Showing posts with label Car sharing. Show all posts
Showing posts with label Car sharing. Show all posts

Wednesday, December 13, 2017

Uber Price-Gouges Millennial Passenger $14,000 For 5-Mile Ride

One Millennial in Toronto got the shock of his life last Thursday evening when Uber charged him C$18,518.50 (around US$14,398) for a 5-mile trip from 12 Widmer, ST to 30 The Queensway in Toronto, that should have cost C$12 to C$40.



According to Votethehish’s friend, Emily Kennard took to Twitter and said, “My friend was charged 18K for a 20 Min ride (!), and they are sticking to it. What in the world??? This is insane! @Uber_Support @badassboz @Uber”



While combing through the dozen of replies to the initial tweet. We stumbled across an interesting interaction where Kennard said, “Uber is not backing down at the moment” from charging C$18,8158.



Uber appears to be shaking up more than the Taxi market in Toronto with its dynamic pricing model. One Twitter user replies, “surge pricing must have been 10,000% that day.”



Frustrated Twitter users voice their concerns for Uber, and even delete the app.



According to the Inquirer.Net, Uber issued a statement saying there was an error in the dynamic pricing model and it has been resolved.


“We have provided a full refund to this rider and apologized to him for this experience. We have safeguards in place to help prevent something like this from happening, and we are working to understand how this occurred,” the statement read.



Less than two weeks ago, we reported on a rather embarrassing moment for Uber, where a trifecta of events including investors drop out of the latest financing round, hackers steal 57 million customer profiles, and another massive quarterly loss are adding to speculation that Uber is a “Dead Unicorn Walking”… (see: Uber Reports Massive $1.5 Billion 3Q Loss As Two Investors Drop Out Of New Financing Round.)


Considering Uber’s statement reads, “we have safeguards in place to help prevent something like this from happening,” in Mr. Votethehish’s case, where were the safe guards?










Tuesday, November 28, 2017

Unicorn-holed: Softbank Coalition To Buy Uber Shares At A 30% Discount

And the hits keep coming for the unicornest unicorn in all of unicorn-land...


Back in the summer, we suggested - for numerous reasons - that Uber"s next round of financing may come at a significant discount to its current $69 billion valuation.



Overnight, headlines hit that SoftBank was said to have learned of last year"s hidden-to-the-public security breach about a month ago, and may have changed SoftBank’s evaluation of Uber’s shares, WSJ reports, citing people familiar with the matter. As a reminder, in addition to failing to notify users and the public about the information that was exposed, the company paid the hackers $100,000 to delete the data and subsequently had them sign nondisclosure agreements.


Furthermore, ReCode reports today that the city of Chicago is suing Uber for failing to disclose the 2016 breach of 57 million users’ data.


SoftBank was expected to proceed with an offer to buy billions of dollars worth of shares from Uber stakeholders as soon as this week, with a SoftBank-led investors group planning to start to buy at least 14% of Uber from existing shareholders through tender offer "at a steep discount."



Well tonight we find out just how steep that discount is...


Bloomberg reports that SoftBank and a coalition of investors will offer to buy shares in Uber at a price that would value the ride-hailing company at 30 percent less than its most recent $69 billion valuation, according to two people familiar with the matter.


 


The deal isn’t done, however. Shareholders will need to sell at the $48 billion price.


 


While it’s 30 percent less than the current valuation, the offer would represent a significant windfall for many early investors.


 


If shareholders don’t agree to sell in sufficient numbers, SoftBank could raise the price or walk away.



We suspect shareholders will be more than willing to dump their shares to monetize some of their rapidly declining investment or face being truly unicorn-holed.









Tuesday, November 21, 2017

Cash-Hemorrhaging Uber Announces Plans To Drop $1 Billion On Driverless Volvos

Earlier this summer we noted Uber"s staggering 2Q cash burn of $600 million which equates to roughly $7 million in net cash outflows every single day.  The staggering, and consistently growing, cash burn figures resulted in several mutual funds announcing they would slash their valuations of the struggling rideshare company by up to 15%. 



Of course, if cash burn was a concern before for Uber investors before then they should probably take note of the company"s newly announced decision to drop roughly $1 billion on driverless Volvos.  According to Bloomberg, Uber has just penned a deal to pick up 24,000 brand new Volvo XC90"s in their push to flood the U.S. market with self-driving taxis.








Uber Technologies Inc. agreed to buy 24,000 sport utility vehicles from Sweden’s Volvo Cars to form a fleet of driverless autos, Bloomberg News reports.


 


The XC90s, priced from $46,900 at U.S. dealers, will be delivered between 2019 and 2021 in the first commercial purchase by a ride-hailing provider, Volvo said in a statement Monday. San Francisco-based Uber will add its own sensors and software to permit pilot-less driving.


 


“This new agreement puts us on a path toward mass-produced, self-driving vehicles at scale,” Jeff Miller, Uber’s head of auto alliances, told Bloomberg News. “The more people working on the problem, we’ll get there faster and with better, safer, more reliable systems.”


 


“The automotive industry is being disrupted by technology and Volvo Cars chooses to be an active part of that disruption,” Chief Executive Officer Hakan Samuelsson said. “It’s a new market that’s emerging and we’re the first to be delivering into that segment.”



Volvo


Of course, as we"ve pointed out multiple times before, to the extent the technology works consistently, avoiding the nasty consequences of death and mayhem in the event of failure, autonomous vehicles are worth big money to Uber and consumers...though not so much for the automotive OEMs (see "Ford Announces Plans To Self-Destruct Starting In 2021").  As we"ve pointed out, the cost of paying drivers is a substantial portion of the roughly $1.00 per mile charge paid by Uber riders.  To the extent that cost can be removed from the equation then fares charged by companies like Uber will decline materially.


Unfortunately, for the auto OEMs the story is the exact opposite.  In theory, truly autonomous cars could result in substantial increases in passenger car utilization rates and, therefore, declines in annual car sales.  But apparently, Volvo CEO Hakan Samuelsson isn"t worried (yes, we can sense the pure optimism in the quote below):








“That could be seen as a threat,” says Volvo Cars CEO Hakan Samuelsson. “We see it as an opportunity.”



But still, even if the technology works, the question remains how quickly consumers will adopt it, if at all. Certainly there certainly has been no shortage of videos hitting Youtube lately of driverless cars plowing through red lights and getting into accidents...which seems less than ideal.









Thursday, November 16, 2017

Half Naked Woman Who Stole Uber Driver"s Tips Complains Of Harassment After Video Goes Viral

Content originally published at iBankCoin.com


A half-naked woman whose theft of an Uber driver’s tips was caught on video is complaining of online harassment after footage of the brazen incident went viral.


Scantily clad 18 year old Gabrielle Canales – a horrible human being, was caught on surveillance video reaching into the Uber driver’s tip jar after she and two other passengers reached their destination in Brooklyn, New York.


After posting a now-deleted Instagram response in which Canales showed little remorse, the Crown Heights woman finally admitted she was “completely wrong” for stealing the money – $5.00 by her count – which she says she paid back.


“I understand I’m completely wrong and I’m not denying it,” Canales told BuzzFeed. “The lesson was learned that same day. That’s why the gentleman was paid back.”



Watch:


 


After the video went viral, Canales told Buzzfeed she’s been subject to harassment and mocking.


I didn’t need this video to go viral to teach me a lesson. I learned the lesson that same day. Before the video went viral, the man was paid back,” Canales said. “I apologize on the matter once again.”


Canales then doubled down on her self-righteous half apology and played the woman card, saying “I’m wrong for taking $5, and according to the world, I need to die,” she said. “I understand I’m going to get hate from a lot of people and that’s something I accepted, but I don’t think it’s okay to disrespect me as female.”


Uber bans woman, ignores driver


Following the incident, Uber banned the woman from the platform, stating “What’s been shown has no place on our app and the rider’s access to the app has been removed.” The driver, meanwhile, told the Daily Mail that he was “too busy working to file a police report after the video was filmed.”


