Ostracus writes: Using ratings, competitions and bonuses to incentivise workers isn't new -- but as I found when I became a Lyft driver, the gig economy is taking it to another level. [...] The language of choice, freedom, and autonomy saturate discussions of ride hailing. "On-demand companies are pointing the way to a more promising future, where people have more freedom to choose when and where they work," Travis Kalanick, the founder and former CEO of Uber, wrote in October 2015. "Put simply" he continued, "the future of work is about independence and flexibility." In a certain sense, Kalanick is right. Unlike employees in a spatially fixed worksite (the factory, the office, the distribution centre), rideshare drivers are technically free to choose when they work, where they work and for how long. They are liberated from the constraining rhythms of conventional employment or shift work. But that apparent freedom poses a unique challenge to the platforms' need to provide reliable, "on demand" service to their riders -- and so a driver's freedom has to be aggressively, if subtly, managed. One of the main ways these companies have sought to do this is through the use of gamification.

Simply defined, gamification is the use of game elements -- point-scoring, levels, competition with others, measurable evidence of accomplishment, ratings and rules of play -- in non-game contexts. Games deliver an instantaneous, visceral experience of success and reward, and they are increasingly used in the workplace to promote emotional engagement with the work process, to increase workers' psychological investment in completing otherwise uninspiring tasks, and to influence, or "nudge," workers' behaviour. This is what my weekly feedback summary, my starred ratings and other gamified features of the Lyft app did. There is a growing body of evidence to suggest that gamifying business operations has real, quantifiable effects. Target, the US-based retail giant, reports that gamifying its in-store checkout process has resulted in lower customer wait times and shorter lines. During checkout, a cashier's screen flashes green if items are scanned at an "optimum rate." If the cashier goes too slowly, the screen flashes red. Scores are logged and cashiers are expected to maintain an 88% green rating. In online communities for Target employees, cashiers compare scores, share techniques, and bemoan the game's most challenging obstacles.

The UK government should encourage companies like Apple, Google, and Uber to publish more map data to help the development of technologies like driverless cars and drones, according to a new report by the Open Data Institute. From a report: This sort of data, which includes addresses and city boundaries, fuels tons of everyday services, from parcel and food deliveries to apps like Google Maps and Uber. Internet giants are sitting on top of vast amounts of geospatial data, but it is largely inaccessible to others. The ODI argues it should be as open as possible as a part of "national infrastructure." Analyzing map data can help communities and organizations make decisions across a vast range of sectors -- for example, how to improve access to a school or hospital.

California's devastating wildfires are causing unhealthy air conditions for locals breathing in harmful fumes. From a report: In San Francisco, which currently has the second-worst-rated air quality out of any city in the world, one driver was spotted selling N95 respirator masks for $5 apiece. That's significantly above market rate. Right now you can buy a 10-pack of similar masks for about $13 on Amazon. But considering the masks are sold out at many local stores, riders may be willing to dish out the cash for immediate access to the protective gear. Further reading: California needs to reinvent its fire policies, or the death and destruction will go on.

At the 2018 Uber Open Summit, Uber announced it was joining the Linux Foundation as a Gold Member, making a firm commitment to using and contributing to open source tools. TechCrunch reports: Uber CTO Thuan Pham sees the Linux Foundation as a place for companies like his to nurture and develop open source projects. "Open source technology is the backbone of many of Uber's core services and as we continue to mature, these solutions will become ever more important," he said in a blog post announcing the partnership. "Uber has made significant investments in shared software development and community collaboration through open source over the years, including contributing the popular open source project Jaeger, a distributed tracing system, to the Linux Foundation's Cloud Native Computing Foundation in 2017," an Uber spokesperson told TechCrunch. As the report mentions, it took the ride-hailing service a long time for them to join the Linux Foundation. "Uber has been long known for making use of open source in its core tools working on over 320 open source projects and repositories from 1500 contributors involving over 70,000 commits, according to data provided by the company," reports TechCrunch.

