• Five people who earn more than $100,000 annually shared how they're spending their money.
• They're trying to balance spending on big purchases with saving for future goals.
• Some have spent money on a new car or travel, while others have invested in a home or startup.

For some, earning a six-figure income can facilitate a big splurge. For others, it's an opportunity to establish additional income streams or financial security.

Abid Salahi earns about $140,000 a year from his software engineering job. The 26-year-old, based in Vancouver, said his biggest purchase over the past year was a new car that cost roughly $37,000. Additionally, Salahi said he upgraded his home workspace.

Despite his earnings, one thing has been out of his reach: owning a home. The houses in his area that check his boxes cost more than $500,000. To afford a down payment, Salahi said he's saving and being more judicious about how much he spends dining out and at the grocery store.

Reaching a six-figure salary can be a challenge for some employees. The average annual salary for US-based full-time workers was about $82,000 as of November, the latest data available, per a New York Fed survey. Some workers who earn more than six figures have used the opportunity to set themselves up for potential future success.

Business Insider asked five people who've made more than $100,000 annually what they've spent their money on in recent years. BI has verified their six-figure earnings.

Balancing spending now and saving for the future

Earning a six-figure income has also created new opportunities for John, who's on track to earn roughly $250,000 this year by balancing a full-time and part-time remote IT role.

The millennial, who's based in California, said one of his biggest expenses over the past year was his sister's medical bills, which were about $30,000, he said.

When he spends money on himself, he focuses on fun and health. He hired a personal trainer, who charges about $130 weekly for a one-hour session. Last year, he spent about $9,000 on a three-week honeymoon in Asia.

While he's trying to take advantage of his money in the present, John said he's also prioritized saving for the future.

"I follow a concept of 'pay yourself first' — where I put money into retirement and savings first, and then the rest is disposable," said John. His identity is known to BI, but he asked to use a pseudonym due to fears of professional repercussions.

Looking forward, John said he's saving money for the children he hopes to have one day, a bigger car, and a home.

Corritta Lewis is also balancing spending now while saving for the future. Last year, Lewis earned roughly $280,000 from her consulting job and a travel blog she runs as a side hustle. The 35-year-old, who's based in Orlando, said she and her wife spend most of their disposable income on travel.

"We've been digital nomads for four years, so most of our money was used to travel the world and have amazing experiences," she said.

Despite her travel expenses, Lewis said she doesn't live a luxurious lifestyle and is focused on long-term saving. She aims to work part-time hours by her 40th birthday.

"Right now, we are prioritizing savings and investments," she said.

Investing in themselves and real estate

Margaret Pattillo took home around $128,000 last year from her digital marketing and PR business. The 27-year-old, who's based in Florida, said she's on track to earn more than $160,000 this year.

Pattillo used her earnings to buy a home earlier this year and has plans to buy a second home as an investment property. She tries to use her money to create additional income streams that will set her up for future financial success.

"I don't place much value in material items and I'm lucky that I get to travel for work frequently," she said. "I'd say my biggest goal is to build up as many cash-flowing assets as I can in the next 10 years."

Christopher Stroup has put his earnings toward a different type of investment: a new business.

Stroup earned roughly $130,000 last year working as a financial advisor. The 33-year-old, who's based in California, said his income has helped him improve his relationships with friends and family by giving him the budget to go out to eat and on trips. He said his goal is to travel to Europe at least once a year.

Over the past year, Stroup said the biggest thing he's spent his money on is the financial planning business he launched in September. He said his startup costs have included marketing expenses and hiring a team. However, he hopes the investment in his business will put him in an even better financial position.

"If it works out well, achieving my financial goals on my desired timeline has a much higher probability of happening," he said, adding that two of his main goals are owning a home and starting a family.

Are you making over $100,000 a year? Are you willing to share your story and the impact this income has had on your life? If so, contact this reporter at [email protected].

• Grace Chang occasionally commutes from Washington, DC, to NYC for work.
• She said the four-hour commute is worth it because the job is a good fit for her.
• Remote working arrangements have made it easier for some Americans to become supercommuters.

Grace Chang says the occasional four-hour commute to her job is worth it but could be unsustainable in the long term.

Earlier this year, Chang, 28, felt burned out from her finance job at a hospitality company in Washington, DC. She began exploring new opportunities but struggled to find a role in DC that would allow her to grow and be less demanding.

