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"bio": "\u003cstrong>Benjamin Burress\u003c/strong> has been a staff astronomer at Chabot Space & Science Center since July 1999. He graduated from Sonoma State University in 1985 with a bachelor’s degree in physics (and minor in astronomy), after which he signed on for a two-year stint in the Peace Corps, where he taught physics and mathematics in the African nation of Cameroon. From 1989-96 he served on the crew of NASA’s Kuiper Airborne Observatory at Ames Research Center in Mountain View, CA. From 1996-99, he was Head Observer at the Naval Prototype Optical Interferometer program at Lowell Observatory in Flagstaff, AZ.\r\n\r\nRead his \u003ca href=\"http://science.kqed.org/quest/author/ben-burress/\">previous contributions\u003c/a> to \u003ca href=\"http://science.kqed.org/quest/\">QUEST\u003c/a>, a project dedicated to exploring the Science of Sustainability.",
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"content": "\u003cp>Uber has reached a tentative settlement in two sprawling class-action federal lawsuits brought by drivers in California and Massachusetts for as much as $100 million, agreeing to make \"significant changes\" that the drivers' attorney says will result in improved work lives.\u003c/p>\n\u003cp>Boston-based labor attorney Shannon Liss-Riordan, who represents the drivers, called the settlement historic. The lawsuits hinged on whether drivers were misclassified as independent contractors, instead of employees.\u003c/p>\n\u003cp>In \u003ca href=\"https://newsroom.uber.com/growing-and-growing-up/\" target=\"_blank\">a blog post\u003c/a> titled \"Growing and growing up,\" Uber CEO Travis Kalanick announced the settlement and admitted the company hasn't \"always done a good job working with drivers.\"\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/260446315\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>Under the terms, drivers will remain independent contractors -- a big win for Uber, if the settlement stands -- but can no longer be dismissed at will. As the motion for settlement filed Thursday (and \u003ca href=\"#ubersettlement\">embedded below\u003c/a>) explains:\u003c/p>\n\u003cblockquote>\u003cp>\"Uber will only be able to deactivate drivers from the Uber platform for sufficient cause, and drivers will be provided with at least two warnings prior to many types of deactivations, a written explanation of the reasons for any deactivation, and an appeals process overseen by fellow drivers for certain types of deactivations. Should a driver not be satisfied with the result of the appeals process, the driver may arbitrate her claim at Uber’s expense.\"\u003c/p>\u003c/blockquote>\n\u003cp>\"We have heard many complaints from drivers about being deactivated without good cause and frustrations about pay issues that they have not been able to get addressed by Uber management,\" Liss-Riordan said in a written statement.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Kalanick announced that Uber was publishing a new deactivation policy in multiple languages.\u003c/p>\n\u003cp>\"As we’ve grown we’ve gotten a lot right, but certainly not everything,\" Kalanick wrote. \"This new deactivation policy is an important step forward when it comes to working with drivers.\"\u003c/p>\n\u003cp>Uber has also agreed to fund and oversee the formation of a driver association which will have leaders elected by Uber drivers \"who will engage in good faith discussions about issues of concerns to drivers,\" according to Liss-Riordan.\u003c/p>\n\u003cp>Uber will also make it clear to riders, Liss-Riordan wrote, that tips aren't part of the fares but \"would be appreciated.\"\u003c/p>\n\u003cp>The San Francisco case had been set to go to trial in June, but plaintiffs faced a number of risks, according to Liss-Riordan, including that a jury in the city \"where Uber is everywhere and quite popular\" may not side with drivers.\u003c/p>\n\u003cp>\"If we had not settled, there were some serious risks that all we have fought for -- and have achieved -- could be taken away,\" she wrote.\u003c/p>\n\u003cp>Uber agreed to pay $84 million, and another $16 million if Uber goes public and its December 2015 valuation increases by one-and-a-half times within a year of the IPO.\u003c/p>\n\u003cp>The settlement covers approximately 385,000 drivers in California and Massachusetts. Drivers who have the most miles driven with passengers would receive the largest settlement amounts, Liss-Riordan wrote. Depending on how many drivers participate in the settlement, court documents say, some California drivers could get as much as $8,000.\u003c/p>\n\u003cp>The agreement, reached with an arbitrator over three days in March and April, must still be approved by U.S. District Court Judge Edward Chen. A hearing is set for June 2 in San Francisco federal court.\u003c/p>\n\u003cp>Both suits had the potential to shatter Uber's business model because recognizing drivers as employees would have substantially increased the company's costs.\u003c/p>\n\u003cp>A San Francisco-based federal judge \u003ca href=\"http://www.reuters.com/article/us-classaction-lyft-idUSKCN0X42MN\" target=\"_blank\">rejected a similar settlement\u003c/a> involving Uber competitor Lyft earlier this month, ruling that the settlement \"short-changed\" drivers.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca id=\"ubersettlement\">\u003c/a>\u003cbr>\n[scribd id=310035754 key=key-q3kuCSQpRHUonB8NeeJy mode=scroll]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Uber has reached a tentative settlement in two sprawling class-action federal lawsuits brought by drivers in California and Massachusetts for as much as $100 million, agreeing to make \"significant changes\" that the drivers' attorney says will result in improved work lives.\u003c/p>\n\u003cp>Boston-based labor attorney Shannon Liss-Riordan, who represents the drivers, called the settlement historic. The lawsuits hinged on whether drivers were misclassified as independent contractors, instead of employees.\u003c/p>\n\u003cp>In \u003ca href=\"https://newsroom.uber.com/growing-and-growing-up/\" target=\"_blank\">a blog post\u003c/a> titled \"Growing and growing up,\" Uber CEO Travis Kalanick announced the settlement and admitted the company hasn't \"always done a good job working with drivers.\"\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/260446315&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/260446315'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Under the terms, drivers will remain independent contractors -- a big win for Uber, if the settlement stands -- but can no longer be dismissed at will. As the motion for settlement filed Thursday (and \u003ca href=\"#ubersettlement\">embedded below\u003c/a>) explains:\u003c/p>\n\u003cblockquote>\u003cp>\"Uber will only be able to deactivate drivers from the Uber platform for sufficient cause, and drivers will be provided with at least two warnings prior to many types of deactivations, a written explanation of the reasons for any deactivation, and an appeals process overseen by fellow drivers for certain types of deactivations. Should a driver not be satisfied with the result of the appeals process, the driver may arbitrate her claim at Uber’s expense.\"\u003c/p>\u003c/blockquote>\n\u003cp>\"We have heard many complaints from drivers about being deactivated without good cause and frustrations about pay issues that they have not been able to get addressed by Uber management,\" Liss-Riordan said in a written statement.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Kalanick announced that Uber was publishing a new deactivation policy in multiple languages.\u003c/p>\n\u003cp>\"As we’ve grown we’ve gotten a lot right, but certainly not everything,\" Kalanick wrote. \"This new deactivation policy is an important step forward when it comes to working with drivers.\"\u003c/p>\n\u003cp>Uber has also agreed to fund and oversee the formation of a driver association which will have leaders elected by Uber drivers \"who will engage in good faith discussions about issues of concerns to drivers,\" according to Liss-Riordan.\u003c/p>\n\u003cp>Uber will also make it clear to riders, Liss-Riordan wrote, that tips aren't part of the fares but \"would be appreciated.\"\u003c/p>\n\u003cp>The San Francisco case had been set to go to trial in June, but plaintiffs faced a number of risks, according to Liss-Riordan, including that a jury in the city \"where Uber is everywhere and quite popular\" may not side with drivers.\u003c/p>\n\u003cp>\"If we had not settled, there were some serious risks that all we have fought for -- and have achieved -- could be taken away,\" she wrote.\u003c/p>\n\u003cp>Uber agreed to pay $84 million, and another $16 million if Uber goes public and its December 2015 valuation increases by one-and-a-half times within a year of the IPO.\u003c/p>\n\u003cp>The settlement covers approximately 385,000 drivers in California and Massachusetts. Drivers who have the most miles driven with passengers would receive the largest settlement amounts, Liss-Riordan wrote. Depending on how many drivers participate in the settlement, court documents say, some California drivers could get as much as $8,000.\u003c/p>\n\u003cp>The agreement, reached with an arbitrator over three days in March and April, must still be approved by U.S. District Court Judge Edward Chen. A hearing is set for June 2 in San Francisco federal court.\u003c/p>\n\u003cp>Both suits had the potential to shatter Uber's business model because recognizing drivers as employees would have substantially increased the company's costs.\u003c/p>\n\u003cp>A San Francisco-based federal judge \u003ca href=\"http://www.reuters.com/article/us-classaction-lyft-idUSKCN0X42MN\" target=\"_blank\">rejected a similar settlement\u003c/a> involving Uber competitor Lyft earlier this month, ruling that the settlement \"short-changed\" drivers.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca id=\"ubersettlement\">\u003c/a>\u003cbr>\n\u003c/p>\u003cp>\u003ciframe\n class=\"scribd_iframe_embed\"\n src=\"//www.scribd.com/embeds/310035754/content?start_page=1&view_mode=&access_key=key-q3kuCSQpRHUonB8NeeJy\"\n title=\"http://www.scribd.com/doc/310035754\"\n data-auto-height=\"true\" scrolling=\"no\" id=\"scribd_310035754\"\n width=\"100%\" height=\"500\" frameborder=\"0\">\u003c/iframe>\n \u003ca class=\"utils-parseShortcode-shortcodes-__scribdShortcode__scribd_footer\"\n href=\"http://www.scribd.com/doc/310035754\"\n target=\"_blank\" rel=\"noopener noreferrer\">View this document on Scribd\u003c/a>\u003c/p>\u003cp>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "California Regulators Adopt Updated Rules for Ride Services",
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"headTitle": "The California Report | KQED News",
"content": "\u003cp>The California Public Utilities Commission adopted \u003ca href=\"http://ww2.kqed.org/news/2016/03/17/cpuc-regulators-still-hashing-out-more-rules-for-uber-and-lyft\" target=\"_blank\">an updated set of rules\u003c/a> for ride services Thursday but put off a decision on regulations that would have dealt a blow to some vehicle rental programs currently offered to Uber and Lyft drivers. \u003c/p>\n\u003cp>The updated rules strengthen some of the original regulations adopted by the commission in 2013, when California became the first state to regulate transportation network companies. They would tighten vehicle inspection requirements and mandate proof of commercial liability insurance. \u003c/p>\n\u003cp>The rules, approved on a 4-1 vote, give the CPUC's blessing to fare-splitting, allowing passengers who take ride services like UberPool and Lyft Line to share the cost of a trip to a common destination. \u003c/p>\n\u003cp>But it was this regulation, in particular, that sparked the only no vote on the new rules, with Commissioner Mike Florio questioning whether it's legal.\u003c/p>\n\u003cp>\"I think we'll have a lot of trouble justifying it in court,\" Florio told commissioners, calling the proposal \"a creative interpretation.\" \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>He said the Legislature has determined \"that an individual fare is an individual fare and we cannot go with this approach.\" \u003c/p>\n\u003cp>But CPUC President Michael Picker said while the regulation may need further legal analysis, the commission needed to adopt a policy even though \"we're left not completely sure.\" \u003c/p>\n\u003cp>Uber and Lyft report that more than half of their rides in San Francisco are for their carpooling services. Regulators are requiring ride service companies to report within 60 days on how the services are affecting traffic injuries and impacting the environment. \u003c/p>\n\u003cp>At Commissioner Carla Peterman's request, the CPUC voted to continue studying the issue of whether Uber and Lyft drivers should be allowed to lease vehicles, and for how long. At question is the definition of a personal vehicle. \u003c/p>\n\u003cp>Under the proposal, drivers would have been able to lease vehicles, but only for periods longer than four months. Commissioner Liane Randolph explained that the proposal was meant, in part, to ensure proper vehicle inspections and that drivers' vehicles met all regulations.\u003c/p>\n\u003cp>Though Uber officials said the regulation wouldn't affect its long-term leasing program, XChange, it would have barred the company's short-term rentals through Enterprise Rent-A-Car. The rule would also have blocked Lyft's two short-term leasing programs, with General Motors and Evercar.\u003c/p>\n\u003cp>Some drivers testified at the meeting Thursday that the short-term rentals have been crucial at times when they weren't able to use their own vehicles or couldn't afford one. \u003c/p>\n\u003cp>Peterman said the CPUC received \"thousands of emails\" about the regulation -- many of them \"robo emails,\" she said -- but also hundreds of personal emails that were \"almost evenly split\" on whether to change the definition of personal vehicles to allow leased vehicles. Uber sent an email to drivers encouraging them to send messages opposing the regulation. \u003c/p>\n\u003cp>Even though the companies have tried to assure regulators that leased vehicles would be properly inspected and meet regulations, Peterman said: \"I don't feel that we have the assurances that that is true for everyone, nor necessarily the guidance to be clear about what the best practice is.\" \u003c/p>\n\u003cp>The commission plans to study the issue some more and make a decision in its next round of regulations. Both Uber and Lyft officials were pleased with the postponement. \u003c/p>\n\u003cp>\"These programs help people quickly and easily become a rideshare driver as a flexible way to make ends meet, and also help the state meet its environmental goals,\" said Lyft spokeswoman Chelsea Wilson. \"We look forward to continuing to work with the commission to ensure that modern transportation options like ridesharing can grow across the state.\" \u003c/p>\n\u003cp>CPUC officials also plan to consider in the next phase of regulations \u003ca href=\"http://ww2.kqed.org/news/2016/02/26/california-to-reconsider-fingerprint-checks-for-uber-lyft-drivers\" target=\"_blank\">whether to require fingerprint background checks\u003c/a> for drivers. Commissioner Liane Randolph \u003ca href=\"http://ww2.kqed.org/news/2016/03/25/state-regulators-deny-l-a-s-request-to-fingerprint-uber-lyft-drivers\" target=\"_blank\">recently declined a request\u003c/a> from Los Angeles officials to do a pilot fingerprint background check for ride service drivers operating in the city. \u003c/p>\n\u003cp>On Thursday, L.A. City Councilman Paul Krekorian sent a letter to the commission urging it to act quickly on the issue and reconsider the city's proposal.\u003c/p>\n\u003cp>\"No doubt, the commission will face tremendous pressure to omit fingerprint-based background checks again, or to further delay action on this important passenger and public safety concern,\" he wrote. \"Any such delay will only serve to increase the known risk to the public.\" \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Both Uber and Lyft oppose fingerprint background checks and say their own checks are sufficient to screen drivers. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The California Public Utilities Commission adopted \u003ca href=\"http://ww2.kqed.org/news/2016/03/17/cpuc-regulators-still-hashing-out-more-rules-for-uber-and-lyft\" target=\"_blank\">an updated set of rules\u003c/a> for ride services Thursday but put off a decision on regulations that would have dealt a blow to some vehicle rental programs currently offered to Uber and Lyft drivers. \u003c/p>\n\u003cp>The updated rules strengthen some of the original regulations adopted by the commission in 2013, when California became the first state to regulate transportation network companies. They would tighten vehicle inspection requirements and mandate proof of commercial liability insurance. \u003c/p>\n\u003cp>The rules, approved on a 4-1 vote, give the CPUC's blessing to fare-splitting, allowing passengers who take ride services like UberPool and Lyft Line to share the cost of a trip to a common destination. \u003c/p>\n\u003cp>But it was this regulation, in particular, that sparked the only no vote on the new rules, with Commissioner Mike Florio questioning whether it's legal.\u003c/p>\n\u003cp>\"I think we'll have a lot of trouble justifying it in court,\" Florio told commissioners, calling the proposal \"a creative interpretation.\" \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>He said the Legislature has determined \"that an individual fare is an individual fare and we cannot go with this approach.\" \u003c/p>\n\u003cp>But CPUC President Michael Picker said while the regulation may need further legal analysis, the commission needed to adopt a policy even though \"we're left not completely sure.\" \u003c/p>\n\u003cp>Uber and Lyft report that more than half of their rides in San Francisco are for their carpooling services. Regulators are requiring ride service companies to report within 60 days on how the services are affecting traffic injuries and impacting the environment. \u003c/p>\n\u003cp>At Commissioner Carla Peterman's request, the CPUC voted to continue studying the issue of whether Uber and Lyft drivers should be allowed to lease vehicles, and for how long. At question is the definition of a personal vehicle. \u003c/p>\n\u003cp>Under the proposal, drivers would have been able to lease vehicles, but only for periods longer than four months. Commissioner Liane Randolph explained that the proposal was meant, in part, to ensure proper vehicle inspections and that drivers' vehicles met all regulations.