The Register's Simon Sharwood reports: Tech distribution behemoth Ingram Micro will stop doing business with Broadcom and its VMware range in many territories next year. In a statement sent to The Register, an Ingram spokesperson told us: "We were unable to reach an agreement with Broadcom that would help our customers deliver the best technology outcomes now and in the future while providing an appropriate shareholder return." That decision means that from "early January 2025, Ingram Micro will no longer be doing business with Broadcom and have limited engagement with VMware in select regions."

The distie told us this change is not material to its business, and customers and other vendors have been informed. "For us and the more than 1,500 vendors and 161,000 customers we work with, the future of business is focused on transforming relationships, not just transacting sales," the spokesperson explained. Ingram's decision is a challenge to Broadcom, which after acquiring VMware decided to emphasize services delivered through the channel for many customers. However, The Register has heard from VMware users who felt Ingram struggled to handle the increased responsibilities it assumed under this arrangement. We've been told of slow responses, and that Ingram struggled to replicate the expertise that pre-acquisition VMware's support teams delivered. Banter on social media suggests similar experiences were not uncommon.

Ingram's decision means VMware's channel has more change to digest, after a year in which Broadcom cancelled its partner program and created a new one that excluded some existing partners. Some of those partners ran small VMware-powered clouds, and faced being unable to secure licenses â" meaning their customers would have faced unwelcome disruption. Broadcom hastily created a scheme under which small resellers outside its cloud partner program could acquire licenses from bigger players. Another change to Broadcom's plans saw it cordon off 2,000 VMware customers to work with directly, rendering them off limits to its channel. It then diluted that decision by deciding it will work direct with only 500 VMware users. Resellers that don't have relationships with distributors other than Ingram will now need to make friends -- fast.

The European Commission has launched formal proceedings against TikTok over concerns about its failure to limit election interference, particularly in last month's Romanian presidential vote. Reuters reports: The Commission said it will request information and look into TikTok's policy on political advertisements and paid-for political content as well as TikTok's systems to generate recommendations and the risks of them being manipulated. The opening of formal proceedings empowers the Commission to take further enforcement steps and to accept commitments made by TikTok. There is no specific deadline to complete proceedings.

Japanese automakers Honda and Nissan are reportedly in merger talks to form a holding company, potentially integrating Mitsubishi Motors to compete with industry giants like Toyota and Volkswagen. CNBC reports: The combined Nissan-Honda-Mitsubishi enterprise would equate to more than 8 million vehicle sales annually, according to Nikkei. That would place the company among the world's largest automakers, but still below fellow Japanese automaker Toyota Motor, at 11.2 million in 2023, as well as German automaker Volkswagen, which last year reported sales of 9.2 million vehicles.

The merger report follows the two Japanese automakers entering into a strategic partnership earlier this year on shared automotive components and software. Such a tie-up would be the largest automotive industry merger since Fiat Chrysler joined with France-based PSA Groupe to form Stellantis in January 2021. Honda and Nissan said in similar statements: "The reported content was not released by our company," Honda said. "As announced in March of this year, Honda and Nissan are exploring various possibilities for future collaboration, leveraging each other's strengths. We will inform our stakeholders of any updates at an appropriate time."

An anonymous reader quotes a report from Ars Technica: Return-to-office (RTO) mandates have caused companies to lose some of their best workers, a study tracking over 3 million workers at 54 "high-tech and financial" firms at the S&P 500 index has found. These companies also have greater challenges finding new talent, the report concluded. The paper, Return-to-Office Mandates and Brain Drain [PDF], comes from researchers from the University of Pittsburgh, as well as Baylor University, The Chinese University of Hong Kong, and Cheung Kong Graduate School of Business. The study, which was published in November, spotted this month by human resources (HR) publication HR Dive, and cites Ars Technica reporting, was conducted by collecting information on RTO announcements and sourcing data from LinkedIn.

