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The New York City Council has approved legislation that will halt the issuing of new licenses for ride-hailing services like Uber and Lyft.
The stated goal of the policy is to give the city time to study the industry’s impact. During that time, ride-hailing companies would only be able to add new vehicles if they’re wheelchair accessible. The legislation also allows the city to set a minimum wage for drivers.
There were drivers demonstrating in favor of the bill package outside City Hall today, and the Independent Drivers Guild (which says it represents more than 60,000 drivers for ride-hailing apps in New York City) praised the decision.
“We hope this is the start of a more fair industry not only here in New York City, but all over the world,” said IDG founder Jim Conigliaro, Jr. in a statement. “We cannot allow the so-called ‘gig economy’ companies to exploit loopholes in the law in order to strip workers of their rights and protections.”
Uber and Lyft, meanwhile, had asked their riders to oppose the legislation, saying that it would result in fewer drivers and less reliable service. They also suggested there were other ways to address the underlying issues, and in fact proposed creating a $100 million “hardship fund” for drivers as an alternative.
Drivers demonstrating outside City Hall
In response to today’s news, Danielle Filson from Uber’s communications team provided the following statement:
The City’s 12-month pause on new vehicle licenses will threaten one of the few reliable transportation options while doing nothing to fix the subways or ease congestion. We take the Speaker at his word that the pause is not intended to reduce service for New Yorkers and we trust that he will hold the TLC accountable, ensuring that no New Yorker is left stranded. In the meantime, Uber will do whatever it takes to keep up with growing demand and we will not stop working with city and state leaders, including Speaker [Corey] Johnson, to pass real solutions like comprehensive congestion pricing.
The company plans to explore other strategies to keep up with demand. Those include recruiting drivers with licensed vehicles who aren’t currently working with Uber, or finding additional drivers who could drive licensed vehicles at times when they would otherwise be idle.
Lyft, meanwhile, sent this statement from its vice president of public policy Joseph Okpaku:
These sweeping cuts to transportation will bring New Yorkers back to an era of struggling to get a ride, particularly for communities of color and in the outer boroughs. We will never stop working to ensure New Yorkers have access to reliable and affordable transportation in every borough.
The New York Times reports that the cap will take effect as soon as Mayor Bill de Blasio signs the bill.
“Our city is directly confronting a crisis that is driving working New Yorkers into poverty and our streets into gridlock,” de Blasio tweeted. “The unchecked growth of app-based for-hire vehicle companies has demanded action – and now we have it.”
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Istio, the service mesh for microservices from Google, IBM, Lyft, Red Hat and many other players in the open-source community, launched version 1.0 of its tools today.
If you’re not into service meshes, that’s understandable. Few people are. But Istio is probably one of the most important new open-source projects out there right now. It sits at the intersection of a number of industry trends, like containers, microservices and serverless computing, and makes it easier for enterprises to embrace them. Istio now has more than 200 contributors and the code has seen more than 4,000 check-ins since the launch of version 0.1.
Istio, at its core, handles the routing, load balancing, flow control and security needs of microservices. It sits on top of existing distributed applications and basically helps them talk to each other securely, while also providing logging, telemetry and the necessary policies that keep things under control (and secure). It also features support for canary releases, which allow developers to test updates with a few users before launching them to a wider audience, something that Google and other webscale companies have long done internally.
“In the area of microservices, things are moving so quickly,” Google product manager Jennifer Lin told me. “And with the success of Kubernetes and the abstraction around container orchestration, Istio was formed as an open-source project to really take the next step in terms of a substrate for microservice development as well as a path for VM-based workloads to move into more of a service management layer. So it’s really focused around the right level of abstractions for services and creating a consistent environment for managing that.”
Even before the 1.0 release, a number of companies already adopted Istio in production, including the likes of eBay and Auto Trader UK. Lin argues that this is a sign that Istio solves a problem that a lot of businesses are facing today as they adopt microservices. “A number of more sophisticated customers tried to build their own service management layer and while we hadn’t yet declared 1.0, we hard a number of customers — including a surprising number of large enterprise customer — say, ‘you know, even though you’re not 1.0, I’m very comfortable putting this in production because what I’m comparing it to is much more raw.’”
IBM Fellow and VP of Cloud Jason McGee agrees with this and notes that “our mission since Istio’s launch has been to enable everyone to succeed with microservices, especially in the enterprise. This is why we’ve focused the community around improving security and scale, and heavily leaned our contributions on what we’ve learned from building agile cloud architectures for companies of all sizes.”
