What Makes Workers ‘Thrive’? Microsoft Study Suggests Shorter Workweeks and Less Collaboration

Microsoft describes “thriving” at work as being “energized and empowered to do meaningful work.”

So Microsoft’s “people analytics” chief and its “culture measurements” director teamed up for a report in Harvard Business Review exploring “as we enter the hybrid work era… how thriving can be unlocked across different work locations, professions, and ways of working.”

ZDNet columnist Chris Matyszczyk took special note of the researchers’ observation that “Employees who weren’t thriving talked about experiencing siloes, bureaucracy, and a lack of collaboration,” asking playfully, “Does that sound like Microsoft to you?”

Klinghoffer and McCune were undeterred in their search for the secret of happiness. They examined those who spoke most positively about thriving at work and work-life balance. They reached a startling picture of a happy Microsoft employee. They said: “By combining sentiment data with de-identified calendar and email metadata, we found that those with the best of both worlds had five fewer hours in their workweek span, five fewer collaboration hours, three more focus hours, and 17 fewer employees in their internal network size.”

Five fewer collaboration hours? 17 fewer employees in their internal network? Does this suggest that the teamwork mantra isn’t working so well? Does it, in fact, intimate that collaboration may have become a buzzword for a collective that is more a bureaucracy than a truly productive organism?

Klinghoffer and McCune say collaboration isn’t bad in itself. However, they say: “It is important to be mindful of how intense collaboration can impact work-life balance, and leaders and employees alike should guard against that intensity becoming 24/7.”

If you’re a leader, you have a way to stop it. If you’re an employee, not so much.

The Microsoft researchers’ conclusion? “Thriving takes a village” (highlighting the importance of managers), and that “the most common thread among those who were not thriving was a feeling of exclusion — from a lack of collaboration to feeling left out of decisions to struggling with politics and bureaucracy.”

Matyszczyk’s conclusion? “It’s heartening to learn, though, that perhaps the most important element to making an employee happy at work is giving them time to, well, actually work.”

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Japan’s KDDI Mobile Service Criticized After 86-Hour Failure Last Weekend

Earlier this week, long-time Slashdot reader ThinkPad760 wrote:

How is this not news everywhere?

KDDI, Japan’s 2nd largest mobile phone provider and carrier to multiple critical government agencies — including the weather service — failed for 86 hours. After failing to inform users and the government about the problems, questions are starting to be asked.
Japan’s government “will set up an expert panel to compile measures to prevent a recurrence,” reports Japan Today, citing Japan’s Internal Affairs and Communications Minister.
The network failure occurred when a router for voice calls was replaced during regular maintenance, with repair work triggering a concentration of traffic that led the company to reduce user access. During that time, the carrier experienced a cascade of technical problems that further prolonged the connection difficultie

40 million users were affected by the outage, Reuters reports — adding that it’s not the first time for something like this:
Japan’s three big telcos have all had widespread network failures in recent years. NTT Docomo’s [29-hour] outage last October affected 12.9 customers, while disruption to SoftBank Corp’s network in late 2018 cast a shadow over its bumper public listing.

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Mexico’s President Plans to End Daylight Saving Time

What’s Next for Twitter?

Elon Musk no longer wants to buy Twitter, which now will “pursue legal action” simply to “enforce” their planned merger agreement, according to the company’s chairman.

But however that plays out, Twitter is now in a worst-case scenario, one Wall Street analyst argues to NBC News:

Dan Ives, a managing director and senior equity research analyst covering the technology sector at Wedbush Securities, said Twitter’s stock price stands to suffer significant damage…. “The company has been in pure chaos — people have left in droves, and now competitors are going to seize on the ad dollars. With the employee turnover, it’s going to be viewed as damaged goods from another potential buyer….”

Ives believes the damage to Twitter’s value has only just begun. “When you have a cult figure like Musk — one of, if not the, most followed person in world — calling out Twitter, now it has a ripple effect that’s hard to quantify,” Ives said. “From advertisers to employees to the political firestorm that could ensue,” he said. “For Twitter, it’s not about the court battle and the legal ramifications, and how that plays out, that will be debated by lawyers. But it’s a public company that needs to be run, and now it’s hanging in the wind.”

