Stellafaiis in the Enterprise Collaboration Industry

Stellafai

Authored by and DIMO Co-Founder Joe Bender Andy Chatham The next 10 years of the automotive industry are shaping up to be a bloodbath. As competition heats up the knives are starting to come out, and gaps are opening up for new product categories and business models. Consider how much is at stake: Cars are a ~5x larger market than phones. This gap is larger in the developed world. Automakers & suppliers are massive (typically unionized) employers. They have huge political and cultural influence as some of the largest advertisers. Car brands are a national source of pride. Historically, having a domestic auto industry is viewed as a national security priority. Things are starting to look ugly for legacy automakers The public markets have priced in a very high chance that some of the legacy players like GM, Ford, Mercedes Benz, Stellantis, etc., will go bankrupt in the next 5-7 years. VW has said their core brand is and they’re on shipping next generation software for vehicles. no longer competitive years behind How did we get here? If you went back in time and showed Henry Ford any car from the 20th century, he would be able to wrap his head around it. There would be an internal combustion engine, a highway map jammed in the glovebox, and an immediate trip to the mechanic when anything isn’t working. Fast forward to today and imagine Henry hopping in a Tesla Cybertruck. Unless someone showed him how to use the Tesla app, he might not even be able to unlock it and start driving. The idea that computers thousands of miles away could send an update to the drive-by-wire system or autopilot would seem like witchcraft. So, where’s this all headed? The Cybertruck is the most tangible proof that three of the biggest transformations in 100 years are going up the S-curve at the same time: EVs, Autonomy (AI), and Connectivity. We’ll demystify these trends here and introduce some of the opportunities that are emerging for both automakers and completely new business models and applications. Electric Vehicles Most automakers started taking EVs seriously after the Tesla Model S launched in 2012, and since those companies operate on 10-year product cycles, their first real efforts came to market this year. Except for Toyota (they primarily stuck with hybrids), the transition is not going great for any of the legacy automakers. Tesla has a 60% (and climbing) EV market share in the US, and Chinese OEMs like BYD Company are eating their lunch in international markets. Things don’t seem to be looking up as they're walking back expectations for Gen2/3 vehicle sales and delaying spending. Autonomy (AI) This is the biggest unknown, as it's primarily driven by software improvements vs. hardware. Most legacy OEMs (Original Equipment Manufacturers) have given up on their own "Full Stack" AV Plans and are relying on tech from Mobileye. If (BIG IF) can get to a profitable/scalable robotaxi deployment that people don't hate in San Francisco or Phoenix, then there is likely a path towards automating 2-3% of the total trips. Waymo Connectivity Connected cars are unlocking novel use cases (and new attack surfaces). To get a sense of the possibilities, watch this Tesla club set a new record by in the Finnish countryside to perform a coordinated holiday light show. assembling 687 vehicles This also opened a digital Pandora’s Box when it comes to privacy. With such rich data being collected from vehicles, the attack surface broadens, and vulnerabilities are unfortunately commonplace. In recent years, there has been a nonstop stream of disclosures from legacy automakers about customer data being compromised. In 2021, that an unauthorized third party obtained limited personal information about 3.3 million customers. In 2022, a data leak affecting 1.6 million prospective and actual customers, including names, street addresses, email addresses, and phone numbers. Only this year, that they were victims of a decade-long data leak that exposed the data of 2.15 million customers. Volkswagen announced Mercedes-Benz disclosed Toyota reported The capability gap between legacy auto and new “Software Native” players is huge here: Mobile apps people actually want to use are built on one platform. Connected vehicle services for insurance/maintenance. OTA (Over The Air) updates to fix issues and add features. What's the path forward? Where are the opportunities? Legacy OEMs need to differentiate vs. trying to copy Tesla. Toyota has done this by sticking with Hybrids and partnering (Aurora Innovation & May