\u003c/p>\n\u003cp>Though Uber officials said the regulation wouldn't affect its long-term leasing program, XChange, it would have barred the company's short-term rentals through Enterprise Rent-A-Car. The rule would also have blocked Lyft's two short-term leasing programs, with General Motors and Evercar.\u003c/p>\n\u003cp>Some drivers testified at the meeting Thursday that the short-term rentals have been crucial at times when they weren't able to use their own vehicles or couldn't afford one. \u003c/p>\n\u003cp>Peterman said the CPUC received \"thousands of emails\" about the regulation -- many of them \"robo emails,\" she said -- but also hundreds of personal emails that were \"almost evenly split\" on whether to change the definition of personal vehicles to allow leased vehicles. Uber sent an email to drivers encouraging them to send messages opposing the regulation. \u003c/p>\n\u003cp>Even though the companies have tried to assure regulators that leased vehicles would be properly inspected and meet regulations, Peterman said: \"I don't feel that we have the assurances that that is true for everyone, nor necessarily the guidance to be clear about what the best practice is.\" \u003c/p>\n\u003cp>The commission plans to study the issue some more and make a decision in its next round of regulations. Both Uber and Lyft officials were pleased with the postponement. \u003c/p>\n\u003cp>\"These programs help people quickly and easily become a rideshare driver as a flexible way to make ends meet, and also help the state meet its environmental goals,\" said Lyft spokeswoman Chelsea Wilson. \"We look forward to continuing to work with the commission to ensure that modern transportation options like ridesharing can grow across the state.\" \u003c/p>\n\u003cp>CPUC officials also plan to consider in the next phase of regulations \u003ca href=\"http://ww2.kqed.org/news/2016/02/26/california-to-reconsider-fingerprint-checks-for-uber-lyft-drivers\" target=\"_blank\">whether to require fingerprint background checks\u003c/a> for drivers. Commissioner Liane Randolph \u003ca href=\"http://ww2.kqed.org/news/2016/03/25/state-regulators-deny-l-a-s-request-to-fingerprint-uber-lyft-drivers\" target=\"_blank\">recently declined a request\u003c/a> from Los Angeles officials to do a pilot fingerprint background check for ride service drivers operating in the city. \u003c/p>\n\u003cp>On Thursday, L.A. City Councilman Paul Krekorian sent a letter to the commission urging it to act quickly on the issue and reconsider the city's proposal.\u003c/p>\n\u003cp>\"No doubt, the commission will face tremendous pressure to omit fingerprint-based background checks again, or to further delay action on this important passenger and public safety concern,\" he wrote. \"Any such delay will only serve to increase the known risk to the public.\" \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Both Uber and Lyft oppose fingerprint background checks and say their own checks are sufficient to screen drivers. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A bill to allow workers in the gig economy to organize and collectively bargain for benefits and workplace protections died in the California Legislature Thursday, a day after a diverse group of businesses voiced their opposition.\u003c/p>\n\u003cp>\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB1727\" target=\"_blank\">AB 1727\u003c/a>, by San Diego Assemblywoman Lorena Gonzalez, would give groups of independent contractors legal standing to negotiate agreements with \"hosting platforms\" -- ride-hailing companies or gig labor services like Thumbtack. \u003c/p>\n\u003cp>“I have no expectation that I’m getting this all the way through this year,\" Gonzalez said Wednesday. \"But we wanted to start a conversation.”\u003c/p>\n\u003cp>On Thursday morning, Gonzalez announced she's pulling the bill from its scheduled hearing before the Assembly Judiciary Committee.\u003c/p>\n\u003cp>\"Now that first impressions are out of the way and we have the attention of the labor and business communities, it's time for us to take the time this issue deserves to get this right,\" Gonzalez said in a statement.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cb>Diverse Business Opposition\u003c/b>\u003c/p>\n\u003cp>The bill’s first hearing, in the Assembly Committee on Labor and Employment on Wednesday, gave opponents a chance to voice their opposition.\u003c/p>\n\u003cp>Groups ranging from the Internet Association, which represents Uber, Lyft and Airbnb, to the Wine Institute, advocating for wineries and growers, spoke out against the bill and its definition of a hosting platform as “a facility for connecting people or entities seeking to hire people for work with people seeking to perform that work.”\u003c/p>\n\u003cp>“This isn’t just limited to the tech industry,” said Jennifer Barrera, with the California Chamber of Commerce. “This could impact a host of industries including health care, construction, agriculture -- across the board. So we are concerned with the scope of this bill and how many industries it would actually impact.”\u003c/p>\n\u003cp>[contextly_sidebar id=\"ZtwaEqjovYQW84Tv6o0fnhZnDz0deweo\"]\u003c/p>\n\u003cp>The chamber included the measure on its \u003ca href=\"http://advocacy.calchamber.com/policy/bill-tracking/job-killers/2016-job-killers/\" target=\"_blank\">yearly list\u003c/a> of “job-killer bills.”\u003c/p>\n\u003cp>Gonzalez responded that without the ability to negotiate for themselves, contract workers are forced to rely on the existing publicly funded social safety net.\u003c/p>\n\u003cp>“We have a growing work force with no protections,” she said. “If you have no rights, the safety net of taxes paid for by taxpayers of the state of California will have to come in and provide for that.”\u003c/p>\n\u003cp>The Assembly Labor committee agreed, approving the bill on a 5-1 vote.\u003c/p>\n\u003cp>\u003cb>Contract Status Still Undecided \u003c/b>\u003c/p>\n\u003cp>The bill did not attempt to define whether workers in the California's \"gig economy\" (a group which Gonzalez said includes between 1.5 and 2 million workers) are independent contractors or employees. That's the subject of an \u003ca href=\"http://ww2.kqed.org/news/2015/12/18/judge-orders-uber-to-limit-communication-with-drivers-in-lawsuit\" target=\"_blank\">ongoing class-action lawsuit\u003c/a> against Uber.\u003c/p>\n\u003cp>Drivers have brought a case in U.S District Court, arguing that the transportation network company wrongly classified them as independent contractors, instead of employees.\u003c/p>\n\u003cp>Earlier this year, Lyft paid $12.25 million to \u003ca href=\"http://www.mercurynews.com/crime-courts/ci_29440428/lyft-reaches-12-25-million-deal-drivers-employment\" target=\"_blank\">settle a similar case\u003c/a> that kept its drivers as independent contractors.\u003c/p>\n\u003cp>The industry group representing Uber and Lyft says AB 1727 still goes too far.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Our number one, number two, and number three priority has to be ensuring that this economy stays robust and flourishing because it is providing so many benefits,” said Robert Callahan, a legislative advocate with the Internet Association. “Not only to the workers, but to consumers who are getting great quality and affordability and convenience. We just think this bill represents too big of a leap.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A bill to allow workers in the gig economy to organize and collectively bargain for benefits and workplace protections died in the California Legislature Thursday, a day after a diverse group of businesses voiced their opposition.\u003c/p>\n\u003cp>\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB1727\" target=\"_blank\">AB 1727\u003c/a>, by San Diego Assemblywoman Lorena Gonzalez, would give groups of independent contractors legal standing to negotiate agreements with \"hosting platforms\" -- ride-hailing companies or gig labor services like Thumbtack. \u003c/p>\n\u003cp>“I have no expectation that I’m getting this all the way through this year,\" Gonzalez said Wednesday. \"But we wanted to start a conversation.”\u003c/p>\n\u003cp>On Thursday morning, Gonzalez announced she's pulling the bill from its scheduled hearing before the Assembly Judiciary Committee.\u003c/p>\n\u003cp>\"Now that first impressions are out of the way and we have the attention of the labor and business communities, it's time for us to take the time this issue deserves to get this right,\" Gonzalez said in a statement.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cb>Diverse Business Opposition\u003c/b>\u003c/p>\n\u003cp>The bill’s first hearing, in the Assembly Committee on Labor and Employment on Wednesday, gave opponents a chance to voice their opposition.\u003c/p>\n\u003cp>Groups ranging from the Internet Association, which represents Uber, Lyft and Airbnb, to the Wine Institute, advocating for wineries and growers, spoke out against the bill and its definition of a hosting platform as “a facility for connecting people or entities seeking to hire people for work with people seeking to perform that work.”\u003c/p>\n\u003cp>“This isn’t just limited to the tech industry,” said Jennifer Barrera, with the California Chamber of Commerce. “This could impact a host of industries including health care, construction, agriculture -- across the board. So we are concerned with the scope of this bill and how many industries it would actually impact.”\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The chamber included the measure on its \u003ca href=\"http://advocacy.calchamber.com/policy/bill-tracking/job-killers/2016-job-killers/\" target=\"_blank\">yearly list\u003c/a> of “job-killer bills.”\u003c/p>\n\u003cp>Gonzalez responded that without the ability to negotiate for themselves, contract workers are forced to rely on the existing publicly funded social safety net.\u003c/p>\n\u003cp>“We have a growing work force with no protections,” she said. “If you have no rights, the safety net of taxes paid for by taxpayers of the state of California will have to come in and provide for that.”\u003c/p>\n\u003cp>The Assembly Labor committee agreed, approving the bill on a 5-1 vote.\u003c/p>\n\u003cp>\u003cb>Contract Status Still Undecided \u003c/b>\u003c/p>\n\u003cp>The bill did not attempt to define whether workers in the California's \"gig economy\" (a group which Gonzalez said includes between 1.5 and 2 million workers) are independent contractors or employees. That's the subject of an \u003ca href=\"http://ww2.kqed.org/news/2015/12/18/judge-orders-uber-to-limit-communication-with-drivers-in-lawsuit\" target=\"_blank\">ongoing class-action lawsuit\u003c/a> against Uber.\u003c/p>\n\u003cp>Drivers have brought a case in U.S District Court, arguing that the transportation network company wrongly classified them as independent contractors, instead of employees.\u003c/p>\n\u003cp>Earlier this year, Lyft paid $12.25 million to \u003ca href=\"http://www.mercurynews.com/crime-courts/ci_29440428/lyft-reaches-12-25-million-deal-drivers-employment\" target=\"_blank\">settle a similar case\u003c/a> that kept its drivers as independent contractors.\u003c/p>\n\u003cp>The industry group representing Uber and Lyft says AB 1727 still goes too far.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Our number one, number two, and number three priority has to be ensuring that this economy stays robust and flourishing because it is providing so many benefits,” said Robert Callahan, a legislative advocate with the Internet Association. “Not only to the workers, but to consumers who are getting great quality and affordability and convenience. We just think this bill represents too big of a leap.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "The Next Apple-FBI Question: Who Can Know How The iPhone Was Hacked?",
"title": "The Next Apple-FBI Question: Who Can Know How The iPhone Was Hacked?",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>We know that a \u003ca href=\"http://www.npr.org/sections/alltechconsidered/2016/04/16/474374513/apple-fbi-the-theories-and-mysteries-of-the-san-bernardino-iphone\" target=\"_blank\">third party helped FBI crack\u003c/a> the iPhone used by one of the San Bernardino shooters. But many questions remain. Should the FBI reveal the software loopholes, or vulnerabilities, of the iPhone to Apple? If yes, then what's the process? Can the hackers hold onto the technique and re-sell it in the future? And who can \u003cem>own\u003c/em> a software vulnerability to begin with?\u003c/p>\n\u003cp>NPR's Renee Montagne talked to \u003ca href=\"http://www.cfr.org/experts/cybersecurity-homeland-security-digital-infrastructure/robert-k-knake/b15502\" target=\"_blank\">Robert Knake\u003c/a>, former director of cybersecurity policy for the National Security Council in the Obama administration, about the complex relationships between technology companies, professional hackers and the government.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"http://www.npr.org/player/embed/474701925/474788365\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\"We may be in a situation where, if the government does decide it wants to disclose this vulnerability, it may have to figure out how it can legally do that,\" Knake says. \"Does it have the right to disclose that or are those rights held by the company that discovered the vulnerability in the first place?\"\u003c/p>\n\u003cp>Below are some highlights of the conversation between Knake and Montagne.\u003c/p>\n\u003chr>\n\u003ch3>\u003cstrong>Interview Highlights\u003c/strong>\u003c/h3>\n\u003cp>\u003cstrong>On how the government deals with technical obstacles to investigations\u003c/strong>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>What we're seeing is sort of a trend away from sort of an old model, in which either government agencies had laboratories and they discovered these vulnerabilities or they would contract with a defense contractor like Lockheed Martin or Boeing to find the vulnerability.\u003c/p>\n\u003cp>Now what we're seeing are these third-party groups whose full-time job is to discover vulnerabilities that they can exploit and sell — sometimes back to the government, sometimes back to the companies that make the software, and then oftentimes on the black market or on the grey market to criminals or other intelligence agencies.\u003c/p>\n\u003cp>\u003cstrong>On whether hackers own the vulnerabilities they discover\u003c/strong>\u003c/p>\n\u003cp>It's something that we're going to see intellectual lawyers fight out over the next couple of years, because I think Apple certainly would say, \"How can you own a vulnerability in \u003cem>our\u003c/em> source code, and in \u003cem>our\u003c/em> software, and in \u003cem>our\u003c/em> devices?\" ... It's certainly an area where we don't have a very clear playbook on how to handle these kinds of situations.\u003c/p>\n\u003cp>\u003cstrong>On the going rate for buying a vulnerability\u003c/strong>\u003c/p>\n\u003cp>The reports coming out are that for past vulnerabilities in iOS they fetch upwards of a million dollars. There was a contest that was held by a third-party company to find a vulnerability and they offered that amount of money. ... It's hard to get data on what is going on in the black market, what is going on in the grey market and the amount law enforcement agencies pay for this kind of vulnerabilities is very hard to come by.\u003c/p>\n\u003cp>\u003cstrong>On how federal officials decide whether to reveal to the company the vulnerabilities in its software \u003c/strong>\u003cstrong>that are \u003c/strong>\u003cstrong>known to the government\u003c/strong>\u003c/p>\n\u003cp>At the top of the Vulnerabilities Equities Process, you've got an equities review board, which is made up of senior members of every agency that might have an equity in this kind of case.\u003c/p>\n\u003cp>So you would, for instance, have the FBI counterterrorism team advocating probably on behalf of retaining this vulnerability. On the other side of the FBI you'd have their counterintelligence team probably saying, \"Hey, we've got to protect all those (iPhones) that have government information on them, we need to disclose this vulnerability to Apple (so they can patch it).\"\u003c/p>\n\u003cp>You see the same thing play out within the NSA. Their signals intelligence team would be saying, \"Maybe this is a vulnerability we want to exploit.\" They might say it's not, and then the information assurance team in NSA might probably be saying, \"We back disclosing this vulnerability and patching it.\"\u003c/p>\n\u003cp>You would have other law enforcement agencies like the Secret Service at the table, you would have the Department of Homeland Security broadly advocating for cybersecurity and supporting strong encryption. That's been their position all along. You might have the Commerce Department, if they thought they had an equity in it.\u003c/p>\n\u003cp>So this team of people would come together and they'd look at a variety of questions and factors to determine whether they think, on balance, the vulnerability should be disclosed or should be retained.\u003c/p>\n\u003cp>\u003cstrong>On whether the public will ever know how the San Bernardino phone got unlocked\u003c/strong>\u003c/p>\n\u003cp>This is an unusual case. Normally, I would say that there would be very little chance that — if the government decides to disclose (the vulnerability) — it will disclose anything more than what it knows to Apple, and that we would never know that happened. In this case, because it has become so public, I think it's possible that the FBI might share details more broadly, if Apple is comfortable with that, in the event that it decides to disclose it.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>So yes, I think it is, in fact, possible that we may get to the bottom of what the vulnerability was and get solid assurance from Apple that they fixed it. \u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=The+Next+Apple-FBI+Question%3A+Who+Can+Know+How+The+iPhone+Was+Hacked%3F&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>We know that a \u003ca href=\"http://www.npr.org/sections/alltechconsidered/2016/04/16/474374513/apple-fbi-the-theories-and-mysteries-of-the-san-bernardino-iphone\" target=\"_blank\">third party helped FBI crack\u003c/a> the iPhone used by one of the San Bernardino shooters. But many questions remain. Should the FBI reveal the software loopholes, or vulnerabilities, of the iPhone to Apple? If yes, then what's the process? Can the hackers hold onto the technique and re-sell it in the future? And who can \u003cem>own\u003c/em> a software vulnerability to begin with?