The researchers said they only examined companies with data available for at least two quarters before and after they issued RTO mandates. The researchers explained: "To collect employee turnover data, we follow prior literature ... and obtain the employment history information of over 3 million employees of the 54 RTO firms from Revelio Labs, a leading data provider that extracts information from employee LinkedIn profiles. We manually identify employees who left a firm during each period, then calculate the firm's turnover rate by dividing the number of departing employees by the total employee headcount at the beginning of the period. We also obtain information about employees' gender, seniority, and the number of skills listed on their individual LinkedIn profiles, which serves as a proxy for employees' skill level."

There are limits to the study, however. The researchers noted that the study "cannot draw causal inferences based on our setting." Further, smaller firms and firms outside of the high-tech and financial industries may show different results. Although not mentioned in the report, relying on data from a social media platform could also yield inaccuracies, and the number of skills listed on a LinkedIn profile may not accurately depict a worker's skill level. [...] The researchers concluded that the average turnover rates for firms increased by 14 percent after issuing return-to-office policies. "We expect the effect of RTO mandates on employee turnover to be even higher for other firms" the paper says.

Hundreds of websites will be shut down on the day that Britain's Online Safety Act comes into effect, in what are believed to be the first casualties of the new internet laws. From a report: Microcosm, a web forum hosting service that runs 300 sites including cycling forums and local community hubs, said that the sites would go offline on March 16, the day that Ofcom starts enforcing the Act.

Its owner said they were unable to comply with the lengthy requirements of the Act, which created a "disproportionately high personal liability." The new laws, which were designed to crack down on illegal content and protect children, threaten fines of at least $23 million for sites that fail to comply with the laws. On Monday, Ofcom set out more than 40 measures that it expects online services to follow by March, such as carrying out risk assessments about their sites and naming senior people accountable for ensuring safety.

Arctic Wolf has acquired Cylance, BlackBerry's beleaguered cybersecurity business, for $160 million -- a significant discount from the $1.4 billion BlackBerry paid to acquire the startup in 2018. From a report: Under the terms of the deal, which is expected to close in BlackBerry's fiscal Q4, BlackBerry will sell its Cylance assets to Arctic Wolf for $160 million in cash. BlackBerry will get ~$80 million at closing and the rest of the tranche a year later, along with roughly 5.5 million common shares in Arctic Wolf.

This month Bill Gates recommended four books about making sense of the world, including The Coming Wave, by Mustafa Suleyman. Gates calls it "the book I recommend more than any other on AI — to heads of state, business leaders, and anyone else who asks — because it offers something rare: a clear-eyed view of both the extraordinary opportunities and genuine risks ahead." After helping build DeepMind from a small startup into one of the most important AI companies of the past decade, [Suleyman] went on to found Inflection AI and now leads Microsoft's AI division. But what makes this book special isn't just Mustafa's firsthand experience — it's his deep understanding of scientific history and how technological revolutions unfold. He's a serious intellectual who can draw meaningful parallels across centuries of scientific advancement. Most of the coverage of The Coming Wave has focused on what it has to say about artificial intelligence — which makes sense, given that it's one of the most important books on AI ever written. And there is probably no one as qualified as Mustafa to write it...

But what sets his book apart from others is Mustafa's insight that AI is only one part of an unprecedented convergence of scientific breakthroughs. Gene editing, DNA synthesis, and other advances in biotechnology are racing forward in parallel. As the title suggests, these changes are building like a wave far out at sea — invisible to many but gathering force. Each would be game-changing on its own; together, they're poised to reshape every aspect of society... [P]rogress is already accelerating as costs plummet and computing power grows. Then there are the incentives for profit and power that are driving development. Countries compete with countries, companies compete with companies, and individuals compete for glory and leadership. These forces make technological advancement essentially unstoppable — and they also make it harder to control...

How do we limit the dangers of these technologies while harnessing their benefits? This is the question at the heart of The Coming Wave, because containment is foundational to everything else. Without it, the risks of AI and biotechnology become even more acute. By solving for it first, we create the stability and trust needed to tackle everything else... [Suleyman] lays out an agenda that's appropriately ambitious for the scale of the challenge — ranging from technical solutions (like building an emergency off switch for AI systems) to sweeping institutional changes, including new global treaties, modernized regulatory frameworks, and historic cooperation among governments, companies, and scientists...
In an accompanying Christmas-themed video, Gates adds that "Of all the books on AI, that's the one I recommend the most."