Mobility) instead of buying AV companies. Ford is doubling down on commercial vehicles with Ford Pro. Many OEMs are building their own “walled garden” developer platforms. , and Tesla is migrating an emerging ecosystem of 3rd party apps to a that will allow developers to access data directly from vehicles rather than having to rely on their servers. GM has shared some access to theirs new protocol The problem with this approach is that it’s hard to command developer attention when the biggest OEM (Toyota) only has 15% of the vehicles on the road, and the vast majority of them are unaddressable because they still aren’t connected to the internet. This brings us to the open and permissionless approach - after all, when you buy the car, shouldn’t you own the data from it and use whatever apps you want? Car Wars: The Drivers Strike Back There are some new approaches to create a more resilient system where drivers and fleets are in control of their data - has built an open, connected vehicle network that puts car owners in the digital driver’s seat, giving data back to drivers and helping them earn rewards. DIMO Like Roku for TVs, DIMO goes “over the top” of OEMs to allow any car to connect: Using a that plugs right into a car’s or, more simply, by linking with the native connected car service like the Tesla app or FordPass, drivers can collect and store their own car data directly. hardware device OBD2 port Today, this gives users comprehensive monitoring of all reported vehicle systems right in a mobile app or on the web for fleets. Everything from odometer, battery health, location, fuel level, and VIN number, to useful utilities like reading confusing error codes, estimating the car’s valuation, or estimating battery capacity. Demystifying valuable vehicle metrics and putting them in the hands of the user is the first step to a more transparent automotive industry. However, leveling up insights into your vehicle is only half of DIMO’s approach to car ownership. With such sensitive data on user driving habits, adopting the legacy strategy of storing this information on centralized corporate servers feels dangerous and antiquated. Cars On-Chain That’s why DIMO chose to build an open network and anchor to a blockchain. This gives users with ownership of the network transparency into how their vehicle data is used and, most importantly, the ability to share it with any application they want. vehicle identity DIMO users are rewarded for the longevity of their connection with the network and not necessarily the amount of time or miles driven. This incentivizes maintaining good-faith participation in the network and discourages reward farming. By having a car connected to the DIMO Network, users earn a in $DIMO tokens. There are also opportunities for earning additional rewards by transacting with DIMO apps and services - like an airline reward point for your automotive spending. weekly baseline issuance The DIMO Marketplace is a collection of service providers that offer automotive solutions for drivers in the DIMO Network. By browsing the DIMO Marketplace in the mobile app, users can see partners that have offered tools and services valuable to car owners. For example, is a digital insurance broker. DIMO users can leverage Marble to check for potential insurance savings and receive $DIMO tokens for utilizing the service. This sort of mutually beneficial ecosystem has never existed in the auto industry before today. Marble Typically, drivers are at the whim of big businesses that view consumers as the product. Additionally, the data that is maintained in the DIMO application can be invaluable when leveraging these services. In the past when visiting the mechanic, problems with the vehicle could be a total mystery. Now, with a quick glance at the car’s health in the DIMO app, a repair shop could easily assess that low battery voltage is causing ignition issues or suboptimal tire pressure is resulting in fuel inefficiency. A path (highway?) forward In the same way that there was a monumental shift in perspective when the internet was popularized, or smartphones were widely adopted, it is time to rethink the way we approach car ownership. It has been observed time and time again that open networks benefit the end user. DIMO envisions a future where driving doesn’t have to be so lonely because each car is sharing data and being rewarded for its contributions. If cars are closer to supercomputers than a vintage Model T, then why shouldn’t we be as conscientious about data privacy, transparency, and analytics as we are with our phones or laptops?