When he reached out to Uber, they sent him a canned response:


We understand your frustration with this experience. We’ve attempted to contact the rider by phone and email, but haven’t been able to resolve this issue. The rider responded to us and advised us that she didn’t steal your cash from the tip jar. If you believe the rider has your cash as captured from your dash cam and is refusing to return it, you may want to initiate a formal investigation via the police.


Uber drivers raping passengers, passengers robbing Uber drivers – some of whom were then shortchanged by the company … I bet the ridesharing behemoth can’t wait to replace those pesky human drivers with self-driving cars.


Follow on Twitter @ZeroPointNow § Subscribe to our YouTube channel

Wednesday, November 1, 2017

NYC Terror Suspect Was "Very Friendly" Uber Driver, Friend Claims

It"s been less than two hours since police identified the suspect in today"s Halloween terror attack in NYC as 29-year-old Uzbek national Sayfullo Habibullaevic Saipov, and already the New York Post has published an interview with a friend of the suspected terrorist who reportedly expressed complete shock when told his friend had killed 8 people and injured more than a dozen others in what some sources described as the deadliest terror attack in NYC since 9/11.



Kobiljon Matkarov, 37, and a fellow Uzbek native, described Saipov as a "very friendly" man who worked for Uber. Matkarov met Saipov in Florida about five years ago shortly after he came over from Uzbekistan. The two connected over their mutual heritage, with Matkarov adding that Saipov had no terrorist connections.


“He is very good guy, he is very friendly… he is like little brother… he look at me like big brother,” Matkarov said by phone Tuesday from his home in Miamisburg, Ohio.


Saipov was identified as a resident of Tampa, Florida, by police but according to Matkarov had been living in New Jersey where he drove for Uber as recently as this summer. Matkarov said he last saw Saipov in June when he asked him to a ride to JFK, where the family was catching a flight to Uzbekistan.


“He dropped me to the airport with my family… I called him and said I needed a ride."


Matkarov said Saipov got along well with Matkarov"s five kids, who enjoyed playing with Saipov.


“My kids like him too, he is always playing with them. He is playing all the time,” Matkarov remembered.


But when Matkarov’s son asked for a picture with Saipov, he refused.


“He no like that. He said no,” Matkarov said.


New York Gov. Andrew Cuomo said Saipov acted alone when he carried out today"s attack and that there were no signs of a wider plot. However, the New York Times has reported that allegiance notes to ISIS written in Arabic were found at the scene.









Tuesday, September 26, 2017

Uber To Cease Operations In Quebec

Just days after Uber lost its license to operate in London, the online ride-hailing service that has been at the centre of various controversies and scandals for the past year, announced it would cease operations in Quebec as of Oct. 14. According to the Montreal Gazette, the final straw for Uber, which has been negotiating with the Quebec government for months in an effort to co-exist with the taxi industry, reportedly was a government demand that its drivers submit to a 35-hour training program already imposed on taxi drivers.



Uber reportedly felt such a program was incompatible with its business model, which relies on part-time drivers who would presumably not be ready to undertake the course. Other government demands included mandatory vehicle inspections every 12 months and background checks on drivers performed by police rather than a private firm.


In short, all hurdles that the company decided were a dealbreaker for its future operations.


As the Gazette adds, the stage seemed to be set for some kind of push back from Uber last Friday, after Quebec Transport minister Laurent Lessard announced the new conditions, describing them as merely an extension of a year-old pilot project permitted under the current rules.


That led Uber Quebec spokesperson Jean-Christophe de le Rue to accuse the government of adhering to “new and challenging regulations that favour old policies instead of incorporating the benefits of new technology … based on our current understanding, these changes significantly threaten Uber‘s ability to continue operating in Quebec.”



The measures came after a year of discussions with the taxi industry, which resulted in 19 recommendations to Lessard. But those discussions followed a series of public splits and policy reversals within the Quebec Liberal government over whether Über could co-exist with the province’s taxi industry.





In May of 2016, the youth wing of the Quebec Liberal Party and some business groups criticized the government’s lukewarm or sometimes hostile attitude toward the ride-hailing service, and while the Couillard government and then Transport minister Jacques Daoust took a tough line with the service, insisting drivers obtain Class 4C driver’s licences and taxi permits, those conditions were eventually dropped and a pilot project developed to try and marry Uber’s business model within the existing taxi industry.



According to the Gazette, Uber has been making waves for the taxi industry and the Couillard government since it became a part of Montreal’s transportation landscape in 2015. The taxi industry complained Uber was engaging in unfair competition, since its drivers didn’t hold expensive permits required of taxi drivers, some of which sold on the second-hand market for nearly $200,000.


Reacting to the news, a coalition of taxi owners said the government must not bend to Uber’s threats to pull out if it doesn’t get its way. “Uber is not obliged to cease operations it is only doing so to frustrate users so they can put pressure on the government,” said Georges Malouf, a spokesperson fort he group. “Once again, instead of negotiating in good faith, Uber prefers to use bullying tactics.”


While the Quebec blowback against Uber may have been many months in the making, with two major markets lost in under one week, one wonders which city will be next, and where the biggest transportation disruptor to emerge in recent years will itself be disrupted as legacy service providers and local politicians continue to push back against the deflation-creating and money-losing company.

Wednesday, August 30, 2017

New Uber CEO's "Welcome Aboard" Gift: Another Federal Investigation

Little more than a day after Dara Khosrowshahi decided to accept the Uber board’s offer to become the embattled ride-share company’s new CEO – after the company’s top two candidates dropped out of the running - he received a welcome-aboard present that was just so…Uber.


Namely, a report in the Wall Street Journal claiming that the DOJ is in the “preliminary stages” of an investigation into whether Uber executives violated the Foreign Corrupt Practices Act by allegedly paying bribes to government officials. Based on what it finds, the Justice Department may or may not decide to open a full-fledged FCPA investigation into Uber.


According to WSJ, it’s unclear whether US authorities are focused on one country or examining activities in multiple countries where the company operates. But if we had to guess, we’d bet that any alleged wrongdoing probably happened in China, where bribery and corruption proliferate. Uber’s foray into the world’s No. 2 economy famously ended in defeat one year ago when it sold its China division to local rival Didi Chuxing in exchange for a stake in the combined company.



In his first public remarks since accepting the job, Khosowshahi described the chance to run the ride-hailing startup as a “once in a lifetime opportunity.” But like they say: be careful what you wish for. Because, as Khosrowshahi absorbs his first blows in the unceasing media assault on Uber, he’s probably thinking to himself that he didn’t realize just how good he had it at Expedia – where his 12-year tenure was unblemished by scandal.


To add another layer of irony: He hasn’t even left yet.


Here’s WSJ:





“Even before he takes the job as Uber Technologies Inc.’s new chief executive, fresh challenges confront Expedia Inc. CEO Dara Khosrowshahi, with news of a federal bribery probe into Uber and public disagreement over how the board’s decision to hire him unfolded.



News of the probe, reported by The Wall Street Journal on Tuesday, came after Mr. Khosrowshahi made his first public comments since being voted in as CEO by Uber directors on Sunday. He would succeed Travis Kalanick, the Uber co-founder who was pressured to resign in June following a series of scandals and amid infighting on the board. Mr. Khosrowshahi was selected over two more seasoned executives in Jeff Immelt, chairman of General Electric Co. and Meg Whitman, chief of Hewlett Packard Enterprise Co.”



Khosrowshahi played up his relationship with former CEO and Uber co-founder Travis Kalanick, telling WSJ that “there’s mutual respect” between the two tech titans. We hope, for Khosrowshahi’s sake, that he’s being polite, not naïve. Because anybody who’s been following the Uber saga probably suspects that Kalanick would drive a knife into his successor’s back in a heartbeat if it would hasten his return as CEO.