Gates also recommends The Anxious Generation by Jonathan Haidt, saying it "made me reflect on how much of my younger years — which were often spent running around outside without parental supervision, sometimes getting into trouble — helped shape who I am today. Haidt explains how the shift from play-based childhoods to phone-based childhoods is transforming how kids develop and process emotions." (In the video Gates describes it as "kind of a scary book, but very convincing. [Haidt] writes about the rise of mental illness, and anxiety in children. He, unlike some books, actually has some prescriptions, like kids not using phones until much later, parenting style differences. I think it's a super-important book.")

Gates goes into the book's thesis in a longer blog post: that "we're actually facing two distinct crises: digital under-parenting (giving kids unlimited and unsupervised access to devices and social media) and real-world over-parenting (protecting kids from every possible harm in the real world). The result is young people who are suffering from addiction-like behaviors — and suffering, period — while struggling to handle challenges and setbacks that are part of everyday life." [Haidt] makes a strong case for better age verification on social media platforms and delaying smartphone access until kids are older. Literally and figuratively, he argues, we also need to rebuild the infrastructure of childhood itself — from creating more engaging playgrounds that encourage reasonable risk-taking, to establishing phone-free zones in schools, to helping young people rediscover the joy of in-person interaction.
Gates also recommends Engineering in Plain Sight, by Grady Hillhouse, a book which he says "encourages curiosity." ("Hillhouse takes all of the mysterious structures we see every day, from cable boxes to transformers to cell phone towers, and explains what they are and how they work. It's the kind of read that will reward your curiosity and answer questions you didn't even know you had.")

And finally, Gates recommends an autobiography by 81-year-old Pulitzer Prize-winning historian/biographer/former sports journalist Doris Kearns Goodwin, who assesses the impact of President Lyndon Johnson's policies in a surprising "personal history of the 1960s."

"Envy the lumberjacks, for they perform the happiest, most meaningful work on earth," the Washington Post wrote almost two years ago, after analyzing more than 13,000 journals from the U.S. Bureau of Labor Statistics' time-use survey. (For the first time the surveys asked how workers felt during the day.) And outdoor forestry jobs "look awesome by that metric, dangerous as they often are in the long run," the Post wrote in a recent follow-up. [Alternate URL.]

But is that really the right metric? "Readers kept reminding us that there's more to a fulfilling job than how happy you are while doing it." What about those wanting jobs where they're meaningfully impacting the world? We didn't have a stellar way to measure other feelings about work, but we kept our eye on an often-overlooked federal data provider: AmeriCorps. The independent agency, which CEO Michael D. Smith described to us as "bite-sized" but "punching well above our weight," funds the Civic Engagement and Volunteering Supplement, part of the Census Bureau's Current Population Survey... In 2021 and again in 2023, the researchers behind the CEV asked if you agree or disagree with these four statements:

- I am proud to be working for my employer.
- My main satisfaction in life comes from work.
- My workplace contributes to the community.
- I contribute to the community through my work....


The workers most likely to say they're proud to be working for their employer and that they gain satisfaction from work are — surprise! — the self-employed. The self-employed who are incorporated — a group that often includes small-business owners — are almost twice as likely as private-sector, for-profit workers to strongly profess pride in their employer.

Government and nonprofit workers fall somewhere in the middle on those questions. But they rank at the very top on "My workplace contributes to the community" and "I contribute to the community through my work." Local government workers, who include teachers, take the top spot for strong agreement on both, followed by nonprofit workers. Private-sector, for-profit workers once again lag behind. The jobs that do worse on these measures tend to be in manufacturing or other blue-collar production and extraction jobs, or at the lower-paid end of the service sector. Folks in food services (e.g., bartenders and food prep), janitorial roles and landscaping, and personal services (e.g., barbershops, laundry and hotels) all struggle to find greater meaning in their work. Though some better-paid service jobs also struggle by some measures — think sales, engineering or software development.