A lot of the large cloud players now support Istio directly, too. IBM supports it on top of its Kubernetes Service, for example, and Google even announced a managed Istio service for its Google Cloud users, as well as some additional open-source tooling for serverless applications built on top of Kubernetes and Istio.
Two names missing from today’s party are Microsoft and Amazon. I think that’ll change over time, though, assuming the project keeps its momentum.
Istio also isn’t part of any major open-source foundation yet. The Cloud Native Computing Foundation (CNCF), the home of Kubernetes, is backing linkerd, a project that isn’t all that dissimilar from Istio. Once a 1.0 release of these kinds of projects rolls around, the maintainers often start looking for a foundation that can shepherd the development of the project over time. I’m guessing it’s only a matter of time before we hear more about where Istio will land.
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Uber is aiming to perfect the art of the pickup with three features it says minimize cancellations. Guaranteed pickup windows boost confidence that you’ll make your flight, and give you a credit of $10 if your scheduled ride is late. Pre-written messages let drivers and riders let each other know they’ll “Be right there” or “I’ve arrived” with a single tap.
And most flashily, three years after I suggested Uber let you hold up a colored screen so your driver could find you amidst a crowd of hailers, it’s introducing Spotlight. Each driver gets assigned a semi-unique color gradient to look for. Hit the Spotlight button, that color takes over your screen, and you can wave it to help your driver locate you.

These optimizations show the depths Uber is willing to go to shave seconds off of pickups. That can reduce unpaid waiting time for drivers while boosting the number of rides they complete per hour for the startup. And the peace of mind that they’ll be able to hop in right when they’re ready could lure riders away from competitors as Uber dukes it out across the globe. The updates are rolling out on iOS and Android in the U.S. and Canada today.
“Human-to-human interaction is hard. Driver-initiated cancellations after the driver has arrived at the pickup point are particularly stressful,” Uber senior product manager for rider experience Ryan Yu tells me. But in tests of the new quick messages features, he said “We found cancellations on both sides reduced significantly, especially for drivers after they’ve arrived.”
We can only hope this level of attention to detail will be applied to optimizing its internal company culture — a hope shaken by this month’s resignation of Uber’s head of HR Liane Hornsey after a probe into how she handled racial discrimination at the company, and the NYT’s report of insensitivity complaints about COO Barney Harford.
Uber has been steadily adding little improvements to the pickup process over the years. Here’s a quick, abridged list:
There are three upgrades in particular that serve as the foundation for today’s updates.

In-app chat between riders and drivers makes it so you don’t have to use SMS. Uber could only anonymize your number in some markets, creating privacy concerns, and SMS could be cost-prohibitive in some parts of the world. Uber messaging launched in mid-2017, and could be read aloud to the driver and replied to with a thumbs-up emoji to reduce the chance of distracted driving. Lyft still uses SMS for comparison.
Now both users and drivers will see the most common messages pre-written and sendable with the touch of a button so they don’t have to type. “Drivers noted that they were more reassured when their rider actually sent them a message,” said Yu, which can keep them from cancelling if the rider needs a little more time to get to the pickup spot. I asked if automatic translation would be available here, so if a driver in Brazil sent an American user “eu cheguei,” it’d show up as “I have arrived.” Yu told me “Translations are on the road map. We’re figuring out how to best pair them alongside voice.”
Uber added scheduled rides in mid-2016 shortly after Lyft did the same. You can plan a ride up to 30 days in advance, but you’re still subject to surge pricing in the moment. At least now you’ll get $10 credit if the driver is late. Unfortunately, the pickup window Uber showed me in the demo was 15 minutes, though Yu said it may very by region. I sometimes only make my flights by 10 minutes, and since my pickup ETA in San Francisco is typically only 3 to 5 minutes, I’m probably better off just booking the ride when I’m ready.
Uber’s Beacon and Lyft’s Amp are color-coded dashboard lights that help riders find their driver
Back in 2015, I suggested that “Uber could offer some signal on the driver or passenger’s phone to help them find each other.” A week later it announced it would start testing Spot, which let users pick a color that would light up on an LED bar installed on driver’s windshields. In November 2016, Lyft launched its Amp dashboard light that assigned a random color riders could look out for. A month later, Uber’s Spot had evolved into the dashboard Beacon light that lets users pick the color and is now available in 14 cities.
