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Quickly after he got on the road, he started organizing drivers.\u003c/p>\n\u003cp>Aloudi’s organizing work began at a Yemeni community center — he said a lot of Bay Area drivers are Yemeni, like him. At the center, he saw that his fellow drivers needed help, so he started getting their numbers and setting up groups on WhatsApp or Facebook for drivers to talk through their problems.\u003c/p>\n\u003cp>These groups were filling in for what Aloudi said the companies weren’t doing. Sometimes it was something simple — like a driver got a flat tire or had a dead battery. Other times he and others in the group would help drivers with something serious — like when they got kicked off the app or when they were assaulted by a passenger.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Then in 2014,\u003ca href=\"https://www.vox.com/2014/4/30/11626254/lyft-and-uber-price-wars-leave-some-drivers-feeling-crunched\"> a price war erupted\u003c/a> between Uber and Lyft, which were using their stockpiles of venture capital to fight for market share. Driver earnings began to plummet.\u003c/p>\n\u003cp>Aloudi and a few other drivers he was close with decided they should try to organize protests. They started getting fellow drivers to come out and publicly speak against what Uber and Lyft were doing to its workers.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Al Aloudi, who has been working for Uber and Lyft since 2013\"]‘Nobody is going to fight our fight. We’re going to have to fight our fight, but with the right people.’[/pullquote]\u003c/p>\n\u003cp>Aloudi says drivers like him can only get Lyft and Uber to give them a good deal if they have a strong community. Now, after seven years in the business, he has a really strong community.\u003c/p>\n\u003cp>“My power is knowing people,” Aloudi said. “I don’t know people just from the profile on Facebook. I know people in real life.” And he knows a lot of people. Aloudi whips out his phone and shows me his contacts. He’s got the names, numbers and emails of over 4,000 local drivers.\u003c/p>\n\u003cp>Aloudi said because of his organizing, he was contacted by \u003ca href=\"https://gigworkersrising.org/\">Gig Workers Rising\u003c/a>. The group promised to help drivers like him get what they want and to have their voices heard, he said. Aloudi trusted them, so he handed over the list of drivers he’d spent years building.\u003c/p>\n\u003cp>Organizing gig workers is difficult because companies still classify them as contractors, which has been used to bar them from joining a typical union.\u003ca href=\"https://www.kqed.org/news/11719321/uber-continues-push-to-keep-paying-drivers-as-contractors-and-stanch-collective-bargaining-efforts\"> Companies like Uber and Lyft have fought hard and in various ways\u003c/a> to keep their workers from being employees, and therefore allowed the right to unionize. This leaves drivers with far less options than workers have in other industries.\u003c/p>\n\u003cp>When drivers in New York City were clamoring for some kind of organization to represent them, Uber stepped in to help set up an organization called \u003ca href=\"https://drivingguild.org\">The Independent Drivers Guild\u003c/a>. The guild receives money directly from Uber, and then funnels some of that money back to its union affiliate.\u003c/p>\n\u003cp>This kind of arrangement does not sit well with Aloudi and some of his fellow drivers in San Francisco. He doubts that the guild could really fight and represent drivers if it is taking money from Uber. Aloudi wants something different.\u003c/p>\n\u003cp>At first, Aloudi said, he thought Gig Workers Rising could help. He and his fellow drivers especially wanted them to help change the lack of benefits, the falling wages and the power Uber and Lyft have to deactivate drivers.\u003c/p>\n\u003cp>Over the last few months, Aloudi felt like he was listened to less and less at meetings. On top of that, he’s heard a few things that alarmed him about the big unions like Teamsters and SEIU, which are involved with Gig Workers Rising.\u003c/p>\n\u003cp>For one thing, there were \u003ca href=\"https://www.nytimes.com/2019/06/29/business/economy/uber-lyft-drivers-unions.html\">reports\u003c/a> last fall that the Teamsters and SEIU were talking with Uber and Lyft about watering down California’s landmark gig worker law, AB 5. Word spread that instead of designating drivers as employees, the unions would make a deal that would keep them contractors.