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North Carolina Looks To Remove Public EV Chargers, Probably To the Trash

An anonymous reader quotes a report from Car and Driver, written by Ezra Dyer: Politicians have to run on some kind of platform, and Ben Moss — my incoming state House representative here in North Carolina’s District 52 — decided that his animating principle is Being Mad at Electricity. To prove his animosity toward this invisible menace, he’s sponsoring House Bill 1049, which would allocate $50,000 to destroy free public car chargers. It contains some other enlightened ideas, but that’s the main theme: We’ve simply got to do something about these free public chargers, even if it costs us $50,000! Those things cost tens of cents per hour, when they’re being used.

Of course, there’s a caveat here. Moss isn’t saying that free public Level 2 chargers — of which there are three in my town, with plans in the works to convert to paid kiosks — definitely need to get crushed by a monster truck. That rule only comes into play if a town refuses to build free gas and diesel pumps next to the EV chargers. So anyway, warm up El Toro Loco, we’re smashin’ some car zappers! But what about private businesses? you ask. Don’t worry, Moss hasn’t forgotten that a business might put a charger on its property as an inducement for EV owners to patronize the establishment. And small business is the heart of the local economy. That’s why he’s staying out of the way when it comes to private property. Just kidding! Ben Moss cares about the consumers being harmed by these hypothetical free chargers — namely, any customer who arrived via internal-combustion vehicle, or on foot, or in a sedan chair. Why is someone else gaining some advantage based on a decision they made? That’s not how life works.

Thus, House Bill 1049 decrees that all customer receipts will have to show what share of the bill went toward the charger out in the lot. That way, anyone who showed up for dinner in an F-150 (not the electric one) can get mad that their jalapeno poppers helped pay for a business expense not directly related to them. It’s the same way you demand to know how much Applebee’s spends to keep the lights on in its parking lot overnight, when you’re not there. Sure, this will be an accounting nightmare, but it’ll all be worth it if we can prevent even one person from adding 16 miles of charge to a Nissan Leaf while eating a bloomin’ onion — not that restaurants around here have free chargers, but you can’t be too careful. Now, there is a charger at the neighborhood Ford dealership, which is marking up Broncos by $20,000. Coincidence? I think not. “Critics of this bill might point out that increasing the number of electric cars could actually benefit owners of internal-combustion vehicles, thanks to reduced demand for petroleum products,” adds Dyer. “Electron heads, as I call them, also like to point out that electricity is generated domestically, so your transportation dollars are staying in the U.S. rather than going to, say, Saudi Arabia.”

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Most Government Websites Serve Tracking Cookies Without Consent, Report Finds

A new study published by the IMDEA Networks Institute shows just how common it is for government websites to install third-party cookies in visitors’ web browsers. HotHardware reports: The study makes a distinction between third-party (TP) cookies and third-party tracking (TPT) cookies, because not all third-party cookies are “set by domains that are known to be tracking users for data collection purposes.” The chart [here] shows the percentage of government websites for each country that install at least one third-party cookie, as well as the percentage of said cookies that are associated with domains that are known to be tracking users. Russia tops out the list with over 90% of its government websites installing third-party cookies in visitors’ web browsers. Meanwhile, nearly 60% of US government websites install at least one third-party cookie. Germany sits at the bottom of the list with a little under 30% of government websites serving up third-party cookies.

Most of the third-party cookies installed by government websites are known tracking cookies, except in the case of Germany, where under 10% of third-party cookies are associated with domains that are known to track users. The researchers also found that, depending on the country, 20% to 60% of the third party cookies installed by government websites remain in visitors’ browsers without expiring for a year or more. That’s a long time for a tracker installed without your knowledge or consent to remain active. Beyond specifically tracking cookies, the researchers measured the number of trackers of any kind present on government websites. The Russian gov.ru has the most trackers out of any government website analyzed by the researchers, numbering 31 trackers in total. However, Brazil and Canada aren’t far behind, with 25 trackers present on both investexportbrasil.gov.br and nac-cna.ca. The US government website with the most trackers is hhs.gov, which has 13.

The researchers point out that both third-party tracking cookies are automatically installed in visitors’ web browsers without their consent. However, the researchers guess that web developers and administrators likely include third-party content without intending to add trackers to their websites. A great many websites now rely on third-party resources and include social content that come with trackers built-in.