On the questions regarding pride in your employer and life satisfaction, we see managers and our old friends in agriculture and forestry take the top spots. But right behind them — and actually in the lead in the other question — lurks the real standout, a set of jobs we'd classify as "care and social services." That includes, most notably, religious workers. Looking a bit deeper at about 100 occupations for which we have detailed data, we see clergy were most likely to strongly agree on every question.
Other observations from the article:

• "As a rule, you feel better about your job as you get older. Presumably, it's some mix of people who love their work delaying retirement, people job-hopping until they find meaningful employment, and people learning to love whatever hand they've been dealt."

• "Most measures of satisfaction also rise with education, often quite sharply. Someone with a graduate degree is twice as likely as a high school dropout to strongly agree their workplace contributes to the community."

• But... "More-educated folks are actually a bit less likely to strongly agree that work is their main satisfaction in life."

"In a tiny handful of places..." Wired wrote last month, "you can find yourself flanked by taxis with no one in the drivers' seats." But they added that "Granted, practically everyone has been numbed by the hype cycle."

Wired's response? "[P]ile a few of us into an old-fashioned, human-piloted hired car, then follow a single Waymo robotaxi wherever it goes for a whole workday" to "study its movements, its relationship to life on the streets, its whole self-driving gestalt. We'll interview as many of its passengers as will speak to us, and observe it through the eyes of the kind of human driver it's designed to replace."

This week Wired senior editor John Gravios discussed the experience on the business-news radio show Marketplace (with Marketplace host Kai Ryssdal): Ryssdal: What kinds of reactions did you get from people once you track them down, what did they say about their experience in this driverless car?

Gravios:It was pretty uniform and impressive how much people just love it. They just like the experience of the drive, I guess it's a little bit less herky-jerky than a human driver, but I think a lot of it just comes down to people are just kind of relieved not to have to talk to somebody else, as as sad as that is...

Ryssdal: Tell me about Gabe, your Uber driver, and his thoughts on this whole thing, because that was super interesting.

Gravios: So Gabe, this is a guy whose labor is directly at stake. You know, he's a guy whose labor is going to be replaced by a Waymo. He's had 30 years of experience as a professional driver, first as a taxi driver. He even organized a taxi driver strike in the days before Uber. His first, I think his prejudice with Waymo is having shared the road with them sort of sporadically, he thought of them as kind of dopey, rule-following, frustrating vehicles to share the road with. But over the course of the day, he started to recognize that the Waymo was driving a lot like a taxi driver. The Waymo was doing things that were aggressive, that are exactly the kinds of things that a taxi driver is trained to be aggressive with and doing things that were cautious that are exactly the kinds of things that taxi drivers are trained to be cautious with.

Ryssdal: Can we talk unit economics here? According to the math from a study you guys' cite, Waymo is not making a whole lot of money per vehicle, right? And eventually they're going to scale, and it's going to work out, but for the moment, even though they've gotten 11 billion-something-dollars, they're not turning a whole lot of profit here.

Gravios: Yeah, that's a big question, and the math is, even that study, based on a lot of guesswork. It's really hard to say what the unit economics are. What we can say is that the ridership rates are going up so fast that that study is already well out of date. When we were doing our chase, I think the monthly ridership for Waymo was 100,000 rides a month. By October, it was already 150,000 rides a month. So, the economics are just shifting under our feet a lot.

"The Chinese government has long subsidized carmakers with the goal of becoming a major auto exporter," notes the New York Times. But this week they reported on dozens of dealerships around Mexico that are now selling China-made electric vehicles, saying it could be "a potentially grave threat to the North American auto industry."

One employee said their dealership "was selling cars as fast as they arrived from China," including "a small but capable four-door electric compact that costs about $18,000." Chinese carmakers are effectively barred from the United States by tariffs that double the sticker price of vehicles imported from China, and they are not yet manufacturing significant numbers of vehicles in Mexico that could be exported across the border. But their ambition to expand overseas is on vivid display in Mexico and across Latin America, Asia, Europe and Africa. Ads for Chinese brands are in airports and soccer stadiums and loom above Mexico City streets on large billboards. Chinese cars, both gasoline and electric models, are an increasingly common sight. BYD and others are also looking for places to build factories in Mexico, although none have announced firm plans. Initially, the plants would serve Latin America, part of a campaign by Chinese automakers to erode the dominance of Japanese, American and European carmakers in places like Brazil and Thailand.