\u003c/p>\n\u003cp>NPR's Renee Montagne talked to \u003ca href=\"http://www.cfr.org/experts/cybersecurity-homeland-security-digital-infrastructure/robert-k-knake/b15502\" target=\"_blank\">Robert Knake\u003c/a>, former director of cybersecurity policy for the National Security Council in the Obama administration, about the complex relationships between technology companies, professional hackers and the government.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"http://www.npr.org/player/embed/474701925/474788365\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\"We may be in a situation where, if the government does decide it wants to disclose this vulnerability, it may have to figure out how it can legally do that,\" Knake says. \"Does it have the right to disclose that or are those rights held by the company that discovered the vulnerability in the first place?\"\u003c/p>\n\u003cp>Below are some highlights of the conversation between Knake and Montagne.\u003c/p>\n\u003chr>\n\u003ch3>\u003cstrong>Interview Highlights\u003c/strong>\u003c/h3>\n\u003cp>\u003cstrong>On how the government deals with technical obstacles to investigations\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>What we're seeing is sort of a trend away from sort of an old model, in which either government agencies had laboratories and they discovered these vulnerabilities or they would contract with a defense contractor like Lockheed Martin or Boeing to find the vulnerability.\u003c/p>\n\u003cp>Now what we're seeing are these third-party groups whose full-time job is to discover vulnerabilities that they can exploit and sell — sometimes back to the government, sometimes back to the companies that make the software, and then oftentimes on the black market or on the grey market to criminals or other intelligence agencies.\u003c/p>\n\u003cp>\u003cstrong>On whether hackers own the vulnerabilities they discover\u003c/strong>\u003c/p>\n\u003cp>It's something that we're going to see intellectual lawyers fight out over the next couple of years, because I think Apple certainly would say, \"How can you own a vulnerability in \u003cem>our\u003c/em> source code, and in \u003cem>our\u003c/em> software, and in \u003cem>our\u003c/em> devices?\" ... It's certainly an area where we don't have a very clear playbook on how to handle these kinds of situations.\u003c/p>\n\u003cp>\u003cstrong>On the going rate for buying a vulnerability\u003c/strong>\u003c/p>\n\u003cp>The reports coming out are that for past vulnerabilities in iOS they fetch upwards of a million dollars. There was a contest that was held by a third-party company to find a vulnerability and they offered that amount of money. ... It's hard to get data on what is going on in the black market, what is going on in the grey market and the amount law enforcement agencies pay for this kind of vulnerabilities is very hard to come by.\u003c/p>\n\u003cp>\u003cstrong>On how federal officials decide whether to reveal to the company the vulnerabilities in its software \u003c/strong>\u003cstrong>that are \u003c/strong>\u003cstrong>known to the government\u003c/strong>\u003c/p>\n\u003cp>At the top of the Vulnerabilities Equities Process, you've got an equities review board, which is made up of senior members of every agency that might have an equity in this kind of case.\u003c/p>\n\u003cp>So you would, for instance, have the FBI counterterrorism team advocating probably on behalf of retaining this vulnerability. On the other side of the FBI you'd have their counterintelligence team probably saying, \"Hey, we've got to protect all those (iPhones) that have government information on them, we need to disclose this vulnerability to Apple (so they can patch it).\"\u003c/p>\n\u003cp>You see the same thing play out within the NSA. Their signals intelligence team would be saying, \"Maybe this is a vulnerability we want to exploit.\" They might say it's not, and then the information assurance team in NSA might probably be saying, \"We back disclosing this vulnerability and patching it.\"\u003c/p>\n\u003cp>You would have other law enforcement agencies like the Secret Service at the table, you would have the Department of Homeland Security broadly advocating for cybersecurity and supporting strong encryption. That's been their position all along. You might have the Commerce Department, if they thought they had an equity in it.\u003c/p>\n\u003cp>So this team of people would come together and they'd look at a variety of questions and factors to determine whether they think, on balance, the vulnerability should be disclosed or should be retained.\u003c/p>\n\u003cp>\u003cstrong>On whether the public will ever know how the San Bernardino phone got unlocked\u003c/strong>\u003c/p>\n\u003cp>This is an unusual case. Normally, I would say that there would be very little chance that — if the government decides to disclose (the vulnerability) — it will disclose anything more than what it knows to Apple, and that we would never know that happened. In this case, because it has become so public, I think it's possible that the FBI might share details more broadly, if Apple is comfortable with that, in the event that it decides to disclose it.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>So yes, I think it is, in fact, possible that we may get to the bottom of what the vulnerability was and get solid assurance from Apple that they fixed it. \u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=The+Next+Apple-FBI+Question%3A+Who+Can+Know+How+The+iPhone+Was+Hacked%3F&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Uber Forcing Democrats to Rethink Labor Rules",
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"content": "\u003cp>Organized labor has always counted on Democrats' support for issues like raising the minimum wage and paid sick leave. But in the new gig economy, run on apps for companies like \u003ca href=\"https://www.uber.com/?nav=c\" target=\"_blank\">Uber\u003c/a> and \u003ca href=\"https://www.taskrabbit.com/\" target=\"_blank\">TaskRabbit\u003c/a>, the very nature of work is changing. And the new tech-driven workplace could put some Democrats at odds with their friends in the labor movement.\u003c/p>\n\u003cp>Food service workers, janitors and other low-wage employees staged a protest recently across the street from the headquarters of the tech company Intel in Santa Clara.\u003c/p>\n\u003cp>It was a classic labor action over traditional issues, like wages, benefits and working conditions. The demonstration was organized by \u003ca href=\"http://siliconvalleyrising.org/\" target=\"_blank\">Silicon Valley Rising\u003c/a>. The group is trying to give low-wage workers here more clout and a bigger share of profits in the super successful innovation economy.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/259868419\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>Even though many of the demonstrators worked for a \u003cem>contractor\u003c/em> that runs Intel’s cafeteria, organizer Derecka Meherns is pushing Intel to allow these workers to organize a union. Meherns says tech companies like Intel have tremendous resources to influence this -- and a wide range of public policy issues affecting workers.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"They can put those resources into campaigns and an army of lobbyists that can walk the halls of every city hall, county, state governments -- it’s a resource working people don’t have,\" Meherns says.\u003c/p>\n\u003cp>But organized labor is hardly an underdog. Analysis by \u003ca href=\"http://maplight.org/\" target=\"_blank\">Maplight\u003c/a> shows that in the past two election cycles, unions gave state legislators nearly $6 million in political contributions -- that’s \u003cem>10 times\u003c/em> more than the largest tech firms here. But Doug Bloch, political director for the Teamsters union, sees the tech sector gaining influence in Sacramento.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1.png\" rel=\"attachment wp-att-10920898\">\u003cimg class=\"aligncenter size-medium wp-image-10920898\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-800x369.png\" alt=\"Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder (1)\" width=\"800\" height=\"369\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-800x369.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-400x184.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-1180x544.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-960x443.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1.png 1280w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003c/p>\n\u003cp>After an outcry over low wages and split shifts for drivers of shuttle buses for companies like Google and Apple, the Teamsters worked with those companies to join the union and raise their wages. But given the complexity of the new “gig economy” and the changing nature of work, Bloch wonders if Democrats will start wobbling on some issues labor cares about.\u003c/p>\n\u003cp>\"I think we have Democrats who are with us when it comes to bus drivers, food service workers and security officers,\" Bloch said. \"And when we go talk to them about supposed independent contractors driving for Uber, it’s a different story.\"\u003c/p>\n\u003cp>To some labor unions, Uber -- the transportation upstart that’s crushing the taxi industry -- is corporate enemy number one. They, and other app-based services like TaskRabbit, say they don’t have employees -- just contractors who set their own hours and get \"gigs\" via customers using apps.\u003c/p>\n\u003cp>But Teamsters lobbyist Barry Broad doesn’t buy the notion that these aren't employees. He goes so far as to compare them to African-American sharecroppers after the Civil War.\u003c/p>\n\u003cp>\"They’re working in a field,\" says Broad, sitting in his modest office near the state Capitol. \"The field is an urban area where people need rides. And Uber allows as many people into the field to pick crops, and Uber says this is how much you're getting per pound. They may not even be getting the minimum wage.\u003c/p>\n\u003cp>\"Frankly, their system is from our perspective perfectly designed for exploitation of low-wage workers.\"\u003c/p>\n\u003cp>This friction between labor and tech could create conflict for legislators, especially Democrats. Lt. Gov. Gavin Newsom says organized labor needs to be nimble. Sitting in his office in a SoMa San Francisco startup incubator, Newsom says \"the tech genie is out of the bottle and you can't stuff it back in.\"\u003c/p>\n\u003cp>\"Something big is happening and we’re going through this radical shift in real time, yet we have work rules and labor rules that have been inflexible that were designed for a world that no longer exists,\" Newsom said. The former San Francisco mayor has close ties to the tech industry, but is also considered a strong ally of labor. And he thinks unions will be making a mistake if they resist adapting to the changing workplace.\u003c/p>\n\u003cp>\"If the attitude is, 'No, we’re just going to deny it and everything is going to be fine,' labor and the middle class are in trouble. I'm rooting for labor.\"\u003c/p>\n\u003cp>Democratic Assemblywoman \u003ca href=\"http://asmdc.org/members/a80/\" target=\"_blank\">Lorena Gonzalez \u003c/a>from San Diego understands that the old workplace rules don’t always apply anymore. She’s sponsoring legislation that would extend rights and a safety net to workers in the gig economy -- without involvement from unions.\u003c/p>\n\u003cp>Her bill -- \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB1727\" target=\"_blank\">AB1727 \u003c/a>known as the \"California 1099 Self-Organizing Act\" -- will be heard in the Assembly Labor Committee later this month.\u003c/p>\n\u003cp>Carl Guardino of the \u003ca href=\"http://svlg.org/\" target=\"_blank\">Silicon Valley Leadership Group \u003c/a>says the time is right for this conversation about the gig economy, but he worries about stifling the innovation economy, or what he calls \"the goose that lays the golden egg in California.\"\u003c/p>\n\u003cp>\"Rather than imposing laws on people and companies, let’s sit down and try to figure out what’s best for all concerned,\" Guardino says.\u003c/p>\n\u003cp>As of now anyway, there’s not an app for finding common ground.\u003c/p>\n\u003cp>Search below to see how much companies and their employees donated to state legislators during the last two election cycles.\u003c/p>\n\u003cp>[techUnionDonations]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Methodology: MapLight analysis of campaign contributions to the candidate-controlled committees associated with current members of the California Legislature during the 2013-2014 and 2015-2016 election cycles. Contributor figures are based on itemized records, aggregated by affiliate organization for political action committees. Totals include donations both from organizations and employees of those organizations. All numbers are based on latest data made available by the California secretary of state as of April 4, 2016.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Organized labor has always counted on Democrats' support for issues like raising the minimum wage and paid sick leave. But in the new gig economy, run on apps for companies like \u003ca href=\"https://www.uber.com/?nav=c\" target=\"_blank\">Uber\u003c/a> and \u003ca href=\"https://www.taskrabbit.com/\" target=\"_blank\">TaskRabbit\u003c/a>, the very nature of work is changing. And the new tech-driven workplace could put some Democrats at odds with their friends in the labor movement.\u003c/p>\n\u003cp>Food service workers, janitors and other low-wage employees staged a protest recently across the street from the headquarters of the tech company Intel in Santa Clara.\u003c/p>\n\u003cp>It was a classic labor action over traditional issues, like wages, benefits and working conditions. The demonstration was organized by \u003ca href=\"http://siliconvalleyrising.org/\" target=\"_blank\">Silicon Valley Rising\u003c/a>. The group is trying to give low-wage workers here more clout and a bigger share of profits in the super successful innovation economy.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/259868419&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/259868419'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Even though many of the demonstrators worked for a \u003cem>contractor\u003c/em> that runs Intel’s cafeteria, organizer Derecka Meherns is pushing Intel to allow these workers to organize a union. Meherns says tech companies like Intel have tremendous resources to influence this -- and a wide range of public policy issues affecting workers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"They can put those resources into campaigns and an army of lobbyists that can walk the halls of every city hall, county, state governments -- it’s a resource working people don’t have,\" Meherns says.\u003c/p>\n\u003cp>But organized labor is hardly an underdog. Analysis by \u003ca href=\"http://maplight.org/\" target=\"_blank\">Maplight\u003c/a> shows that in the past two election cycles, unions gave state legislators nearly $6 million in political contributions -- that’s \u003cem>10 times\u003c/em> more than the largest tech firms here. But Doug Bloch, political director for the Teamsters union, sees the tech sector gaining influence in Sacramento.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1.png\" rel=\"attachment wp-att-10920898\">\u003cimg class=\"aligncenter size-medium wp-image-10920898\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-800x369.png\" alt=\"Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder (1)\" width=\"800\" height=\"369\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-800x369.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-400x184.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-1180x544.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-960x443.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1.png 1280w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003c/p>\n\u003cp>After an outcry over low wages and split shifts for drivers of shuttle buses for companies like Google and Apple, the Teamsters worked with those companies to join the union and raise their wages. But given the complexity of the new “gig economy” and the changing nature of work, Bloch wonders if Democrats will start wobbling on some issues labor cares about.\u003c/p>\n\u003cp>\"I think we have Democrats who are with us when it comes to bus drivers, food service workers and security officers,\" Bloch said. \"And when we go talk to them about supposed independent contractors driving for Uber, it’s a different story.\"\u003c/p>\n\u003cp>To some labor unions, Uber -- the transportation upstart that’s crushing the taxi industry -- is corporate enemy number one. They, and other app-based services like TaskRabbit, say they don’t have employees -- just contractors who set their own hours and get \"gigs\" via customers using apps.\u003c/p>\n\u003cp>But Teamsters lobbyist Barry Broad doesn’t buy the notion that these aren't employees. He goes so far as to compare them to African-American sharecroppers after the Civil War.\u003c/p>\n\u003cp>\"They’re working in a field,\" says Broad, sitting in his modest office near the state Capitol. \"The field is an urban area where people need rides. And Uber allows as many people into the field to pick crops, and Uber says this is how much you're getting per pound. They may not even be getting the minimum wage.\u003c/p>\n\u003cp>\"Frankly, their system is from our perspective perfectly designed for exploitation of low-wage workers.\"\u003c/p>\n\u003cp>This friction between labor and tech could create conflict for legislators, especially Democrats. Lt. Gov. Gavin Newsom says organized labor needs to be nimble. Sitting in his office in a SoMa San Francisco startup incubator, Newsom says \"the tech genie is out of the bottle and you can't stuff it back in.\"\u003c/p>\n\u003cp>\"Something big is happening and we’re going through this radical shift in real time, yet we have work rules and labor rules that have been inflexible that were designed for a world that no longer exists,\" Newsom said. The former San Francisco mayor has close ties to the tech industry, but is also considered a strong ally of labor. And he thinks unions will be making a mistake if they resist adapting to the changing workplace.\u003c/p>\n\u003cp>\"If the attitude is, 'No, we’re just going to deny it and everything is going to be fine,' labor and the middle class are in trouble. I'm rooting for labor.\"\u003c/p>\n\u003cp>Democratic Assemblywoman \u003ca href=\"http://asmdc.org/members/a80/\" target=\"_blank\">Lorena Gonzalez \u003c/a>from San Diego understands that the old workplace rules don’t always apply anymore. She’s sponsoring legislation that would extend rights and a safety net to workers in the gig economy -- without involvement from unions.\u003c/p>\n\u003cp>Her bill -- \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB1727\" target=\"_blank\">AB1727 \u003c/a>known as the \"California 1099 Self-Organizing Act\" -- will be heard in the Assembly Labor Committee later this month.\u003c/p>\n\u003cp>Carl Guardino of the \u003ca href=\"http://svlg.org/\" target=\"_blank\">Silicon Valley Leadership Group \u003c/a>says the time is right for this conversation about the gig economy, but he worries about stifling the innovation economy, or what he calls \"the goose that lays the golden egg in California.\"\u003c/p>\n\u003cp>\"Rather than imposing laws on people and companies, let’s sit down and try to figure out what’s best for all concerned,\" Guardino says.\u003c/p>\n\u003cp>As of now anyway, there’s not an app for finding common ground.\u003c/p>\n\u003cp>Search below to see how much companies and their employees donated to state legislators during the last two election cycles.\u003c/p>\n\u003cp>[techUnionDonations]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Methodology: MapLight analysis of campaign contributions to the candidate-controlled committees associated with current members of the California Legislature during the 2013-2014 and 2015-2016 election cycles. Contributor figures are based on itemized records, aggregated by affiliate organization for political action committees. Totals include donations both from organizations and employees of those organizations. All numbers are based on latest data made available by the California secretary of state as of April 4, 2016.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Despite Hiccup, Kepler Discoveries Continue to Dazzle",