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Tesla To Expand Its US Supercharger Network To Other EVs In Late 2022

Tesla plans to begin opening its Supercharger network to other electric vehicles by the end of the year, according to a White House memo that shared the automaker’s plans. TechCrunch reports: The U.S. government said in April that it needs to increase its own network of about 1,100 charging stations a hundred-fold to meet coming demand. Tesla’s plans call for expanding capacity at its Gigafactory in Buffalo, New York, where more than 1,600 employees produce Supercharging stations and solar panels, the memo said. “Later this year, Tesla will begin production of new Supercharger equipment that will enable non-Tesla EV drivers in North America to use Tesla Superchargers,” according to the memo.

The expansion — and exposure to customers of other EVs brands — could help Tesla capture more revenue and attention as automakers begin launching new EVs over the next couple of years. The memo did not mention how much money Tesla will invest in adding stations to its fast-charging network, but said that the EV maker is ramping up production of “power electronics components that convert alternating current to direct current, charging cabinets, posts and cables.”

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VW Announces $20 Billion Effort To Build Its Own EV Batteries

Volkswagen said it would invest $20.38 billion to build electric vehicle batteries, a move the company says will create 20,000 jobs and generate $20.38 billion in annual sales. The Verge reports: The automaker will create a new company called Power Co to oversee the vast effort as VW races to secure enough capacity, materials, and supplies to power its EV ambitions. Power Co will manage VW’s entire battery supply chain, from research and development of new technologies to the mining of the raw materials to end-of-life recycling. The news was announced at a groundbreaking ceremony for the company’s first battery plant in Salzgitter, a city in Germany’s Lower Saxony.

Last year, VW unveiled plans to build six battery cell production plants in Europe by 2030, including the facility in Salzgitter and one in Skelleftea, Sweden. A third plant will be established in Valencia, Spain, and the fourth factory will be based in Eastern Europe. The company is also exploring plans to build future gigafactories in North America. The plants will eventually have a production capacity of 240 gigawatt-hours a year. Starting in 2023, VW plans to roll out a new unified prismatic cell design of its batteries that will be installed across the automaker’s brands. The goal is to have this unified cell design powering up to 80 percent of VW’s electric vehicles by 2030. VW also has contracts with two other major battery producers, Samsung and CATL. And the company is backing a startup based in San Jose, California, QuantumScape, which is working on more energy-efficient solid-state batteries.

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Will EVs Mean the End of AM Radio In Cars?

Some carmakers are leaving AM radios out of their new cars. They say it’s because of audio quality, but it isn’t that simple. James Gilboy writes via The Drive. From the report: BMW and Volvo told me it was due to audio quality problems rooted in electromagnetic interference, of which EVs’ drivetrains produce a significant amount. Cars’ engines and other complex electronics have always made EM interference, but low-wattage static is relatively easy to shield against. It’s not as simple with EVs that may pull hundreds of watts from their batteries, generating far more interference, reducing audio quality to a level both BMW and Volvo told me they consider insufficient. But it’s hard to take them at their word when EVs are built with AM radios and in no small numbers. Detroit’s Three — Ford, General Motors, and Stellantis — have produced or currently make EVs that include AM radio, even on flagship models. That goes for the Ford F-150 Lightning and Mustang Mach-E, GM EVs from the Cadillac Lyriq to the Chevy Bolt EUV and GMC Hummer EV, and even Stellantis’s almost-forgotten Fiat 500e. Clearly, some carmakers don’t think EM interference is a problem, and some EV owners agree. One user of an EV forum user said that AM radio “works fine” in their 500e and older Chevy Bolt.

We contacted all three of Detroit’s giants for why they continue to include AM radios when some European makes have phased them out, but the answer establishes itself across those very same lines. AM radio has fallen out of favor in Europe, with Radio Info reporting in 2015 that stations were shutting down en masse from France to the Netherlands and Russia. The frequency has largely been superseded by the DAB format, which is a more advanced form of radio broadcasting with better audio quality and choice of stations. AM radio stations and their listeners are all but gone in Europe, so European carmakers may not need to include technology that many of its customers can’t use.

In the U.S., on the other hand, radio remains a must for car buyers, with 89 percent of responders in a 2021 survey stating radio should be standard in new cars. That makes radio even more important to U.S. car buyers than USB ports, which only 84 percent said were necessary. AM audiences were in rapid decline as of a 2017 report by Inside Radio, but not to enough a degree for American carmakers to leave AM radios out of their products. It’s not hard to figure out why AM’s holding on here, either: AM signals travel further than FM broadcasts do and are cheaper to transmit, allowing them to cater to audiences in sparsely populated areas. Audio quality can’t compare, but that’s secondary to having anything to listen to at all in some parts of the continental United States.

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