Alphabet's self-driving car company Waymo is planning to launch the world's first commercial driverless car service in early December. According to Bloomberg, citing a person familiar with the plans, the service "will operate under a new brand and compete directly with Uber and Lyft." From the report: Waymo is keeping the new name a closely guarded secret until the formal announcement. It's a big milestone for self-driving cars, but it won't exactly be a "flip-the-switch" moment. Waymo isn't planning a splashy media event, and the service won't be appearing in an app store anytime soon. Instead, things will start small -- perhaps dozens or hundreds of authorized riders in the suburbs around Phoenix, covering about 100 square miles.

The first wave of customers will likely draw from Waymo's Early Rider Program -- a test group of 400 volunteer families who have been riding Waymos for more than a year. The customers who move to the new service will be released from their non-disclosure agreements, which means they'll be free to talk about it, snap selfies, and take friends or even members of the media along for rides. New customers in the Phoenix area will be gradually phased in as Waymo adds more vehicles to its fleet to ensure a balance of supply and demand. The report notes that some backup drivers will be placed in the cars when the service launches, and the cars themselves will be heavily modified Chrysler Pacifica minivans.

Can researchers built a new kind of battery powerful enough to fuel an electric airplane? MIT's Technology Review profiles a company co-founded by MIT materials science professor Yet-Ming Chiang: He and his colleague, Venkat Viswanathan, are taking a different approach to reach their next goal, altering not the composition of the batteries but the alignment of the compounds within them. By applying magnetic forces to straighten the tortuous path that lithium ions navigate through the electrodes, the scientists believe, they could significantly boost the rate at which the device discharges electricity. That shot of power could open up a use that has long eluded batteries: meeting the huge demands of a passenger aircraft at liftoff. If it works as hoped, it would enable regional commuter flights that don't burn fuel or produce direct climate emissions...

The initial plan is to develop a battery that could power a 12-person plane with 400 miles (644 kilometers) of range -- enough to make trips from, say, San Francisco to Los Angeles, or New York to Washington. In a second phase, they hope to enable an electric plane capable of carrying 50 people the same distance.... Last year, the company announced plans to deliver a line of "hybrid to electric" aircraft with room for 12 passengers in 2022. At launch, the company intends to offer a hybrid plane with a gas turbine and two battery packs capable of flying around 700 miles (1,127 kilometers), as well as an all-electric version with three battery packs and a range of less than 200 miles....But crucially, the plane itself is expected to feature an open architecture that allows owners to switch out these modules over time, enabling them to upgrade to better batteries developed in the future or shift from hybrid to all-electric operation.
About 2% of the world's CO2 emissions come from air travel, and it's one of the fastest-growing sources of greenhouse-gas pollution. "More than a dozen companies, including Uber, Airbus, and Boeing, are already exploring the potential to electrify small aircraft," the article points out, "creating the equivalent of flying taxis that can cover around 100 miles (161 kilometers) on a charge. The hope is that these one- or two-passenger vehicles -- in most cases envisioned as autonomous vertical takeoff and landing aircraft -- could shorten commutes, ease congestion, and reduce vehicle emissions."

But with less ambitious batteries, "these would largely replace car rides for the rich, not displace air travel."

An anonymous reader quotes a report from ABC News: Nearly eight months after one of its autonomous test vehicles hit and killed an Arizona pedestrian, Uber wants to resume testing on public roads. The company has filed an application on with the Pennsylvania Department of Transportation to test in Pittsburgh, and it has issued a lengthy safety report pledging to put two human backup drivers in each vehicle and take a raft of other precautions to make the vehicles safe. Among the other precautions Uber will take are keeping the autonomous vehicle system engaged at all times and activating the Volvo's automatic emergency braking system as a backup. In addition, Uber is requiring more technical training and expertise of employees sitting behind the wheel of the vehicles, according to a 70-page safety report the company released Friday. "Our goal is to really work to regain that trust and to work to help move the entire industry forward," Noah Zych, Uber's head of system safety for self-driving cars, said in an interview. "We think the right thing to do is to be open and transparent about the things that we are doing."