“Speaking with the Journal at Expedia’s headquarters Tuesday morning, Mr. Khosrowshahi said his contract with Uber still needs to be finalized, but indicated he would take the job. He said Mr. Kalanick would remain involved with Uber and described as “budding” his relationship with the ex-CEO. “I think there’s mutual respect there,” he said.



‘He’s the founder of the company, he’s an incredible visionary, so he will be involved with the company going forward,’ Mr. Khosrowshahi said. ‘Exactly how, exactly when, is something that’s really up to Travis and the board.’"



When asked about the controversy surrounding his selection as CEO – he was chosen after two more-experienced candidates, HP Enterprise’s Meg Whitman and recently retired former GE CEO Jeff Immelt, publicly withdrew their candidacies - Khosrowshahi defended his selection.





“Mr. Khosrowshahi declined to discuss the controversy around the CEO search, saying ‘there has been too much obsession with the process.’



Despite the drama at Uber, Mr. Khosrowshahi said the offer to run it was too good to pass up. ‘It took a couple of pokes to get me interested,’ he said, ‘but the opportunity at Uber is once in a lifetime.’”



He added that his “first priority” at Uber would be focusing on the company’s employees, who’ve been without a leader for nine weeks.





“That part of the business maybe hasn’t been focused on as much,” he said, “and that comes first for me.”



But as much as Khosrowshahi would like to shoot the breeze by the water cooler, we imagine he’ll soon be busy putting out fires as the federal government is in the middle of multiple investigations into the company’s alleged misdeeds.


As WSJ notes, Uber faces growing pressure from U.S. authorities. In addition to the preliminary bribery probe, the Justice Department is separately pursuing a criminal investigation into “Greyball,” a software tool employees used to evade law-enforcement officials. And earlier this month, Uber settled Federal Trade Commission charges that it didn’t offer sufficient privacy protections for its users. The company didn’t admit nor deny the allegations as part of the settlement.


Good luck with the new job, Dara. You’re going to need it.
 

Sunday, August 13, 2017

WHaT Do You CaLL ONe UBeR F**CKiNG TRaIN WReCK?

Tips: tips [ at ] zerohedge.com


General: info [ at ] zerohedge.com


Legal: legal [ at ] zerohedge.com


Advertising: ads [ at ] zerohedge.com


Abuse/Complaints: abuse [ at ] zerohedge.com


Advertise With Us

Tuesday, July 18, 2017

Meet DiDi: China's Answer To Uber

For better or worse, just about everybody has heard of Uber. Over the last few years, the ride-haling company has grown to dominate the market in the U.S. and beyond, currently operating in over 400 cities around the globe - despite significant resistance and outright bans in some places. DiDi, on the other hand, is unlikely to be on your radar. Having bought out Uber"s operations in China last year, the company currently enjoys 95 percent market share in its home country.


As Statista"s Martin Armstrong notes, the infographic below shows if it were to come to a game of Top Trumps, DiDi wouldn"t be such a bad card to hold.


Infographic: Meet DiDi: China


You will find more statistics at Statista


Founded in 2012, and working on the basis of almost $16 billion worth of funding, it has amassed 38.5 million monthly users (compared to Uber"s 40), is active in around 400 cities and is valued at $50 billion.


As illustrated in the Statista report "The Chinese Passenger Car Market Outlook", revenue from ride sharing in China is projected to see a CAGR of 32 percent from 2016 to 2021. Likewise, the number of users is expected to grow by 15 percent.


As Uber begins to falter and face stiffer competition from alternatives like Lyft, it might not be long before DiDi is the biggest ride hailing company in the world.

Saturday, July 15, 2017

Uber - Suddenly, Then All At Once

Authored by Mark St.Cyr,


From the article “Is This Uber’s ‘Theranos Moment?"” To wit:





“Now, much like Ms. Holmes, the founder and CEO had to quit, or resign, to appease those calling for change.



And, much like the previous example – those closest, and who should be the greatest ally for change and stay as to help weather out the storm are also jumping.



Sound familiar?"



Now this appeared yesterday afternoon at about the market’s close, from Bloomberg™, again, to wit:


“Uber Backers Discuss Stock Sale to SoftBank, Others”





Uber Technologies Inc. shareholders and its board, led by early backer Benchmark, have discussed selling some of their shares to SoftBank Group Corp. and other potential investors, people familiar with the matter said.”



For those who may not have taken the time, nor cared, to click the link I used to note who that “closest” or should be “greatest ally” that was jumping ship was:. It was Bill Gurley of Benchmark™. And with that now makes two points I stated earlier very prescient.


Again, from the above article:





“The optics of such a “jump” while in the midst of such a sh*t-storm at Uber, from my perspective, shows only one thing: You know the jig is up, it’s all about managing the fall, and there’s no need to do that in plain view.”



And the leading lines into my original article:





“There comes that moment where the veiled threats against logic such as the go-to excuse of “it’s different this time” are exposed against the harsh light of reality for all to see with such clarity, “it’s different this time” is precisely the apt statement to show why it was all fallacy to begin with.



Uber™ has just had that moment, and the resulting fallout as I’ve iterated before: Will. Be. Legend.”



And as I stated Thursday: And just like that: Suddenly, then all at once.

Thursday, June 22, 2017

Gauging The Economic Impact Of Uber

Authored by Andrew Zatlin via MoneyballEconomics.com,


Uber has been in the headlines for all the wrong reasons over these past couple months.


I’m sure you’ve seen or heard the headlines.


From sexual harassment, to discrimination, to “Greyball” – software that helped Uber drivers evade law enforcement.


Everything seems to be imploding for Uber. Amidst all the controversy, CEO Travis Kalanick resigned yesterday.


Yet we should not overlook the major economic impact of Uber (and its main competitor Lyft).


According to Uber and Lyft, there are over 400,000(K) registered active drivers in the US.  


An active driver is someone who has provided at least 4 rides per month.


The number of taxi and limo drivers reached 77K in 2013 – an increase of 18% from 2010. Taxi and limo driver payrolls hit 8K in 2015 and 2016. But dropped to 76K this year… essentially leaving payrolls flat for the last 4 years.


You could even argue the 5% decline in payrolls this year were taxi and limo drivers jumping ship to Uber.


But looking from an even higher view,  we now have 400K part-time contractors.


These part-time contractors are not included in the non-farm payrolls numbers.  So any employment upside is being missed in the government data.


Who Wins, Who Loses?


Uber & Lyft will generate $8 billion (bn) in revenue in 2017.  


The U.S. Taxi industry generates $19B annually (per IBIS World).


This hasn’t changed much even with the advent of the ride-sharing economy.  Which means that Uber is not replacing the taxi industry as much as it is augmenting it by releasing pent-up demand.


Understand that the taxi industry is a local monopoly.  New York, LA, Las Vegas, San Francisco – the taxi rights are owned by individual companies.


The origins of the U.S. regulated taxi industry goes back to the Depression.  


To make ends meet… car owners offered ride-sharing. But supply overwhelmed demand and prices plunged.  


To prop up workers, cities began to regulate the industry in order to limit the number of drivers. They created a limited number of licenses (aka medallions) which they sold.  


Eventually a market emerged for those medallions and some smart business people began to scoop them up. Some became billionaires by doing this.


(The fight against Uber is really a fight between billionaire monopolists and a monopoly-busting service. Banks also have a heavy interest in keeping the taxi industry alive because they borrowed a ton of money to buy up the medallions.)


But limiting the number of licensed taxis also capped the number of rides.


If you’ve been to San Francisco, you know hailing a cab is pointless. There aren’t very many.  


As Uber is showing, massive pent-up demand has existed and is generating $8bn of incremental economic activity that is being distributed across hundreds of thousands of workers.


Is Uber Cyclical (part of a booming economy), Counter-cyclical (part of trying to make ends meet), or a bit of both?


There are full-time Uber drivers but most are part-time drivers trying to supplement their income.


An active economy creates the demand for drivers. But when the economy turns down, we’ll likely see even more drivers but less demand. Unlike the Depression, price regulation will be in place because Uber has to make a profit somehow.