Remember the Smartphone Wars? The Auto Industry is About to Make Them Look Like a Snowball Fight

স্মার্টফোন যুদ্ধের কথা মনে আছে? অটো ইন্ডাস্ট্রি তাদের স্নোবলের লড়াইয়ের মতো দেখাতে চলেছে৷

Erinnern Sie sich an die Smartphone-Kriege? Die Autoindustrie ist dabei, sie wie eine Schneeballschlacht aussehen zu lassen

¿Recuerdas la guerra de los teléfonos inteligentes? La industria automotriz está a punto de hacer que parezcan una pelea de bolas de nieve

Vous vous souvenez de la guerre des smartphones ? L’industrie automobile est sur le point de les faire ressembler à une bataille de boules de neige

स्मार्टफ़ोन युद्ध याद है? ऑटो उद्योग उन्हें एक स्नोबॉल लड़ाई की तरह दिखाने वाला है

スマホ戦争を覚えていますか？自動車業界は雪合戦のように見せかけている

스마트폰 전쟁을 기억하시나요? 자동차 산업이 눈싸움처럼 보이게 만들려고 한다

Lembra das guerras dos smartphones? A indústria automobilística está prestes a fazer com que pareçam uma luta de bolas de neve

Помните «войны смартфонов»? Автомобильная промышленность собирается превратить их в игру в снежки