After expanding her search outside the Beltway, Chang accepted a financial planning and analysis position, which she started in May. The role pays $120,000 annually, but it came with a downside: a commute roughly every other week from DC to New York City. Chang asked that the name of her employer be excluded for privacy reasons.

For her journey, Chang said she wakes up around 4 a.m. on Monday, catches the 5:05 a.m. Amtrak train at Union Station, arrives in New York City around 8:30 a.m., and is at her midtown Manhattan office 30 minutes later. She usually stays in New York until Wednesday or Thursday, and since her company doesn't pay for lodging, she crashes with friends or family who live in or near the city.

"I'm not 100% sure if the job is worth the commute, but it pays the bills and is a good stepping stone for other opportunities in the future," she said.

Chang is among the supercommuters who have embraced long treks to work in recent years: A Stanford University study published in June defined a supercommuter as anyone with a journey of more than 75 miles. The study, which was conducted by Stanford economists Nick Bloom and Alex Finan, found that the share of supercommutes in the 10 largest US cities was 32% higher between November 2023 and February than between the same time period four years earlier.

The economists said this uptick was likely tied to increased remote working arrangements. For example, some Americans who moved away from cities during the pandemic — in part for lower housing costs — decided they could tolerate their commute when their employers called them back to the office.

Supercommuting isn't the long-term goal

Chang said her employer doesn't have a specific in-office policy, but her manager wants her to work in person sometimes, particularly during busier periods.

When Chang landed the job, she never seriously considered moving to New York City. She and her husband have lived in the DC area for over a decade, and her husband works locally.

"We have friends and community here and didn't want to uproot so quickly," she said. "After I started making the commute, I just got used to it."

Staying with friends and family has helped Chang save money on accommodations while she's in New York, but her commute still comes with a financial cost. If she buys well in advance of her trip, she said she can generally get a one-way train ticket for less than $100. She said Amtrak offers a 10-ride ticket pass for $790, which amounts to $79 per one-way ticket.

However, Chang said her role would likely have a lower salary if it were based in DC, in part because the city has a lower cost of living than NYC.

In recent weeks, Chang's manager said she could reduce her commute to once a month. She said she'd previously requested a less frequent commute once she was fully trained for her job: She's been in the role for over six months.

While Chang is open to jobs closer to home, she said she's enjoying her current role and is getting the career development she wanted.

"It's definitely not a long-term goal or aspiration to continue to do this, but what has made this doable is having a positive mentality toward commuting," she said. "If I dreaded it every week, I would have quit in the first month."

Do you have a long commute to work? Are you willing to share your story with a reporter? Reach out to [email protected].

• Waymo One's robotaxis could threaten Uber and Lyft drivers' earnings if they get access to airports.
• Airport rides are among the most profitable trips for human drivers.
• Waymo One is offering airport trips in Phoenix and is awaiting approval in other markets.

If Waymo One's robotaxis continue expanding to airports, human ride-hailing drivers could see their incomes take a big hit.

Airport trips are "incredibly important" for ride-hailing drivers, particularly those who work near cities with major airports, said Lindsey Cameron, an assistant professor of management — whose research focuses on AI and gig work — at Wharton School of the University of Pennsylvania. She added that airport pickups can be especially profitable because those rides often have higher fares, which are driven by strong customer demand.

"Those are the most lucrative rides," she said. "You've got a captive audience who wants to go home, and so they're willing to pay."

Many Uber and Lyft drivers have told BI their gigs are already less profitable than they were a few years ago — due, in part, to an increase in competition from both human and robot drivers. The threat of robotaxis further chipping away at their business has put some of them on edge.

Nicole Moore, a part-time Lyft driver and the president of the driver advocacy group Rideshare Drivers United, said that in the last couple of weeks, she's seen a significant uptick in concern from LA-based drivers about the impacts of robotaxis on their earnings. In November, Waymo One began offering rides to anyone in Los Angeles after previously operating a limited service with a waitlist.

"You put more drivers on the street — whether they're robot drivers or people — everybody makes less money," she said, adding, "We're thankful they're not in the airport yet."

Waymo One, which is owned by Alphabet, is the only company operating autonomous vehicles at US airports, Waymo told BI. It's also the biggest autonomous taxi service in the US: In October, the company said it was providing more than 150,000 weekly paid rides in Los Angeles, San Francisco, and Phoenix. Additionally, the company announced this fall it will offer rides to the public in the Atlanta and Austin markets early next year and in Miami in 2026.

