使用chrome瀏覽器,輕鬆學英文。

如有任何問題,歡迎聯絡我們

希平方
攻其不背
App 開放下載中
希平方
攻其不背
App 開放下載中
免費註冊
! 這組帳號已經註冊過了
Email 帳號
密碼請填入 6 位數以上密碼
已經有帳號了?
忘記密碼
! 這組帳號已經註冊過了
您的 Email
請輸入您註冊時填寫的 Email,
我們將會寄送設定新密碼的連結給您。
寄信了!請到信箱打開密碼連結信
密碼信已寄至
沒有收到信嗎? 點這裡重寄一次
如果您尚未收到信,請前往垃圾郵件查看,謝謝!

恭喜您註冊成功!

查看會員功能

註冊未完成

《HOPE English 希平方》服務條款關於個人資料收集與使用之規定

隱私權政策
上次更新日期:2014-12-30

希平方 為一英文學習平台,我們每天固定上傳優質且豐富的影片內容,讓您不但能以有趣的方式學習英文,還能增加內涵,豐富知識。我們非常注重您的隱私,以下說明為當您使用我們平台時,我們如何收集、使用、揭露、轉移及儲存你的資料。請您花一些時間熟讀我們的隱私權做法,我們歡迎您的任何疑問或意見,提供我們將產品、服務、內容、廣告做得更好。

本政策涵蓋的內容包括:希平方 如何處理蒐集或收到的個人資料。
本隱私權保護政策只適用於: 希平方 平台,不適用於非 希平方 平台所有或控制的公司,也不適用於非 希平方 僱用或管理之人。

個人資料的收集與使用
當您註冊 希平方 平台時,我們會詢問您姓名、電子郵件、出生日期、職位、行業及個人興趣等資料。在您註冊完 希平方 帳號並登入我們的服務後,我們就能辨認您的身分,讓您使用更完整的服務,或參加相關宣傳、優惠及贈獎活動。希平方 也可能從商業夥伴或其他公司處取得您的個人資料,並將這些資料與 希平方 所擁有的您的個人資料相結合。

我們所收集的個人資料, 將用於通知您有關 希平方 最新產品公告、軟體更新,以及即將發生的事件,也可用以協助改進我們的服務。

我們也可能使用個人資料為內部用途。例如:稽核、資料分析、研究等,以改進 希平方公司 產品、服務及客戶溝通。

瀏覽資料的收集與使用
希平方 自動接收並記錄您電腦和瀏覽器上的資料,包括 IP 位址、希平方 cookie 中的資料、軟體和硬體屬性以及您瀏覽的網頁紀錄。

隱私權政策修訂
我們會不定時修正與變更《隱私權政策》,不會在未經您明確同意的情況下,縮減本《隱私權政策》賦予您的權利。隱私權政策變更時一律會在本頁發佈;如果屬於重大變更,我們會提供更明顯的通知 (包括某些服務會以電子郵件通知隱私權政策的變更)。我們還會將本《隱私權政策》的舊版加以封存,方便您回顧。

服務條款
歡迎您加入看 ”希平方”
上次更新日期:2013-09-09

歡迎您加入看 ”希平方”
感謝您使用我們的產品和服務(以下簡稱「本服務」),本服務是由 希平方 所提供。
本服務條款訂立的目的,是為了保護會員以及所有使用者(以下稱會員)的權益,並構成會員與本服務提供者之間的契約,在使用者完成註冊手續前,應詳細閱讀本服務條款之全部條文,一旦您按下「註冊」按鈕,即表示您已知悉、並完全同意本服務條款的所有約定。如您是法律上之無行為能力人或限制行為能力人(如未滿二十歲之未成年人),則您在加入會員前,請將本服務條款交由您的法定代理人(如父母、輔助人或監護人)閱讀,並得到其同意,您才可註冊及使用 希平方 所提供之會員服務。當您開始使用 希平方 所提供之會員服務時,則表示您的法定代理人(如父母、輔助人或監護人)已經閱讀、了解並同意本服務條款。 我們可能會修改本條款或適用於本服務之任何額外條款,以(例如)反映法律之變更或本服務之變動。您應定期查閱本條款內容。這些條款如有修訂,我們會在本網頁發佈通知。變更不會回溯適用,並將於公布變更起十四天或更長時間後方始生效。不過,針對本服務新功能的變更,或基於法律理由而為之變更,將立即生效。如果您不同意本服務之修訂條款,則請停止使用該本服務。