At this year's Uber Elevate Summit in May, CEO Dara Khosrowshahi discussed the possibility of a drone-based food delivery service. Now, it looks like a job posting has hinted that the company is looking to launch the service in 2021. Engadget reports: According to the Wall Street Journal, Uber is looking to hire someone with "flight standards and training" experience, who can "enable safe, legal, efficient and scalable flight operations." If the info is legit, It looks like Uber is looking to keep development of the program under wraps as the job posting is no longer listed on its website. According to the Wall Street Journal's report, the drone-based delivery service has been dubbed "UberExpress," and will exist under the umbrella of Uber Eats. The job description reportedly described a desire for an applicant that can "help make delivery drones functional as soon as next year and commercially operational in multiple markets by 2021."

An anonymous reader shares a report: As the gig economy grows, the ratio of contract workers to regular employees in corporate America is shifting. Google, Facebook, Amazon, Uber and other Silicon Valley tech titans now employ thousands of contract workers to do a host of functions -- anything from sales and writing code to managing teams and testing products. This year at Google, contract workers outnumbered direct employees for the first time in the company's 20-year history. It's not only in Silicon Valley. The trend is on the rise as public companies look for ways to trim HR costs or hire in-demand skills in a tight labor market. The U.S. jobless rate dropped to 3.7 percent in September, the lowest since 1969, down from 3.9 percent in August, according to the Bureau of Labor Statistics. Some 57.3 million Americans, or 36 percent of the workforce, are now freelancing, according to a 2017 report by Upwork. In San Mateo and Santa Clara counties alone, there are an estimated 39,000 workers who are contracted to tech companies, according to one estimate by University of California Santa Cruz researchers. Spokespersons at Facebook and Alphabet declined to disclose the number of contract workers they employ. A spokesperson at Alphabet cited two main reasons for hiring contract or temporary workers. One reason is when the company doesn't have or want to build out expertise in a particular area such as doctors, food service, customer support or shuttle bus drivers. Another reason is a need for temporary workers when there is a sudden spike in workload or to cover for an employee who is on leave.

As automotive companies shift their focus to software and services in the pursuit of self-driving cars, the impact to large manufacturing cities like Detroit could be drastic. The Wall Street Journal explores this "transformation without precedent" and poses the question: will tech leave Detroit in the dust? From the report: Auto makers point out that they have one advantage that newcomers to the industry don't: vehicles. "Ultimately, you can have the best services platform there is, but if you don't have the vehicles to operate on it, that won't do you much good," said Sam Abuelsamid, a senior analyst with Navigant research. "That's where the manufacturers have an ace in the hole." Many analysts believe businesses like Uber and Alphabet's self-driving tech subsidiary Waymo won't have the appetite to get into the low-margin, capital-intensive business of car manufacturing. Some auto executives say they can hold on to their roles as hardware providers while also tapping into the growth of more-profitable services. Mr. Stackmann said VW can earn millions more customers than it currently has by offering transportation as a service through a network of connected cars. "They talk about scalability, but where is the added value from Uber?" he said. "We have a technical foundation and will build connectivity into our vehicles to connect them and our customers to our ecosystem. In the long term, the question will be: Why do you need Uber?"

Auto industry executives have long seen tech-industry threats coming. The valuation of Elon Musk's Tesla has soared in recent years, pulling even with GM's, as it has shown it can create a fiercely loyal customer base for electric cars. Google began working on autonomous-vehicle technology in 2009 and its self-driving car unit Waymo is today considered a leader in the technology. While demand for new cars and trucks remains robust and selling them will remain a core part of the industry's business in the years to come, many executives believe the long-term profit growth is limited as new forms of transportation proliferate and more car owners ditch their vehicles for shared ones, hurting sales. Car companies are trying to diversify into new business models that, much like Uber, sell transportation as a service. Revenue is generated by usage as opposed to a one-time vehicle sale, and because the service isn't as capital-intensive as building and selling cars, executives believe it can ultimately command higher margins..." The report goes on to mention the investments automobile companies are making to restructure their businesses. GM, Ford, and Toyota, for example, "are investing in new tech startups, purchasing artificial-intelligence and robotics firms, and hiring thousands of workers in tech hubs in California and Tel Aviv, Israel," reports the WSJ. "Several car companies have acquired or invested in makers of lidar, laser-based sensors that help driverless cars navigate. The auto makers are tapping the tech world for software-engineering talent, a skill traditionally in short supply in the car business."