While Waymo One airport trips are available in Phoenix —and the company has approval to begin pilot testing at the Austin airport — robotaxis are still restricted from airports in Los Angeles and San Francisco. In these cities, approval for airport rides would come from groups that oversee the airports' operations.

The experts BI spoke to said it's unclear if and when robotaxis will receive widespread approval for airport trips in the markets they're operating.

Spokespeople for Los Angeles World Airports and the Airport Commission for San Francisco International Airport told BI there is no estimated timeline for when Waymo One will receive approval, but the groups are monitoring the robotaxi's progress.

The LAWA spokesperson said the airport can experience significant curbside congestion and that for driverless taxis to gain airport approval, they would need to operate safely and efficiently and not impact the airport's current commercial and private vehicle operations. The Airport Commission spokesperson said driverless taxis would need to demonstrate the ability to operate on freeways and in communities near the airport and ensure they could safely meet the needs of customers.

Waymo is pushing for airport expansion in the US

Waymo told BI that it's providing thousands of trips each week to and from Phoenix Sky Harbor International Airport, the most popular destination for its riders in the city. The company also said it's in active discussions with San Francisco International Airport and Los Angeles International Airport about expanding its fleet to these airports, but didn't give BI a timeline for when it expects to receive approvals.

The company added that it was granted approval to provide robotaxi trips on freeways in San Francisco, Los Angeles, Phoenix, and Austin, but that it hasn't begun offering those rides to the public yet: Access to these trips is currently limited to Waymo's employees in San Francisco and Phoenix.

A spokesperson for Austin-Bergstrom International Airport told BI that the airport would monitor Waymo One's pilot testing before deciding whether to approve airport pickups.

Uber did not respond to Business Insider's request for comment, and Lyft said that its drivers have generally earned more on airport trips than on non-airport trips.

It's not just drivers who are feeling the pinch from Waymo One's expansions. GM announced on December 11 that it was retreating from the robotaxi business "given the considerable time and resources that would be needed to scale the business, along with an increasingly competitive robotaxi market."

Meanwhile, on December 5, shares of Uber and Lyft traded lower after Waymo announced it was expanding to Miami.

To be sure, Waymo isn't the only company rolling out robotaxis: Tesla and the Amazon-owned Zoox are also developing their own versions of a robotaxi.

Airport trips are some drivers' 'bread and butter'

Moore said that airport trips aren't as profitable for drivers as they used to be, but that they remain important.

"They have been our bread and butter for many, many years," she said.

Jason D., a 50-year-old driver in Phoenix, told BI he does more airport trips than any other type of ride — in part because he drives an Uber XL vehicle that has the space for luggage and multiple passengers. He said competing with Waymo One at airports and elsewhere has hurt his earnings.

"Driverless taxis are flooding an already competitive Phoenix market and taking money from human drivers," Jason D, who drives full-time for Uber and asked that his last name not be included for fear of professional repercussions, previously told BI. He added that Waymo One's cars also contribute to significant congestion at the airport because they don't know how to follow traffic officers' hand and voice commands.

Sergio Avedian, a part-time Uber and Lyft driver based in the Los Angeles area and senior contributor to the gig-driver-advocacy blog and YouTube channel The Rideshare Guy, told BI that airport drop-offs tend to be quick, pay relatively well, and often come with a tip.

In comparison, doing airport pickups can require drivers at major airports to wait in designated lots until a passenger books a ride. Avedian said this process can be frustrating, but that airport pickups often pay better than drop-offs because the fares are higher — which is why some drivers think they're worth the wait.

"You have a chance of maybe catching a 'unicorn,'" he said, referring to the highest-paying trips. He added that many airport riders are business travelers who can expense their trips and are therefore less likely to balk at a high fare or not tip.

While robotaxis are already operating in the LA market, Avedian isn't overly concerned about robotaxis impact on drivers' earnings in the short term. But he knows the clock is ticking.

"Long-term, definitely it's going to be a threat, and that's why we suggest everybody not treat Uber and Lyft driving as a career," he previously told BI.

If more airports approve robotaxis, Moore said she hopes riders will value the customer service humans provide.

"Customers often expect you to put their luggage in the trunk — is the robotaxi going to do that?"

We want to hear from you. Do you work in the gig economy? Please fill out this form.

Correction: December 13, 2024 — An earlier version of this story misstated the number of weekly paid rides Waymo provided. It was more than 150,000, not 100,000.