第三人網站的連結 本服務或協力廠商可能會提供連結至其他網站或網路資源的連結。您可能會因此連結至其他業者經營的網站,但不表示希平方與該等業者有任何關係。其他業者經營的網站均由各該業者自行負責,不屬希平方控制及負責範圍之內。

兒童及青少年之保護 兒童及青少年上網已經成為無可避免之趨勢,使用網際網路獲取知識更可以培養子女的成熟度與競爭能力。然而網路上的確存有不適宜兒童及青少年接受的訊息,例如色情與暴力的訊息,兒童及青少年有可能因此受到心靈與肉體上的傷害。因此,為確保兒童及青少年使用網路的安全,並避免隱私權受到侵犯,家長(或監護人)應先檢閱各該網站是否有保護個人資料的「隱私權政策」,再決定是否同意提出相關的個人資料;並應持續叮嚀兒童及青少年不可洩漏自己或家人的任何資料(包括姓名、地址、電話、電子郵件信箱、照片、信用卡號等)給任何人。

為了維護 希平方 網站安全,我們需要您的協助:

您承諾絕不為任何非法目的或以任何非法方式使用本服務,並承諾遵守中華民國相關法規及一切使用網際網路之國際慣例。您若係中華民國以外之使用者,並同意遵守所屬國家或地域之法令。您同意並保證不得利用本服務從事侵害他人權益或違法之行為,包括但不限於:
A. 侵害他人名譽、隱私權、營業秘密、商標權、著作權、專利權、其他智慧財產權及其他權利;
B. 違反依法律或契約所應負之保密義務;
C. 冒用他人名義使用本服務;
D. 上載、張貼、傳輸或散佈任何含有電腦病毒或任何對電腦軟、硬體產生中斷、破壞或限制功能之程式碼之資料;
E. 干擾或中斷本服務或伺服器或連結本服務之網路,或不遵守連結至本服務之相關需求、程序、政策或規則等,包括但不限於:使用任何設備、軟體或刻意規避看 希平方 - 看 YouTube 學英文 之排除自動搜尋之標頭 (robot exclusion headers);

服務中斷或暫停
本公司將以合理之方式及技術,維護會員服務之正常運作,但有時仍會有無法預期的因素導致服務中斷或故障等現象,可能將造成您使用上的不便、資料喪失、錯誤、遭人篡改或其他經濟上損失等情形。建議您於使用本服務時宜自行採取防護措施。 希平方 對於您因使用(或無法使用)本服務而造成的損害,除故意或重大過失外,不負任何賠償責任。

版權宣告
上次更新日期:2013-09-16

希平方 內所有資料之著作權、所有權與智慧財產權,包括翻譯內容、程式與軟體均為 希平方 所有,須經希平方同意合法才得以使用。
希平方歡迎你分享網站連結、單字、片語、佳句,使用時須標明出處,並遵守下列原則:

  • 禁止用於獲取個人或團體利益,或從事未經 希平方 事前授權的商業行為
  • 禁止用於政黨或政治宣傳,或暗示有支持某位候選人
  • 禁止用於非希平方認可的產品或政策建議
  • 禁止公佈或傳送任何誹謗、侮辱、具威脅性、攻擊性、不雅、猥褻、不實、色情、暴力、違反公共秩序或善良風俗或其他不法之文字、圖片或任何形式的檔案
  • 禁止侵害或毀損希平方或他人名譽、隱私權、營業秘密、商標權、著作權、專利權、其他智慧財產權及其他權利、違反法律或契約所應付支保密義務
  • 嚴禁謊稱希平方辦公室、職員、代理人或發言人的言論背書,或作為募款的用途

網站連結
歡迎您分享 希平方 網站連結,與您的朋友一起學習英文。

抱歉傳送失敗!

不明原因問題造成傳送失敗,請儘速與我們聯繫!

「Travis Kalanick:Uber 願景」- Uber's Plan to Get More People into Fewer Cars


框選或點兩下字幕可以直接查字典喔!

Today I wanted to—well, this morning—I want to talk about the future of human-driven transportation; about how we can cut congestion, pollution and parking by getting more people into fewer cars; and how we can do it with the technology that's in our pockets. And yes, I'm talking about smartphones...not self-driving cars.

But to get started we've got to go back over 100 years. Because it turns out there was an Uber way before Uber. And if it had survived, the future of transportation would probably already be here.