KEY TAKEAWAY: Uber has disrupted the ride-sharing economy. However, the government, banks, and taxi monopolists won’t allow Uber to completely put them out of business… at least for the foreseeable future.


When the economy turns, more people will take up driving (increasing supply) as consumers pull back their wallets (decreasing demand). Prices will drop.


Eventually more regulation will be put in place for companies like Uber and Lyft.

Sunday, June 18, 2017

Cab Drivers Union Says Chicago Taxi Industry Near Collapse

By Jeff Schuhrke of In These Times



In addition to repaying loans on their medallions, taxi operators also have to pay thousands of dollars each year in city expenses, like the ground transportation tax and medallion license renewal fee—expenses that rideshare drivers are not subject to. (Cab Drivers United/ Twitter)  


Ghana-born John Aikins has been a cab driver in Chicago for two decades. About 15 years ago, he decided to go into business for himself by taking out a loan with his wife to purchase a medallion—a city-issued license to operate a taxi—for $70,000. Paying it off within a few years thanks to a steady stream of passengers, they took out loan for a second medallion five years ago, using the first as collateral. Watching his medallions appreciate in value over the years, Aikins planned to eventually sell or lease them to other drivers, a common practice in the industry. “I hoped it would be my retirement investment, and I had planned to retire this year,” Aikins told In These Times.


But with the introduction of Uber and other rideshare companies to the city—which can operate without the expensive, city-issued medallions—Aikins has seen his clientele plummet over the past three years, making it increasingly hard to keep up with his medallion loan payments.


Across the city, the number of taxi rides dropped from 2.29 million in January 2014 to 1.1 million in January 2017, according to a report released recently by Cab Drivers United, AFSCME Local 2500 (CDU).


As a result, the average monthly income per medallion has fallen by $2,000 during the same time.


“Getting to the end of last year, things had changed so drastically,” Aikins said. “We just couldn’t make it.” After recently receiving a notice of foreclosure on his medallions, his retirement plans are now on hold.


Aikins is hardly alone. In the past three years, more than 1,300 taxi medallions in the city have either been surrendered to the city or put into foreclosure status, while another 100 or so are facing repossession through lawsuits by lenders, according to the CDU report.


This foreclosure crisis is hurting small family businesses most of all, CDU contends. Of the 6,999 taxi medallions in the city, 39 percent belong to small owner/operators, like Aikins, who own four or fewer medallions.


“Because of the misconception that the taxi industry is just big fleets, the fact that thousands of small businesses are disproportionately being hurt by this crisis is too often overlooked,” said Tracey Abman, associate director of AFSCME Council 31. “The taxi industry is really about providing decent, full-time jobs—or was—for drivers.”


In addition to repaying loans on their medallions, taxi operators also have to pay thousands of dollars each year in city expenses, like the ground transportation tax and medallion license renewal fee—expenses that rideshare drivers are not subject to.


CDU says the number of rideshare vehicles in Chicago now exceeds 227,000, while 42 percent of the city’s taxis didn’t pick up a single passenger this March. The union stresses that the decline of the taxi industry is a loss for the broader public. Unlike most rideshare vehicles, taxis serve people without bank accounts by accepting cash, and they also have more stringent requirements on providing access to people with disabilities.


Aikins says he doesn’t fault the rideshare industry for his current predicament, but instead blames the city.


“We are so saddled with rules and taxes and renewal fees, and the city hasn’t done anything to relieve us,” he said. “It looks like they are just waiting for us to die off.”


Last summer, the City Council was poised to pass new regulations on rideshare companies, which CDU hoped would help create fairer competition. The original ordinance would have required fingerprint background checks on rideshare drivers and would have mandated that at least 5 percent of all rideshare vehicles be wheelchair-accessible—rules comparable to those imposed on the taxi industry.


After the last-minute intervention of Mayor Rahm Emanuel, however, a watered-down version of the ordinance was passed that removed the original provisions on fingerprinting and wheelchair accessibility. While the final version requires rideshare drivers to obtain special chauffeur licenses, it allows them to complete the necessary training online instead of through the expensive in-person classes taxi drivers must attend.


Critics have accused Emanuel of being biased in favor of rideshare companies, particularly Uber. His brother Ari—a Hollywood agent and the inspiration for Jeremy Piven’s character on HBO’s Entourage—is an Uber investor. Also, the mayor’s former chief of staff became an Uber executive not long after passage of last year’s ordinance. Earlier this year, Emanuel’s Obama administration colleague and former Uber executive David Plouffe was fined $90,000 by the Chicago Board of Ethics after it was revealed he illegally lobbied the mayor on behalf of the rideshare giant in 2015.


With no help from the city, Aikins turned to Cab Drivers United for assistance after receiving his foreclosure notice. Formed in 2014, CDU is a non-traditional union in that it does not bargain contracts, since labor laws classify taxi drivers as “independent contractors” rather than “employees.” Made up of hundreds of dues-paying members and a network of thousands of activists, CDU provides educational workshops for drivers, connects them to legal services and organizes them to pressure lawmakers for fairer treatment.


Furqan Mohammed, a private attorney whose firm partners with CDU, said he has talked with over 100 owner/operators like Aikins facing foreclosure in recent months.


“Some of these drivers will owe upwards of $250,000 on these medallions, yet the underlying asset is worth maybe $50,000 if you can even find a willing buyer,” he said.


With CDU’s help, Aikins contacted an attorney who recently helped him file for Chapter 13 bankruptcy in an effort to save his livelihood. Mohammed said his law firm is assisting many owner/operators to restructure their medallion loans, but he called it only a “temporary solution.”


Longer-term, CDU is calling on the city to ease the financial burdens of taxi drivers, including eliminating the medallion license renewal fee and waiving the ground transportation tax for struggling owner/operators.


The ground transportation tax—paid once every two years—is due at the end of June. Aikins said the tax for two years is about $2,000.


“It doesn’t make sense,” he said. “The city knows we don’t have the money.”


“If the city were to create a hardship waiver for the ground transportation tax literally in the next few weeks, that would send a signal to these small owner/operators that the city does care about them and is prepared to work on a more comprehensive package for reform,” AFSCME’s Abman said.


“If relief is not provided [in the coming weeks] we will see much more decimation of the industry,” she warned. “Time is of the essence.”


The full report from Cab Drivers Union

Friday, May 12, 2017

Uber Suffers Major Setback In Efforts To Conquer European Market

For years Uber has been battling with Barcelona taxi drivers who have argued that UberPOP engages in unfair competition by using unlicensed drivers that are not subject of the same regulatory hurdles as a regular "transport company."  And while Uber has historically taken the approach of just entering new markets and sorting out the regulatory hurdles later, it looks like those hurdles are finally catching up with them in the European Union...which we suspect will not be well received by Uber"s private investors that recently dumped money into the company at a modest $68 billion valuation.


As Reuters noted today, the Court of Justice of the European Union"s (ECJ) Advocate General Maciej Szpunar has just issued a preliminary opinion that Uber is actually a "transport service" and not just an app.  Of course, the ruling is significant because, if it stands, it would require Uber to operate effectively as a taxi company and thus provide insurance to drivers and guarantee that they are properly licensed and complying with all safety regulations.  Per Reuters:





Although the opinion of the Court of Justice of the European Union"s (ECJ) Advocate General Maciej Szpunar is non-binding, its judges usually follow such advice and are likely to reach a final ruling in the landmark case in the coming months.



If the ECJ does rule that Uber is a transport service, this is likely to have an impact on the Silicon Valley firm"s operations in Estonia, Poland, Czech Republic, and Finland where it still runs UberPOP, using amateur drivers to pick up riders.



The ECJ"s final ruling cannot be appealed by Uber



Uber



While Uber has repeatedly argued in similar cases that they are merely a "market maker" matching taxi demand with supply, the ECJ"s Szpunar saw it differently finding that Uber "does much more than link supply and demand: it created this demand itself" adding that "Uber can thus be required to obtain the necessary licenses and authorizations under national law."