\u003c/p>\n\u003cp>[aside tag=\"ab-5\" label=\"related coverage\"]\u003c/p>\n\u003cp>Then there are the emails from a recent \u003ca href=\"http://www.tdu.org/the_final_fall_of_rome\">investigation into the Teamsters\u003c/a> by its Independent Investigation Officer. The emails are between members of Teamsters leadership, and they suggest that the union thought it could use Uber and Lyft drivers to make money. The emails reference the idea of setting up something like the Independent Drivers Guild in New York City, which remember, gets money directly from Uber and kicks that back to its union affiliate.\u003c/p>\n\u003cp>This was the last straw for Aloudi. He said he doesn’t want to be involved with a big union that’s going to make backroom deals or that sees him and his fellow drivers as a potential source of income. He wishes he never gave up the contact information of all the drivers in the community he helped organize.\u003c/p>\n\u003cp>In a statement, Gig Workers Rising said it was never part of any deals to weaken California’s gig worker law, and while the group launched with support of Teamsters and SEIU, it is a separate entity. The statement added that the organization is concentrating right now on fighting the measure to destroy AB 5 that gig companies are trying to get on the ballot for the fall.\u003c/p>\n\u003cp>Even so, Aloudi said he is done with Gig Workers Rising and the big unions. Aloudi is now organizing with a different group, \u003ca href=\"https://drivers-united.org/\">Rideshare Drivers United\u003c/a>. He said he likes that it was started and is run by workers, not big unions.\u003c/p>\n\u003cp>“Nobody is going to fight our fight,” he said. “We’re going to have to fight our fight, but with the right people.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Aloudi will work with anyone who can get drivers what they want, which is simple, he said: they want to work, they want decent wages and employee protections like worker’s compensation.\u003c/p>\n\n",
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"title": "Uber and Lyft Drivers Ramp Up Organizing Efforts, But Question Big Unions' Motives | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>According to statistics from Uber and Lyft, there could be up to 2 million drivers nationwide. Some of these workers have started organizing for higher wages, benefits and enforcement of\u003ca href=\"https://www.kqed.org/news/11773542/state-senate-passes-ab-5-bill-that-limits-who-can-be-classified-as-contractors\"> Assembly Bill 5\u003c/a>, which would make them employees in California.\u003c/p>\n\u003cp>Big unions like the Teamsters and Service Employees International Union have gotten involved, especially through supporting the launch of a San Jose nonprofit called \u003ca href=\"https://gigworkersrising.org/get-informed\">Gig Workers Rising\u003c/a>. While drivers embraced the attention of these big unions at first, recent news has made some drivers, like Al Aloudi, suspicious of their motives.\u003c/p>\n\u003cp>Aloudi has become a kind of godfather for Bay Area drivers. He’s been working for Uber and Lyft since 2013. Quickly after he got on the road, he started organizing drivers.\u003c/p>\n\u003cp>Aloudi’s organizing work began at a Yemeni community center — he said a lot of Bay Area drivers are Yemeni, like him. At the center, he saw that his fellow drivers needed help, so he started getting their numbers and setting up groups on WhatsApp or Facebook for drivers to talk through their problems.\u003c/p>\n\u003cp>These groups were filling in for what Aloudi said the companies weren’t doing. Sometimes it was something simple — like a driver got a flat tire or had a dead battery. Other times he and others in the group would help drivers with something serious — like when they got kicked off the app or when they were assaulted by a passenger.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Then in 2014,\u003ca href=\"https://www.vox.com/2014/4/30/11626254/lyft-and-uber-price-wars-leave-some-drivers-feeling-crunched\"> a price war erupted\u003c/a> between Uber and Lyft, which were using their stockpiles of venture capital to fight for market share. Driver earnings began to plummet.\u003c/p>\n\u003cp>Aloudi and a few other drivers he was close with decided they should try to organize protests. They started getting fellow drivers to come out and publicly speak against what Uber and Lyft were doing to its workers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Aloudi says drivers like him can only get Lyft and Uber to give them a good deal if they have a strong community. Now, after seven years in the business, he has a really strong community.