So let me introduce you to the jitney. In 1914, it was created or invented by a guy named LP Draper. He was a car salesman from LA, and he had an idea. Well, he was cruising around downtown Los Angeles, my hometown; he saw trolleys with long lines of people trying to get to where they wanted to go. He said, well, why don't I just put a sign on my car that takes people wherever they want to go for a jitney?—that was slang for a nickel.

And so people jumped on board, and not just in Los Angeles but across the country. And within one year, by 1915, there were 50,000 rides per day in Seattle, 45,000 rides per day in Kansas, and 150,000 rides per day in Los Angeles. To give you some perspective, Uber in Los Angeles is doing 157,000 rides per day, today...100 years later.

And so these are the trolley guys, the existing transportation monopoly at the time. They were clearly not happy about the jitney juggernaut. And so they got to work and they went to cities across the country and got regulations put in place to slow down the growth of the jitney.

And there were all kinds of regulations. There were licenses—often they were pricey. In some cities, if you were a jitney driver, you were required to be in the jitney for 16 hours a day. In other cities, they required two jitney drivers for one jitney. But there was a really interesting regulation which was they had to put a backseat light—install it in every Jitney—to stop a new pernicious innovation which they called spooning.

Okay. All right. So what happened? Well, within a year this thing had taken off. But the jitney, by 1919, was regulated completely out of existence.

That's unfortunate...because, well, when you can't share a car, then you have to own one. And car ownership skyrocketed and it's no wonder that by 2007, there was a car for every man, woman and child in the United States. And that phenomenon had gone global. In China by 2011, there were more car sales happening in China than in the US.

Now, all this private ownership of course had a public cost. In the US, we spend 7 billion hours a year, wasted, sitting in traffic. 160 billion dollars in lost productivity, of course, also sitting in traffic, and one-fifth of all of our carbon footprint is spewed out in the air by those cars that we're sitting in.

Now, that's only four percent of our problem though. Because if you have to own a car, then that means 96 percent of the time your car is sitting idle. And so, up to 30 percent of our land and our space is used storing these hunks of steel. We even have skyscrapers built for cars. That's the world we live in today.

Now, cities have been dealing with this problem for decades. It's called mass transit. And even in a city like New York City, one of the most densely populated in the world and one of the most sophisticated mass transit systems in the world, there are still 2.5 million cars that go over those bridges every day. Why is that? Well, it's because mass transit hasn't yet figured out how to get to everybody's doorstep. And so back in San Francisco, where I live, the situation's much worse, in fact, much worse around the world.

And so the beginning of Uber in 2010 was—well, we just wanted to push a button and get a ride. We didn't have any grand ambitions. But it just turned out that lots of people wanted to push a button and get a ride, and ultimately what we started to see was a lot of duplicate rides. We saw a lot of people pushing the same button at the same time going essentially to the same place.

And so we started thinking about, Well, how do we make those two trips and turn them into one? Because if we did, that ride would be a lot cheaper—up to 50 percent cheaper—and of course for the city, you've got a lot more people and a lot fewer cars.

And so the big question for us was: Would it work? Could you have a cheaper ride cheap enough that people would be willing to share it? And the answer, fortunately, is a resounding yes.

In San Francisco, before uberPOOL, we had—well, everybody would take their car wherever the heck they wanted. And the bright colors is where we have the most cars. And once we introduced uberPOOL, well, you see there's not as many bright colors. More people getting around the city in fewer cars, taking cars off the road. It looks like uberPOOL is working.

And so we rolled it out in Los Angeles eight months ago. And since then, we've taken 7.9 million miles off the roads, and we've taken 1.4 thousand metric tons of CO2 out of the air. But the part that I'm really... But my favorite statistic—remember, I'm from LA, I spent years of my life sitting behind the wheel, going, "How do we fix this?"—my favorite part is that eight months later, we have added 100,000 new people that are carpooling every week.

Now, in China, everything is supersized, and so we're doing 15 million uberPOOL trips per month, that's 500,000 per day. And of course we're seeing that exponential growth happen. In fact, we're seeing it in LA, too. And when I talk to my team, we don't talk about, "Hey, well, 100,000 people carpooling every week and we're done." How do we get that to a million? And in China, well, that could be several million. And so uberPOOL is a very great solution for urban carpooling. But what about the suburbs?