"Over the last year, GM has taken journalists and investors through a factory in suburban Detroit, where workers plan to build self-driving Chevrolet Bolt electric cars that have no steering wheels or brake pedals," reports the WSJ. "The message: It has the manufacturing might to crank out thousands of robot cars, while tech rivals like Alphabet's Waymo unit must equip their autonomous systems onto vehicles they purchase from traditional car companies."

In the early days of what ultimately became Waymo, Google's self-driving car division (known at the time as "Project Chauffeur"), there were "more than a dozen accidents, at least three of which were serious," according to a new article in The New Yorker . From a report: The magazine profiled Anthony Levandowski, the former Google engineer who was at the center of the Waymo v. Uber trade secrets lawsuit. According to the article, back in 2011, Levandowski also modified the autonomous software to take the prototype Priuses on "otherwise forbidden routes."

Citing an anonymous source, The New Yorker reports that Levandowski sat behind the wheel as the safety driver, along with Isaac Taylor, a Google executive. But while they were in the car, the Prius "accidentally boxed in another vehicle," a Camry.

As The New Yorker wrote: "A human driver could easily have handled the situation by slowing down and letting the Camry merge into traffic, but Google's software wasn't prepared for this scenario. The cars continued speeding down the freeway side by side. The Camry's driver jerked his car onto the right shoulder. Then, apparently trying to avoid a guard rail, he veered to the left; the Camry pinwheeled across the freeway and into the median. Levandowski, who was acting as the safety driver, swerved hard to avoid colliding with the Camry, causing Taylor to injure his spine so severely that he eventually required multiple surgeries." This was apparently just one of several accidents in Project Chauffeur's early days.

An anonymous reader shares a report: Somewhere in the United States, someone is getting into an Uber en route to a WeWork co-working space. Their dog is with a walker whom they hired through the app Wag. They will eat a lunch delivered by DoorDash, while participating in several chat conversations on Slack. And, for all of it, they have an unlikely benefactor to thank: the Kingdom of Saudi Arabia. Long before the dissident Saudi journalist Jamal Khashoggi vanished, the kingdom has sought influence in the West -- perhaps intended, in part, to make us forget what it is. A medieval theocracy that still beheads by sword, doubling as a modern nation with malls (including a planned mall offering indoor skiing), Saudi Arabia has been called "an ISIS that made it." Remarkably, the country has avoided pariah status in the United States thanks to our thirst for oil, Riyadh's carefully cultivated ties with Washington, its big arms purchases, and the two countries' shared interest in counterterrorism. But lately the Saudis have been growing their circle of American enablers, pouring billions into Silicon Valley technology companies.

While an earlier generation of Saudi leaders, like Prince Alwaleed bin Talal, invested billions of dollars in blue-chip companies in the United States, the kingdom's new crown prince, Mohammed bin Salman, has shifted Saudi Arabia's investment attention from Wall Street to Silicon Valley. Saudi Arabia's Public Investment Fund has become one of Silicon Valley's biggest swinging checkbooks, working mostly through a $100 billion fund raised by SoftBank (a Japanese company), which has swashbuckled its way through the technology industry, often taking multibillion-dollar stakes in promising companies. The Public Investment Fund put $45 billion into SoftBank's first Vision Fund, and Bloomberg recently reported that the Saudi fund would invest another $45 billion into SoftBank's second Vision Fund. SoftBank, with the help of that Saudi money, is now said to be the largest shareholder in Uber. It has also put significant money into a long list of start-ups that includes Wag, DoorDash, WeWork, Plenty, Cruise, Katerra, Nvidia and Slack. As the world fills up car tanks with gas and climate change worsens, Saudi Arabia reaps enormous profits -- and some of that money shows up in the bank accounts of fast-growing companies that love to talk about "making the world a better place."