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Bạn có nhớ cuộc chiến điện thoại thông minh không? Ngành công nghiệp ô tô sắp biến chúng giống như một cuộc chiến ném tuyết

还记得智能手机大战吗？汽车行业即将让他们看起来像一场打雪仗

Legacy automakers and electric vehicle companies are in a race for innovation. With multiple household brands now hoping to deliver on their electric vehicle (EV) promises, furthering investments into electrifying their line-ups, and - a wealth of new job opportunities are being developed alongside the surging growth. manufacturing better, faster, and more environmentally-friendly cars The combination of growing consumer demand, partnered with more progressive electric vehicle policies that aim to direct capital investment towards auto manufacturers is helping to fast-track the transition to electric and battery-operated vehicles across nearly every corner of the world. While regions such as the United States, Europe, and China are spearheading the EV transition, key changes in policy and political investment are helping advance technological development, boosting manufacturing capacity, and assisting in crafting more efficient trade agreements between various partners. The introduction of several policies in recent years, including the Inflation Reduction Act (IRA), and the Bipartisan Infrastructure Bill, have already helped generate new job opportunities and future possibilities for the U.S. EV industry. However, these key moments were only further building on top of an already growing industry that has experienced steady investment flowing from both the private and public sectors. Now, manufacturers are rushing to fill open positions, in a historically demanding job market that has already undergone tremendous transformation in recent years. The steady demand for new opportunities Following the pandemic, and the aftermath thereof, which later triggered perhaps the biggest shift in labor market conditions, and would be known as the - overall labor conditions have remained historically positive despite the presence of sticky inflation and eye-watering interest rates that were last seen during the Bush Administration. Great Resignation Experts predict that the current change in consumer behavior, and the shift towards owning a battery-operated-vehicle (BEV) could help result in surging job growth in the auto industry. The current prediction estimates that if BEVs are able to rise to a robust 50% of domestic auto sales by 2023, the automotive industry could within the decade. generate an additional 150,000 new jobs Yet, this wouldn’t be the first time that legacy automakers and EV companies would add to the growing and highly dynamic U.S. job market. In a by the Environmental Defense Fund and WSP, automakers have added more than 179,000 new EV jobs and over $165 billion in new electric vehicle investments during the last eight years. report Other claim that the amount of new jobs added by the EV investments is higher, with more than 188,000 new jobs generated in recent years, according to Blue Green Alliance Foundation and Atlas Public Policy's data. sources However, looking at this from a more diplomatic perspective, the U.S. Bureau of Labor Statistics, which doesn't necessarily specify how many new EV jobs have been added over the last decade or so, revealed that four key areas will continue to see increased demand in the coming years. Those areas include the design and development of electric vehicles; installation and maintenance of charging infrastructure; production of batteries; and automotive production jobs. Although these segments stretch beyond traditional labor market categories, new possibilities would only become more possible through direct investment in the wider auto industry, and better policies that can help secure the United States as a leader in the global EV industry. New employment opportunities require (some) losses While the auto industry might be experiencing tremendous change due to improved manufacturing policies and surging capital investment, unfortunately, growth doesn't come without cutting some losses throughout the process. Despite all the efforts, there remains a level of risk many experts are unable to clearly identify over the long term. There has been however some indication that policy inaction could lead to increased job losses spread across the auto industry, with some experts claiming more than due to poor policy management, and failure to improve investment opportunities. 75,0000 jobs could be lost by 2030 Stunted growth could stem from various factors, including slowing economic conditions, ineffective supply chain management, and failure to regain market dominance. This year already has seen one of these factors playing out on the broader marketplace, with big-tech companies, including Amazon, Microsoft, Meta, and Oracle to name just a few cutting their employee headcount due to slower client demand and rising prices. Throughout the year, more than , across various companies, departments, and vacancies were handed a pink slip, some often laid off via a virtual company call, or even being replaced by more efficient and productive artificial intelligence (AI) systems. 249,000 tech employees Auto workers haven’t been completely shielded from these events either. Last year, several big companies, including General Motors (GM), Volkswagen, Lucid Group, Ford, and Argo AI announced cutting their headcounts in an attempt to stabilize their balance sheets and restructure their forward-looking strategy. Some due to their transition towards EV manufacturing in recent years. Ford cut more than 8,000 jobs last year, in an attempt to focus more on its EV business segment. automakers have laid off employees General Motors wasn’t in the same boat, but treaded through similar waters, announcing that it would limit hiring of new positions, and rather focus on filling critical needs in positions that could help further boost its presence in the auto market and more importantly, the EV industry. Some electric vehicle companies are feeling similar tension rising up against the surface as workers begin to demand better pay, against a backdrop of surging materials and operational costs due to ineffective supply chains and geopolitical tension in Europe and the Middle East. Chinese-based EV startup, Nio, recently that due to slower sales growth and waning demand, the company will look to cut nearly 10% of its workforce. Earlier in the year, word surfaced that Rivian, an American EV automaker, was planning to as it looked towards restructuring its long-term strategy and regain market share due to the EV price war taking place between major automakers such as GM and announced cut around 6% of its workforce Tesla. Being laid off isn’t the only thing that prospective auto workers will need to be concerned about. In recent months, the United Auto Workers (UAW) Union, a labor union that represents auto workers in the U.S. and parts of southern Ontario, Canada, embarked on what was perhaps considered one of the biggest labor strikes in recent decades. In mid-September this year, roughly at three of the biggest manufacturing plants, including at General Motors, Ford, and Stellantis Jeep assembly plants. 