This is the street where I grew up in Los Angeles, it's actually a suburb called Northridge, California, and, well—look, those mailboxes, they kind of just go on forever. And every morning at about the same time, cars roll of out their driveway, most of them, one person in the car, and they go to work, they go to their place of work. So the question for us is: well, how do we turn all of these commuter cars—and literally there's tens of millions of them—how do we turn all these commuter cars into shared cars?

Well, we have something for this that we recently launched called uberCOMMUTE. You get up in the morning, get ready for work, get your coffee, go to your car and you light up the Uber app, and all of a sudden, you become an Uber driver. And we'll match you up with one of your neighbors on your way to work, and it's a really great thing.

There's just one hitch—it's called regulation. So 54 cents a mile, what is that? Well, that is what the US government has determined that the cost of owning a car is per mile. You can pick up anybody in the United States and take them wherever they want to go at a moment's notice, for 54 cents a mile or less. But if you charge 60 cents a mile, you're a criminal. But what if for 60 cents a mile we could get half a million more people carpooling in Los Angeles? And what if at 60 cents a mile we could get 50 million people carpooling in the United States? If we could, it's obviously something we should do.

And so it goes back to the lesson of the jitney. If by 1915 this thing was taking off, imagine without the regulations that happened, if that thing could just keep going, how would our cities be different today? Would we have parks in the place of parking lots? Well, we lost that chance. But technology has given us another opportunity.

Now, I'm as excited as anybody else about self-driving cars, but do we have to really wait five, 10 or even 20 years to make our new cities a reality? With the technology in our pockets today, and a little smart regulation, we can turn every car into a shared car, and we can reclaim our cities, starting today.

Thank you.

Travis, thank you.

Thank you.

You know—I mean, the company you've built is absolutely astounding. You only just talked about a small part of it here—a powerful part—the idea of turning cars into public transport like that, it's cool. But I've got a couple other questions because I know they're out there on people's minds. So first of all, last week I think it was... You know, I switched on my phone and tried to book an Uber and I couldn't find the app. You had this very radical, very bold, brave redesign.

Sure.

How did it go? Did you notice other people not finding the app that day? Are you going to win people over for this redesign?

Well, first I should probably just say, well, what we were trying to accomplish. And I think if you know a little bit about our history, it makes a lot more sense, which is, when we first got started, it was just black cars. It was literally you push a button and get an S-Class. And so what we did was almost what I would call an immature version of a luxury brand that looked like a badge on a luxury car.

And as we've gone worldwide and gone from S-Classes to auto rickshaws in India, it became something that was important for us to be more accessible, to be more hyperlocal, to be about the cities we were in and that's what you see with the patterns and colors. And to be more iconic, because a U doesn't mean anything in Sanskrit, and a U doesn't mean anything in Mandarin. And so that was a little bit what it was about.

Now, when you first roll out something like that, I mean, your hands are sweating, you've got—you know, you're a little worried. What we saw is a lot of people—actually, at the beginning, we saw a lot more people opening the app because they were curious what they would find when they opened it. And our numbers were slightly up from what we expected.

Okay, that's cool. Now, so you, yourself, are something of an enigma, I would say. Your supporters and investors, who have been with you the whole way, believe that the only chance of sort of taking on the powerful, entrenched interests of taxi industry and so forth, is to have someone who is a fierce, relentless competitor, which you've certainly proved to be. Some people feel you've almost taken that culture too far, and you know—like a year or two ago there was a huge controversy where a lot of women got upset. How did it feel like inside the company during that period? Did you notice a loss of business? Did you learn anything from that?

Well, look, I think—I've been an entrepreneur since I've been in high school and you have—in various different ways, an entrepreneur will see hard times, and for us, it was about a year and a half ago, and for us it was hard times, too.

Now, inside, we felt like—I guess at the end of the day we felt like we were good people doing good work, but on the outside that wasn't evident. And so there was a lot that we had to do to sort of—we'd gone from a very small company—I mean if you go literally two and a half years ago, our company was 400 people, and today it's 6,500. And so when you go through that growth, you have to sort of cement your cultural values and talk about them all of the time. And make sure that people are constantly checking to say, "Are we good people doing good work?" And if you check those boxes, the next part of that is making sure you're telling your story. And I think we learned a lot of lessons, but I think at the end of it we came out stronger. But it was certainly a difficult period.