"headTitle": "Despite Hiccup, Kepler Discoveries Continue to Dazzle | KQED",
"content": "\u003cp>Seventy-five million miles out in space is not where you want to be when an emergency crops up, but that’s exactly where \u003ca href=\"http://kepler.nasa.gov/\" target=\"_blank\" rel=\"noopener\">NASA’s Kepler spacecraft\u003c/a> was earlier this week when the red lights and sirens went off back at mission control.\u003c/p>\n\u003cp>Kepler suddenly placed itself in “emergency mode,” for reasons under investigation. Mission operators at Ames Research Center in Mountain View, California were given immediate priority to use NASA’s Deep Space Network of radio dishes to communicate with Kepler and download data to help them diagnose the problem.\u003c/p>\n\u003cp>Despite a 13-minute round-trip communication delay, project engineers managed to get Kepler out of emergency mode and placed the spacecraft into a \u003ca href=\"http://www.nasa.gov/feature/mission-manager-update-kepler-recovered-from-emergency-and-stable\" target=\"_blank\" rel=\"noopener\">stable waiting state\u003c/a>, as they analyze the diagnostic data and figure out what happened.\u003c/p>\n\u003cp>Mission managers hope to return Kepler to science operations soon, once the spacecraft is given a clean bill of health.\u003c/p>\n\u003cp>\u003cstrong>A Seven-Year Hunting Trip\u003c/strong>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Kepler is a sun-orbiting space telescope designed to discover small, Earth-sized planets orbiting their stars at the right distance so that liquid water could exist on their surfaces—planets within their stars’ so-called “Goldilocks Zone,” or \u003ca href=\"http://quest.nasa.gov/projects/astrobiology/astroventure/challenge/Articles/habitablezone.pdf\" target=\"_blank\" rel=\"noopener\">Habitable Zone\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_637201\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-637201\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2016/04/NewKeplerPlanetCandidates-20150723.jpg\" alt=\"Graph showing new Kepler exoplanet candidates as of January 2015 (blue) and July 2015 (yellow). \" width=\"400\" height=\"300\">\u003cfigcaption class=\"wp-caption-text\">Graph showing new Kepler exoplanet candidates as of January 2015 (blue) and July 2015 (yellow). \u003ccite>(NASA Ames/W. Stenzel)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Since its launch in 2009, the \u003ca href=\"http://kepler.nasa.gov/multimedia/animations/orrery3/\" target=\"_blank\" rel=\"noopener\">Kepler spacecraft has detected\u003c/a> and confirmed about 1,080 extrasolar planets, and 4,966 candidate exoplanets awaiting confirmation, adding greatly to the \u003ca href=\"http://www.exoplanets.org/\" target=\"_blank\" rel=\"noopener\">totals of all exoplanet discoveries\u003c/a>. Of these detections, about a dozen are smaller than twice Earth’s size, and orbit within their stars’ Habitable Zones, making them \u003ca href=\"http://phl.upr.edu/projects/habitable-exoplanets-catalog\" target=\"_blank\" rel=\"noopener\">prime prospects for possessing life-friendly environments\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Gravitational Microlensing\u003c/strong>\u003c/p>\n\u003cp>Kepler was preparing to begin a search for distant exoplanets through measurements of their effect on the light of more distant stars, a science campaign that was to begin on April 10th. As an exoplanet passes between Earth and the more distant star, its gravity can bend the star’s light and focus it toward Earth, causing a distortion in the starlight that Kepler can detect.\u003c/p>\n\u003cfigure id=\"attachment_637199\" class=\"wp-caption alignleft\" style=\"max-width: 640px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-637199\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2016/04/gif_diagram.gif\" alt=\"Diagram showing how the Kepler spacecraft detects the presence of distant exoplanets by measuring its gravitational effect on the light of a more distant star. \" width=\"640\" height=\"360\">\u003cfigcaption class=\"wp-caption-text\">Diagram showing how the Kepler spacecraft detects the presence of distant exoplanets by measuring its gravitational effect on the light of a more distant star. \u003ccite>(NASA Ames/JPL-Caltech/T. Pyle)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>This effect is called “\u003ca href=\"https://www.youtube.com/watch?v=FHh0Qx7LPJY\" target=\"_blank\" rel=\"noopener\">gravitational microlensing\u003c/a>,” and is similar in concept to how a glass lens bends and focuses light, but on a much larger scale.\u003c/p>\n\u003cp>Gravitational microlensing, then, lets us detect the presence–as well as estimate the masses–of planets so far away that they are normally undetectable. The most distant exoplanets yet discovered were detected by this method, some as far as the central core of the Milky Way Galaxy, tens of thousands of light years away.\u003c/p>\n\u003cp>\u003cstrong>A Change in Kepler’s Game Plan\u003c/strong>\u003c/p>\n\u003cp>The detection of exoplanets by gravitational microlensing was not Kepler’s original method of discovery.\u003c/p>\n\u003cp>Kepler’s initial exoplanet-finding tactic was to measure the dimming of a star’s light as one of its own planets crossed in front of it, an event called a \u003ca href=\"http://kepler.nasa.gov/multimedia/Interactives/keplerFlashAdvDiscovery/#\" target=\"_blank\" rel=\"noopener\">transit\u003c/a>.\u003c/p>\n\u003cp>Kepler spent three years staring at about 145,000 stars near the constellation Cygnus, waiting for any of them to “blink” as a planet transited. By “staring” at the same patch of stars for multiple years, Kepler was also able to confirm planets at Earth-like distances from their stars—planets that we can only observe to transit once in many months, or years.\u003c/p>\n\u003cp>But in 2012, one of Kepler’s four stabilizing gyroscopes stopped working, followed in 2013 by a second gyroscope failure. The loss of these gyroscopes meant that Kepler could no longer remain pointing steadily at its target patch of space, and continued observations of planetary transits could no longer take place.\u003c/p>\n\u003cp>Then in May of 2013, a new operating mode was approved that would allow Kepler to continue conducting scientific investigations using only its two remaining gyroscopes.\u003c/p>\n\u003cp>“\u003ca href=\"http://keplerscience.arc.nasa.gov/\" target=\"_blank\" rel=\"noopener\">K2\u003c/a>” was born.\u003c/p>\n\u003cp>In its K2 incarnation, Kepler can conduct a number of observations, including detecting exoplanets through gravitational microlensing, searching for supernovas in distant galaxies, and studying young stars in clusters to expand our understanding of how planetary systems form.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>With any luck, K2 will resume science operations in a week or so, bringing to knowledge yet more \u003ca href=\"http://www.nasa.gov/mission_pages/kepler/news/kepler20130717.html\" target=\"_blank\" rel=\"noopener\">strange and distant worlds\u003c/a>.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Seventy-five million miles out in space is not where you want to be when an emergency crops up, but that’s exactly where \u003ca href=\"http://kepler.nasa.gov/\" target=\"_blank\" rel=\"noopener\">NASA’s Kepler spacecraft\u003c/a> was earlier this week when the red lights and sirens went off back at mission control.\u003c/p>\n\u003cp>Kepler suddenly placed itself in “emergency mode,” for reasons under investigation. Mission operators at Ames Research Center in Mountain View, California were given immediate priority to use NASA’s Deep Space Network of radio dishes to communicate with Kepler and download data to help them diagnose the problem.\u003c/p>\n\u003cp>Despite a 13-minute round-trip communication delay, project engineers managed to get Kepler out of emergency mode and placed the spacecraft into a \u003ca href=\"http://www.nasa.gov/feature/mission-manager-update-kepler-recovered-from-emergency-and-stable\" target=\"_blank\" rel=\"noopener\">stable waiting state\u003c/a>, as they analyze the diagnostic data and figure out what happened.\u003c/p>\n\u003cp>Mission managers hope to return Kepler to science operations soon, once the spacecraft is given a clean bill of health.\u003c/p>\n\u003cp>\u003cstrong>A Seven-Year Hunting Trip\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Kepler is a sun-orbiting space telescope designed to discover small, Earth-sized planets orbiting their stars at the right distance so that liquid water could exist on their surfaces—planets within their stars’ so-called “Goldilocks Zone,” or \u003ca href=\"http://quest.nasa.gov/projects/astrobiology/astroventure/challenge/Articles/habitablezone.pdf\" target=\"_blank\" rel=\"noopener\">Habitable Zone\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_637201\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-637201\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2016/04/NewKeplerPlanetCandidates-20150723.jpg\" alt=\"Graph showing new Kepler exoplanet candidates as of January 2015 (blue) and July 2015 (yellow). \" width=\"400\" height=\"300\">\u003cfigcaption class=\"wp-caption-text\">Graph showing new Kepler exoplanet candidates as of January 2015 (blue) and July 2015 (yellow). \u003ccite>(NASA Ames/W. Stenzel)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Since its launch in 2009, the \u003ca href=\"http://kepler.nasa.gov/multimedia/animations/orrery3/\" target=\"_blank\" rel=\"noopener\">Kepler spacecraft has detected\u003c/a> and confirmed about 1,080 extrasolar planets, and 4,966 candidate exoplanets awaiting confirmation, adding greatly to the \u003ca href=\"http://www.exoplanets.org/\" target=\"_blank\" rel=\"noopener\">totals of all exoplanet discoveries\u003c/a>. Of these detections, about a dozen are smaller than twice Earth’s size, and orbit within their stars’ Habitable Zones, making them \u003ca href=\"http://phl.upr.edu/projects/habitable-exoplanets-catalog\" target=\"_blank\" rel=\"noopener\">prime prospects for possessing life-friendly environments\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Gravitational Microlensing\u003c/strong>\u003c/p>\n\u003cp>Kepler was preparing to begin a search for distant exoplanets through measurements of their effect on the light of more distant stars, a science campaign that was to begin on April 10th. As an exoplanet passes between Earth and the more distant star, its gravity can bend the star’s light and focus it toward Earth, causing a distortion in the starlight that Kepler can detect.\u003c/p>\n\u003cfigure id=\"attachment_637199\" class=\"wp-caption alignleft\" style=\"max-width: 640px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-637199\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2016/04/gif_diagram.gif\" alt=\"Diagram showing how the Kepler spacecraft detects the presence of distant exoplanets by measuring its gravitational effect on the light of a more distant star. \" width=\"640\" height=\"360\">\u003cfigcaption class=\"wp-caption-text\">Diagram showing how the Kepler spacecraft detects the presence of distant exoplanets by measuring its gravitational effect on the light of a more distant star. \u003ccite>(NASA Ames/JPL-Caltech/T. Pyle)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>This effect is called “\u003ca href=\"https://www.youtube.com/watch?v=FHh0Qx7LPJY\" target=\"_blank\" rel=\"noopener\">gravitational microlensing\u003c/a>,” and is similar in concept to how a glass lens bends and focuses light, but on a much larger scale.\u003c/p>\n\u003cp>Gravitational microlensing, then, lets us detect the presence–as well as estimate the masses–of planets so far away that they are normally undetectable. The most distant exoplanets yet discovered were detected by this method, some as far as the central core of the Milky Way Galaxy, tens of thousands of light years away.\u003c/p>\n\u003cp>\u003cstrong>A Change in Kepler’s Game Plan\u003c/strong>\u003c/p>\n\u003cp>The detection of exoplanets by gravitational microlensing was not Kepler’s original method of discovery.\u003c/p>\n\u003cp>Kepler’s initial exoplanet-finding tactic was to measure the dimming of a star’s light as one of its own planets crossed in front of it, an event called a \u003ca href=\"http://kepler.nasa.gov/multimedia/Interactives/keplerFlashAdvDiscovery/#\" target=\"_blank\" rel=\"noopener\">transit\u003c/a>.\u003c/p>\n\u003cp>Kepler spent three years staring at about 145,000 stars near the constellation Cygnus, waiting for any of them to “blink” as a planet transited. By “staring” at the same patch of stars for multiple years, Kepler was also able to confirm planets at Earth-like distances from their stars—planets that we can only observe to transit once in many months, or years.\u003c/p>\n\u003cp>But in 2012, one of Kepler’s four stabilizing gyroscopes stopped working, followed in 2013 by a second gyroscope failure. The loss of these gyroscopes meant that Kepler could no longer remain pointing steadily at its target patch of space, and continued observations of planetary transits could no longer take place.\u003c/p>\n\u003cp>Then in May of 2013, a new operating mode was approved that would allow Kepler to continue conducting scientific investigations using only its two remaining gyroscopes.\u003c/p>\n\u003cp>“\u003ca href=\"http://keplerscience.arc.nasa.gov/\" target=\"_blank\" rel=\"noopener\">K2\u003c/a>” was born.\u003c/p>\n\u003cp>In its K2 incarnation, Kepler can conduct a number of observations, including detecting exoplanets through gravitational microlensing, searching for supernovas in distant galaxies, and studying young stars in clusters to expand our understanding of how planetary systems form.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>With any luck, K2 will resume science operations in a week or so, bringing to knowledge yet more \u003ca href=\"http://www.nasa.gov/mission_pages/kepler/news/kepler20130717.html\" target=\"_blank\" rel=\"noopener\">strange and distant worlds\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "a-real-life-tax-scam-this-is-what-irs-phone-fraud-sounds-like",
"title": "A Real-Life Tax Hoax: This Is What IRS Phone Scam Sounds Like",