• The Biden administration secured commitments from top semiconductor chipmakers to build US factories.
• Building chip factories can take years, and some factories have faced delays.
• Hiring for roles in semiconductor manufacturing could come under the Trump administration.

The Biden administration's efforts to boost US semiconductor manufacturing and employment could bear fruit during the Trump administration.

During his term, Biden secured commitments from five of the world's leading chip manufacturers —TSMC, Intel, Samsung, Micron, and SK Hynix — to build factories in the US as part of an effort to shore up production of the critical technology. Semiconductor chips power a wide variety of products, including iPhones, pickup trucks, washing machines, and military equipment.

However, many of these factories are still in various stages of construction, and for some, it will be years before they're producing chips. Much of the hiring for manufacturing roles could come under president-elect Donald Trump or a future administration, experts told Business Insider.

Jeff Koch, an analyst at the semiconductor research and consulting firm SemiAnalysis, told Business Insider that the current building of US chip factories has already created construction jobs. However, Koch said that the anticipated boost in semiconductor manufacturing employment hasn't materialized yet.

Koch and Stephen Ezell, the vice president for global innovation policy at the Information Technology and Innovation Foundation, said manufacturing jobs would likely be realized during the Trump administration.

"The longer it takes to get the funds disbursed and the projects fully underway, then the longer it takes to get to full hiring for construction of the facilities and the operational staffing of them once they're complete," said Ezell, referring to CHIPS Act funding that the five leading chipmakers — in addition to other semiconductor companies — have been allocated from the Biden administration.

The chipmakers are expected to receive some of the $39 billion in manufacturing incentives tied to the CHIPS Act, which President Joe Biden signed into law in 2022. The Biden administration is trying to finalize funding agreements before Trump — who has criticized the CHIPS Act — takes office in January.

The US could see about 42,000 direct jobs at the companies building these factories and 101,500 indirect jobs at chipmakers' suppliers, per a report published in 2021 by the Semiconductor Industry Association — a trade association and lobbying group — that said a $50 billion investment would help create an estimated 10 additional chip factories in the US.

To be sure, it's not uncommon for the benefits of a president's policy initiative to see gains after the leader leaves office. This is a reality Biden understands.

"Much of the work we've done is already being felt by the American people, but the vast majority will not be felt, will be felt over the next 10 years," Biden said in November about his administration's policies.

Additionally, the construction of chip factories is particularly complicated, and it often takes years for these projects to be completed.

"This is the world's most complex technology," Jimmy Goodrich, senior advisor for technology analysis to the RAND Corporation, said of semiconductors. "You're talking about producing transistors — billions on a single chip — each of them is 20 to 30,000 times smaller than the human hair."

Business Insider reached out to TSMC, Intel, Samsung, Micron, and SK Hynix to confirm the latest status of their US-based chip factories under construction. The table below shows where the chipmakers have committed to building factories in the US. Intel declined to provide estimated completion dates for its four factories.

When reached for comment, the Trump-Vance transition team didn't respond to a question about Trump's plans to boost US semiconductor manufacturing employment.

Building chip factories takes time

Koch said Taiwan-based TSMC began hiring over two years ago. The company is expected to begin full production levels — BI previously reported it already started making chips for Apple — at its first Phoenix factory early next year after facing some delays.

TSMC is projecting that its second and third chip Phoenix-based factories will begin production in 2028 and by the end of the decade, respectively. The second factory was initially slated for a 2026 opening.

Micron, which is based in Boise, Idaho, has five factories in the works — four in Clay, New York, and one in Boise. The Boise factory is expected to begin production in 2026, the company told BI, but Micron's Clay factories have faced some delays.

SK Hynix, which is based in South Korea, expects to begin mass chip production at its West Lafayette, Indiana factory in the second half of 2028. Samsung is projecting that it will begin chip production at its chip factory in Taylor, Texas in 2026. In October, Reuters reported that Samsung has postponed taking deliveries of chipmaking equipment because it has yet to land any major customers for the project.

The Commerce Department said that TSMC, Intel, Micron, Samsung, SK Hynix, and TSMC are "five of the world's leading and most advanced leading-edge logic and leading-edge memory chip manufacturers." The Commerce Department added that building chip factories is a very intensive and complex construction project — and that it often takes three to five years before factories are fully constructed and operational.