But there is little doubt that, eventually, Chinese carmakers hope to use Mexico as an on-ramp to the United States.
One of Mexico's EV dealers suggested to the Times that "maybe next year BYD can enter the United States." And he added with a smile, "If not, I can deliver." It is very unlikely that the Dolphin or any other Chinese car brand will be available in the United States soon. Because of the high tariffs, Chinese carmakers have not tried to establish dealerships or get approval from federal regulators to sell in the United States. (BYD does make electric buses in California.) And someone buying a BYD from a Mexican dealer like Mr. Alegría would have a hard time registering and insuring it in the United States because the cars have not demonstrated that they meet safety standards... But in the years to come it may be difficult to explain to consumers in the United States why they're not allowed to buy inexpensive electric vehicles that are readily available across the border, especially if they're made in Mexico, which already manufactures millions of cars for the United States.

Less than 20 years ago, Chinese cars were widely seen as inferior, even by many Chinese drivers. But in recent years, the country's manufacturers have pulled even with foreign rivals in mechanical quality, analysts say, and often surpass U.S., Japanese and European carmakers in battery technology, autonomous driving and entertainment software. (Think in-car karaoke and rotating touch screens)... [T]he auto industry does not appear to have seen anything like the current wave of Chinese brands, which have quickly overtaken Japanese companies as the world's largest auto exporters. Chinese carmakers have made deep inroads in countries where they have local production or face few significant trade barriers. In Brazil, Chinese brands have a 9 percent share of car sales, up from 1 percent in 2019. In Thailand, they have 18 percent of the market, up from 5 percent in 2019, according to JATO.
The article notes that for the world's largest car market — China itself — General Motors just announced "a more than $5 billion hit to its profit" to restructure China operations that have been losing money in recent years. And the article includes this quote from Felipe Munoz, global analyst at the research firm JATO Dynamics.

"Before the pandemic, the rules were set down by the Western carmakers. Now it's the opposite."

An anonymous reader quotes a report from Engadget: The United States Postal Service unveiled a plan to buy a fleet of all-electric mail trucks for its mail carriers back in 2022, of which 3,000 were supposed to be delivered by now. Unfortunately, those plans aren't even close to fruition. The Washington Post reported that defense contractor Oshkosh has only delivered 93 vehicles so far. [...]

The Washington Post obtained nearly 21,000 government and internal company records and spoke with 20 people familiar with the trucks' manufacturing and design process. Its reporting shows that Oshkosh ran into significant manufacturing delays of the electric NGDVs that caused lower than expected delivery numbers. Some of the anonymous sources said that engineers struggled to calibrate the mail trucks' airbags, and the vehicles' body and internal components are unable to contain water leaks to an alarming degree. The turnaround time for building these new mail trucks is also very slow. The Post reports that the South Carolina factory can only build one truck per day even though Oshkosh hoped it could build at least 80 vehicles a day by now.

Oshkosh also failed to inform the Postal Service about these delays. Four of the background sources say a senior company executive tried to update the Postal Service about these manufacturing issues only to have those efforts blocked by their corporate superiors. An Oshkosh spokesperson said in a statement that the defense contractor is still "fully committed to being a strong and reliable partner" with the Postal Services and insists "we remain on track to meet all delivery deadlines," according to The Post.

EvenUp, a legal tech startup valued at over $1 billion, has largely relied on human workers rather than AI to process personal injury claims, according to Business Insider, which spoke to multiple employees.

The startup, which promised to automate the analysis of medical records and case files to determine accident compensation, saw its valuation surge from $85 million to $1 billion in October. Former staff members reported that supervisors instructed them not to use the AI system due to its unreliability, with some working until 3 a.m. to complete tasks manually.

The ex-employees cited numerous AI errors, including missed injuries, fabricated medical conditions, and incorrectly recorded doctor visits. While no errors made it into final products, such mistakes could have reduced victim payouts if not caught by human reviewers, they cautioned.