Douglas Rushkoff, long-time open source advocate (and currently a professor of Digital Economics at the City University of New York, Queens College), is calling Universal Basic Incomes "no gift to the masses, but a tool for our further enslavement." Uber's business plan, like that of so many other digital unicorns, is based on extracting all the value from the markets it enters. This ultimately means squeezing employees, customers, and suppliers alike in the name of continued growth. When people eventually become too poor to continue working as drivers or paying for rides, UBI supplies the required cash infusion for the business to keep operating. When it's looked at the way a software developer would, it's clear that UBI is really little more than a patch to a program that's fundamentally flawed. The real purpose of digital capitalism is to extract value from the economy and deliver it to those at the top. If consumers find a way to retain some of that value for themselves, the thinking goes, you're doing something wrong or "leaving money on the table."

Walmart perfected the softer version of this model in the 20th century. Move into a town, undercut the local merchants by selling items below cost, and put everyone else out of business. Then, as sole retailer and sole employer, set the prices and wages you want. So what if your workers have to go on welfare and food stamps. Now, digital companies are accomplishing the same thing, only faster and more completely.... Soon, consumers simply can't consume enough to keep the revenues flowing in. Even the prospect of stockpiling everyone's data, like Facebook or Google do, begins to lose its allure if none of the people behind the data have any money to spend. To the rescue comes UBI.

The policy was once thought of as a way of taking extreme poverty off the table. In this new incarnation, however, it merely serves as a way to keep the wealthiest people (and their loyal vassals, the software developers) entrenched at the very top of the economic operating system. Because of course, the cash doled out to citizens by the government will inevitably flow to them.... Under the guise of compassion, UBI really just turns us from stakeholders or even citizens to mere consumers. Once the ability to create or exchange value is stripped from us, all we can do with every consumptive act is deliver more power to people who can finally, without any exaggeration, be called our corporate overlords... if Silicon Valley's UBI fans really wanted to repair the economic operating system, they should be looking not to universal basic income but universal basic assets, first proposed by Institute for the Future's Marina Gorbis... As appealing as it may sound, UBI is nothing more than a way for corporations to increase their power over us, all under the pretense of putting us on the payroll. It's the candy that a creep offers a kid to get into the car or the raise a sleazy employer gives a staff member who they've sexually harassed. It's hush money.
Rushkoff's conclusion? "Whether its proponents are cynical or simply naive, UBI is not the patch we need."

An anonymous reader quotes a report from Quartz: Alphabet's driverless-car company Waymo announced a new milestone today (Oct. 10): its vehicles have driven a collective 10 million miles on U.S. roads. With cars in six states, Waymo has really been racking up the miles since April 2017, when it launched a program giving rides to passengers around the Phoenix, Arizona area. At that point, Waymo cars had driven not quite 3 million miles since the company's earliest days as a research project within Google in 2009. But in the last 18 months, the company more than tripled its road mileage.

Competing with other companies with autonomous-vehicle programs like Uber, Tesla, Apple, and GM's Cruise, Waymo is leading the pack in terms of road miles driven. [...] The company's next 10 million miles, CEO John Krafcik said in today's announcement, will focus on "striking the balance" between its safety-first algorithms and driving assertively in everyday maneuvers, like merging, and navigating bad weather. But it's worth keeping things in perspective: U.S. drivers rack up some 3 trillion miles each year, so Waymo still has some ground to cover.

Uber is digging deeper into the business of food. From a report: Uber's restaurant delivery business "Eats" hit $6 billion in bookings earlier this year, growing over 200%, quickly becoming a crown jewel for the ride-sharing company. Uber CEO Dara Khosrowshahi said given the success in the delivery of food, the next logical step is to enter the grocery space. "We will move into grocery. That's fundamental. A lot more people will be eating at home. Right now we are busy with Eats, but you can see grocery as an adjacent business. We're thinking about Uber much more as a platform," he said at Vanity Fair's New Establishment Summit 2018 on Tuesday.