13,000 auto workers dropped tools After nearly two months, the UAW and auto manufacturers that would help significantly increase the wages of some plant and assembly workers, further improve retirement benefits, boost pay for temporary workers, and reduce the minimum years required to receive higher pay benefits. managed to reach a deal For legacy automakers, this would perhaps be yet another defining moment in their history, however, for electric vehicle companies, that are still trying to gain a foothold in the auto industry, and having to struggle through the growth pains that come with any new market. The possibility of better wages and improved employee benefits are often overshadowed by the opportunity to become part of something that provides a sense of innovation, and a force of reckoning that’s still trying to navigate through various economic and political challenges. Looking for a job? You’ll need to be an engineer first With the wider auto industry witnessing significant changes, and with many automakers hoping to capitalize on consumer demand, progressive policies, and better investment opportunities, many of them have changed their tune regarding the type of employees they are now hiring to fill the need for critical skills that can help elevate their business growth. As the EV industry continues to develop and breach into new markets, employability has become increasingly competitive, and perhaps increasingly difficult for college graduates and job seekers hoping to land a job in such a multifaceted industry. While there are dozens, even hundreds of new job openings being posted by some of the biggest EV makers in the business, the qualifications required to even be considered for one of these jobs, never mind surviving the rigorous corporate hiring process, has become seemingly outlandish to some extent. The most , depending on the vacancy, often require applicants to hold either a Bachelor's Degree, or an equivalent degree in the field of engineering, design, development, or supply chain management. basic requirements Other, more critical jobs will require applicants to have a necessary qualification, in either electrical, chemical, mechanical, or robotics engineering. That’s not to mention, that some of these jobs will also require applicants to either have a portfolio that showcases their work or a minimum amount of years of working experience to be considered. Keep in mind that in the U.S., nearly with an engineering major will either drop out of college or change their major before graduating. The reason for this high figure? Well, one survey found that students are often ill-prepared for the complexity of the work, and many become overwhelmed with the amount of work and requirements needed to make it to graduation. Additionally, some students have indicated that a lack of success, support, and interest in the field are some of their reasons for changing majors or dropping out. 50 percent of students For less production-orientated positions, such as aftercare service and maintenance, job requirements can even be more stringent, coupled with a laborious hiring process. Due to the strong demand from manufacturers and service centers, and the high competition of entry, many applicants often find it increasingly challenging to land a maintenance job within their first few months of being qualified. With cars becoming more eclectic, new components and inner workings are being introduced, which often requires existing maintenance employees to undergo additional training, or already have the necessary qualifications to service and maintain electric cars. Landing a job is the easy part, even if it doesn’t feel that way. Keeping up with the massive amount of work is another challenge many employees often have to come to terms with. While there may be a short supply for specific jobs, many employees often find themselves having to manage several projects at once, or even doing multiple jobs simultaneously due to the inability to fill open positions. Other leading factors that could also make the job more demanding, and often leading to greater levels of exhaustion include longer working hours, demanding work environment, and lack of flexibility. On top of this, many employees, both on the production floor and in the corporate office have to deal with increased job urgency due to surging competition, and the ability to scale at a much quicker rate. Various studies and surveys have indicated that a culture of urgency in the workplace can lead to increased levels of employees feeling stressed and anxious, only further increasing burnout among employees. For many people, when the going gets tough, they simply quit and move on to the next thing, leaving automakers even more short-staffed. The doom cycle then only begins to repeat itself, as employees become increasingly burned out, many job dissatisfaction, leading many to quit or resign, further causing a higher employee turn around, and more pressure on existing employees to complete projects. will experience higher levels of Working in such a dynamic and multi-dimensional industry was never expected to be easy, yet many people continue to flock towards these opportunities for better pay and wages. show that some Tesla employees make a minimum of $80,000 per year, with a maximum making around $235,000 annually. The average salary for a Tesla employee was around $149,351 per year, making the median $145,000, with roughly 39.1% of Tesla employees making between $150,000 and $199,999. Records Other that many EV companies have been bumping up salaries to attract younger talent, with some mid-level jobs seeing a nearly 100% increase in pay, while senior management has received a steady, yet robust 50% pay increase. research suggests If you want to make money, you will need to work for it, that’s for sure. Finishing Thoughts New job seekers are taking better advantage of the increased opportunities that have been presented by the booming electric vehicle industry. However, the job doesn’t come easy, and demand is high, often creating stiff competition in the labor market. More importantly, future employees who want to work at some of the most innovative companies in the auto industry will need to hold a dedicated degree or qualification, which also doesn’t come easy. While no job is without a sense of urgency or stress, working on some of the most exciting projects that will help reshape the future of the global automotive market is perhaps something worth consideration. Although the journey leading up isn’t easy and requires a tremendous amount of investment, there’s truly something rewarding about working with all-electric cars that will help drive the next generation.