However, the ECJ"s Szpunar said that Uber"s argument that it merely matches supply and demand between drivers and passengers was a "simplistic view of its role."



"The Uber electronic platform, whilst innovative, falls within the field of transport: Uber can thus be required to obtain the necessary licenses and authorizations under national law,"



"In effect, Uber does much more than link supply and demand: it created this demand itself," Szpunar wrote.



The service provided by Uber amounts to the "organization and management of a comprehensive system for on-demand urban transport," the ECJ said.



Regulating the software company as a "new economy" information service meant treating Uber as if it was simply an air traffic controller or market maker connecting drivers to passengers.



Instead, by forcing Uber to comply with myriad local transportation regulations – some dating back as long as a century – it must take more responsibility for certifying, insuring and paying its drivers, as taxi firms now do.



Meanwhile, Uber representatives were dismissive of the initial ruling saying that such decisions only serve to "undermine the much needed reform of outdated laws..."





A spokeswoman for Uber said it would await the ECJ"s final ruling, but added it "would not change the way we are regulated in most EU countries as that is already the situation today".



And a ruling against it would "undermine the much needed reform of outdated laws which prevent millions of Europeans from accessing a reliable ride at the tap of a button," she added.



Of course, the real question is just how long the negative news can continue to pile up for Uber before all those investors who just added nearly $13 billion to company coffers at a $68 billion valuation start to get a little nervous that the company is still burning a couple billion dollars a year.  Do we smell a dreaded "down round" coming up?

Wednesday, April 26, 2017

Feudalism And The "Algorithmic Economy"

Authored by Thaddeus Howze via Medium.com,


For the sake of this essay, feudal economic models imply the idea that a very tiny segment of the society is fantastically rich while the bulk of society works hard, has few choices about the work they do, and tend to be poorly compensated for their efforts.


feu·dal·ism: noun, historical





the dominant social system in medieval Europe, in which the nobility held lands from the Crown in exchange for military service, and vassals were in turn tenants of the nobles, while the peasants (villeins or serfs) were obliged to live on their lord’s land and give him homage, labor, and a share of the produce, notionally in exchange for military protection.



Welcome to the Algorithmic Economy, a future which uses machines to determine how effective you can be and how little they can pay you in the process.


There are no unions in this economy. There are no bosses to complain to. There are no people you can ask for redress. Because in this economy, the people doing the labor are considered the least important part of the machine and it’s best if they never communicate with someone living if it can be helped.


This is just like something out of a dark and dystopian science fiction novel, except its likely happening to you, right now. If it isn’t, unless you are very fortunate, it will be, soon. I write about the near-future in my speculative fiction. Often these are my most unpopular stories because they paint technology in a less-than-ideal light.


In a world in desperate need of positive imagery, a number of famed science fiction writers such as David Brin are recommending writers look at creating more beneficial, beneficent and Utopia-oriented stories, where people see the future as something to look forward to rather than promoting the more popular (and definitely easier to write) dystopias.


I have heard David Brin and know this work does need to be done, but having the extensive background in computer technology that I do, I still feel compelled to point out just how powerful and how much effect technology can have on our society now and in the near-future.


In “Dark Harvest” I point out the future of human trafficking improving its capacity to provide “slaves to order” using social media habits to gather intelligence on users making it possible to predict their behaviors and habits. Such technologies which I see being furthered by companies like Facebook, Instagram, and now Match.com are making it even easier to find, isolate and extract people from their lives without warning and without recourse.


In “We Now Return You to Our Scheduled Advertising” I posit a world overrun by “push” information technology being used to ensure advertising cannot be stopped from being heard by potential customers.


In our current world, television advertising is diminishing due to the power of DVR technology. As a result, smartphones (because they are harder to secure) are becoming a means of forcing users to endure advertising they don’t want in order to get content.


Companies are also learning how to hack your smartphone to send you content you did not ask for, by forcing your browsers to accept cookies, they can target you with specific advertising based on your search requests. Stores can, with the right software installed, direct information to your phone in order to influence your shopping decisions.


How long before such technology becomes part of the shopping experience you cannot opt out of? Recently it became possible to push an ad to speakers at remote locations using software technology. While it was immediately repudiated, it did not stop someone from discovering it could be done.


With recent laws being created, it will be possible to extract your data from an ISP and create profiles allowing advertisers to send information directly to you, no matter where you are.





THIS WEEK, THE House of Representatives followed the Senate in voting for a resolution that throws out Obama-era regulations that would have banned your internet service provider from selling your web browsing history to advertisers. What possible reason could Congress have for repealing such a consumer-friendly policy? The refrain on the House floor yesterday was “consistency.”



“What America needs is one standard across the internet ecosystem,” said representative Greg Walden (R-OR). If services like Google and Facebook can turn data into profit, the logic goes why can’t the cable companies?



But the House’s resolution doesn’t actually apply a single, consistent standard to the internet. It maintains the broken status quo, one in which internet service providers aren’t actually at a disadvantage to websites and apps. If anything, they’re held to a lower standard. (Wired.com)



I have also written about the nature of technology in a non-fiction format discussing the future of employment, opportunities for work and the eventual need for some kind of subsidy to offset the lack of employment opportunities in the future in an essay called: “Humans Need Not Apply.”


*  *  *


In this essay, I posit something I call the “Algorithmic Economy” though it is often called the “Sharing Economy” or the “On-Demand Economy” by economists and other writers on this subject.


I prefer the “Algorithmic Economy” because it speaks to the creeping effects on decisions being made by companies and organizations, which not only include automation used in factories, but the development of apps and programs which use algorithms to direct, control and manage Human behavior.


As programmers using design-thinking engage computers to map, monitor and control Human endeavors, it is becoming more prevalent that computers are effectively in charge of Human behaviors utilizing a number of algorithms (programmed behaviors and decisions made by programmers to elicit a desired response from Humans or there programs) to enrich corporations using such technology such as Lyft, Uber, TaskRabbit and many other such “on-demand” driven businesses.


The continued existence and economic support of such companies has created companies whose values seem far greater than the benefits such corporations provide to their workers. The company is perceived to have a fantastic value which benefits investors, disrupts previous businesses or services, often unfavorably, and enriches only those at the very top of the workforce in those companies, usually executives and senior developers.


At Uber, for example, depending on the city, drivers who are, in essence the bulk of the workforce for the company can make as little as $9-$11 an hour as their only compensation for working with the company. While they are promised upwards of $30 per hour in advertising, such rates vary widely depending on the number of drivers, the time of day, the density of calls and the optimization of algorithms designed to reduce wait time for customers and to provide customers with reductions in costs per mile.


None of these reductions, however improve the amount of money made by drivers and passengers weren’t until recently even able to use the Uber app to leave tips for employees through the service because Uber decided they paid well enough that tipping wasn’t a requirement.


In fact, one of Uber’s more successful passenger programs, Uber-Pool, reduces the earning capacity of drivers by at least one third since, it cuts the cost of long trips to a third of their value under the expectation the driver will be able to make up those costs by moving multiple passengers, simultaneously.


A driver is expected to upon receipt of an Uber-Pool passenger expect at any time, their trip may be interrupted by a call to another passenger. They are expected to navigate to this new location, find the next passenger, assure the current passenger of no serious delay and get back on the road depositing the two (or three) of them in order to nearby destinations.


Unfortunately, this multi-passenger event rarely happens, in essence, reducing the cost of long trips to one third of their value since pooling occurs far less often than Uber is willing to admit. A $20 trip becomes a $7 trip of which become $5.25 after Uber gets its cut.


Adding insult to injury, Uber does not treat its drivers as employees, thus they are not compensated for the use of their vehicles, their repairs, wear and tear, their gasoline, their healthcare, or any other such requirements of normal companies for their employees.


