While Uber investment lobby and AI, drivers continue to fight for decent pay


For almost nine years, Uber has drawn the industry’s attention and business with its new style of solutions and rules. Along the way, it also caused a lot of public criticism.

For example, Uber has gained an international focus by using a special type of software to cheat riders, track them down after getting off, peering and maneuvering competitors, and bypassing the authorities. Regulators questioned whether the public hated, blocked streets, or handled user data in error, or failed to protect and enforce adequate background checks, some of whom (relatively small) later committed rape or murder.

Last year, Uber repeatedly spoke of “trends” in the United States, reporting on women’s ill-treatment and building a broad and toxic corporate culture from ignoring and attempting to undermine victims of sexual assault. This is headline news, due to industrial theft and espionage caused by the war on Google Tribunals, and the recent selection of Nvidia’s autonomous driving fleet technology that it plans to launch in 18 months.

From the very beginning, however, the Uber’s most radical glitch and peer-to-peer approach to shipping has turned into a relatively infinitive of protest from the American audience and riders, and even protests from around the world, driving other nations to face the truth.

The problem, of course, is the constant and multifaceted abusiveness of the hail company to the millions of drivers who provide real after-sales service and the drivers on which the entire multi-billion-dollar autonomous industry depends.

Of course, this biggest part belongs to Uber.
Over the years, promoters of Uber and other transport network companies (TNCs) have suffered multiple reductions of 10% to 40% in fares as the company has fought for global control and as more drivers Experience or not) platform.

They have been rewarded with revenue-generating revenue-including hot air statistics later discovered by the FTC and fined, and kicked off because language proficiency is obviously not a hiring problem.

They were beaten, insulted and ridiculed by innumerable customers in their own cars – sometimes at Uber’s own price – without any company protection or support or with human resources like that (or until recently , Even on the phone).

In general, the drivers of transnational corporations generally assume the highest risks, liabilities and costs of traveling in the hail industry and have little say in the job – even starting to make changes to their digital contracts on a regular basis On that day, the drivers had to accept it.

Although some media and many consumer organizations got the message en route, Uber paid the least attention to its driver’s activities. Whether good or bad, other companies have also noticed.
For example, in 2016, a rival application called Juno promised to improve the current hail-riding model, which has squeezed the limits of older and new professional drivers, traditionally migrant and wage-earner families. The New York-based company, which usually offers coupons to passengers and drivers, announced that it would increase leverage by lowering the cost per ticket, giving drivers more attention and higher pay, and allowing drivers to travel exclusively to Zhu Connaught and earn company shares.

Many will be due diligent rider switch, drivers began to pay tribute to Juneau fares over Uber and Lyft. Talmon Marco, Juno’s founder and chief executive, told NPR at the time that his survey of hail trades shows that drivers “really hate companies that share in riding, abuse them and treat them as commodities.

Marco pointed out that Uber’s approach was to “deactivate” drivers who were below a certain level, rather than retraining or firing properly. “You do not stop people, you stop using machines, and when you say that you’re closing down a person, I think it shows you what you really think about them,” Marco told NPR.

However, soon after, Juno literally sold to another competitor. Drivers feel betrayed and their stock receives unexplained expenses; since several companies have sued the company for securities fraud.
Overall, DeCotiis and Rana said multinationals’ modus operandi have left a large number of expectations, despite the company’s promise to innovate in the existing industry – one that, despite its flaws, has led to decades of thoughtful planning And rely on riders with millions of riders – easy and flexible.

“There’s already flexibility in black cars,” Rana said. “With regard to the overall driver treatment situation, he said:” Sometimes I think it’s a plot to get immigrants coming in and traditionally can find a taxi driver.

Lana goes on to say: “Really, I’m just amazed at how Uber got out of it and no one can stop them or slow them down, but I hope after IDG.”

For Chen and her co-authors, organizations such as IDG are also sources of hope as they ride the hail industry turmoil and the success of drivers and labor advocates in a handful of cities.

For example, in Seattle, one of the first cities in the lower-cost UberX service, advocates are able to withstand lobbying and get collective bargaining for hired drivers through a “groundbreaking” regulation, though Uber continues to fight for this Decide and provide gentle state-level protection for these drivers in court.

According to industry experts and members, given the tremendous influence of multinationals and legislators, investors and direct access to consumer mobile phones, the fight for driver fairness and compensation remains a difficult struggle.

As Uber and Lyft continue to expand their service, workforce positions and plan to eliminate pilots with global technology, the meter appears to be clearer on this issue – and drivers can no longer pay for it.