Currents of Opportunity: Navigating Job Openings in the Electric Vehicle Industry

সুযোগের স্রোত: বৈদ্যুতিক যানবাহন শিল্পে চাকরির সুযোগ নেভিগেট করা

Chancenströme: Navigieren zu offenen Stellen in der Elektrofahrzeugindustrie

Corrientes de oportunidades: navegando por las ofertas laborales en la industria de vehículos eléctricos

Courants d'opportunités : naviguer dans les offres d'emploi dans l'industrie des véhicules électriques

अवसर की धाराएँ: इलेक्ट्रिक वाहन उद्योग में नौकरी के अवसर तलाशना

チャンスの流れ: 電気自動車業界の求人をナビゲートする

기회의 흐름: 전기 자동차 산업에서 채용 기회 탐색

Correntes de oportunidades: navegando por vagas de emprego na indústria de veículos elétricos

Потоки возможностей: поиск вакансий в отрасли электромобилей

Fırsat Akımları: Elektrikli Araç Endüstrisindeki İş Fırsatlarını Yönlendirmek

Dòng cơ hội: Tìm kiếm cơ hội việc làm trong ngành xe điện

机遇潮流：电动汽车行业的职位空缺

The American auto industry finds itself on potentially shaky ground, as a significant and historic labor movement gains momentum. On September 15, automotive production came to a screeching halt at three major facilities located in Michigan, Ohio, and Missouri. Details on the Strike This stoppage is due to nearly 13,000 members of the United Auto Workers (UAW) union deciding to down tools and walk off the job. Notably, this marks the inaugural occasion in U.S. history where the UAW has simultaneously initiated strikes against the "Big Three" automakers: Ford, General Motors, and Stellantis. Stellantis, it should be noted, isn't just a single brand. It encompasses a portfolio of 14 different automotive brands, which includes household names like Chrysler, Dodge, and Jeep. This wave of strikes was prompted by the expiration of union contracts for a vast number of UAW members, totaling approximately 150,000, who work for the Big Three. These contracts ran out on September 14. According to the details of this now-expired agreement, full-time autoworkers would start with an hourly wage of $18. This rate could climb to a peak of $32 per hour, but only after they have dedicated eight years to the job. Several pressing questions emerge in the wake of these developments. What is the Biden administration’s proposed plan to navigate or potentially mitigate this labor dispute? It remains crucial for the authorities to address this swiftly, given the immense economic implications of a prolonged strike and the negative consequences it can have on the livelihoods of thousands of workers. CBS that Ford Motor said it had temporarily laid off 600 non-striking workers at its assembly plant in Wayne, Michigan, only hours after other employees at the facility had walked off the job early Friday. reported UAW President Shawn Fain visited the Wayne plant Friday and said the strike will continue until Ford, GM, and Stellantis (which owns Chrysler, Dodge, Jeep, and RAM, along with foreign brands such as Peugeot and Open) lift worker wages and improve job security. Interestingly, in August, the Biden administration billions in grants and loans to help the auto industry transition to making electric vehicles — while retaining union workers for the new jobs, announced as reported by Michigan Radio. The $15.5 billion program is expected to be administered by the Department of Energy. Car companies that have a long history in auto manufacturing with an existing union workforce, will get preference for some of the money. That could mean the Detroit Three would have an application advantage over car makers in southern states with non-unionized workforces. While the immediate effects of the strike seem detrimental, it's possible that some sectors or entities might find an advantage. Who stands to benefit from this labor unrest? With traditional automakers facing such disruptions, does this present an opportunity for the Electric Vehicle (EV) market to capture a larger share? Could this strike inadvertently propel the EV industry to the forefront of the American automotive sector? The UAW strike is not just about immediate labor concerns. Beneath the surface, there's a deeper undercurrent of unease about the impending shift towards EVs and its potential implications for the labor market. By virtue of having fewer parts than their traditional internal combustion counterparts, EVs inherently demand less manual labor, potentially leading to significant job cuts. Moreover, the geographic distribution of these emerging EV industries raises eyebrows. A substantial portion of the new plants dedicated to EV manufacturing is sprouting in the southern states, where the climate is not particularly friendly towards labor unions. Companies like Tesla and several Asian EV manufacturers, while pioneering in the field, are criticized for not compensating their workforce adequately. The relatively lower wage structure in these firms stands in sharp contrast to what unionized workers in traditional automakers earn. Recognizing the tidal wave of change coming, the UAW sees this juncture as crucial. It's not just about immediate wages or working conditions; it's about setting a precedent for the future of American EV manufacturing. The union aims to ensure that as the EV industry flourishes, the workforce isn't sidelined but rather receives a just portion of the burgeoning profits. Parallel to this labor-management dispute runs a broader political narrative. There's an ongoing tug-of-war between factions advocating a rapid shift to EVs to curb carbon emissions and those championing the rights of fossil fuels. Some argue for a more laissez-faire approach, proposing that market forces alone should dictate the speed of this automotive evolution. What Happens Next? Amidst this complicated and layered saga, the Biden administration has come under scrutiny. The question arises: What steps is the current government taking to mediate and guide this transformation? As we stand on the cusp of an automotive revolution, the choices made now will undoubtedly influence the trajectory of the U.S. auto industry for decades. The intersection of labor rights, technological advancements, and environmental concerns promises a difficult road ahead, and we will need to come together to navigate it. Only time will tell how these events will unfold and shape the future of the American automotive landscape. Until then, let us hope everyone keeps their jobs.

Is America’s Auto Industry in Trouble?