Instead, the drivers must bear the entirety of the expense of their “economic opportunity” while turning over one-quarter of what they earn in every transaction.


If Uber were honest, they would reveal to most drivers, that under the majority of circumstances, drivers lose more money than they earn (due to the costs of incurred during their driving and vehicle operation), depending on how the algorithms are structured where someone is working. I suspect more than Uber is at fault here. I would suspect the entire workforce development of the future is heading toward this path.


More workers are doing part-time work, on-call work, unscheduled work, without significant healthcare, sick leave, or vacation pay than ever before. Corporations have grown to the point they are unable to cut any more costs during their operations and continue to pay out to investors and executives their incredible levels of profitability without cutting corners on the only remaining element of running a business: their workforce.


Rather than restructuring pay or expectations for investors, these business engines will continue to impoverish their workers, using gamification to extend their hours, while reducing their pay and opportunities for healthy lifestyles.


The New York Times reports:





The secretive ride-hailing giant Uber rarely discusses internal matters in public. But in March, facing crises on multiple fronts, top officials convened a call for reporters to insist that Uber was changing its culture and would no longer tolerate “brilliant jerks.”



Notably, the company also announced that it would fix its troubled relationship with drivers, who have complained for years about falling pay and arbitrary treatment.



“We’ve underinvested in the driver experience,” a senior official said. “We are now re-examining everything we do in order to rebuild that love.”



And yet even as Uber talks up its determination to treat drivers more humanely, it is engaged in an extraordinary behind-the-scenes experiment in behavioral science to manipulate them in the service of its corporate growth?—?an effort whose dimensions became evident in interviews with several dozen current and former Uber officials, drivers and social scientists, as well as a review of behavioral research.



Uber’s innovations reflect the changing ways companies are managing workers amid the rise of the freelance-based “gig economy.” Its drivers are officially independent business owners rather than traditional employees with set schedules. This allows Uber to minimize labor costs, but means it cannot compel drivers to show up at a specific place and time. And this lack of control can wreak havoc on a service whose goal is to seamlessly transport passengers whenever and wherever they want.



The Algorithmic Economy isn’t only going to stay in disruptive companies like the On-Demand workforce, it will make its way into other workforces, slowly, insidiously removing time, opportunities for growth, limiting costs by reducing perks except for the elite, in order to create the second age of feudal endeavor.


Their goal is to create a workforce bound by their economic debt to the system, forced to take whatever work they can find, while being paid as little for that work as possible, understanding ultimately, the creation of an indentured workforce is not only the result but an expected one, keeping society enfeebled and unable to create opportunities for further development.


Since all new creativity is held hostage in the hands of insensitive investors who promote the development of White business leaders to the exclusion of any other forms of creativity. Seventy five percent of all investment dollars are placed into the hands of White men. In the tech industry, most companies are run by, lead by, and pay the bulk of their company’s value to White men, the primary beneficiaries of such investment effort.


The Algorithmic Economy resembles feudalism complete with peasants who lack choices, and lords who decide who can become a lord, who remains a peasant, and defining the value of a peasant’s worth based on what the lord is willing to pay the peasant.


Like the feudal lords of old, neo-feudalism says they are willing to pay indebted students, just enough to not have any opportunity next year, either.


The older workers who might have known their worth will have to find a way to live off the land, creating their own slower growing opportunities because no one is funding anything which offers an opportunity for people to experience economic parity or the ability to own an operation which treats them humanely, pays them fairly, and doesn’t believe exploitation is an effective work and pay structure.


For most older workers, their opportunities lie with older exploitive corporations such as Walmart, known for its low pay and older workforce, or at the hands of the aforementioned Uber, who has, at least in the Bay Area, has a much older, and more minority workforce.


The driver diversity makeup is distinct from the much Whiter corporate office workers who draw the lion’s share of the money from the Algorithmic Economy they have helped to create and surely recognize how their algorithm exploits their workers.


If Uber’s programmers are smart enough to recognize how those numbers and gamification ensure their own prosperity, they are also aware that drivers earn less, stay with the company for less time and will eventually leave the company once they understand how they are being exploited.


Can such companies change their behaviors? It is unlikely given the expectations of double digit growth by investors and the stock market. Thus we can assume, such companies will continue to make money for the elite members of society while being a drain on every other aspect of our social fabric undermining individual wealth and earnings, employment opportunities, home ownership, and community development.


People without money can’t improve themselves or their communities. People who exploit those people don’t help with those communities either, creating a vacuum effect, taking money from communities without ever returning an equal or greater amount of money to those areas, ensuring the slow and inexorable decline of society over time.


Do a bit of research on the subject of the On-Demand economy. While prognostications promote the idea it is good for investors, almost no mention of the people doing the work and their eventual fates are ever mentioned. There is an amazing collection of essays on the On-Demand economy which point out the future of this industry and what it means to the modern workforce.


There will be arguments on both sides of the fence, pro and con, but my entreaty to you is simple: Read about it. Learn about it. Pay attention to the disruptive force it is having on your society because while you may believe it doesn’t affect you, you’re wrong.


Don’t take my word for it. Watch it and see for yourself. It is happening before you eyes. Don’t blink.


The workforce of the future will be smaller than you think.

Friday, March 31, 2017

How Space Tourists Will Benefit From No Government Regulation

Via The Daily Bell


Space tourism industry has a chance to show benefits of less regulation


If space truly is the final frontier, then it won’t be long until the first pioneers are making the journey, as several companies race to take paying passengers out of the Earth’s atmosphere and beyond. And true to form, right on its heels will be the regulators, red tape lassos in hand.


But like any brand new industry, the slight head start of the businesses will give them the opportunity to show the high standards that can be accomplished absent government control — and with any luck, they can do it in a way compelling enough to cast doubt on the “necessity” of regulation.


A March 20 article in Quartz about space tourism details the thus-far minimal regulatory burden on the burgeoning industry and questions how passengers will be protected without the “benefit” of tight regulations.



The first spaceflight participants will be guinea pigs in an experiment that asks: Just what does it mean to be safe in space when the government isn’t in charge?



The obvious answer, to those who believe in the power of market-driven incentives, is that space tourism will likely be safer with minimal government intervention than it would be with tight regulations and oversight, since the companies will police themselves, as Blue Origin Executive Erika Wagner says in the article.



Wagner recently told an audience at the Massachusetts Institute of Technology, ‘ . . . in terms of us having a safe place in the market, we take that seriously, we want to put our own families on board, we take that very seriously. So we are holding ourselves to internal standards.’



The case for strict government regulation is built on some faulty beliefs about humanity and behavior. It assumes that people in business are at their core unconcerned about other people and are motivated solely by profit. It assumes in contrast, that those people in government are the complete opposite, motivated only by altruism and never by self-interest. On this questionable foundation is built the assertion that the people in government must regulate the people in business so that the interests of customers and the public at large are protected.


It is easy enough to strike down these arguments. First, this stark divide between the values of businessmen and politicians does not exist. Good or bad personality traits can be found within any group, and I would argue that you’ll actually find disproportionately more politicians on the self-interested end of the spectrum than in other career paths, because politics either attracts or creates those kinds of people.


In any event, there is not a neutral ruling elite that can sit above the fray, benevolently handing down edicts to keep the otherwise-evil businesses in check. Politicians and regulatory agencies have a dog in the fight too, be it money, connections, political pressure, or desire for power.


But for argument’s sake, let’s assume the worst of businesses and the best of government. Even in this case, the goal for both parties is the same: safe space travel. At their most altruistic, regulators want it because they don’t want people to die. At their worst, space travel businesses want it because death and injury is bad for business.


Any company, whether they are building and flying rockets or simply selling sandwiches, needs to have customers to stay in business. Blue Origin, SpaceX, Boeing and Virgin Galactic — all companies planning to fly people out into space — won’t be able to keep customers if people aren’t flying back to Earth intact.