While creating US semiconductor manufacturing jobs would be good news for the people who eventually land these roles, Chris Miller, a nonresident senior fellow at the American Enterprise Institute who focuses on semiconductors, told BI that he thinks the Biden administration's main goal was to boost US chip manufacturing. Doing so could help secure US supply chains and make the country less reliant on advanced chips made in Taiwan.

"The point is to have more chip manufacturing, which will mostly come over the next few years," he said.

Do you work in the US semiconductor industry? Reach out to this reporter at [email protected].

• A Pew Research Center analysis shows the largest occupations for young US workers without degrees.
• Men often work as drivers or in construction, while women work in customer service or nursing roles.
• College enrollment rates have declined in recent years.

Customer service representatives and truck drivers are the most common jobs for young women and men without a four-year degree, respectively.

Men and women between the ages of 25 and 34 who don't have college degrees also work as construction laborers, health aides, cashiers, and chefs, per a Pew Research Center analysis published in July.

There was little overlap in the most common jobs for young men and women without a college degree, but the two groups did share two roles: first-line supervisors of sales workers and retail salespersons.

Roles like these have become particularly prevalent for men, whose college enrollment rates have fallen behind women's in recent years.

Forty-seven percent of US women between the ages of 25 and 34 have a bachelor's degree compared to 37% of men, per a Pew analysis published in November. However, overall college enrollment rates have fallen in recent years: The share of male high school graduates between the ages of 16 and 24 enrolling in college has declined to 58% as of 2023 from 67% in 2018, per the Bureau of Labor Statistics. Young women's enrollment rate has declined to 65% from 71% over this period.

Many of these young people are seeking jobs that don't require a college degree, and some have benefited from companies dropping degree requirements. The share of US job postings that require at least a college degree has fallen to 17.8% from 20.4% in 2019, according to an Indeed report published earlier this year. To be sure, many employers still prioritize hiring workers with a college diploma.

The Pew report published in July also highlighted the most common job categories for Americans with a four-year college degree. Four occupation categories were among the 10 most common jobs for both men and women: software developers, managers, accountants and auditors, and elementary and middle school teachers.

Are you looking for a job and comfortable sharing your story with a reporter? Please fill out this form.

• Patty Blue Hayes moved to Panama from California to save money as she approached retirement.
• However, she's struggled to find remote roles after losing her main source of income last year.
• She said side hustles like Airbnb, YouTube, and self-publishing have helped her pay the bills.

Patty Blue Hayes, 60, moved to Panama from California to save money as she approached retirement age, but unemployment is thwarting her plans.

Hayes moved from San Luis Obispo, California to El Valle de Anton, Panama, a town in central Panama, in 2019. Hayes thought Spanish — the country's official language — would be fairly easy to learn and chose the country because it used the US dollar and was "much more affordable" than California. An analysis previously shared with BI by the personal finance site GOBankingRates ranked California third in a list of the most expensive states to retire.

Hayes also hoped that living in Panama would make her money go further during her retirement years.

"I was 55 and knew that my income wasn't going to be sufficient as I got older and eventually retired," Hayes told Business Insider.

Hayes is among the Americans who have moved abroad in search of lower costs of living as they approach or enter retirement. As of December 2023, about 650,000 Americans age 65 or older were receiving Social Security benefits abroad, according to the most recently available data from the Social Security Administration. In 2003, that number was roughly 352,000.

When Hayes moved to Panama, she was an independent contractor who offered communication and leadership coaching for a professional training company. But near the end of 2022, she said her client list started to dwindle as her employer scaled back her program and prioritized other forms of coaching. In 2023, after the company was acquired, she said her program was effectively discontinued. Hayes, who has a bachelor's degree in communications, said she's been applying for jobs related to writing coaching, customer or client success, school admissions, and tutoring but hasn't had much luck.

"It really gets so discouraging when I spend so much time on applications and nothing comes of it," she said, adding, "Looking for work has been demoralizing."

Age and demand for remote roles add to job-search struggles

Hayes is also among the people who've struggled to find work over the past year as some companies have scaled back hiring.

She said her only income has come from a guest house she rents in Panama through Airbnb, her YouTube channel where she shares content about her life abroad, some self-published book sales via Amazon, and referral fees tied to leads she gave a real estate broker.

While this income has been helpful, Hayes said it hasn't been sufficient. She said that she's accumulated roughly $13,000 in credit card debt since the middle of 2022.

Hayes said she plans to start taking Social Security when she turns 62, but that she doesn't think it will be enough to live on. She hopes to avoid dipping into her retirement savings until she turns 70.