From mass layoffs (231,349 and counting so far this year) to fears about generative AI’s impact on the job market, you could be forgiven for thinking tech is in a precarious position. And while the World Economic Forum did little to alleviate tensions when it reported last year that AI would abolish , the good news for those working in tech is that AI-compatible roles are on the rise and are expected to increase significantly by 83 million global jobs by 2027 2028. In fact, according to recent data compiled by McKinsey, generative AI is now being and 22% use it regularly to complete their . used by 79% of all workers day-to-day work tasks Bearing all this in mind, it’s clear that upskilling is imperative if you want to futureproof your career. Similarly, shifting gears and pivoting to a growth area or new sectors like prompt engineering is something to consider, particularly when you factor in that prompt engineers at OpenAI are reportedly being paid up to per year. $300,000 Below you’ll find five roles that are hiring right now (prompt engineer included) but you can also find thousands of other opportunities to accelerate your career now and into the future on the . Hackernoon Job Board Artificial Intelligence Research Scientist, Soar Technology, Orlando SoarTech is focussed on the development of AI to be an augmentation to, not a replacement of, humans. It is currently looking for full-time to lead research, development and transition activities in the areas of artificial intelligence, human behavior modeling, natural language processing, machine learning, multi-agent systems, deep learning, agent-based social simulation, data analytics, intelligent user interfaces, complex adaptive systems, decision support systems, learning science, learning technologies, augmented reality, virtual reality, simulation, robotics, data fusion, and/or game development. Activities in this area include developing and executing new concepts for addressing some of the most challenging issues associated with the use of AI, and helping in the creation of Research and Development (R&D) proposals. . Research Scientists/Principal Investigators (PIs) Apply here Prompt Engineer/Generative AI Engineer, STELLANTIS, Auburn Hills As a , your role is to design, develop, refine, and optimize AI-generated text prompts to ensure they are accurate, engaging, and relevant for various applications. It includes natural language processing (NLP) models and prompts that drive the performance and effectiveness of language models and conversational AI systems. You will work with generative models and implement prompt engineering to create new and innovative AI products. In this role you will collaborate with data scientists, machine learning engineers, and cross-functional teams to create high-quality prompts and enhance the overall user experience. . Prompt Engineer/Generative AI Engineer Learn more about this role here Senior Frontend Engineer, Remote, Givebutter, Wilmington Fundraising platform Givebutter allows nonprofits to replace multiple tools so they can launch fundraisers and events, use donation forms and donor management (CRM), send emails and text blasts. It is hiring a to contribute to building Givebutter’s products, primarily the CRM platform, perform peer code reviews, ensuring that code meets acceptance criteria, adheres to company code guidelines and follows engineering best practices and work closely with the design team using Figma to build out components and features. . Senior Frontend Engineer View additional details here AIML - Senior Software Engineer, Data & ML Innovations, Apple, Cupertino Apple is seeking a highly skilled and experienced to join Apple AIML and help design and develop infrastructure and work on various machine learning solutions and models. You will also have the chance to collaborate with product teams and utilize your expertise to solve technical challenges for upcoming products. Your responsibilities will include building the on-device machine learning infrastructure, working with product teams, and contributing to the development of machine learning solutions and platforms. . Senior Software Engineer See the full job description here Artificial Intelligence Developer, Lockheed Martin, Herndon Lockheed Martin Space is driven by innovation and it is hiring an to work with program personnel to develop intelligent factory implementation strategies, drive development and deployment of solutions that directly reduce manufacturing, assembly, integration, and testing costs and schedule and work with programs to define project success criteria and ensure completion of milestones. As such, you will need to be familiar with disciplines such as natural language processing, machine learning, predictive modeling, statistical analysis and hypothesis testing and collaborate with customers and stakeholders to understand and assess business requirements and define AI solutions to align business needs. . Artificial Intelligence Developer Get more information here . For thousands more jobs across tech, visit the Hackernoon Job Board today