And unlike the mistakes of a sandwich shop, which might never make the front page news, in a pioneering industry like commercial space flight, you can bet every potential customer on earth would hear about the company’s missteps. As safety risks increase, customers will decrease, and if that balance gets out of whack, the company will fail.


Not all customers desire the same level of safety. And that’s OK. When regulations are minimal, companies can cater to whatever customer base they want. Riskier or more expensive products or services will  have a smaller customer base than those that are safer or cheaper.


Perhaps each space tourism company will use this formula to choose a different niche; companies could advertise that they tested their spacecraft the most, or offer the least expensive weightlessness experience, or orbit the earth the fastest.  In this way, less regulation gives the consumer more choices, while regulation would restrict some of these options, eliminating the preferences of some customers while simultaneously crippling those niche businesses.


“Minimal” Regulation


What does “minimal” regulation look like in the space tourism industry? Right now, it’s governed by the Commercial Space Act, which establishes the Secretary of Transportation as the governing authority. The Secretary has the power to grant launch licenses to rockets, which can include requirements on crew training and medical standards.


The license holder must inform crew and passengers in writing about the risks involved in space travel, and let them know that the United States Government has not certified the launch vehicle as safe for carrying crew or space flight participants. The Secretary can also restrict rocket design features or operating practices that have resulted in serious or fatal injury or a high risk thereof.


By many standards, that amount of regulation is already too much. It’s not that these rules are especially onerous or illogical; it’s just that they are unnecessary. Crew members and paying customers are voluntarily participating in space flight — a non-essential service, moreover — through the company. Therefore, customers and employees should work directly with the company to ensure a satisfactory experience. The company can then meet those demands or lose those customers and workers. They can cut out the middleman of regulation because there is no one to protect; all parties are already satisfied, and customers are signing up in droves. According to the article, Virgin Galactic has accrued 700 paid passengers since 2005.


The article cites Uber as a close example of how the space travel industry could expect to pave its own way:



Because the slate is still blank for how the federal government will treat the space business, the earliest companies will be in a position to set the tone, much as Uber’s regulatory battles laid the groundwork for the still tetchy relationship between cities and ride-hailing apps.



This is a fitting analogy, but frustrating if space tourism goes the way of ride-hailing apps. Because Uber and others like it are another example of a business in which regulators tried to fix problems that didn’t exist. Everyone involved was already happy. And yet because of pressure from the highly-regulated taxi companies, politicians implemented regulations to handcuff ride-sharing companies as well, under the guise of consumer protection.


In my home state of Massachusetts, for example, a bill regulating ride-sharing companies required Uber drivers to complete a two-part background check, carry insurance coverage of at least $1 million, and have their vehicles get a second safety inspection in addition to the annual inspection required of all registered cars. And—perhaps the biggest affront— the law required the companies to pay 20 cents per ride to the state, which will fund public transportation, including the taxi industry. The bill was signed into law last August, adding Massachusetts to the long list of states that punish and restrict the ride-sharing app companies while buoying their competitors.


Yet Uber and other ride-sharing app companies have largely survived the onslaught of regulations because the service they offer is so attractive, not only from a practical standpoint, but also a symbolic one. It gives both customers and drivers freedom and self-determination, the ability to set their own hours, choose their own route.


And that’s just ground transportation. It’s hard to imagine a more freeing experience than blasting off in a rocket to outer space, quite literally extricating oneself from earthly cares. So while we will likely see a shorter leash on space tourism companies as the industry matures and regulators catch up, these pioneering companies have a chance to demonstrate that they can be self policing. They can prove that private industry can safely, astonishingly, and beautifully launch people into the final frontier — and bring them home again.


A new age is dawning. Will governments be left in the dust?

Monday, March 20, 2017

Uber President Quits After Allegedly Deciding Series Of Scandals Were Just Too Much

Jeff Jones, the former Target CMO who joined Uber less than a year ago as President of Silicon Valley"s priciest "decacorn", is leaving the company, according to Recode.  Jones is reportedly exiting as the company deals with a flurry of recent controversies, including allegations of sexual harassment and an embarrassing video that surfaced last month of Uber CEO Travis Kalanick berating an Uber driver.  Kalanick also recently announced a search for a COO to help him better steer the ship, though it"s unclear whether the layering of the executive management team affected Jones" decision to leave.  Per Recode:





Jeff Jones, the president of Uber, is quitting the car-hailing company after less than a year. The move by the No. 2 exec, said sources, is directly related to the multiple controversies there, including explosive charges of sexism and sexual harassment.



Jones, said sources, determined that this was not the situation he signed on for, especially after Uber CEO Travis Kalanick announced a search for a new COO to help him right the very troubled ship.



That was not the reason for Jones’ departure, sources said, even though it meant that Kalanick was bringing in a new exec who could outrank him. Instead, these sources said, Jones determined that the situation at the company was more problematic than he realized.



Uber



Jones spent much of the beginning of his tenure as president meeting with drivers and attempting to address the concerns of the people that serve as the face of the company.  In the earlier months of his tenure he penned a letter to drivers saying, "It’s clear that there’s much we can be doing better. Listening is where we get our best ideas, because they come from you, the people using Uber every day."


Of course, any goodwill that was potentially built with drivers through Jones efforts was likely quickly erased by a 3:50 video posted last month by one driver who captured his heated exchange with Uber CEO Travis Kalanick on video and subsequently shared it with Bloomberg.  The conversation started off with the driver complaining that Uber was "raising the standards, and dropping the prices" and culminated with Kalanick storming out of the car after condescendingly telling the driver to "take responsibility for his own shit."





 “Bullshit.  Some people don"t like to take responsibility for their own shit. They blame everything in their life on somebody else. Good luck!”





Of course that latest mishap, just added to what has already been a relatively rough couple of months for Uber which has included everything from patent infringement lawsuits to sexual harassment charges to Kalanick being forced to resign from Trump"s business advisory council.  Per Bloomberg:





In December, Uber pulled its self-driving cars off the road in San Francisco after the California Department of Motor Vehicles said they were operating illegally without an autonomous vehicle license. In January, more than 200,000 people uninstalled their accounts, and #DeleteUber trended on Twitter, after the company was accused of undermining a New York taxi union strike protesting President Donald Trump’s refugee ban. On Feb. 2, Kalanick reluctantly left his spot on Trump’s business advisory council to appease the company’s liberal-leaning employees and users—not to mention its many immigrant drivers. On Feb. 19, a former software engineer at Uber wrote a blog post alleging that she had been propositioned for sex by her manager and that when she’d taken the issue to human resources, an HR rep had said that he wouldn’t be punished, in part, because he was a “high performer.” On Feb. 23, Alphabet’s autonomous car company Waymo sued Uber and its self-driving car company Otto, accusing an Uber employee of stealing trade secrets by downloading 14,000 files onto an external hard drive. On Monday, Uber’s head of engineering resigned after the company said it learned that he had faced a sexual harassment complaint at Alphabet, his former employer. He denied the allegations.



Uber has not yet confirmed Jones" departure.

Thursday, March 2, 2017

These Guys Are Destroying Uber (Yet Few Westerners Have Ever Heard Of Them)

Via Peter K of SovereignMan.com,



I’m visiting my brother in Indonesia right now.


Being a good host, he was fixing us vodka martinis, when he realized he ran out of olives.


Both of his drivers had finished for the day so I was expecting him to compromise on the olives.


No need.


He loaded up a mobile phone app and ordered a jar of olives.


Fifteen minutes later there was a knock on the door and a guy was there with a jar of olives… at the regular retail price, with zero additional charge for delivery.


Later that evening we went out to a bar and needed transportation.


Again, Tony jumped on his app, and within seconds we had an awaiting vehicle outside his house.


It cost 75 CENTS to be driven in style to the bar, and another 75 cents to be driven back again.


In the downstairs office of his house, I noticed a massage table and asked his wife about it. “We occasionally order a massage from time to time from the app. It costs almost nothing.”


By “almost nothing” she meant $7 an hour for a professional massage – in your home.