Intel's interim co-CEOs acknowledged that the company may be forced to sell its manufacturing operations if a new chipmaking technology slated for next year does not succeed. Reuters reports: Speaking at a Barclays investment banking conference in San Francisco on Thursday, Michelle Johnston Holthaus and David Zinsner - who were tapped as co-CEOs after the ouster of former CEO Pat Gelsinger last week - were asked if the company's continued combination of manufacturing and design was tied to the success of a new chipmaking technology called 18A due next year. Intel plans to use that technology to bring manufacturing of a flagship PC chip back in-house after being forced to outsource its biggest product to rival Taiwan Semiconductor Manufacturing. "Pragmatically, do I think it makes sense that they're completely separated and there's no tie?" Holthaus said of the company's product and manufacturing divisions. "I don't think so. But someone will decide that."

Zinsner, also chief financial officer, outlined how Intel is already separating the finances and operations of this manufacturing division into a standalone subsidiary. Zinsner said Intel Foundry, as the division is known, is already run separately from Intel's other businesses and is setting up a separate operational board and business process software system. "That's going to happen," Zinsner said. "Does it ever fully separate? That's an open question for another day."

Paul Knopp, KPMG US CEO, writing in an op-ed on WSJ: According to a United Nations estimate, 230 languages went extinct between 1950 and 2010. If my profession doesn't act, the language of business -- accounting -- could vanish too. The number of students who took the exam to become certified public accountants in 2022 hit a 17-year low. From 2020 to 2022, bachelor's degrees in accounting dropped 7.8% after steady declines since 2018.

While the shortage isn't yet an issue for the country's largest firms, it's beginning to affect our economy and capital markets. In the first half of 2024, nearly 600 U.S.-listed companies reported material weaknesses related to personnel. S&P Global analysts last year warned that many municipalities were at risk of having their credit ratings downgraded or withdrawn due to delayed financial disclosures.

Our profession must remove hurdles to learning the accounting language while preserving quality. In October, KPMG became the first large accounting firm to advocate developing alternate paths to CPA licensing. We want pathways that emphasize experience, not academic credits, after college. Most people today must earn 30 credits after their bachelor's degrees -- the so-called 150-hour rule -- work under a licensed CPA for a year, and pass the CPA exam to become licensed.

Research by the Center for Audit Quality finds that the 150-hour rule is among the top reasons people don't pursue CPA licensure. A December 2023 study found that the requirement causes a 26% drop in interest among minorities. There is a consensus for change, but we can't waste time. Many state CPA societies are working on legislation to create an alternative path to licensure. State boards of accountancy should replace the extra academic requirement with more on-the-job experience. A person who is licensed in one state should be able to practice in another even if reforms create different licensing requirements.

An anonymous reader shares a report: Google recently asked the U.S. government to break up Microsoft's exclusive agreement to host OpenAI's technology on its cloud servers, according to a person who has been directly involved in the effort. The conversation took place after the Federal Trade Commission, one of the primary federal antitrust enforcement agencies, asked Google about Microsoft's business practices as part of a broader investigation, this person said.

Firms that compete with Microsoft in renting out cloud servers, including Google and Amazon, want to host OpenAI's artificial intelligence themselves so their cloud customers don't need to also tap Microsoft servers to get access to the startup's technology, this person said.

Amazon expanded Tuesday into online car sales with the launch of Amazon Autos, an e-commerce business that lets customers find, order, and buy new cars, trucks, and SUVs from dealerships. From a report: Amazon is kicking off the new endeavor with Hyundai in 48 U.S. cities, including Atlanta, Boston, Chicago, Los Angeles, and New York. The launch comes a little more than a year since the e-commerce giant announced plans to start selling vehicles on its website in the second half of 2024. Amazon said it will add more cities and additional auto manufacturers in 2025.

Amazon Autos will function, in many ways, like the rest of the broader Amazon e-commerce ecosystem. Shoppers will be able to search for available vehicles from participating dealers by model, trim, color, and features. Notably, customers will also be able to secure financing and e-sign paperwork via the Amazon Autos site. Once the payment is finalized, customers can schedule when to pick up their vehicle from that dealership. When vehicles go on sale at Amazon, the local dealer (for now just Hyundai dealers) will be the seller of record. Amazon Autos will even handle trade ins.