\u003c/p>\n\u003cp>“My power is knowing people,” Aloudi said. “I don’t know people just from the profile on Facebook. I know people in real life.” And he knows a lot of people. Aloudi whips out his phone and shows me his contacts. He’s got the names, numbers and emails of over 4,000 local drivers.\u003c/p>\n\u003cp>Aloudi said because of his organizing, he was contacted by \u003ca href=\"https://gigworkersrising.org/\">Gig Workers Rising\u003c/a>. The group promised to help drivers like him get what they want and to have their voices heard, he said. Aloudi trusted them, so he handed over the list of drivers he’d spent years building.\u003c/p>\n\u003cp>Organizing gig workers is difficult because companies still classify them as contractors, which has been used to bar them from joining a typical union.\u003ca href=\"https://www.kqed.org/news/11719321/uber-continues-push-to-keep-paying-drivers-as-contractors-and-stanch-collective-bargaining-efforts\"> Companies like Uber and Lyft have fought hard and in various ways\u003c/a> to keep their workers from being employees, and therefore allowed the right to unionize. This leaves drivers with far less options than workers have in other industries.\u003c/p>\n\u003cp>When drivers in New York City were clamoring for some kind of organization to represent them, Uber stepped in to help set up an organization called \u003ca href=\"https://drivingguild.org\">The Independent Drivers Guild\u003c/a>. The guild receives money directly from Uber, and then funnels some of that money back to its union affiliate.\u003c/p>\n\u003cp>This kind of arrangement does not sit well with Aloudi and some of his fellow drivers in San Francisco. He doubts that the guild could really fight and represent drivers if it is taking money from Uber. Aloudi wants something different.\u003c/p>\n\u003cp>At first, Aloudi said, he thought Gig Workers Rising could help. He and his fellow drivers especially wanted them to help change the lack of benefits, the falling wages and the power Uber and Lyft have to deactivate drivers.\u003c/p>\n\u003cp>Over the last few months, Aloudi felt like he was listened to less and less at meetings. On top of that, he’s heard a few things that alarmed him about the big unions like Teamsters and SEIU, which are involved with Gig Workers Rising.\u003c/p>\n\u003cp>For one thing, there were \u003ca href=\"https://www.nytimes.com/2019/06/29/business/economy/uber-lyft-drivers-unions.html\">reports\u003c/a> last fall that the Teamsters and SEIU were talking with Uber and Lyft about watering down California’s landmark gig worker law, AB 5. Word spread that instead of designating drivers as employees, the unions would make a deal that would keep them contractors.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Then there are the emails from a recent \u003ca href=\"http://www.tdu.org/the_final_fall_of_rome\">investigation into the Teamsters\u003c/a> by its Independent Investigation Officer. The emails are between members of Teamsters leadership, and they suggest that the union thought it could use Uber and Lyft drivers to make money. The emails reference the idea of setting up something like the Independent Drivers Guild in New York City, which remember, gets money directly from Uber and kicks that back to its union affiliate.\u003c/p>\n\u003cp>This was the last straw for Aloudi. He said he doesn’t want to be involved with a big union that’s going to make backroom deals or that sees him and his fellow drivers as a potential source of income. He wishes he never gave up the contact information of all the drivers in the community he helped organize.\u003c/p>\n\u003cp>In a statement, Gig Workers Rising said it was never part of any deals to weaken California’s gig worker law, and while the group launched with support of Teamsters and SEIU, it is a separate entity. The statement added that the organization is concentrating right now on fighting the measure to destroy AB 5 that gig companies are trying to get on the ballot for the fall.\u003c/p>\n\u003cp>Even so, Aloudi said he is done with Gig Workers Rising and the big unions. Aloudi is now organizing with a different group, \u003ca href=\"https://drivers-united.org/\">Rideshare Drivers United\u003c/a>. He said he likes that it was started and is run by workers, not big unions.\u003c/p>\n\u003cp>“Nobody is going to fight our fight,” he said. “We’re going to have to fight our fight, but with the right people.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "meet-the-baker-who-got-her-money-back-from-the-venture-capitalists",