The app is called “Go-Jek”, and it offers everything you could want: car, motor bike (faster in Jakarta traffic, and even cheaper), food delivery, shopping, tickets, payments (and electronic wallet), manicure and beauty treatment, pharmaceuticals, cleaning services, auto repair services and more.


Out on the street, about a third of the bikes wear the green livery of Go-Jek. Occasionally you’ll see an Uber as well.


Seeing this buzz on the ground is precisely why we travel around the world looking for business opportunities to invest in.


You can’t get a sense of a country from Google or from CNN.


Being on the ground opens your eyes to the lightning-fast change that occurs when a developing country adapts new technology.


This sort of rapid transition economy creates gaping opportunities that simply don’t exist in North America, Europe, and other mature markets.


And in the rare instance when a business is actually able to make a significant and lasting impact in a major developed market like the US, the company’s valuation will be insane.


Snapchat is expected to IPO at around $20 billion later this week.


AirBnB is still private and raised money several months ago at a $30 billion valuation.


Uber is currently worth nearly $70 billion.


(All of those companies lose money, by the way…)


Indonesia’s Go-Jek, meanwhile, raised capital last year at a pre-money valuation of $750 million, 98% less than what Uber is worth.


The reason for this massive disparity is simple: many investors can’t be bothered to look beyond their own backyards.


It’s as if anything worth investing in is exclusively in the United States.


This classic herd mentality means that there’s too much money chasing around too few opportunities.


As a result, investors buy over-valued stocks, bonds that yield nothing, or private companies that are worth tens of billions of dollars despite racking up massive losses.


They’re completely unaware what incredible opportunities lie overseas.


The rest of the world has the opposite problem: there are too many great businesses and not enough capital.


Some of the biggest, most exciting markets in the world are totally overlooked by the investing public.


Go-Jek is a great example; only a handful of foreign funds have invested, and most people have never heard of it.


I’ve been finding amazing companies here which are already profitable. And yet, they can’t raise capital to fund their expansion.


And Indonesia is far from alone.


We’re looking at investments in Eastern Europe, South America and Asia which most funds can’t touch because they are too small and not in America — no matter how profitable they are, and how compelling their potential.


I was in Georgia recently (the country, not the state) and was shocked at how many profitable companies were in need of capital.


(Special note to Total Access and SMPI members: we’ve completed due diligence on our next deal in Georgia and will have the report to you soon, followed by my findings in Indonesia. Stay tuned.)


Bottom line, the world is a big place and there are compelling opportunities everywhere… as long as you have the intellectual independence to look beyond your own borders.


Do you have a Plan B?

Wednesday, March 1, 2017

Uber's CEO Wants You To Know He's "Ashamed" Of Leaked Video Footage; Says He Needs To "Grow Up"

Last night, following the video leak of a combative exchange between Uber CEO Travis Kalanick and his driver over Uber"s fare structure, which culminated with Kalanick suggesting that his driver should "take responsibility for his own shit", we asked: "So, where should we set the over/under on Kalanick"s remaining tenure with Uber?"


Fast forward less than 24 hours and it"s clear that Kalanick is feeling the pressure after sending an apology email to Uber staff saying that he"s "ashamed" of his comments and clearly needs to "grow up" and seek "leadership help." Per the Financial Times:





“To say that I am ashamed is an extreme understatement,” Mr Kalanick said in an email to Uber staff.



“My job as your leader is to lead . . . and that starts with behaving in a way that makes us all proud. That is not what I did, and it cannot be explained away.”



He added: “It’s clear this video is a reflection of me and the criticism we’ve received is a stark reminder that I must fundamentally change as a leader and grow up. This is the first time I’ve been willing to admit that I need leadership help and I intend to get it.”



Mr Kalanick apologised to “the driver and rider community, and to the Uber team”.



Kalanick



Sure, because the best place to "grow up" and learn how to be a good "leader" is at the helm of a $60 billion company.


* * *


For those who missed it, here is what we wrote about Kalanick"s leaked video:


Earlier this month, on Superbowl Sunday, in fact, Uber CEO Travis Kalanick hopped into an Uber Black Car with two female companions for what he thought would be just another easy trip to the destination of his choice.  Unfortunately, this particular ride got a little more complicated than he had hoped when his driver, 37-year-old Fawzi Kamel, decided to confront him on Uber"s falling fares, which he alleged had cost him a total of $97,000 and forced him into bankruptcy.  After the ride, Kamel rated Kalanick at 1-star and submitted his recorded conversation with the confrontational CEO to Bloomberg


The first 3 minutes and 50 seconds of the video is nothing more than a series of awkward exchanges between Kalanick and his special lady friends along with a series of random body gyrations to the tune of Maroon 5"s "Don"t Wanna Know". 


That said, things start to heat up when one of the young ladies implies that Uber is having a rough year financially (she must be a reader).  Of course, Kalanick responds by implying that burning hundreds of millions of dollars annually is all part of his master plan:





“I make sure every year is a hard year.  That’s kind of how I roll. I make sure every year is a hard year. If it’s easy I’m not pushing hard enough.”



But things really get interesting when Kalanick"s driver decides to confront him on falling Uber fares:





Kamel: “You’re raising the standards, and you’re dropping the prices.”



Kalanick: “We’re not dropping the prices on black.”



Kamel: “But in general the whole price is—”



Kalanick: “We have to; we have competitors; otherwise, we’d go out of business.”



Kamel: “Competitors? Man, you had the business model in your hands. You could have the prices you want, but you choose to buy everybody a ride.”



Kalanick: “No, no no. You misunderstand me. We started high-end. We didn’t go low-end because we wanted to. We went low-end because we had to because we’d be out of business.”



Kamel: “What? Lyft? It’s a piece of cake right there.”



Kalanick: “It seems like a piece of cake because I’ve beaten them. But if I didn’t do the things I did, we would have been beaten, I promise.”



Kamel: “But people are not trusting you anymore. … I lost $97,000 because of you. I"m bankrupt because of you. Yes, yes, yes. You keep changing every day. You keep changing every day.”



Kalanick: “Hold on a second, what have I changed about Black? What have I changed?”



Kamel: “You changed the whole business. You dropped the prices.”



Kalanick:  “Bullshit.  Some people don"t like to take responsibility for their own shit. They blame everything in their life on somebody else. Good luck!”



We must admit that we"re somewhat perplexed by Kamel"s argument as Uber fares, now and in the future, are clearly headed in precisely one direction, irrespective of who"s sitting in the CEO"s chair, and that is, well, down...but it makes for good entertainment anyway.


Fast forward to the 3:50 mark for the fireworks:




As Bloomberg points out, this incident just adds to what has already been a relatively rough couple of months for Uber which has included everything from patent infringement lawsuits to sexual harassment charges to Kalanick being forced to resign from Trump"s business advisory council.





In December, Uber pulled its self-driving cars off the road in San Francisco after the California Department of Motor Vehicles said they were operating illegally without an autonomous vehicle license. In January, more than 200,000 people uninstalled their accounts, and #DeleteUber trended on Twitter, after the company was accused of undermining a New York taxi union strike protesting President Donald Trump’s refugee ban. On Feb. 2, Kalanick reluctantly left his spot on Trump’s business advisory council to appease the company’s liberal-leaning employees and users—not to mention its many immigrant drivers. On Feb. 19, a former software engineer at Uber wrote a blog post alleging that she had been propositioned for sex by her manager and that when she’d taken the issue to human resources, an HR rep had said that he wouldn’t be punished, in part, because he was a “high performer.” On Feb. 23, Alphabet’s autonomous car company Waymo sued Uber and its self-driving car company Otto, accusing an Uber employee of stealing trade secrets by downloading 14,000 files onto an external hard drive. On Monday, Uber’s head of engineering resigned after the company said it learned that he had faced a sexual harassment complaint at Alphabet, his former employer. He denied the allegations.



So, where should we set the over/under on Kalanick"s remaining tenure with Uber?