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"content": "\u003cp>The Internal Revenue Service says it’s seeing a \u003ca href=\"https://www.irs.gov/uac/Newsroom/Phone-Scams-Continue-to-be-a-Serious-Threat,-Remain-on-IRS-Dirty-Dozen-List-of-Tax-Scams-for-the-2016-Filing-Season\">surge\u003c/a> in phone scams. More than 5,000 victims have been duped out of $26.5 million since late 2013. It’s hard to know what exactly con artists are thinking when they target their victims. But now, we know what they are saying.\u003c/p>\n\u003cp>Before we get started, keep this in mind: The IRS says it doesn’t call about outstanding taxes without first mailing you a bill.\u003c/p>\n\u003cp>Pindrop Security, an Atlanta-based company that investigates phone fraud, recently gave NPR a recording. It’s a grueling conversation, more than an hour long, between an active fraud ring and a presumed victim, who is in reality a Pindrop researcher.\u003c/p>\n\u003cp>Pindrop set up honeypots — dummy phone numbers, some of which are entered into online raffles (win a free iPhone, anyone?) that are run by criminal rings. Pindrop has traced at least 28 fraud incidents to this specific ring.\u003c/p>\n\u003cp>According to phone metadata, the fake IRS call center is based in a Seattle suburb. But that could just be a proxy. Pindrop researchers say the ring is hard to pinpoint because it has tools to hide the physical location and the money trail.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>While the recording is a little hard to understand at times, it clearly illustrates how these scams, on a hunt for quick cash, exploit everyday resources like MoneyGram or Wal-Mart — and people’s deepest fears.\u003c/p>\n\u003cp>Below are five key parts of the recorded conversation between the fraudsters, posing as IRS agents, and the target, who is secretly a Pindrop researcher.\u003c/p>\n\u003ch3>\u003cstrong>1. IRS Call Center\u003c/strong>\u003c/h3>\n\u003cp>An unidentified “IRS” man speaks with “Emma Lauder” — a covert Pindrop researcher whose real name we cannot disclose because that would blow her cover.\u003c/p>\n\u003cp>The agent tells Emma Lauder that his office has audited her taxes — from 2009 to 2014 — and there’s been a miscalculation. She owes money. The local authorities with an arrest warrant will come to her home any minute now. Her property will be seized, and she faces federal imprisonment of up to five years.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"http://www.npr.org/player/embed/473847620/473860787\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>This is not a fun call to get. But the punch line is how much she owes: $1,986.73. All of these threats are for an amount less than $2,000.\u003c/p>\n\u003ch3>\u003cstrong>2. Pay In Cash\u003c/strong>\u003c/h3>\n\u003cp>The call center operator wants cash. And he guides his target through what is clearly a routine drill, playing on fear and secrecy. He warns her to not disclose to anyone at work — not her boss, not anyone — that she is in trouble.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"http://www.npr.org/player/embed/473847620/473861503\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003ch3>\u003cstrong>3. At The ATM\u003c/strong>\u003c/h3>\n\u003cp>The fraudster tells the target that the federal government accepts only Western Union or MoneyGram and that she must pay at Wal-Mart.\u003c/p>\n\u003cp>Lauder asks a clever question about how much cash, exactly, she should withdraw from the ATM, given that the machine gives only $20 bills and the amount she owes is specific to a cent.\u003c/p>\n\u003cp>The agent’s response is, “Whatever, miss. It’s OK. Just take $1,980 or something like that.”\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"http://www.npr.org/player/embed/473847620/473861044\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003ch3>\u003cstrong>4. Confirmation\u003c/strong>\u003c/h3>\n\u003cp>She is told to make the payment to a man named Gabriel Porter in Boston.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"http://www.npr.org/player/embed/473847620/473860259\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003ch3>\u003cstrong>5. Getting Ugly\u003c/strong>\u003c/h3>\n\u003cp>The tone of the call really changes — from helpful to cruel — when the target confirms payment. She asks for a receipt and a few of the so-called IRS agents begin to taunt her.\u003c/p>\n\u003cp>This section gets creepy. One man tells her “You can, you know, take a bath. Relax. Relax. Cold water. Cold water.” They refer to her private parts and tell her to go look in the toilet, find the receipt there.\u003c/p>\n\u003cp>\u003cstrong>WARNING\u003c/strong>: The following audio contains offensive language\u003cem>.\u003c/em>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"http://www.npr.org/player/embed/473847620/473861326\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003ch3>\u003cstrong>A Takeaway\u003c/strong>\u003c/h3>\n\u003cp>\u003c/p>\n\u003cp>If you get a strange message, one way to handle it is to not hand over information right away. Hang up and call the IRS directly at 800-829-1040.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=A+Real-Life+Tax+Scam%3A+This+Is+What+IRS+Phone+Fraud+Sounds+Like&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\" alt=\"\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Internal Revenue Service says it’s seeing a \u003ca href=\"https://www.irs.gov/uac/Newsroom/Phone-Scams-Continue-to-be-a-Serious-Threat,-Remain-on-IRS-Dirty-Dozen-List-of-Tax-Scams-for-the-2016-Filing-Season\">surge\u003c/a> in phone scams. More than 5,000 victims have been duped out of $26.5 million since late 2013. It’s hard to know what exactly con artists are thinking when they target their victims. But now, we know what they are saying.\u003c/p>\n\u003cp>Before we get started, keep this in mind: The IRS says it doesn’t call about outstanding taxes without first mailing you a bill.\u003c/p>\n\u003cp>Pindrop Security, an Atlanta-based company that investigates phone fraud, recently gave NPR a recording. It’s a grueling conversation, more than an hour long, between an active fraud ring and a presumed victim, who is in reality a Pindrop researcher.\u003c/p>\n\u003cp>Pindrop set up honeypots — dummy phone numbers, some of which are entered into online raffles (win a free iPhone, anyone?) that are run by criminal rings. Pindrop has traced at least 28 fraud incidents to this specific ring.\u003c/p>\n\u003cp>According to phone metadata, the fake IRS call center is based in a Seattle suburb. But that could just be a proxy. Pindrop researchers say the ring is hard to pinpoint because it has tools to hide the physical location and the money trail.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>While the recording is a little hard to understand at times, it clearly illustrates how these scams, on a hunt for quick cash, exploit everyday resources like MoneyGram or Wal-Mart — and people’s deepest fears.\u003c/p>\n\u003cp>Below are five key parts of the recorded conversation between the fraudsters, posing as IRS agents, and the target, who is secretly a Pindrop researcher.\u003c/p>\n\u003ch3>\u003cstrong>1. IRS Call Center\u003c/strong>\u003c/h3>\n\u003cp>An unidentified “IRS” man speaks with “Emma Lauder” — a covert Pindrop researcher whose real name we cannot disclose because that would blow her cover.\u003c/p>\n\u003cp>The agent tells Emma Lauder that his office has audited her taxes — from 2009 to 2014 — and there’s been a miscalculation. She owes money. The local authorities with an arrest warrant will come to her home any minute now. Her property will be seized, and she faces federal imprisonment of up to five years.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"http://www.npr.org/player/embed/473847620/473860787\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>This is not a fun call to get. But the punch line is how much she owes: $1,986.73. All of these threats are for an amount less than $2,000.\u003c/p>\n\u003ch3>\u003cstrong>2. Pay In Cash\u003c/strong>\u003c/h3>\n\u003cp>The call center operator wants cash. And he guides his target through what is clearly a routine drill, playing on fear and secrecy. He warns her to not disclose to anyone at work — not her boss, not anyone — that she is in trouble.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"http://www.npr.org/player/embed/473847620/473861503\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003ch3>\u003cstrong>3. At The ATM\u003c/strong>\u003c/h3>\n\u003cp>The fraudster tells the target that the federal government accepts only Western Union or MoneyGram and that she must pay at Wal-Mart.\u003c/p>\n\u003cp>Lauder asks a clever question about how much cash, exactly, she should withdraw from the ATM, given that the machine gives only $20 bills and the amount she owes is specific to a cent.\u003c/p>\n\u003cp>The agent’s response is, “Whatever, miss. It’s OK. Just take $1,980 or something like that.”\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"http://www.npr.org/player/embed/473847620/473861044\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003ch3>\u003cstrong>4. Confirmation\u003c/strong>\u003c/h3>\n\u003cp>She is told to make the payment to a man named Gabriel Porter in Boston.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"http://www.npr.org/player/embed/473847620/473860259\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003ch3>\u003cstrong>5. Getting Ugly\u003c/strong>\u003c/h3>\n\u003cp>The tone of the call really changes — from helpful to cruel — when the target confirms payment. She asks for a receipt and a few of the so-called IRS agents begin to taunt her.\u003c/p>\n\u003cp>This section gets creepy. One man tells her “You can, you know, take a bath. Relax. Relax. Cold water. Cold water.” They refer to her private parts and tell her to go look in the toilet, find the receipt there.\u003c/p>\n\u003cp>\u003cstrong>WARNING\u003c/strong>: The following audio contains offensive language\u003cem>.\u003c/em>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"http://www.npr.org/player/embed/473847620/473861326\" width=\"100%\" height=\"290\" frameborder=\"0\" scrolling=\"no\" title=\"NPR embedded audio player\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003ch3>\u003cstrong>A Takeaway\u003c/strong>\u003c/h3>\n\u003cp>\u003c/p>\n\u003cp>If you get a strange message, one way to handle it is to not hand over information right away. Hang up and call the IRS directly at 800-829-1040.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=A+Real-Life+Tax+Scam%3A+This+Is+What+IRS+Phone+Fraud+Sounds+Like&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\" alt=\"\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "State Junks $179 Million Medi-Cal IT System, Will Start from Scratch",
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"content": "\u003cp>Combine years of delay, ever-changing rules and requirements, state and federal red tape, and a once mighty company now in deep financial trouble, and what do you get?\u003c/p>\n\u003cp>In California’s case, the junking of a $179 million computer modernization project to process claims for Medi-Cal, the state’s health-payment program for low-income residents.\u003c/p>\n\u003cp>The project, put out to bid in 2007 and still far from completion, was finally put to rest on Monday when the state Department of Health Care Services announced a \u003ca href=\"http://www.dhcs.ca.gov/provgovpart/Documents/Settlement%20Agreement%2003212016%201930%20FINAL%20web.pdf\" target=\"_blank\">legal settlement\u003c/a> with Xerox Corp., the project contractor, under which Xerox will pay the state approximately $120 million.\u003c/p>\n\u003cp>That means Medi-Cal’s existing computer system – creaky, patched-together, and decades old - will continue to operate for however long it takes the state to contract out and build a replacement.\u003c/p>\n\u003cp>According to the settlement, Xerox will continue to run the existing system until 2019.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The DHCS is putting a bright face on the project’s demise, calling it, in a \u003ca href=\"http://www.dhcs.ca.gov/provgovpart/Pages/Xerox_Settlement.aspx\" target=\"_blank\">press release\u003c/a> issued Monday, an “opportunity” to reevaluate current needs. A fresh start, it went on, will ensure “modern, robust and sustainable system.”\u003c/p>\n\u003cp>DHCS noted it's not the only state with such problems: “Many other states … have adjusted their strategies” toward their Medicaid computer systems, the release said. (Medi-Cal is California’s version of Medicaid.)\u003c/p>\n\u003cp>Indeed, several parties in Texas and Alaska, both public and private, have sued the Xerox subsidiary Xerox State Healthcare over contract problems.\u003c/p>\n\u003cp>The department declined to comment beyond the press release. The settlement requires that DHCS and Xerox both approve in advance any public statement for the next 30 days.\u003c/p>\n\u003cp>In a statement, Xerox said the settlement agreement finalizes the announcement it made last fall \"that it did not expect to complete implementation of the Health Enterprise Platform in California.\" Xerox added that it is \"pleased to work with DHCS to continue processing Medi-Cal claims through September 2019.\"\u003c/p>\n\u003cp>California’s drawn-out competition for the project began in 2007. Xerox won the contract in 2010. By 2012, the project was already in trouble. Delays caused the state to impose on Xerox a “\u003ca href=\"http://www.dhcs.ca.gov/formsandpubs/Documents/Legislative%20Reports/CAMMIS_Quarterly_July-2012.pdf\" target=\"_blank\">corrective action plan\u003c/a>.”\u003c/p>\n\u003cp>Originally scheduled for completion by the end of this year, the project isn’t close to done, the settlement indicates.\u003c/p>\n\u003cp>Whenever government computer systems fall behind schedule, which is common, critics blame red tape. In this case, the massive Medi-Cal replacement contract with Xerox was inked just five days before President Obama signed the Affordable Care Act into law. As new regulations under the law worked their way through the health care system, requirements for the Medi-Cal project continued to change.\u003c/p>\n\u003cp>Compounding matters, Xerox fell into deep trouble. Its stock has lagged far behind the market in general. The company is under pressure from investor activist Carl Icahn. Late last year, Xerox said it would wind down its Medicaid computer systems business in California and Montana, take a $385 million charge against earnings, and “focus on profitable market segments.” That meant the end of the California project.\u003c/p>\n\u003cp>\u003ca href=\"https://www.medicaid.gov/medicaid-chip-program-information/by-topics/data-and-systems/downloads/mmisfacsr.pdf\" target=\"_blank\">Several companies \u003c/a>compete in the Medicaid system market. As of February, Xerox was the number-two provider, covering 11 states. The leader, HP Enterprise Systems, covers 18.\u003c/p>\n\u003cp>Xerox will pay about $103 million in cash, provide computer hardware and software worth $15 million, and abandon payment claims worth roughly $5 million more.\u003c/p>\n\u003cp>DHCS has reported it had paid Xerox $9 million for the replacement system, $8.1 million of that with federal funds.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This story was produced by \u003ca href=\"http://khn.org/\" target=\"_blank\">Kaiser Health News\u003c/a>, which publishes California Healthline, a service of the California Health Care Foundation.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Combine years of delay, ever-changing rules and requirements, state and federal red tape, and a once mighty company now in deep financial trouble, and what do you get?\u003c/p>\n\u003cp>In California’s case, the junking of a $179 million computer modernization project to process claims for Medi-Cal, the state’s health-payment program for low-income residents.\u003c/p>\n\u003cp>The project, put out to bid in 2007 and still far from completion, was finally put to rest on Monday when the state Department of Health Care Services announced a \u003ca href=\"http://www.dhcs.ca.gov/provgovpart/Documents/Settlement%20Agreement%2003212016%201930%20FINAL%20web.pdf\" target=\"_blank\">legal settlement\u003c/a> with Xerox Corp., the project contractor, under which Xerox will pay the state approximately $120 million.\u003c/p>\n\u003cp>That means Medi-Cal’s existing computer system – creaky, patched-together, and decades old - will continue to operate for however long it takes the state to contract out and build a replacement.\u003c/p>\n\u003cp>According to the settlement, Xerox will continue to run the existing system until 2019.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The DHCS is putting a bright face on the project’s demise, calling it, in a \u003ca href=\"http://www.dhcs.ca.gov/provgovpart/Pages/Xerox_Settlement.aspx\" target=\"_blank\">press release\u003c/a> issued Monday, an “opportunity” to reevaluate current needs. A fresh start, it went on, will ensure “modern, robust and sustainable system.”\u003c/p>\n\u003cp>DHCS noted it's not the only state with such problems: “Many other states … have adjusted their strategies” toward their Medicaid computer systems, the release said. (Medi-Cal is California’s version of Medicaid.)\u003c/p>\n\u003cp>Indeed, several parties in Texas and Alaska, both public and private, have sued the Xerox subsidiary Xerox State Healthcare over contract problems.\u003c/p>\n\u003cp>The department declined to comment beyond the press release. The settlement requires that DHCS and Xerox both approve in advance any public statement for the next 30 days.\u003c/p>\n\u003cp>In a statement, Xerox said the settlement agreement finalizes the announcement it made last fall \"that it did not expect to complete implementation of the Health Enterprise Platform in California.\" Xerox added that it is \"pleased to work with DHCS to continue processing Medi-Cal claims through September 2019.\"\u003c/p>\n\u003cp>California’s drawn-out competition for the project began in 2007. Xerox won the contract in 2010. By 2012, the project was already in trouble. Delays caused the state to impose on Xerox a “\u003ca href=\"http://www.dhcs.ca.gov/formsandpubs/Documents/Legislative%20Reports/CAMMIS_Quarterly_July-2012.pdf\" target=\"_blank\">corrective action plan\u003c/a>.”\u003c/p>\n\u003cp>Originally scheduled for completion by the end of this year, the project isn’t close to done, the settlement indicates.\u003c/p>\n\u003cp>Whenever government computer systems fall behind schedule, which is common, critics blame red tape. In this case, the massive Medi-Cal replacement contract with Xerox was inked just five days before President Obama signed the Affordable Care Act into law. As new regulations under the law worked their way through the health care system, requirements for the Medi-Cal project continued to change.\u003c/p>\n\u003cp>Compounding matters, Xerox fell into deep trouble. Its stock has lagged far behind the market in general. The company is under pressure from investor activist Carl Icahn. Late last year, Xerox said it would wind down its Medicaid computer systems business in California and Montana, take a $385 million charge against earnings, and “focus on profitable market segments.” That meant the end of the California project.\u003c/p>\n\u003cp>\u003ca href=\"https://www.medicaid.gov/medicaid-chip-program-information/by-topics/data-and-systems/downloads/mmisfacsr.pdf\" target=\"_blank\">Several companies \u003c/a>compete in the Medicaid system market. As of February, Xerox was the number-two provider, covering 11 states. The leader, HP Enterprise Systems, covers 18.\u003c/p>\n\u003cp>Xerox will pay about $103 million in cash, provide computer hardware and software worth $15 million, and abandon payment claims worth roughly $5 million more.\u003c/p>\n\u003cp>DHCS has reported it had paid Xerox $9 million for the replacement system, $8.1 million of that with federal funds.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This story was produced by \u003ca href=\"http://khn.org/\" target=\"_blank\">Kaiser Health News\u003c/a>, which publishes California Healthline, a service of the California Health Care Foundation.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Uber Settles Lawsuit with S.F. and L.A. District Attorneys",