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THE MAN OF THE SEAS

THE STARS OF SUMMER

THE HABITS OF INSECTS IN RELATION TO THE FERTILISATION OF FLOWERS

The Wheels of Chance by H. G. Wells, is part of the HackerNoon Books Series. You can jump to any chapter in this book here . HOW MR. HOOPDRIVER REACHED MIDHURST HOW MR. HOOPDRIVER REACHED MIDHURST It was one of my uncle's profoundest remarks that human beings are the only unreasonable creatures. This observation was so far justified by Mr. Hoopdriver that, after spending the morning tortuously avoiding the other man in brown and the Young Lady in Grey, he spent a considerable part of the afternoon in thinking about the Young Lady in Grey, and contemplating in an optimistic spirit the possibilities of seeing her again. Memory and imagination played round her, so that his course was largely determined by the windings of the road he traversed. Of one general proposition he was absolutely convinced. “There's something Juicy wrong with 'em,” said he—once even aloud. But what it was he could not imagine. He recapitulated the facts. “Miss Beaumont—brother and sister—and the stoppage to quarrel and weep—” it was perplexing material for a young man of small experience. There was no exertion he hated so much as inference, and after a time he gave up any attempt to get at the realities of the case, and let his imagination go free. Should he ever see her again? Suppose he did—with that other chap not about. The vision he found pleasantest was an encounter with her, an unexpected encounter at the annual Dancing Class 'Do' at the Putney Assembly Rooms. Somehow they would drift together, and he would dance with her again and again. It was a pleasant vision, for you must understand that Mr. Hoopdriver danced uncommonly well. Or again, in the shop, a sudden radiance in the doorway, and she is bowed towards the Manchester counter. And then to lean over that counter and murmur, seemingly apropos of the goods under discussion, “I have not forgotten that morning on the Portsmouth road,” and lower, “I never shall forget.” At Northchapel Mr. Hoopdriver consulted his map and took counsel and weighed his course of action. Petworth seemed a possible resting-place, or Pullborough; Midhurst seemed too near, and any place over the Downs beyond, too far, and so he meandered towards Petworth, posing himself perpetually and loitering, gathering wild flowers and wondering why they had no names—for he had never heard of any—dropping them furtively at the sight of a stranger, and generally 'mucking about.' There were purple vetches in the hedges, meadowsweet, honeysuckle, belated brambles—but the dog-roses had already gone; there were green and red blackberries, stellarias, and dandelions, and in another place white dead nettles, traveller's-joy, clinging bedstraw, grasses flowering, white campions, and ragged robins. One cornfield was glorious with poppies, bright scarlet and purple white, and the blue corn-flowers were beginning. In the lanes the trees met overhead, and the wisps of hay still hung to the straggling hedges. Iri one of the main roads he steered a perilous passage through a dozen surly dun oxen. Here and there were little cottages, and picturesque beer-houses with the vivid brewers' boards of blue and scarlet, and once a broad green and a church, and an expanse of some hundred houses or so. Then he came to a pebbly rivulet that emerged between clumps of sedge loosestrife and forget-me-nots under an arch of trees, and rippled across the road, and there he dismounted, longing to take off shoes and stockings—those stylish chequered stockings were now all dimmed with dust—and paddle his lean legs in the chuckling cheerful water. But instead he sat in a manly attitude, smoking a cigarette, for fear lest the Young Lady in Grey should come glittering round the corner. For the flavour of the Young Lady in Grey was present through it all, mixing with the flowers and all the delight of it, a touch that made this second day quite different from the first, an undertone of expectation, anxiety, and something like regret that would not be ignored. It was only late in the long evening that, quite abruptly, he began to repent, vividly and decidedly, having fled these two people. He was getting hungry, and that has a curious effect upon the emotional colouring of our minds. The man was a sinister brute, Hoopdriver saw in a flash of inspiration, and the girl—she was in some serious trouble. And he who might have helped her had taken his first impulse as decisive—and bolted. This new view of it depressed him dreadfully. What might not be happening to her now? He thought again of her tears. Surely it was merely his duty, seeing the trouble afoot, to keep his eye upon it. He began riding fast to get quit of such selfreproaches. He found himself in a tortuous tangle of roads, and as the dusk was coming on, emerged, not at Petworth but at Easebourne, a mile from Midhurst. “I'm getting hungry,” said Mr. Hoopdriver, inquiring of a gamekeeper in Easebourne village. “Midhurst a mile, and Petworth five!—Thenks, I'll take Midhurst.” He came into Midhurst by the bridge at the watermill, and up the North Street, and a little shop flourishing cheerfully, the cheerful sign of a teapot, and exhibiting a brilliant array of tobaccos, sweets, and children's toys in the window, struck his fancy. A neat, bright-eyed little old lady made him welcome, and he was presently supping sumptuously on sausages and tea, with a visitors' book full of the most humorous and flattering remarks about the little old lady, in verse and prose, propped up against his teapot as he ate. Regular good some of the jokes were, and rhymes that read well—even with your mouth full of sausage. Mr. Hoopdriver formed a vague idea of drawing “something”—for his judgment on the little old lady was already formed. He pictured the little old lady discovering it afterwards—“My gracious! One of them Punch men,” she would say. The room had a curtained recess and a chest of drawers, for presently it was to be his bedroom, and the day part of it was decorated with framed Oddfellows' certificates and giltbacked books and portraits, and kettle-holders, and all kinds of beautiful things made out of wool; very comfortable it was indeed. The window was lead framed and diamond paned, and through it one saw the corner of the vicarage and a pleasant hill crest, in dusky silhouette against the twilight sky. And after the sausages had ceased to be, he lit a Red Herring cigarette and went swaggering out into the twilight street. All shadowy blue between its dark brick houses, was the street, with a bright yellow window here and there and splashes of green and red where the chemist's illumination fell across the road. About HackerNoon Book Series: We bring you the most important technical, scientific, and insightful public domain books. This book is part of the public domain. H. G. Wells (2009). The Wheels of Chance. Urbana, Illinois: Project Gutenberg. Retrieved October 2022, from https://www.gutenberg.org/files/1264/1264-h/1264-h.htm This eBook is for the use of anyone anywhere at no cost and with almost no restrictions whatsoever. You may copy it, give it away or re-use it under the terms of the Project Gutenberg License included with this eBook or online at www.gutenberg.org, located at https://www.gutenberg.org/policy/license.html.

HOW MR. HOOPDRIVER REACHED MIDHURST

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