Today’s update gives riders a light too, which is great if you’re one of dozens of people waiting outside a concert or sports game trying to find their Uber. Hit the Spotlight button, and you’ll get instructions to wave your colored screen in the air. Drivers are permanently assigned a color that stays constant across trips so they can train themselves to look out for it.

“Spotlight is meant to supplement Beacon. Not all drivers will have a Beacon, and we want to pass that to two-way communication,” says Yu. But since the Beacon dashboard lights are always visible, Uber says that if a driver has one, users won’t see the Spotlight option and will instead just be able to choose the Beacon’s color.
Together, these features should eliminate most pickup problems. We’ll see if Uber’s competitors and international partners like Didi adopt them too. After retreating from markets like China in exchange for a percentage of ownership of the local leader, there’s more pressure on Uber to squash its homeland competitor Lyft, which has been gaining market share. Yet neither has offered an oft-requested feature some users would even be willing to pay an extra dollar for: a “quiet ride” where the driver doesn’t make small talk.
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Yesterday, we learned that 18-month-old, Bay Area-based electric scooter rental company Lime is joining forces with the ride-hailing giant Uber, which is both investing in the company as part of a $335 million round and planning to promote Lime in its mobile app. According to Bloomberg, Uber also plans to plaster its logo on Lime’s scooters.
Lime isn’t being acquired outright, in short, but it looks like it will be. At least, Uber struck a similar arrangement with the electric bike company JUMP bikes before spending $200 million to acquire the company in spring.
There are as many questions raised by this kind of tie-up as answered, but the biggest may be what the impact means for Lime’s fiercest rival in the e-scooter wars, 15-month-old L.A.-based Bird, which several sources tell us also discussed a potential partnership with Uber.
Despite recently raising $300 million in fresh capital at a somewhat stunning $2 billion valuation, could its goose be, ahem, cooked?
At first glance, it would appear so. Uber’s travel app is the most downloaded in the U.S. by a wide margin, despite gains made last year by its closest U.S. competitor, Lyft, as Uber battled one scandal after another. It’s easy to imagine that Lime’s integration with Uber will give it the kind of immediate brand reach that most founders can only dream about.
A related issue for Bird is its relationship with Lyft, which . . . isn’t great. Bird’s founder and CEO, Travis VanderZanden, burned that bridge when, not so long after Lyft acqui-hired VanderZanden from a small startup he’d launched and made him its COO, he left to join rival Uber.
Lyft, which sued VanderZanden for allegedly breaking a confidentiality agreement when he joined Uber, later settled with him for undisclosed terms. But given their history, it’s hard to imagine Lyft — which also has a much smaller checkbook than Uber — paying top dollar to acquire his company.
Where that leaves Bird is an open question, but people familiar with both Bird and Lime suggest the e-scooter war is far from over.
For example, though Uber sees its partnership with Lime as “another step towards our vision of becoming a one-stop shop for all your transportation needs,” two sources familiar with Bird’s thinking are quick to underscore its plans to expand internationally quickly and not merely fight a turf war in the U.S. (It already has one office in China.)
That Sequoia Capital led Bird’s most recent round of funding helps on this front, given Sequoia Capital China’s growing dominancein the country and the relationships that go with it. Then again, Sequoia is also an investor in Uber, having acquired a stake in the company earlier this year. And alliances are generally temperamental in this brave new world of transportation. In just the latest unexpected twist, Lime’s newest round included not only Uber but also GV, the venture arm of Alphabet, which only recently resolved a lawsuit with Uber.
Another wrinkle to consider is the exposure that Lime receives from Uber, which could prove double-edged, given the company’s ups and downs. Uber’s new CEO, Dara Khosrowshahi, appears determined to steer the company to a smooth and decidedly undramatic public offering in another year or so. But for a company of Uber’s scale and scope, that’s a challenge, to say the least. (Its newest hire, Scott Schools — a former top attorney at the U.S. Justice Department and now Uber’s chief compliance officer — will undoubtedly be tasked with minimizing the odds of things going astray.)
Lime’s arrangement with Uber could potentially create other opportunities for Bird. First, by agreeing to allow Uber to apply its branding to its scooters, Lime will be diluting its own brand. Even if Uber never acquires the company, riders may well associate Lime with Uber and think, for better or worse, that it’s a subsidiary.
Further, Uber does not appear to have made any promises to Lime in terms of how prominently its app is featured within its own mobile app, which already crams in quite a lot, from offering free ride coupons to featuring local offers to promoting its Uber Eats business.