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"content": "\u003cp>\u003c!--more-->The district attorneys of San Francisco and Los Angeles have settled an unlawful business practice lawsuit against Uber over claims the company \u003ca href=\"http://ww2.kqed.org/news/2014/09/25/george-gascon-threatens-action-against-uber-lyft-sidecar\" target=\"_blank\">made misleading statements\u003c/a> about its background checks for drivers.\u003c/p>\n\u003cp>The suit, filed in late 2014, alleged that Uber made untrue claims when it said it offered \"the safest ride on the road\" and that its drivers undergo rigorous background checks that are \"industry-leading.\"\u003c/p>\n\u003cp>According to a press release from San Francisco District Attorney George Gascón and Los Angeles District Attorney Jackie Lacey, Uber and its subsidiary, Raiser, agreed to pay as much as a $25 million civil penalty.\u003c/p>\n\u003cp>\"It sends a clear message to all businesses, and to startups in particular, that in the quest to quickly obtain market share, laws designed to protect consumers cannot be ignored,\" Gascón said in a statement.\u003c/p>\n\u003cp>Uber's background checks have been criticized as not being as thorough as fingerprint background checks, which taxicab drivers in most large American cities are required to pass.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Both Uber and Lyft -- which settled a similar suit with the L.A. and S.F. district attorneys -- have claimed that no background check is perfect, and that theirs are just as good as the taxi industry's. Uber has also claimed fingerprint background checks are discriminatory.\u003c/p>\n\u003cp>\"No means of transportation can ever be 100 percent safe. Accidents and incidents do happen. That's why we need to ensure that the language used to describe safety at Uber is clear and precise. So we've agreed to not use terms like 'safest ride on the road' or describe our background checks as 'the gold standard,' \" an Uber spokeswoman said in a statement.\u003c/p>\n\u003cp>In August, when prosecutors filed an amended complaint against Uber, they reported uncovering at least 25 cases in Los Angeles where Uber's background checks failed to stop registered sex offenders, burglars and a convicted murderer from becoming drivers.\u003c/p>\n\u003cp>The prosecutors argue that Uber's background checks do not have access to state and federal databases, and say fingerprint background checks are \"the gold standard.\" Uber recently agreed to settle \u003ca href=\"https://www.washingtonpost.com/news/the-switch/wp/2016/02/11/uber-is-about-to-pay-its-u-s-riders-28-5-million-heres-why/\" target=\"_blank\">two federal class-action lawsuits\u003c/a> in California over similar allegations.\u003c/p>\n\u003cp>The two district attorneys say their suit against Uber \"led to an overhaul of Uber's safety advertising in which Uber no longer makes a wide variety of representations calculated to convince the public that its background checks are the 'best' in the industry.\"\u003c/p>\n\u003cp>As part of the settlement, the company also agreed not to operate at California airports unless it has permission to do so. \u003c/p>\n\u003cp>Uber agreed to pay $10 million within 60 days, with the amount being evenly split between San Francisco and Los Angeles. Officials said the remaining $15 million would be waived in two years, if the company has complied with the terms of the settlement. An Uber spokeswoman said the company has complied with \"most\" of the terms.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The California Public Utilities Commission is currently considering \u003ca href=\"http://ww2.kqed.org/news/2016/02/26/california-to-reconsider-fingerprint-checks-for-uber-lyft-drivers\" target=\"_blank\">whether to require fingerprint background checks\u003c/a> for all ride-service drivers in California.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c!--more-->The district attorneys of San Francisco and Los Angeles have settled an unlawful business practice lawsuit against Uber over claims the company \u003ca href=\"http://ww2.kqed.org/news/2014/09/25/george-gascon-threatens-action-against-uber-lyft-sidecar\" target=\"_blank\">made misleading statements\u003c/a> about its background checks for drivers.\u003c/p>\n\u003cp>The suit, filed in late 2014, alleged that Uber made untrue claims when it said it offered \"the safest ride on the road\" and that its drivers undergo rigorous background checks that are \"industry-leading.\"\u003c/p>\n\u003cp>According to a press release from San Francisco District Attorney George Gascón and Los Angeles District Attorney Jackie Lacey, Uber and its subsidiary, Raiser, agreed to pay as much as a $25 million civil penalty.\u003c/p>\n\u003cp>\"It sends a clear message to all businesses, and to startups in particular, that in the quest to quickly obtain market share, laws designed to protect consumers cannot be ignored,\" Gascón said in a statement.\u003c/p>\n\u003cp>Uber's background checks have been criticized as not being as thorough as fingerprint background checks, which taxicab drivers in most large American cities are required to pass.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Both Uber and Lyft -- which settled a similar suit with the L.A. and S.F. district attorneys -- have claimed that no background check is perfect, and that theirs are just as good as the taxi industry's. Uber has also claimed fingerprint background checks are discriminatory.\u003c/p>\n\u003cp>\"No means of transportation can ever be 100 percent safe. Accidents and incidents do happen. That's why we need to ensure that the language used to describe safety at Uber is clear and precise. So we've agreed to not use terms like 'safest ride on the road' or describe our background checks as 'the gold standard,' \" an Uber spokeswoman said in a statement.\u003c/p>\n\u003cp>In August, when prosecutors filed an amended complaint against Uber, they reported uncovering at least 25 cases in Los Angeles where Uber's background checks failed to stop registered sex offenders, burglars and a convicted murderer from becoming drivers.\u003c/p>\n\u003cp>The prosecutors argue that Uber's background checks do not have access to state and federal databases, and say fingerprint background checks are \"the gold standard.\" Uber recently agreed to settle \u003ca href=\"https://www.washingtonpost.com/news/the-switch/wp/2016/02/11/uber-is-about-to-pay-its-u-s-riders-28-5-million-heres-why/\" target=\"_blank\">two federal class-action lawsuits\u003c/a> in California over similar allegations.\u003c/p>\n\u003cp>The two district attorneys say their suit against Uber \"led to an overhaul of Uber's safety advertising in which Uber no longer makes a wide variety of representations calculated to convince the public that its background checks are the 'best' in the industry.\"\u003c/p>\n\u003cp>As part of the settlement, the company also agreed not to operate at California airports unless it has permission to do so. \u003c/p>\n\u003cp>Uber agreed to pay $10 million within 60 days, with the amount being evenly split between San Francisco and Los Angeles. Officials said the remaining $15 million would be waived in two years, if the company has complied with the terms of the settlement. An Uber spokeswoman said the company has complied with \"most\" of the terms.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The California Public Utilities Commission is currently considering \u003ca href=\"http://ww2.kqed.org/news/2016/02/26/california-to-reconsider-fingerprint-checks-for-uber-lyft-drivers\" target=\"_blank\">whether to require fingerprint background checks\u003c/a> for all ride-service drivers in California.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "in-search-of-cheaper-housing-silicon-valley-workers-face-long-commutes",
"title": "In Search of Cheaper Housing, Silicon Valley Workers Face Long Commutes",
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"content": "\u003cp>Sean MacDonald’s shift as a Palo Alto fire captain starts at 8 a.m. By 4 a.m. he’s out the door and on the road. It’s 147 miles from his home in Roseville — northeast of Sacramento — to the fire station. Leave any later, and he risks getting stuck in traffic.\u003c/p>\n\u003cp>“The drive stinks, no easy way about it,” he said, but “that’s the price you pay to have a job in the Bay Area and raise a family.”\u003c/p>\n\u003cp>Facing sky-high housing costs in the cities they serve, long commutes have become the norm among MacDonald’s fellow firefighters. “We’ve got guys living in Shingle Springs, Rocklin, Citrus Heights, Grass Valley,” he said, ticking off a dozen places over 100 miles from Palo Alto.\u003c/p>\n\u003cp>Some of the younger firefighters live closer to Palo Alto, but they share apartments to save on rent. And even then, MacDonald said, “what they’re paying in rent is more than what I’m paying on a mortgage.”\u003c/p>\n\u003cp>“Housing prices here are so, so expensive,” agreed firefighter Matt Goglio, who makes a 105-mile journey from Oakdale, past Modesto. “We’re basically being driven out of the area just due to the wages and the housing costs.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It’s not just firefighters who are being priced out by Silicon Valley’s cost of living. As the Peninsula struggles to house a rapidly growing population, many people — especially the middle-class public servants and low-wage workers who keep the region running smoothly — have been moving away to more affordable places.\u003c/p>\n\u003cp>Yet since their jobs are still back on the Peninsula, these workers are spending more time behind the wheel — at least an hour each way for over 200,000 people.\u003c/p>\n\u003ch2>Rising Rents\u003c/h2>\n\u003cp>The booming tech economy has drawn more workers to Silicon Valley, but housing construction hasn’t kept pace. Between 2010 and 2014, Santa Clara and San Mateo counties gained around 167,000 new jobs, but added only 22,000 additional housing units.\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10922735 aligncenter\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/1.png\" alt=\"1\" width=\"1040\" height=\"515\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/1.png 1040w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/1-400x198.png 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/1-800x396.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/1-960x475.png 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/1-1038x515.png 1038w\" sizes=\"(max-width: 1040px) 100vw, 1040px\">\u003c/p>\n\u003cp>This imbalance between jobs and housing is even worse at the local level. The region’s jobs tend to be clustered in affluent cities such as Palo Alto, Mountain View and Santa Clara, which don’t have nearly enough homes for their workforces.\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-10922753\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/2.png\" alt=\"2\" width=\"1174\" height=\"980\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/2.png 1174w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/2-400x334.png 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/2-800x668.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/2-960x801.png 960w\" sizes=\"(max-width: 1174px) 100vw, 1174px\">\u003c/p>\n\u003cp>“The amount of housing being built is so small, compared to the growth in demand that it is causing the region to become much more unaffordable,” said Dave Vautin, a planner for the regional \u003ca href=\"http://mtc.ca.gov/\" target=\"_blank\" rel=\"noopener\">Metropolitan Transportation Commission\u003c/a>.\u003c/p>\n\u003cp>With more people jockeying for a home near work, rents have climbed across the Peninsula — especially in the cities with the worst worker-to-housing imbalances:\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-10922754\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/3.png\" alt=\"3\" width=\"1396\" height=\"805\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/3.png 1396w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/3-400x231.png 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/3-800x461.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/3-1180x680.png 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/3-960x554.png 960w\" sizes=\"(max-width: 1396px) 100vw, 1396px\">\u003c/p>\n\u003ch2>Moving Away\u003c/h2>\n\u003cp>Priced out of these expensive mid-Peninsula cities, Silicon Valley workers have been moving to places with more affordable living costs. Within Santa Clara and San Mateo counties, the population grew faster between 2010 and 2014 in areas with lower median rents and household incomes:\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-10922755\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/4.png\" alt=\"4\" width=\"1271\" height=\"896\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/4.png 1271w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/4-400x282.png 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/4-800x564.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/4-1180x832.png 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/4-960x677.png 960w\" sizes=\"(max-width: 1271px) 100vw, 1271px\">\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-10922756\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Screen-Shot-2016-04-07-at-11.21.32-AM.png\" alt=\"Screen Shot 2016-04-07 at 11.21.32 AM\" width=\"1021\" height=\"635\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/Screen-Shot-2016-04-07-at-11.21.32-AM.png 1021w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/Screen-Shot-2016-04-07-at-11.21.32-AM-400x249.png 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/Screen-Shot-2016-04-07-at-11.21.32-AM-800x498.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/Screen-Shot-2016-04-07-at-11.21.32-AM-960x597.png 960w\" sizes=\"(max-width: 1021px) 100vw, 1021px\">\u003c/p>\n\u003cp>Down at the south end of Santa Clara County, for example, Gilroy — where the median household income was $81,056 — grew 10 percent over that time period. In Menlo Park, where the average household made $115,650, the population dropped by about 100 people.\u003c/p>\n\u003cp>Many workers are moving even further out, to the East Bay or beyond, noted Matt Regan, a regional planning expert at the business-backed \u003ca href=\"http://www.bayareacouncil.org/\" target=\"_blank\" rel=\"noopener\">Bay Area Council\u003c/a>.\u003c/p>\n\u003cp>“You only have to drive on (Interstate) 580 at 4:30 in the morning and just look at the headlights coming over the Altamont Pass,” he said, “to know that that’s where we’re building our affordable housing, on the other side of the hill.”\u003c/p>\n\u003ch2>Disparate Commutes\u003c/h2>\n\u003cp>This growth in places far from core Peninsula cities has driven up commute times, since more workers are traveling longer distances on increasingly congested roads. Between 2010 and 2014, the proportion of workers who spent an hour or more getting to their jobs jumped from 10 to nearly 15 percent.\u003c/p>\n\u003cp>Vautin noted that there’s an important income disparity in those commute times. The highly paid technical and business services workers who live in Silicon Valley have relatively short commute times, since they typically work nearby. It’s middle- and lower-income workers — teachers and firefighters, security guards at tech campuses, waiters at restaurants — who have been priced out of the Peninsula and are spending much more time in traffic:\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-10922757\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/5.png\" alt=\"5\" width=\"1430\" height=\"470\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/5.png 1430w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/5-400x131.png 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/5-800x263.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/5-1180x388.png 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/5-960x316.png 960w\" sizes=\"(max-width: 1430px) 100vw, 1430px\">\u003c/p>\n\u003cp>At the local level, the disparity is even more apparent. Expensive job centers such as Mountain View and Menlo Park have the highest proportion of workers who travel for an hour or more, yet have some of the lowest shares of residents with long commutes:\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-10922758\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/6.png\" alt=\"6\" width=\"1320\" height=\"885\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/6.png 1320w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/6-400x268.png 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/6-800x536.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/6-1180x791.png 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/6-960x644.png 960w\" sizes=\"(max-width: 1320px) 100vw, 1320px\">\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-10922759\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Screen-Shot-2016-04-07-at-11.23.24-AM.png\" alt=\"Screen Shot 2016-04-07 at 11.23.24 AM\" width=\"1026\" height=\"635\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/Screen-Shot-2016-04-07-at-11.23.24-AM.png 1026w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/Screen-Shot-2016-04-07-at-11.23.24-AM-400x248.png 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/Screen-Shot-2016-04-07-at-11.23.24-AM-800x495.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/Screen-Shot-2016-04-07-at-11.23.24-AM-960x594.png 960w\" sizes=\"(max-width: 1026px) 100vw, 1026px\">\u003c/p>\n\u003cp>“If you can afford to live in Silicon Valley, you’re actually in pretty good shape when it comes to commuting,” said Vautin. “It’s the folks who can’t afford it and thus have to live really far away that are suffering.”\u003c/p>\n\u003ch2>Stemming the Sprawl\u003c/h2>\n\u003cp>Policy experts argue that the key to bringing commute times under control is to address the underlying housing shortage. By building higher-density apartment buildings and townhouses near worksites and along public transit corridors, planners hope to house more workers on the Peninsula and reduce the need to commute from outlying areas.\u003c/p>\n\u003cp>That kind of dense housing can be a hard sell in suburban Silicon Valley, where residents often fight new construction they fear will worsen traffic and change the character of their communities.\u003c/p>\n\u003cp>“As soon as a project proponent arrives at City Hall with a multifamily development idea, the pitchforks are sharpened and the flaming torches are lit,” said Regan. Because of such opposition, many attempts to build new housing have been scaled down or abandoned altogether.\u003c/p>\n\u003cp>Still, there are signs the worsening housing crunch is making residents more amenable to growth. Voters in Mountain View elected a pro-housing majority to the City Council in 2014, community groups in several Peninsula cities are organizing to support new development, and Redwood City is building a cluster of tall new office and apartment buildings near its downtown Caltrain station.\u003c/p>\n\u003cp>Ultimately, how much Silicon Valley cities are willing to grow will affect everything from the region’s carbon footprint, to whether it can retain teachers, to whether firefighters like Goglio will be around in a disaster.\u003c/p>\n\u003cp>“The Bay Area traditionally has not been the fastest-growing region in the state,” said Vautin, and so it has been ill-prepared for the influx of new arrivals. “This is the critical issue of the decade here.”\u003c/p>\n\u003cp>Updated to correctly identify firefighters Sean MacDonald and Matt Goglio.\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Data Sources\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cem>Data on household incomes, population growth, housing units and commute times come from the U.S. Census Bureau’s American Community Survey. To ensure sufficiently large sample sizes in small places like East Palo Alto, most numbers are five-year rolling averages — an estimate for 2013, for example, will be the average of responses from 2009 through 2013. This means that changes over time are likely under-estimated, and may in fact be higher than the numbers shown here.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>Rent data are from the Zillow Rent Index, a measure of the median asking rent for multifamily apartments.\u003c/em>\u003c/p>\n\n",