After spending more than $10 billion on its robotaxi unit, General Motors is abandoning its Cruise driverless ride-hailing service. From a report: The Detroit automaker on Tuesday said it will no longer fund its Cruise division's robotaxi development and will instead fold the unit into its broader tech team. "Cruise was well on its way to a robotaxi business -- but when you look at the fact you're deploying a fleet, there's a whole operations piece of doing that," GM CEO Mary Barra said on a call Tuesday.

Barra said GM would instead focus on the development of autonomous systems for use in personal vehicles. GM cited the increasingly competitive robotaxi market, capital allocation priorities and the considerable time and resources necessary to grow the business as reasons for its decision.

As tech giants struggle to profit from AI, a growing industry of specialized AI training firms is emerging by hiring doctors, radiologists and other experts to develop commercially viable applications. The $20 billion data services sector, projected to grow 20% annually, is attracting major investment by focusing on high-value, specialized AI applications.

Companies like iMerit and Centaur Labs are recruiting specialists worldwide, from radiologists in Kazakhstan to agricultural experts in Bhutan, paying premium rates for domain expertise rather than basic data processing. While Microsoft and Alphabet post losses on AI development, this specialized sector is finding profitability by bridging the gap between raw AI capabilities and practical business applications.

chiguy writes: In October, a jury in a federal class-action lawsuit returned a verdict that found Cognizant intentionally discriminated against more than 2,000 non-Indian employees between 2013 and 2022. The verdict, which echoed a previously undisclosed finding from a 2020 US Equal Employment Opportunity Commission investigation, centered on discrimination claims based on race and national origin. Cognizant, based in Teaneck, New Jersey, was found to have preferred workers from India, most of whom joined the firm's US workforce of about 32,000 using skilled-worker visas called H-1Bs.

The case is part of a wave of recent discrimination claims against IT outsourcing companies that underscore growing concerns that these firms have exploited a broken employment-visa system to secure a cheaper, more malleable workforce. In the process, US workers say they've been disadvantaged. The industry, which provides computer services to other companies, makes extensive use of H-1Bs; over the past decade and a half, no employer has obtained more of them than Cognizant, federal records show.

Microsoft AI CEO Mustafa Suleyman predicts conversational AI will become the primary way people interact with technology, replacing traditional web browsers and search engines within the next few years. In an interview with The Verge, Suleyman, who oversees Microsoft's consumer AI products including Bing and Copilot, called current search interfaces "completely broken" and "a total pain," arguing that voice-based AI interactions will prove "100 times easier" for users. He said: The UI that you experience is going to be automagically produced by an LLM in three or five years, and that is going to be the default. And they'll be representing the brands, businesses, influencers, celebrities, academics, activists, and organizations, just as each one of those stakeholders in society ended up getting a podcast, getting a website, writing a blog, maybe building an app, or using the telephone back in the day.

The technological revolution produces a new interface, which completely shuffles the way that things are distributed. And some organizations adapt really fast and they jump on board and it kind of transforms their businesses and their organizations, and some don't. There will be an adjustment. We'll look back by 2030 and be like, "Oh, that really was the kind of moment when there was this true inflection point because these conversational AIs really are the primary way that we have these interactions." And so, you're absolutely right. A brand and a business are going to use that AI to talk to your personal companion AI because I don't really like doing that kind of shopping. And some people do, and they'll do that kind of direct-to-consumer browsing experience. Many people don't like it, and it's actually super frustrating, hard, and slow.

And so, increasingly you'll come to work with your personal AI companion to go and be that interface, to go and negotiate, find great opportunities, and adapt them to your specific context. That'll just be a much more efficient protocol because AIs can talk to AIs in super real-time. And by the way, let's not fool ourselves. We already have this on the open web today. We have behind-the-scenes, real-time negotiation between buyers and sellers of ad space, or between search ranking algorithms. So, there's already that kind of marketplace of AIs. It's just not explicitly manifested in language. It's operating in vector space.