An anonymous reader quotes a report from Ars Technica: Lawyers representing a Southern California limousine company that sued Uber last month over state unfair competition allegations have now filed a motion for partial summary judgement. If the filing is granted by the judge, the motion would substantially streamline the case and answer the vexing question: are Uber drivers employees or not? The proposed class-action lawsuit, known as Diva Limousine v. Uber, relies on a recently decided California Supreme Court decision that makes it more difficult for companies to unilaterally declare their workers as contractors, which effectively deprives them of benefits that they would otherwise receive as employees.

In the California Supreme Court case, known as Dynamex, that court came up with a three-part test, known as the ABC test, to figure out whether companies can assert contractor status or not: "(A) that the worker is free from the control and direction of the hiring entity in connection with the performance of the work, both under the contract for the performance of the work and in fact, (B) that the worker performs work that is outside the usual course of the hiring entity's business, and (C) that the worker is customarily engaged in an independently established trade, occupation, or business, the worker should be considered an employee and the hiring business an employer under the suffer or permit to work standard in wage orders." "The standard for summary judgement is that there is no triable issue of material facts. That seems to be the case here," says Professor Veena Dubal of the University of California, Hastings, which is just blocks from Uber's headquarters in San Francisco.

"Under Dynamex, workers are likely employees for purposes of minimum wage and overtime if they perform work that is within the usual course of the hiring entity's business. Uber drivers provide rides, and Uber is a transportation company that facilitates the provision of those rides. I have a hard time imagining how Uber can argue that there is a triable issue of fact here, although I am confident that they will argue that they are a software company. They have lost that argument in courts across the world."

Echoing a similar study by the JPMorgan Chase Institute, a new study finds the median hourly pay with tip for Uber drivers in the U.S. is $14.73, which includes tips and excludes expenses like insurance, gas and car depreciation incurred while working. The study was conducted by Ridester, a publication that focuses on the ride-hail industry. Recode reports: Using Ridester's low-end estimate of $5 per hour in vehicle costs, drivers would bring in $9.73 per hour and potentially much less. That implies a driver working 40 hours per week would make an annual salary of almost $31,000 before vehicle expenses, and about $20,000 after expenses (but still before taxes). That's below the poverty threshold for a family of three. It's also a far cry from the $70,000 to $90,000 Uber once claimed its drivers made in major markets.

The study, which was conducted this summer, asked drivers for a screenshot of their Uber app's earnings page from their last full day driving. The 719 valid screenshots they used show how many hours the drivers worked and how much they were paid after Uber's cut. It doesn't factor in other costs like taxes or healthcare. And -- worth noting -- the study only represents drivers who were motivated enough to send in their data and isn't necessarily representative of the geographical distribution of Uber drivers.

An anonymous reader quotes a report from Ars Technica: A lone engineer has succeeded in doing what Uber's top lawyers and expert witnesses could not -- overturning most of a foundational patent covering arch-rival Waymo's lidar laser ranging devices. Following a surprise left-field complaint by Eric Swildens, the US Patent and Trademark Office (USPTO) has rejected all but three of 56 claims in Waymo's 936 patent, named for the last three digits of its serial number. The USPTO found that some claims replicated technology described in an earlier patent from lidar vendor Velodyne, while another claim was simply "impossible" and "magic." The 936 patent played a key role in last year's epic intellectual property lawsuit with Uber. In December 2016, a Waymo engineer was inadvertently copied on an email from one of its suppliers to Uber, showing a lidar circuit design that looked almost identical to one shown in the 936 patent.

The patent describes how a laser diode can be configured to emit pulses of laser light using a circuit that includes an inductor and a gallium nitride transistor. That chance discovery helped spark a lawsuit in which Waymo accused Uber of patent infringement and of using lidar secrets supposedly stolen by engineer Anthony Levandowski. In August 2017, Uber agreed to redesign its Fuji lidar not to infringe the 936 patent. Then, in February 2018, Waymo settled the remaining trade secret theft allegations in exchange for Uber equity worth around $245 million and a commitment from Uber not to copy its technology. "This includes an agreement to ensure that any Waymo confidential information is not being incorporated in Uber hardware and software," said a Waymo spokesperson at the time. That redesign now seems to have been unnecessary, says Swildens, the engineer who asked the USPTO to take a closer look at 936. "Waymo's claim that Uber infringed the 936 patent was spurious, as all the claims in the patent that existed at the time of the lawsuit have been found to be invalid," he said. Uber told Ars that despite the ruling, it would not be redesigning its lidars yet again. Swildensj, an employee at a small cloud computing startup, reportedly "spent $6,000 of his own money to launch a formal challenge to 936," reports Ars. "In March, an examiner noted that a re-drawn diagram of Waymo's lidar firing circuit showed current passing along a wire between the circuit and the ground in two directions -- something generally deemed impossible. 'Patent owner's expert testimony is not convincing to show that the path even goes to ground in view of the magic ground wire, which shows current moving in two directions along a single wire,' noted the examiners dryly."