Consider that in January 2017, Google added to both the Android and iOS versions of its Google Maps service the ability to book an Uber ride. Uber might have thought that a coup, too, at the time. But last summer, Google quietly removed the feature from its iOS app, and it removed the service from Android just last month. If there wasn’t much outrage over the decision, likely it’s because so few users of Google Maps noticed the feature in the first place.
Lime’s arrangement could prove more advantageous than that. Only time will tell. But everything considered, whether or not Bird flies away with this competition will likely owe less to Lime’s new arrangement with Uber than with its own ability to execute. That includes making its own mobile app the kind of go-to destination that Uber’s has become.
Certainly, that’s what Bird’s flock would argue will happen. Yesterday afternoon, Roelof Botha, a partner at Sequoia and a Bird board member, declined to discuss the Lime deal, instead emailing one short observation seemingly designed to say it all: “Travis [VanderZanden] is far more customer obsessed than competitor obsessed. That is a quality we look for in great founders.”
A Bird spokesperson offered an equally sanguine quote, saying that Bird is “happy to see our friends in the ride-sharing industry coalesce on the pressing need to offer a sustainable and affordable alternative to car trips.”
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Lyft hasn’t acquired a bike-sharing startup or gotten a scooter permit yet, but it’s already preparing its app for them with a feature codenamed “last mile.” Code and screenshots dug out of Lyft’s Android app reveal a way to search a map for last-mile vehicles, and scan a QR code or enter a pin to unlock them.
These materials come to TechCrunch from Jane Manchun Wong, who’s recently established herself as a prolific app code investigator. Her work has led to TechCrunch scoops on Instagram video calling and Usage Insights, Twitter encrypted DMs and Facebook’s personalized emoji Avatars that were confirmed by the companies.

Lyft’s entrance into last-mile vehicles could win customers looking for quick, cheap and exciting transportation beyond the longer car trips it already offers. Renting scooters or bikes from the same app as its car rideshare options would allow it to compete with dedicated last-mile provides like LimeBike and Bird that don’t benefit from the customer cross-pollination. It would also help it keep up with Uber, which recently acquired electric bike-share startup JUMP.
The screenshots show a map you can browse to find nearby vehicles plus a “Scan to ride” button. That brings up a barcode scanner for unlocking the vehicle, though there’s also an option to enter four-digit pin code on your phone for unlocking. Code reveals that vehicles can have a status of “Idle, Unlocking, In Ride, Locked, or Post Ride.”
Lyft is one of a dozen companies the SF Chronicle reports have applied for five dockless scooter permits from San Francisco Municipal Transportation Agency. Regarding these new in-app materials, a Lyft spokesperson told TechCrunch, “As has been reported I can confirm that we’ve submitted an application to the SFMTA but we aren’t sharing any further details at this time.”
Lyft is vying for a permit alongside Uber, Spin, LimeBike, Bird, Razor, Scoot, Ofo, Skip, CycleHop, Ridecell, and USSCooter. SF recently banned scooter rentals after an unregulated invasion by several of these companies saw the vehicles strewn on sidewalks, obstructing pedestrians.
Lyft’s Android code includes new “last mile” features
Meanwhile, The Information reports that Lyft is in talks to acquire Mobike, offering $250 million or more for the startup that operates NYC’s Citi Bikes, and SF’s Ford GoBikes. But Axios reports Uber is trying to muscle in with its own bid, which could block Lyft or at least force it to pay a higher price. Lyft already offers bike rentals in Baltimore, but only through the Baltimore Bike Share app, not its own.
Some might see all this as premature, with scooter rentals existing in few cities and considerable backlash from some citizens. But given the alternatives are either slow walking, or ridesharing that can increase traffic congestion, create more carbon emissions and be quite expensive for short trips, many who give scooters a shot are finding them quite pleasant.
A driver displays Uber and Lyft ridesharing signs in his car windscreen in Santa Monica, California, U.S., May 23, 2016. About a half dozen ride-hailing firms have rushed into Texas tech hub Austin after market leaders Uber and Lyft left the city a little over a month ago in a huff over municipal requirements that they fingerprint drivers. REUTERS/Lucy Nicholson/Files
Hopefully, cities will focus on giving permits to dockless bike and scooter companies willing to incentivize proper parking, bike lane riding and helmet usage, and that build reliable hardware that doesn’t end up broken or out of battery on the streets. Given Lyft’s more cooperative brand in comparison to Uber’s more confrontational style, it could leverage its public perception to gain access to markets with these vehicles.