This is why she's continued to search for jobs. She estimated that she's applied to at least 150 jobs over the past year through Indeed, ZipRecruiter, LinkedIn, and other platforms.

Hayes said her job search has been difficult for several reasons. First, she's only been applying for remote roles, which are in high demand. Additionally, she hasn't applied for a work permit in Panama because she doesn't speak fluent Spanish and believes that would hinder her ability to land a high-paying job.

What's more, she said she doesn't have robust networking connections and only joined LinkedIn in the past year. She also has some concerns that her age is working against her.

Going forward, Hayes said she plans to continue looking for work but is spending more time trying to grow her YouTube channel while self-publishing books, which she hopes can be a source of income if her job search doesn't pan out. She also hopes to find individual clients for her coaching work. While she's uncertain when she'll be able to retire, she said she's optimistic about her financial situation.

"Overall, I feel very fortunate and I'm confident the finances will shift," she said, adding, "I'll just be very relieved when the money flows so I can pay off this credit card."

Has the economy affected the way you view or experience work? If so, reach out to this reporter at [email protected].

• Uber and Lyft drivers in Phoenix and LA said that driverless taxis are hurting their earnings.
• They said Waymo One robotaxis are making their gigs even more competitive.
• Regulatory hurdles and safety concerns could slow the growth of the robotaxi industry.

Some Uber and Lyft drivers said the driverless taxis operating in their markets are driving down their earnings.

Jason D, a 50-year-old Uber driver based in Phoenix, told Business Insider it's become harder to make money in recent years due to increased competition with human drivers, lower fares, fewer tips from riders, and higher operating costs. Now, he said the rollout of Waymo One robotaxis has made this problem even worse.

"Driverless taxis are flooding an already competitive Phoenix market and taking money from human drivers," said Jason, who drives full-time and asked that his last name not be included for fear of professional repercussions.

Several companies are competing for a share of the US robotaxi market. However, Waymo One, Alphabet's autonomous taxi service, announced in August that it was providing more than 100,000 paid rides weekly in Los Angeles, San Francisco, and Phoenix. Waymo One also plans to expand to Atlanta and Austin early next year and will be facilitated through the Uber app. While the robotaxi industry could be slowed by regulatory hurdles and safety concerns, ride-hailing experts previously told BI that growing adoption would likely hurt Uber and Lyft drivers' earnings in the years to come. Some drivers told BI this is already happening.

To be sure, it's unclear how much robotaxis like Waymo One's are currently impacting drivers' earnings. Carl Benedikt Frey, a professor of AI and work at the Oxford Internet Institute, previously told BI there's little evidence that robotaxis like Waymo One have had a significant impact on Uber and Lyft drivers' earnings so far. But as more robotaxis hit the road, and fare prices come down, he said he would expect drivers' income to take a hit.

"As the technology gets better and cheaper, drivers will feel it in their wallets," Frey said. "We've seen this movie before: When Uber first showed up, it reduced traditional taxi drivers' earnings by about 10%."

Waymo and Uber did not respond to BI's request for comment. In February, an Uber spokesperson told BI that the company hadn't seen any significant impacts on drivers' earnings in Phoenix and Las Vegas, the two cities where Uber had autonomous vehicle partnerships at the time.

A Lyft spokesperson did not respond to BI's question about the impacts driverless taxis could have on ride-hailing drivers but said the company's goal is to build a hybrid network of human drivers and autonomous vehicles. Additionally, Lyft partnered with Mobileye to roll out autonomous vehicles on the Lyft network.

Restrictions on robotaxis could help reduce competition

John, a 43-year-old Uber and Lyft driver based in Phoenix, said he said he thinks Waymo One's robotaxis have hurt his earnings. He sometimes asks his passengers about their experiences using driverless taxis to get a better understanding of his competition.

He said Waymo One autonomous vehicles compete with him for rides and are sometimes cheaper than Uber and Lyft trips, which he thinks could deter passengers from using traditional ride-hailing services. John's identity is known to BI but has been withheld for his fear of professional repercussions.

Comparing the costs of Waymo One against Uber or Lyft is difficult because prices vary by market, length of trip, promotional offers the passenger may have, and whether the client tips a human driver.

There is some relief for human drivers: Restrictions on where robotaxis can drive could help limit the impact on ride-hailing drivers.

Brad, a full-time Uber driver based in Los Angeles, said he doesn't feel too threatened by Waymo One robotaxis in the city because they primarily offer shorter rides that he doesn't consider to be very profitable.