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"excerpt": "As the number of jobs has surpassed the number of houses, middle-class workers in Silicon Valley are being pushed farther out.",
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"title": "In Search of Cheaper Housing, Silicon Valley Workers Face Long Commutes | KQED",
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"nprByline": "Jeff Barrera, \u003ca href=\"http://peninsulapress.com/2016/04/06/silicon-valley-long-commutes-cost-of-living/\">Peninsula Press\u003c/a>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Sean MacDonald’s shift as a Palo Alto fire captain starts at 8 a.m. By 4 a.m. he’s out the door and on the road. It’s 147 miles from his home in Roseville — northeast of Sacramento — to the fire station. Leave any later, and he risks getting stuck in traffic.\u003c/p>\n\u003cp>“The drive stinks, no easy way about it,” he said, but “that’s the price you pay to have a job in the Bay Area and raise a family.”\u003c/p>\n\u003cp>Facing sky-high housing costs in the cities they serve, long commutes have become the norm among MacDonald’s fellow firefighters. “We’ve got guys living in Shingle Springs, Rocklin, Citrus Heights, Grass Valley,” he said, ticking off a dozen places over 100 miles from Palo Alto.\u003c/p>\n\u003cp>Some of the younger firefighters live closer to Palo Alto, but they share apartments to save on rent. And even then, MacDonald said, “what they’re paying in rent is more than what I’m paying on a mortgage.”\u003c/p>\n\u003cp>“Housing prices here are so, so expensive,” agreed firefighter Matt Goglio, who makes a 105-mile journey from Oakdale, past Modesto. “We’re basically being driven out of the area just due to the wages and the housing costs.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It’s not just firefighters who are being priced out by Silicon Valley’s cost of living. As the Peninsula struggles to house a rapidly growing population, many people — especially the middle-class public servants and low-wage workers who keep the region running smoothly — have been moving away to more affordable places.\u003c/p>\n\u003cp>Yet since their jobs are still back on the Peninsula, these workers are spending more time behind the wheel — at least an hour each way for over 200,000 people.\u003c/p>\n\u003ch2>Rising Rents\u003c/h2>\n\u003cp>The booming tech economy has drawn more workers to Silicon Valley, but housing construction hasn’t kept pace. Between 2010 and 2014, Santa Clara and San Mateo counties gained around 167,000 new jobs, but added only 22,000 additional housing units.\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10922735 aligncenter\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/1.png\" alt=\"1\" width=\"1040\" height=\"515\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/1.png 1040w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/1-400x198.png 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/1-800x396.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/1-960x475.png 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/1-1038x515.png 1038w\" sizes=\"(max-width: 1040px) 100vw, 1040px\">\u003c/p>\n\u003cp>This imbalance between jobs and housing is even worse at the local level. The region’s jobs tend to be clustered in affluent cities such as Palo Alto, Mountain View and Santa Clara, which don’t have nearly enough homes for their workforces.\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-10922753\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/2.png\" alt=\"2\" width=\"1174\" height=\"980\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/2.png 1174w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/2-400x334.png 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/2-800x668.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/2-960x801.png 960w\" sizes=\"(max-width: 1174px) 100vw, 1174px\">\u003c/p>\n\u003cp>“The amount of housing being built is so small, compared to the growth in demand that it is causing the region to become much more unaffordable,” said Dave Vautin, a planner for the regional \u003ca href=\"http://mtc.ca.gov/\" target=\"_blank\" rel=\"noopener\">Metropolitan Transportation Commission\u003c/a>.\u003c/p>\n\u003cp>With more people jockeying for a home near work, rents have climbed across the Peninsula — especially in the cities with the worst worker-to-housing imbalances:\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-10922754\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/3.png\" alt=\"3\" width=\"1396\" height=\"805\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/3.png 1396w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/3-400x231.png 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/3-800x461.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/3-1180x680.png 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/3-960x554.png 960w\" sizes=\"(max-width: 1396px) 100vw, 1396px\">\u003c/p>\n\u003ch2>Moving Away\u003c/h2>\n\u003cp>Priced out of these expensive mid-Peninsula cities, Silicon Valley workers have been moving to places with more affordable living costs. Within Santa Clara and San Mateo counties, the population grew faster between 2010 and 2014 in areas with lower median rents and household incomes:\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-10922755\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/4.png\" alt=\"4\" width=\"1271\" height=\"896\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/4.png 1271w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/4-400x282.png 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/4-800x564.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/4-1180x832.png 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/4-960x677.png 960w\" sizes=\"(max-width: 1271px) 100vw, 1271px\">\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-10922756\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Screen-Shot-2016-04-07-at-11.21.32-AM.png\" alt=\"Screen Shot 2016-04-07 at 11.21.32 AM\" width=\"1021\" height=\"635\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/Screen-Shot-2016-04-07-at-11.21.32-AM.png 1021w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/Screen-Shot-2016-04-07-at-11.21.32-AM-400x249.png 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/Screen-Shot-2016-04-07-at-11.21.32-AM-800x498.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/Screen-Shot-2016-04-07-at-11.21.32-AM-960x597.png 960w\" sizes=\"(max-width: 1021px) 100vw, 1021px\">\u003c/p>\n\u003cp>Down at the south end of Santa Clara County, for example, Gilroy — where the median household income was $81,056 — grew 10 percent over that time period. In Menlo Park, where the average household made $115,650, the population dropped by about 100 people.\u003c/p>\n\u003cp>Many workers are moving even further out, to the East Bay or beyond, noted Matt Regan, a regional planning expert at the business-backed \u003ca href=\"http://www.bayareacouncil.org/\" target=\"_blank\" rel=\"noopener\">Bay Area Council\u003c/a>.\u003c/p>\n\u003cp>“You only have to drive on (Interstate) 580 at 4:30 in the morning and just look at the headlights coming over the Altamont Pass,” he said, “to know that that’s where we’re building our affordable housing, on the other side of the hill.”\u003c/p>\n\u003ch2>Disparate Commutes\u003c/h2>\n\u003cp>This growth in places far from core Peninsula cities has driven up commute times, since more workers are traveling longer distances on increasingly congested roads. Between 2010 and 2014, the proportion of workers who spent an hour or more getting to their jobs jumped from 10 to nearly 15 percent.\u003c/p>\n\u003cp>Vautin noted that there’s an important income disparity in those commute times. The highly paid technical and business services workers who live in Silicon Valley have relatively short commute times, since they typically work nearby. It’s middle- and lower-income workers — teachers and firefighters, security guards at tech campuses, waiters at restaurants — who have been priced out of the Peninsula and are spending much more time in traffic:\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-10922757\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/5.png\" alt=\"5\" width=\"1430\" height=\"470\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/5.png 1430w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/5-400x131.png 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/5-800x263.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/5-1180x388.png 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/5-960x316.png 960w\" sizes=\"(max-width: 1430px) 100vw, 1430px\">\u003c/p>\n\u003cp>At the local level, the disparity is even more apparent. Expensive job centers such as Mountain View and Menlo Park have the highest proportion of workers who travel for an hour or more, yet have some of the lowest shares of residents with long commutes:\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-10922758\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/6.png\" alt=\"6\" width=\"1320\" height=\"885\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/6.png 1320w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/6-400x268.png 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/6-800x536.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/6-1180x791.png 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/6-960x644.png 960w\" sizes=\"(max-width: 1320px) 100vw, 1320px\">\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-10922759\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Screen-Shot-2016-04-07-at-11.23.24-AM.png\" alt=\"Screen Shot 2016-04-07 at 11.23.24 AM\" width=\"1026\" height=\"635\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/Screen-Shot-2016-04-07-at-11.23.24-AM.png 1026w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/Screen-Shot-2016-04-07-at-11.23.24-AM-400x248.png 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/Screen-Shot-2016-04-07-at-11.23.24-AM-800x495.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/Screen-Shot-2016-04-07-at-11.23.24-AM-960x594.png 960w\" sizes=\"(max-width: 1026px) 100vw, 1026px\">\u003c/p>\n\u003cp>“If you can afford to live in Silicon Valley, you’re actually in pretty good shape when it comes to commuting,” said Vautin. “It’s the folks who can’t afford it and thus have to live really far away that are suffering.”\u003c/p>\n\u003ch2>Stemming the Sprawl\u003c/h2>\n\u003cp>Policy experts argue that the key to bringing commute times under control is to address the underlying housing shortage. By building higher-density apartment buildings and townhouses near worksites and along public transit corridors, planners hope to house more workers on the Peninsula and reduce the need to commute from outlying areas.\u003c/p>\n\u003cp>That kind of dense housing can be a hard sell in suburban Silicon Valley, where residents often fight new construction they fear will worsen traffic and change the character of their communities.\u003c/p>\n\u003cp>“As soon as a project proponent arrives at City Hall with a multifamily development idea, the pitchforks are sharpened and the flaming torches are lit,” said Regan. Because of such opposition, many attempts to build new housing have been scaled down or abandoned altogether.\u003c/p>\n\u003cp>Still, there are signs the worsening housing crunch is making residents more amenable to growth. Voters in Mountain View elected a pro-housing majority to the City Council in 2014, community groups in several Peninsula cities are organizing to support new development, and Redwood City is building a cluster of tall new office and apartment buildings near its downtown Caltrain station.\u003c/p>\n\u003cp>Ultimately, how much Silicon Valley cities are willing to grow will affect everything from the region’s carbon footprint, to whether it can retain teachers, to whether firefighters like Goglio will be around in a disaster.\u003c/p>\n\u003cp>“The Bay Area traditionally has not been the fastest-growing region in the state,” said Vautin, and so it has been ill-prepared for the influx of new arrivals. “This is the critical issue of the decade here.”\u003c/p>\n\u003cp>Updated to correctly identify firefighters Sean MacDonald and Matt Goglio.\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Data Sources\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003cem>Data on household incomes, population growth, housing units and commute times come from the U.S. Census Bureau’s American Community Survey. To ensure sufficiently large sample sizes in small places like East Palo Alto, most numbers are five-year rolling averages — an estimate for 2013, for example, will be the average of responses from 2009 through 2013. This means that changes over time are likely under-estimated, and may in fact be higher than the numbers shown here.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>California was the first state in the country to regulate ride services, but 2½ years later, the head of the California Public Utilities Commission is questioning whether his agency is the right one for the job.\u003c/p>\n\u003cp>\"The real question is: Should we be doing this?\" CPUC President Michael Picker said in a recent interview with KQED, echoing comments he made at two legislative hearings in Sacramento last month.\u003c/p>\n\u003cp>\"It's a very, very, very frustrating job, and I expect it will only slowly get better,\" he said.\u003c/p>\n\u003cp>When \u003ca href=\"http://www.latimes.com/politics/essential/la-pol-sac-essential-politics-20160301-htmlstory.html#4580\" target=\"_blank\">he told a state Senate committee\u003c/a> that no other state agency wanted to regulate ride services, he said he was pointing out \"that this didn't seem to be something that was well-suited to the modern role of the CPUC.\"\u003c/p>\n\u003cp>Picker's remarks come at a time when the CPUC is \u003ca href=\"http://www.kqed.org/a/forum/R201602090900\" target=\"_blank\">under scrutiny\u003c/a> on several fronts. The commission was scheduled to \u003ca href=\"http://ww2.kqed.org/news/2016/03/17/cpuc-regulators-still-hashing-out-more-rules-for-uber-and-lyft\" target=\"_blank\">vote on a new round of ride-service rules Thursday\u003c/a>, but delayed the vote until April 21. It is also currently considering whether to require fingerprint background checks for Uber and Lyft drivers.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Safety Concerns\u003c/strong>\u003c/p>\n\u003cp>In cities across the country, Uber and Lyft have been fighting efforts to require more stringent background checks, insisting that their current methods are sufficient.\u003c/p>\n\u003cp>Most major American cities have been regulating taxicabs for decades. But as reports surface in cities about passenger safety problems with the ride services, some are making a move to craft their own regulations, such as fingerprinting Uber and Lyft drivers, said Dave Sutton, the head of \u003ca href=\"http://www.whosdrivingyou.org/\" target=\"_blank\">Who's Driving You\u003c/a>, an organization representing the taxi, limousine and paratransit industries.\u003c/p>\n\u003cp>\"Uber is pushing at the state level to basically preempt that local control, and avoid things like fingerprint background checks, which they believe slows their business development down,\" Sutton said.\u003c/p>\n\u003cp>In Los Angeles, Mayor Eric Garcetti and two city councilmen, Paul Krekorian and Herb Wesson, recently sent a letter to the CPUC asking the agency to allow the city to do a fingerprint background check pilot program. Current CPUC regulations do not require fingerprint background checks, which are required for taxicab drivers in many large cities.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/2016/03/25/state-regulators-deny-l-a-s-request-to-fingerprint-uber-lyft-drivers\" target=\"_blank\">Their request was denied\u003c/a> by CPUC Commissioner Liane Randolph, who said she wanted to first consider whether fingerprint background checks should be required by the CPUC. She wrote that she hoped to provide some direction on the issue by this fall.\u003c/p>\n\u003cp>\u003cstrong>San Francisco Enforcement\u003c/strong>\u003c/p>\n\u003cp>In the hometown of Uber and Lyft, the San Francisco Municipal Transportation Agency would like to enforce state ride-service regulations, since the CPUC doesn't seem to have the ability to do so.\u003c/p>\n\u003cp>“I can’t imagine that would be too controversial, given that the rules are already in place,\" said Kate Toran, head of the SFMTA's taxi division. “We’re not talking about establishing new rules, although I’d be happy to do that as well.”\u003c/p>\n\u003cp>The SFMTA currently has seven taxi investigators, and the agency would theoretically hire more to enforce state rules on ride services. The penalties and other details about how the program would work haven't been discussed.