It seems to me, everywhere you turn, you're facing people who occasionally give you a hard time. Some Uber drivers in New York and elsewhere are mad as hell now because you changed the fees and they can barely—they claim—barely afford the deal anymore. How—you know, you said that you started this originally, just the coolness of pressing a button and summoning a ride. This thing's taken off, you're affecting the whole global economy, basically, at this point. You're being forced to be, whether you want it or not, a kind of global visionary who's changing the world. I mean—who are you? Do you want that? Are you ready to go with that and be what that takes?

Well, there's a few things packed in that question, so... First is on the pricing side—I mean, keep in mind, right? UberX, when we first started, was literally 10 or 15 percent cheaper than our black car product. It's now in many cities, half the price of a taxi. And we have all the data to show that the divers are making more per hour than they would as taxi drivers.
What happens is when the price goes down, people are more likely to take Uber at different times of the day than they otherwise would have, and they're more likely to use it in places they wouldn't have before. And what that means for a driver is wherever he or she drops somebody off, they're much more likely to get a pickup and get back in. And so what that means is more trips per hour, more minutes of the hour where they're productive and actually, earnings come up.

And we have cities where we've done literally five or six price cuts and have seen those price cuts go up over time. So even in New York—we have a blog post we call "4 Septembers"—compare the earnings September after September after September, same month every year, and we see the earnings going up over time as the price comes down. And there's a perfect price point—you can't go down forever. And in those places where we bring the price down but we don't see those earnings pop, we bring the prices back up.

So that addresses that first part. And then the enigma and all of this—I mean, the kind of entrepreneur I am is one that gets really excited about solving hard problems. And the way I like to describe it is it's kind of like a math professor. You know? If a math professor doesn't have hard problems to solve, that's a really sad math professor. And so at Uber, we like the hard problems and we like getting excited about those and solving them. But we don't want just any math problem, we want the hardest ones that we can possibly find, and we want the one that if you solve it, there's a little bit of a wow factor.

In a couple years' time—say five years' time, I don't know when—you roll out your incredible self-driving cars, at probably a lower cost than you currently pay for an Uber ride. What do you say to your army of a million drivers plus at that time?

Explain that again—at which time?

At the time when self-driving cars are coming—

Sure, sure, sure. Sorry, I missed that.

What do you say to a driver?

Well, look, I think the first part is it's going to take—it's likely going to take a lot longer than I think some of the hype or media might expect. That's part one. Part two is it's going to also take—there's going to be a long transition. These cars will work in certain places and not in others.

For us it's an interesting challenge, right? Because, well—Google's been investing in this since 2007, Tesla's going to be doing it, Apple's going to be doing it, the manufacturers are going to be doing it. This is a world that's going to exist, and for good reason. A million people die a year in cars. And we already looked at the billions or even trillions of hours worldwide that people are spending sitting in them, driving frustrated, anxious. And think about the quality of life that improves when you give people their time back and it's not so anxiety-ridden. So I think there's a lot of good.

And so the way we think about it is that it's a challenge, but one for optimistic leadership, where instead of resisting—resisting technology, maybe like the taxi industry, or the trolley industry—we have to embrace it or be a part of the future.

But how do we optimistically lead through it? Are there ways to partner with cities? Are there ways to have education systems, vocational training, etc., for that transition period? It will take a lot longer than I think we all expect, especially that transition period. But it is a world that's going to exist, and it is going to be a better world.

Travis, what you're building is absolutely incredible and I'm hugely grateful to you for coming to TED and sharing so openly. Thank you so much.

Thank you.

播放本句

登入使用學習功能

使用Email登入

HOPE English 播放器使用小提示

  • 功能簡介

    單句重覆、上一句、下一句:顧名思義,以句子為單位重覆播放,單句重覆鍵顯示橘色時為重覆播放狀態;顯示灰色時為正常播放狀態。按上一句鍵、下一句鍵時就會自動重覆播放該句。
    收錄佳句:點擊可增減想收藏的句子。

    中、英文字幕開關:中、英文字幕按鍵為綠色為開啟,灰色為關閉。鼓勵大家搞懂每一句的內容以後,關上字幕聽聽看,會發現自己好像在聽中文說故事一樣,會很有成就感喔!
    收錄單字:用滑鼠框選英文單字可以收藏不會的單字。
  • 分享
    如果您覺得本篇短片很有趣或很喜歡,在短片結束時有分享連結,可以分享給朋友一同欣賞,一起看YouTube學英文!

    或是您有收錄很優秀的句子時,也可以分享佳句給大家,一同看佳句學英文!