"I stopped picking up local rides a long time ago," said Brad, whose identity is known to BI but has been withheld for his fear of professional repercussions.

He added the most profitable rides tend to be airport trips — specifically when he picks up passengers from their terminals — and robotaxis aren't allowed at the airport. Waymo One airport trips are still restricted in Los Angeles and San Francisco but are available in Phoenix.

Nicole Moore, a part-time Lyft driver and the president of the driver advocacy group Rideshare Drivers United, previously told BI that trips to and from airports are many drivers' "bread and butter." She said that competition from robotaxis for these rides would be a concerning development for drivers.

A key factor in the success of robotaxis could be whether riders feel comfortable without a human driver. In Phoenix, Jason said that robotaxis are sometimes a "hazard on the road."

"They often cut me off," he said. "I have seen them signal left and right before making a sudden turn across multiple lanes of traffic."

In June, Waymo One recalled 672 of its driverless taxis after one hit a utility pole in Phoenix — the company said there were no passengers in the vehicle.

Jason said some riders he speaks with are comfortable with driverless cars or even think they could be safer than those driven by humans. But he's firm in his stance.

"I am fundamentally opposed to driverless rideshare because I do believe my income is being impacted," he said.

We want to hear from you. Do you work in the gig economy? Please fill out this form.

• A 28-year-old used an AI tool called AIHawk to apply for hundreds of jobs on LinkedIn.
• He said AIHawk helped him land a software engineering job.
• Using AI tools during the application process comes with risks.

Applying for jobs can be a time-consuming and frustrating process, and some job seekers are using AI to try to make it more tolerable.

Guilherme, a 28-year-old based in Brazil, began looking for a software engineering role after he was laid off in April. In October, after little luck, he learned about AIHawk — a tool that allows users to easily apply for up to hundreds of jobs per day. One month later, AIHawk had submitted more than 1,300 applications on Guilherme's behalf and he landed a job.

"This the type of job I was looking for," said Guilherme, whose identity was verified by Business Insider but asked to use a pseudonym. "It was certainly a byproduct of AIHawk."

Guilherme is among the people who have struggled to find work over the past year and turned to AI tools to help them write résumés and cover letters, prepare for interviews, and apply for jobs.

To be sure, relying on AI during the application process comes with risks — including a résumé littered with mistakes — and it could be a dealbreaker for some HR departments. Additionally, in the quickly evolving AI landscape, there's a lack of clarity over how employers and job platforms view candidates' use of these tools.

Automating the job search process can save time

Federico Elia created AIHawk earlier this year, and in August, he published the code hosting platform GitHub so anyone could use the tool. AIHawk automates the application process for LinkedIn's easy-apply jobs — which pulls info from a user's profile to fill in an application. To date, AIHawk has been "starred" — or bookmarked — on GitHub by more than 22,000 people globally. There are more than 6,300 members of the AIHawk community on the messaging service Telegram, where users critique the tool, share tips on how to use it, and provide updates on their job searches.

AIHawk is one of many AI job application tools on the market. While it can be installed and used without any cost, users previously told BI that doing so requires some familiarity with the programming language Python.

Guilherme's tech background made it easier to use the tool. He said AIHawk typically applied to about 50 jobs a day and that some of these applications turned into interviews.

Guilherme ultimately was hired for a job he didn't apply for using AIHawk. He said he learned about the role after someone from the company reached out to him via LinkedIn. However, Guilherme believes AIHawk played a major role in the outcome of his job search. When he started using the tool, he said he began hearing from several recruiters about jobs he'd never applied for.

"I got several LinkedIn InMails a day, every single day, since mid-October, from recruiters, hiring managers, and C-suites of companies," he said, adding, "This was something that never happened to me before."

Guilherme said that he believes applying for so many jobs "boosted" his LinkedIn profile in the platform's algorithm — making it easier for recruiters to find him.

"With my account's activity being through the roof, my profile was boosted up in searches, which led to my new boss finding me," he said.

A LinkedIn spokesperson told BI that applying to more roles would not make a person's profile more visible to a recruiter. The spokesperson said that job seekers who keep their profiles up to date are more likely to hear from recruiters.

The spokesperson said that the company doesn't permit the use of third-party software — such as bots — that scrapes or automates activity on LinkedIn.

Guilherme recommended that AIHawk users spend time filtering out job titles that aren't a good fit and use interviews as an opportunity to practice their communication skills — which could help them land a job down the road.