If those permits or acquisitions come through, Lyft clearly wants to move fast to get last-mile transportations in customers’ hands and under their feet.
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Why has San Francisco’s startup scene generated so many hugely valuable companies over the past decade?
That’s the question we asked over the past few weeks while analyzing San Francisco startup funding, exit, and unicorn creation data. After all, it’s not as if founders of Uber, Airbnb, Lyft, Dropbox and Twitter had to get office space within a couple of miles of each other.
We hadn’t thought our data-centric approach would yield a clear recipe for success. San Francisco private and newly public unicorns are a diverse bunch, numbering more than 30, in areas ranging from ridesharing to online lending. Surely the path to billion-plus valuations would be equally varied.
But surprisingly, many of their secrets to success seem formulaic. The most valuable San Francisco companies to arise in the era of the smartphone have a number of shared traits, including a willingness and ability to post massive, sustained losses; high-powered investors; and a preponderance of easy-to-explain business models.
No, it’s not a recipe that’s likely replicable without talent, drive, connections and timing. But if you’ve got those ingredients, following the principles below might provide a good shot at unicorn status.
First, lose money until you’ve left your rivals in the dust. This is the most important rule. It is the collective glue that holds the narratives of San Francisco startup success stories together. And while companies in other places have thrived with the same practice, arguably San Franciscans do it best.
It’s no secret that a majority of the most valuable internet and technology companies citywide lose gobs of money or post tiny profits relative to valuations. Uber, called the world’s most valuable startup, reportedly lost $4.5 billion last year. Dropbox lost more than $100 million after losing more than $200 million the year before and more than $300 million the year before that. Even Airbnb, whose model of taking a share of homestay revenues sounds like an easy recipe for returns, took nine years to post its first annual profit.
Not making money can be the ultimate competitive advantage, if you can afford it.
Industry stalwarts lose money, too. Salesforce, with a market cap of $88 billion, has posted losses for the vast majority of its operating history. Square, valued at nearly $20 billion, has never been profitable on a GAAP basis. DocuSign, the 15-year-old newly public company that dominates the e-signature space, lost more than $50 million in its last fiscal year (and more than $100 million in each of the two preceding years). Of course, these companies, like their unicorn brethren, invest heavily in growing revenues, attracting investors who value this approach.
We could go on. But the basic takeaway is this: Losing money is not a bug. It’s a feature. One might even argue that entrepreneurs in metro areas with a more fiscally restrained investment culture are missing out.
What’s also noteworthy is the propensity of so many city startups to wreak havoc on existing, profitable industries without generating big profits themselves. Craigslist, a San Francisco nonprofit, may have started the trend in the 1990s by blowing up the newspaper classified business. Today, Uber and Lyft have decimated the value of taxi medallions.
Not making money can be the ultimate competitive advantage, if you can afford it, as it prevents others from entering the space or catching up as your startup gobbles up greater and greater market share. Then, when rivals are out of the picture, it’s possible to raise prices and start focusing on operating in the black.
You can’t lose money on your own. And you can’t lose any old money, either. To succeed as a San Francisco unicorn, it helps to lose money provided by one of a short list of prestigious investors who have previously backed valuable, unprofitable Northern California startups.
It’s not a mysterious list. Most of the names are well-known venture and seed investors who’ve been actively investing in local startups for many years and commonly feature on rankings like the Midas List. We’ve put together a few names here.
You might wonder why it’s so much better to lose money provided by Sequoia Capital than, say, a lower-profile but still wealthy investor. We could speculate that the following factors are at play: a firm’s reputation for selecting winning startups, a willingness of later investors to follow these VCs at higher valuations and these firms’ skill in shepherding portfolio companies through rapid growth cycles to an eventual exit.
Whatever the exact connection, the data speaks for itself. The vast majority of San Francisco’s most valuable private and recently public internet and technology companies have backing from investors on the short list, commonly beginning with early-stage rounds.
Generally speaking, you don’t need to know a lot about semiconductor technology or networking infrastructure to explain what a high-valuation San Francisco company does. Instead, it’s more along the lines of: “They have an app for getting rides from strangers,” or “They have an app for renting rooms in your house to strangers.” It may sound strange at first, but pretty soon it’s something everyone seems to be doing.
It’s not a recipe that’s likely replicable without talent, drive, connections and timing.
A list of 32 San Francisco-based unicorns and near-unicorns is populated mostly with companies that have widely understood brands, including Pinterest, Instacart and Slack, along with Uber, Lyft and Airbnb. While there are some lesser-known enterprise software names, they’re not among the largest investment recipients.