\u003c/p>\n\u003cp>Some estimates have put the number of ride-service vehicles in San Francisco at 20,000, although it's hard to peg an exact number. Both Uber and Lyft are protective of their trip data, which might indicate how all those ride-service cars are impacting transit, congestion and the environment.\u003c/p>\n\u003cp>\u003cstrong>Cities vs. States\u003c/strong>\u003c/p>\n\u003cp>Since California first adopted its ride-service rules in 2013, 29 states and 40 cities have enacted regulations, according to an Uber spokeswoman.\u003c/p>\n\u003cp>Uber officials have argued that rather than deal with a patchwork of local regulations, they prefer a uniform statewide policy. Some trips, they say, may also cross over several jurisdictions.\u003c/p>\n\u003cp>In California, whether the CPUC even has the authority to regulate Uber and Lyft at the state level is a question currently being argued in federal court, where San Francisco-based\u003ca href=\"http://www.sfexaminer.com/flywheel-taxi-sues-state-says-cities-should-regulate-uber-lyft/\" target=\"_blank\"> Flywheel Taxi has sued the agency\u003c/a>, contending ride services should be regulated by cities.\u003c/p>\n\u003cp>The crux of Flywheel's argument that cities have regulatory authority is its contention that ride services are not \"prearranged\" but are rather \"on-demand,\" like taxicabs, which can be hailed on the streets, and are overseen by local agencies.\u003c/p>\n\u003cp>\"This lawsuit is intended to make sure everyone gets to compete, while playing by the same rules,\" said Flywheel's president, Hansu Kim.\u003c/p>\n\u003cp>The CPUC's lawyers recently moved to dismiss the suit, arguing that the agency does have authority under the Public Utilities Code. They say that was blessed by the Legislature when it \u003ca href=\"http://asmdc.org/members/a14/news-room/press-releases/bonilla-s-groundbreaking-bill-defining-insurance-coverage-for-uber-and-lyft-signed-by-governor\" target=\"_blank\">passed a bill by Assemblywoman Susan Bonilla\u003c/a> clarifying insurance coverage and \"ensuring oversight\" of ride services by the CPUC.\u003c/p>\n\u003cp>\u003cstrong>CPUC Reform\u003c/strong>\u003c/p>\n\u003cp>State lawmakers, meanwhile, are considering another round of legislation to reform the CPUC, and to enact tougher rules on ride services. One bill, by Assemblyman Ben Hueso, \u003ca href=\"http://www.sacbee.com/news/politics-government/capitol-alert/article70089442.html\" target=\"_blank\">passed its first committee test\u003c/a> Tuesday. It calls on the CPUC to oversee prices, do more stringent background checks and look into how ride services can better serve people with disabilities.\u003c/p>\n\u003cp>A reform measure, proposed as a constitutional amendment, would give the Legislature the authority to break up the CPUC. Some lawmakers say the agency is stretched too thin.\u003c/p>\n\u003cp>According to a 2014 report by the state auditor, the CPUC's Transportation Enforcement Branch has 45 staffers overseeing ride services, limousines, charter buses, airport shuttles, moving companies, light-rail public transit, railroads and ferries.\u003c/p>\n\u003cp>Some consumer advocates, though, aren't so sure the regulation of ride services should be taken away from the CPUC.\u003c/p>\n\u003cp>\"I think it's never good when a regulator doesn't want to regulate an industry that they regulate,\" said Jamie Court, head of Consumer Watchdog. He said he thinks the CPUC is the \"appropriate umpire\" to oversee ride services.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"While they can defer to localities' restrictions, which they should, there also needs to be a baseline for rural areas and other cities that haven't gotten into the fray, or where the political will isn't there to regulate the companies,\" he said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California was the first state in the country to regulate ride services, but 2½ years later, the head of the California Public Utilities Commission is questioning whether his agency is the right one for the job.\u003c/p>\n\u003cp>\"The real question is: Should we be doing this?\" CPUC President Michael Picker said in a recent interview with KQED, echoing comments he made at two legislative hearings in Sacramento last month.\u003c/p>\n\u003cp>\"It's a very, very, very frustrating job, and I expect it will only slowly get better,\" he said.\u003c/p>\n\u003cp>When \u003ca href=\"http://www.latimes.com/politics/essential/la-pol-sac-essential-politics-20160301-htmlstory.html#4580\" target=\"_blank\">he told a state Senate committee\u003c/a> that no other state agency wanted to regulate ride services, he said he was pointing out \"that this didn't seem to be something that was well-suited to the modern role of the CPUC.\"\u003c/p>\n\u003cp>Picker's remarks come at a time when the CPUC is \u003ca href=\"http://www.kqed.org/a/forum/R201602090900\" target=\"_blank\">under scrutiny\u003c/a> on several fronts. The commission was scheduled to \u003ca href=\"http://ww2.kqed.org/news/2016/03/17/cpuc-regulators-still-hashing-out-more-rules-for-uber-and-lyft\" target=\"_blank\">vote on a new round of ride-service rules Thursday\u003c/a>, but delayed the vote until April 21. It is also currently considering whether to require fingerprint background checks for Uber and Lyft drivers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Safety Concerns\u003c/strong>\u003c/p>\n\u003cp>In cities across the country, Uber and Lyft have been fighting efforts to require more stringent background checks, insisting that their current methods are sufficient.\u003c/p>\n\u003cp>Most major American cities have been regulating taxicabs for decades. But as reports surface in cities about passenger safety problems with the ride services, some are making a move to craft their own regulations, such as fingerprinting Uber and Lyft drivers, said Dave Sutton, the head of \u003ca href=\"http://www.whosdrivingyou.org/\" target=\"_blank\">Who's Driving You\u003c/a>, an organization representing the taxi, limousine and paratransit industries.\u003c/p>\n\u003cp>\"Uber is pushing at the state level to basically preempt that local control, and avoid things like fingerprint background checks, which they believe slows their business development down,\" Sutton said.\u003c/p>\n\u003cp>In Los Angeles, Mayor Eric Garcetti and two city councilmen, Paul Krekorian and Herb Wesson, recently sent a letter to the CPUC asking the agency to allow the city to do a fingerprint background check pilot program. Current CPUC regulations do not require fingerprint background checks, which are required for taxicab drivers in many large cities.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/2016/03/25/state-regulators-deny-l-a-s-request-to-fingerprint-uber-lyft-drivers\" target=\"_blank\">Their request was denied\u003c/a> by CPUC Commissioner Liane Randolph, who said she wanted to first consider whether fingerprint background checks should be required by the CPUC. She wrote that she hoped to provide some direction on the issue by this fall.\u003c/p>\n\u003cp>\u003cstrong>San Francisco Enforcement\u003c/strong>\u003c/p>\n\u003cp>In the hometown of Uber and Lyft, the San Francisco Municipal Transportation Agency would like to enforce state ride-service regulations, since the CPUC doesn't seem to have the ability to do so.\u003c/p>\n\u003cp>“I can’t imagine that would be too controversial, given that the rules are already in place,\" said Kate Toran, head of the SFMTA's taxi division. “We’re not talking about establishing new rules, although I’d be happy to do that as well.”\u003c/p>\n\u003cp>The SFMTA currently has seven taxi investigators, and the agency would theoretically hire more to enforce state rules on ride services. The penalties and other details about how the program would work haven't been discussed.\u003c/p>\n\u003cp>Some estimates have put the number of ride-service vehicles in San Francisco at 20,000, although it's hard to peg an exact number. Both Uber and Lyft are protective of their trip data, which might indicate how all those ride-service cars are impacting transit, congestion and the environment.\u003c/p>\n\u003cp>\u003cstrong>Cities vs. States\u003c/strong>\u003c/p>\n\u003cp>Since California first adopted its ride-service rules in 2013, 29 states and 40 cities have enacted regulations, according to an Uber spokeswoman.\u003c/p>\n\u003cp>Uber officials have argued that rather than deal with a patchwork of local regulations, they prefer a uniform statewide policy. Some trips, they say, may also cross over several jurisdictions.\u003c/p>\n\u003cp>In California, whether the CPUC even has the authority to regulate Uber and Lyft at the state level is a question currently being argued in federal court, where San Francisco-based\u003ca href=\"http://www.sfexaminer.com/flywheel-taxi-sues-state-says-cities-should-regulate-uber-lyft/\" target=\"_blank\"> Flywheel Taxi has sued the agency\u003c/a>, contending ride services should be regulated by cities.\u003c/p>\n\u003cp>The crux of Flywheel's argument that cities have regulatory authority is its contention that ride services are not \"prearranged\" but are rather \"on-demand,\" like taxicabs, which can be hailed on the streets, and are overseen by local agencies.\u003c/p>\n\u003cp>\"This lawsuit is intended to make sure everyone gets to compete, while playing by the same rules,\" said Flywheel's president, Hansu Kim.\u003c/p>\n\u003cp>The CPUC's lawyers recently moved to dismiss the suit, arguing that the agency does have authority under the Public Utilities Code. They say that was blessed by the Legislature when it \u003ca href=\"http://asmdc.org/members/a14/news-room/press-releases/bonilla-s-groundbreaking-bill-defining-insurance-coverage-for-uber-and-lyft-signed-by-governor\" target=\"_blank\">passed a bill by Assemblywoman Susan Bonilla\u003c/a> clarifying insurance coverage and \"ensuring oversight\" of ride services by the CPUC.\u003c/p>\n\u003cp>\u003cstrong>CPUC Reform\u003c/strong>\u003c/p>\n\u003cp>State lawmakers, meanwhile, are considering another round of legislation to reform the CPUC, and to enact tougher rules on ride services. One bill, by Assemblyman Ben Hueso, \u003ca href=\"http://www.sacbee.com/news/politics-government/capitol-alert/article70089442.html\" target=\"_blank\">passed its first committee test\u003c/a> Tuesday. It calls on the CPUC to oversee prices, do more stringent background checks and look into how ride services can better serve people with disabilities.\u003c/p>\n\u003cp>A reform measure, proposed as a constitutional amendment, would give the Legislature the authority to break up the CPUC. Some lawmakers say the agency is stretched too thin.\u003c/p>\n\u003cp>According to a 2014 report by the state auditor, the CPUC's Transportation Enforcement Branch has 45 staffers overseeing ride services, limousines, charter buses, airport shuttles, moving companies, light-rail public transit, railroads and ferries.\u003c/p>\n\u003cp>Some consumer advocates, though, aren't so sure the regulation of ride services should be taken away from the CPUC.\u003c/p>\n\u003cp>\"I think it's never good when a regulator doesn't want to regulate an industry that they regulate,\" said Jamie Court, head of Consumer Watchdog. He said he thinks the CPUC is the \"appropriate umpire\" to oversee ride services.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"While they can defer to localities' restrictions, which they should, there also needs to be a baseline for rural areas and other cities that haven't gotten into the fray, or where the political will isn't there to regulate the companies,\" he said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Federal Court Says Uber Can Appeal Class-Action Suit Filed by California Drivers",
"title": "Federal Court Says Uber Can Appeal Class-Action Suit Filed by California Drivers",
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"content": "\u003cp>A San Francisco federal appeals court says Uber can appeal the class-action status of a lawsuit filed by drivers that challenges their status as independent contractors and argues they should be employees instead.\u003c/p>\n\u003cp>The Ninth U.S. Circuit Court of Appeals on Tuesday agreed to hear the appeal in June, around the same time the federal suit by Uber drivers is slated to go to trial. However, Uber's lawyers are now seeking to delay it. \u003c/p>\n\u003cp>In their appeal, the company's lawyers argue that a ruling by U.S. District Court Judge Edward Chen granting class-action status to more than 150,000 Uber drivers in California violated federal arbitration rules.\u003c/p>\n\u003cp>They say nearly all of those drivers agreed not to participate in the class action and to instead arbitrate disputes on an individual basis, but Chen ruled the arbitration clauses were unenforceable, and eventually agreed to expand the class from 8,000 to 150,000 drivers.\u003c/p>\n\u003cp>\"The district court ran roughshod over Uber's arbitration agreements and set this case for an improper class trial,\" Uber's lawyers argued in their brief, calling the ruling \"deeply flawed.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In a statement, an Uber spokesman said: \"We are pleased that the Ninth Circuit has granted this petition to review the lower court's order.\"\u003c/p>\n\u003cp>Uber lawyers have appealed six of Chen's decisions, and say that if any of them succeed, the class-action certification rulings would \"crumble.\"\u003c/p>\n\u003cp>In her response, Shannon Liss-Riordan, the labor attorney representing the drivers, said the appeal was unnecessary, considering Uber has already appealed similar rulings.\u003c/p>\n\u003cp>\"The Court should object to Uber's backdoor attempt to stay proceedings in this case,\" she wrote, and \"allow Uber's existing appeals to sort out the ultimate scope of class while the case proceeds to trial.\"\u003c/p>\n\u003cp>On Wednesday, Uber filed a motion asking Chen to put the trial on hold until the appeal is decided, and confidently claimed \"it is likely to succeed.\" \u003c/p>\n\u003cp>In December, Chen \u003ca href=\"http://ww2.kqed.org/news/2015/12/18/judge-orders-uber-to-limit-communication-with-drivers-in-lawsuit\" target=\"_blank\">ordered Uber to limit communication with drivers\u003c/a> who are part of the lawsuit, saying revised arbitration agreements that the company sent out were likely to \"engender confusion.\"\u003c/p>\n\u003cp>The company issued the agreements two days after \u003ca href=\"http://ww2.kqed.org/news/2015/12/10/uber-drivers-class-action-lawsuit-expanded\" target=\"_blank\">Chen agreed to expand the class of drivers\u003c/a>.\u003c/p>\n\u003cp>The lawsuit by California Uber drivers, filed in August 2013, argues that they are employees, entitled to business expenses that include gas and vehicle maintenance costs.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>If the suit is successful, it could put a damper on Uber's business model of relying on drivers as independent contractors who pay their own expenses.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A San Francisco federal appeals court says Uber can appeal the class-action status of a lawsuit filed by drivers that challenges their status as independent contractors and argues they should be employees instead.\u003c/p>\n\u003cp>The Ninth U.S. Circuit Court of Appeals on Tuesday agreed to hear the appeal in June, around the same time the federal suit by Uber drivers is slated to go to trial. However, Uber's lawyers are now seeking to delay it. \u003c/p>\n\u003cp>In their appeal, the company's lawyers argue that a ruling by U.S. District Court Judge Edward Chen granting class-action status to more than 150,000 Uber drivers in California violated federal arbitration rules.\u003c/p>\n\u003cp>They say nearly all of those drivers agreed not to participate in the class action and to instead arbitrate disputes on an individual basis, but Chen ruled the arbitration clauses were unenforceable, and eventually agreed to expand the class from 8,000 to 150,000 drivers.\u003c/p>\n\u003cp>\"The district court ran roughshod over Uber's arbitration agreements and set this case for an improper class trial,\" Uber's lawyers argued in their brief, calling the ruling \"deeply flawed.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In a statement, an Uber spokesman said: \"We are pleased that the Ninth Circuit has granted this petition to review the lower court's order.\"\u003c/p>\n\u003cp>Uber lawyers have appealed six of Chen's decisions, and say that if any of them succeed, the class-action certification rulings would \"crumble.\"\u003c/p>\n\u003cp>In her response, Shannon Liss-Riordan, the labor attorney representing the drivers, said the appeal was unnecessary, considering Uber has already appealed similar rulings.\u003c/p>\n\u003cp>\"The Court should object to Uber's backdoor attempt to stay proceedings in this case,\" she wrote, and \"allow Uber's existing appeals to sort out the ultimate scope of class while the case proceeds to trial.\"\u003c/p>\n\u003cp>On Wednesday, Uber filed a motion asking Chen to put the trial on hold until the appeal is decided, and confidently claimed \"it is likely to succeed.\" \u003c/p>\n\u003cp>In December, Chen \u003ca href=\"http://ww2.kqed.org/news/2015/12/18/judge-orders-uber-to-limit-communication-with-drivers-in-lawsuit\" target=\"_blank\">ordered Uber to limit communication with drivers\u003c/a> who are part of the lawsuit, saying revised arbitration agreements that the company sent out were likely to \"engender confusion.\"\u003c/p>\n\u003cp>The company issued the agreements two days after \u003ca href=\"http://ww2.kqed.org/news/2015/12/10/uber-drivers-class-action-lawsuit-expanded\" target=\"_blank\">Chen agreed to expand the class of drivers\u003c/a>.\u003c/p>\n\u003cp>The lawsuit by California Uber drivers, filed in August 2013, argues that they are employees, entitled to business expenses that include gas and vehicle maintenance costs.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>If the suit is successful, it could put a damper on Uber's business model of relying on drivers as independent contractors who pay their own expenses.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"soldout": {
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"checkPleaseReducer": {
"filterData": {
"region": {
"key": "Restaurant Region",
"filters": [
"Any Region"
]
},
"cuisine": {
"key": "Restaurant Cuisine",
"filters": [
"Any Cuisine"
]
}
},
"restaurantDataById": {},
"restaurantIdsSorted": [],
"error": null
},
"userAgentReducer": {
"userAgent": "Mozilla/5.0 AppleWebKit/537.36 (KHTML, like Gecko; compatible; ClaudeBot/1.0; +claudebot@anthropic.com)",
"isBot": true
}
}
