails: receiving centers -> fulfillment centers -> sortation centers -> last-mile delivery stations. It's a hub and spoke system with the physical real estate naturally getting smaller as you get closer to the end destination. For a lot more information on their network, click here.