Part of the consumer-facing, high brand recognition qualities of San Francisco startups may be tied to the decision to locate in an urban center. If you were planning to manufacture semiconductor components, for instance, you would probably set up headquarters in a less space-constrained suburban setting.
While it can be frustrating to watch a company lurch from quarter to quarter without a profit in sight, there is ample evidence the approach can be wildly successful over time.
Seattle’s Amazon is probably the poster child for this strategy. Jeff Bezos, recently declared the world’s richest man, led the company for more than a decade before reporting the first annual profit.
These days, San Francisco seems to be ground central for this company-building technique. While it’s certainly not necessary to locate here, it does seem to be the single urban location most closely associated with massively scalable, money-losing consumer-facing startups.
Perhaps it’s just one of those things that after a while becomes status quo. If you want to be a movie star, you go to Hollywood. And if you want to make it on Wall Street, you go to Wall Street. Likewise, if you want to make it by launching an industry-altering business with a good shot at a multi-billion-dollar valuation, all while losing eye-popping sums of money, then you go to San Francisco.
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Hello and welcome back to Equity, TechCrunch’s venture capital-focused podcast where we unpack the numbers behind the headlines.
This week Katie Roof and I were joined by Mayfield Fund’s Navin Chaddha, an investor with early connections with Lyft to talk about, well, Lyft — as well as two bombshell news events in the form of an SEC fine for Theranos and Broadcom’s hostile takeover efforts for Qualcomm hitting the brakes. Alex Wilhelm was not present this week but will join us again soon (we assume he was tending to his Slayer shirt collection).
Starting off with Lyft, there was quite a bit of activity for Uber’s biggest competitor in North America. The ride-sharing startup (can we still call it a startup?) said it would be partnering with Magna to “co-develop” an autonomous driving system. Chaddha talks a bit about how Lyft’s ambitions aren’t to be a vertical business like Uber, but serve as a platform for anyone to plug into. We’ve definitely seen this play out before — just look at what happened with Apple (the closed platform) and Android (the open platform). We dive in to see if Lyft’s ambitions are actually going to pan out as planned. Also, it got $200 million out of the deal.
Next up is Theranos, where the SEC investigation finally came to a head with founder Elizabeth Holmes and former president Ramesh “Sunny” Balwani were formally charged by the SEC for fraud. The SEC says the two raised more than $700 million from investors through an “elaborate, years-long fraud in which they exaggerated or made false statements about the company’s technology, business, and financial performance.” You can find the full story by TechCrunch’s Connie Loizos here, and we got a chance to dig into the implications of what it might mean for how investors scope out potential founders going forward. (Hint: Chaddha says they need to be more careful.)
Finally, BroadQualm is over. After months of hand-wringing over whether or not Broadcom would buy — and then commit a hostile takeover — of the U.S. semiconductor giant, the Trump administration blocked the deal. A cascading series of events associated with the CFIUS, a government body, got it to the point where Broadcom’s aggressive dealmaker Hock Tan dropped plans to go after Qualcomm altogether. The largest deal of all time in tech will, indeed, not be happening (for now), and it has potentially pretty big implications for M&A going forward.
That’s all for this week, we’ll catch you guys next week. Happy March Madness, and may fortune favor* your brackets.
Equity drops every Friday at 6:00 am PT, so subscribe to us on Apple Podcasts, Overcast, Pocketcast, Downcast and all the casts.
* assuming you have Duke losing before the elite 8.
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Similar to Uber’s “God View” scandal, Lyft staffers have been abusing customer insight software to view the personal contact info and ride history of the startup’s passengers. One source that formerly worked with Lyft tells TechCrunch that widespread access to the company’s backend let staffers “see pretty much everything including feedback, and yes, pick up… Read More
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Lyft is beginning its self-driving car pilot with self-driving car company nuTonomy in Boston as it looks to ramp up its self-driving efforts, and is now matching its riders with self-driving vehicles in parts of Boston, nuTonomy said today. Lyft announced its partnership with nuTonomy in June this year, indicating that the pilots would begin in the coming months. Read More
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Lyft appears to have benefited from Uber’s tough year.
The U.S. rival has seen its revenue growth more than triple, according to a report from The Information. The media outlet viewed financial reports, which showed Lyft brought in $483 million in revenue in the first half of 2017, compared to about $150 million in the same timeframe last year.
The company also greatly improved its… Read More
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