Overall, Guilherme said the biggest perk of AIHawk was the time it saved him.

"Imagine if I had to do this manually?" he said, referring to the resumes he submitted with AIHawk. "I'd probably go insane."

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• TSMC's Phoenix chip factories likely won't eliminate US dependence on tech from Taiwan.
• Experts told BI that TSMC's most advanced chips will likely continue to be produced in Taiwan.
• Taiwan's central role in a crucial global industry could help it secure support from the US.

Some US businesses are likely to continue depending on TSMC chips made in Taiwan for the foreseeable future, even as the company builds factories in Arizona.

On November 15, the Biden administration announced that the Commerce Department had awarded TSMC — the world's leading chipmaker — with up to $6.6 billion in funding to aid the construction of three chip factories in Phoenix. The first factory is expected to begin full production levels in early 2025.

In a press release, the Biden administration said the announcement was "among the most critical milestones yet" in the implementation of the CHIPS Act. Supporters of the law hope it will create US jobs, secure supply chains, and make the US less reliant on advanced chips from Taiwan — which faces the possible threat of a Chinese invasion. TSMC produces an estimated 90% of the world's advanced chips, which power everything from iPhones to cars.

While TSMC's Phoenix factories are expected to boost semiconductor chip production in the US, the company isn't making its most advanced chips stateside, industry experts told Business Insider.

Jeff Koch, an analyst at the semiconductor research and consulting firm SemiAnalysis, told BI that chips made in TSMC's US factories are expected to be one to two levels behind the company's more advanced Taiwan-made chips. For example, chips produced using 4 nanometer (nm) technology are expected to be made in the first Phoenix factory, while TSMC's Taiwan factories are already producing chips using 3nm technology. The smaller the nanometer number, the more transistors manufacturers can fit on a chip, making it more powerful and energy-efficient.

While 3nm chips are expected to be produced in TSMC's second Arizona factory — which is slated to begin full production in 2028 — Koch said this would likely come after the production of 2nm chips begins in Taiwan, which is estimated to happen next year, according to TSMC.

Stephen Ezell, the vice president for global innovation policy at the Information Technology and Innovation Foundation, told BI that by the time TSMC's Phoenix factory starts making 2nm chips, he'd expect the company to be producing even more advanced chips in Taiwan.

"The United States will be dependent on chips from Taiwan for a long time to come," he said. "Even if the CHIPS Act is wildly successful, it'll barely get the US back to 17% to 20% of global chip production." The US currently produces about 10% of the world's chips.

The Department of Commerce told BI that as TSMC's Arizona fabs become operational, it expects to see the production of TSMC's most advanced chips transition into the US over the coming years.

TSMC declined to comment on whether the company's most advanced chips will continue to be produced in Taiwan.

Keeping TSMC's most advanced chips in Taiwan gives the island leverage

Companies that prefer to use the most cutting-edge technology — like Nvidia, Apple, Qualcomm, and AMD — will likely continue to source chips from Taiwan, said Chris Miller, a nonresident senior fellow at the American Enterprise Institute who focuses on semiconductors.

"I think TSMC's plants in Arizona are significant, but given current policies and investment trends, the US will be using large volumes of chips made in Taiwan for many years into the future," added Miller, who is the author of "Chip War: The Fight for the World's Most Critical Technology,"

TSMC's most advanced chips are made first in Taiwan, in part, because that is where the company conducts its research and development — which makes it easier to roll out more sophisticated technologies. Additionally, keeping that level of production in Taiwan could help the island retain its essential role in the chipmaking industry, which is crucial to the global economy, Koch said.

He added that this dynamic could make the US more likely to provide Taiwan with military support if China invaded.

"It's very unlikely that the Taiwanese government would allow TSMC to build its most advanced fabs in the US without a few years' lag," he said, adding, "This is Taiwan's most valuable strategic capability. Without it, extracting a US security guarantee or support from the Trump administration goes from hard to impossible."

William Alan Reinsch, a senior advisor at the Center for Strategic and International Studies, a national security think tank, told BI the Biden administration's goal was to boost domestic chip production — not to completely erase US businesses' reliance on foreign-made chips.

What's more, efforts to develop and foster the US semiconductor industry could help protect America's supply chains from geopolitical events, even if some US businesses continue to source chips from Taiwan.

Do you work in the US semiconductor industry? Reach out to this reporter at [email protected].