"As I investigated the 936 patent, it became clear it was invalid due to prior art for multiple reasons," Swildens told Ars. "I only filed the reexamination because I was absolutely sure the patent was invalid."

Shadma Shaikh, reporting for FactorDaily: Chetan Gowda, 27, was speaking to a room full of students in IIIT Hyderabad for a workshop on OpenStreetMap for beginners organized by Swecha, a non-profit organization to support free software movement last month. There were close to 40 students in the room. Beginners often ask him: Why use open source maps when we already have Google Maps? For Gowda, it was the fact that Google Maps is a global, commercial product and did not capture local detail. Like the old banyan tree that was a major landmark in his hometown Hassan or public benches just outside the town where pedestrians could stop to catch a break or fire catchment areas in Bellandur lake in Bengaluru, India.

"It was fascinating to add little but important details of my town to open maps," says Gowda who was introduced in 2013 to OSM or OpenStreetMap, a global community of mappers formed as a collaborative project to create a free editable map of the world in 2004. Since then he has been an active contributor to OpenStreetMap and has conducted many workshops in colleges and institutes to induct more people in the community. Gowda has made 8500 edits in the OpenStreetMap, mainly covering areas in Bengaluru, Hassan and Hyderabad. Gowda and a few other contributors from India are part of a tiny yet growing resistance movement which doesn't want giant corporations to own all the mapping data. For the average consumer, this may not seem like a big deal. But mapping is big business.

The market opportunity for suppliers of mapping to the autonomous car industry is going to be worth over $24 billion by 2050, according to one estimate [PDF]. And that's just one industry. A study commissioned by Google in 2015 estimated that industries that run on top of the Global Positioning Satellite Systems and mapping generate nearly $73 billion in annual revenue. Worldwide, that industry is was estimated to generate $150- $270 billion in revenues. Although new research isn't available, with growing smartphone usage and the birth of companies such as Uber and many others it is safe to assume that the industry has only grown bigger. All the more reason why map data can't be held by only a few companies. With Google Maps beginning to charge small and medium-sized businesses and indie developers more for access to its platform, many have started to explore and switch to open source alternatives of Maps, and commercial services such as Here Maps.

Further reading: What OpenStreetMap Can Be, and Ten Years of Google Maps, From Slashdot to Ground Truth.

An anonymous reader quotes a report from The New York Times: Uber will pay $148 million to settle a nationwide investigation into a 2016 data breach (Warning: source may be paywalled; alternative source), in which a hacker managed to gain access to information belonging to 57 million riders and drivers. The breach included names and driver's license numbers for 600,000 drivers. Rather than disclosing the breach when it occurred, Uber paid the hacker $100,000 through its bug bounty program. [...] The ride-hailing company persuaded him to delete the data and stay quiet about it with a nondisclosure agreement. The incident became public a year later when Uber's chief executive, Dara Khosrowshahi, announced it as a "failure" and fired the two employees who had signed off on the payment.

Tony West, Uber's chief legal officer, said the settlement was part of a larger effort inside Uber to remake the company's image. He said the company had recently hired a chief privacy officer and a chief trust and security officer. The $148 million settlement announced Wednesday will be divided among all 50 states and the District of Columbia. "Companies in California and throughout the nation are entrusted with customers' valuable private information," Xavier Becerra, California's attorney general, said. "This settlement broadcasts to all of them that we will hold them accountable to protect that data."