"title": "Meet the SF Baker Who Got Her Money Back From the Venture Capitalists",
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"headTitle": "Meet the SF Baker Who Got Her Money Back From the Venture Capitalists | KQED",
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"content": "\u003cp>About a year ago, \u003ca href=\"https://www.kqed.org/news/11722735/munchery-folds-and-these-local-businesses-are-paying-the-price\">KQED reported\u003c/a> that an on-demand food delivery service called Munchery had abruptly shut down and filed for Chapter 11 bankruptcy. When it went bust, at least a dozen bakers and chefs in San Francisco that had prepared food for the company were left in the lurch.\u003c/p>\n\u003cp>It was a classic venture capital story: A startup gets a bunch of money, grows fast and then crashes, burning those it owes money to, particularly vendors and suppliers whose \u003ca href=\"https://www.accountingcoach.com/blog/what-is-an-unsecured-creditor\" target=\"_blank\" rel=\"noopener noreferrer\">credit is not secured\u003c/a>. When Munchery shut down, it owed at least $50,000 to small business owners in San Francisco alone.\u003c/p>\n\u003cp>But this time the story has a surprise ending. After a year, the bakers and chefs finally succeeded in getting their money back.\u003c/p>\n\u003cp>On Christmas Eve, a UPS delivery driver dropped off an envelope at Three Babes Bakeshop in the city’s Portola neighborhood. Inside was a check for $18,000. “I was so surprised I shrieked,” said owner Lenore Estrada.\u003c/p>\n\u003cp>That check — almost all of the money Munchery owed Estrada when it closed last year — came with an unsigned note indicating it was from some “unspecified” investors and executives of the company.\u003c/p>\n\u003cfigure id=\"attachment_11804188\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41666_002_KQED_ThreeBabesBakeshop_02282020_4480-qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11804188\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41666_002_KQED_ThreeBabesBakeshop_02282020_4480-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41666_002_KQED_ThreeBabesBakeshop_02282020_4480-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41666_002_KQED_ThreeBabesBakeshop_02282020_4480-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41666_002_KQED_ThreeBabesBakeshop_02282020_4480-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41666_002_KQED_ThreeBabesBakeshop_02282020_4480-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Caleb Roark puts crumble on a blackberry pie at the Three Babes Bakeshop in San Francisco on Feb. 28, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Until then, Estrada had assumed there was no way she would ever get that money back. Under Chapter 11 bankruptcy law, the company was not legally required to pay back vendors like Estrada, even though they had taken her pies and sold them. Estrada was incensed. She refused to just sit by and allow the company and its investors to ignore her.\u003c/p>\n\u003cp>First, Estrada took to social media to call out Munchery and its investors. Then she decided to hold a bake sale protest outside the offices of one of the venture capitalists who had invested in Munchery. After KQED reported it, \u003ca href=\"https://www.marketplace.org/2019/02/19/food-delivery-startup-munchery-folds-leaving-small-businesses-hook/\">the story got picked up by national news outlets.\u003c/a> Estrada thinks that attention did the trick.\u003c/p>\n\u003cp>[pullquote size='medium' align='right' citation=\"Lenore Estrada, Three Babes Bakeshop\"]‘There is something inherently wrong about the way the system is set up.’[/pullquote]\u003c/p>\n\u003cp>“I think if we hadn’t stood up for ourselves and I hadn’t organized that protest and if we hadn’t made it really really public and sort of embarrassing for the Munchery investors and executives, I definitely don’t think we would have gotten paid,” she said.\u003c/p>\n\u003cp>Estrada calls the unexpected reimbursement a “Christmas miracle.” It allowed her to give her employees holiday bonuses. But while grateful for the check, she said it doesn’t excuse what happened.\u003c/p>\n\u003cp>While she was scrambling to cover her $18,000 loss last year, many Munchery investors were making ample amounts of money on their other bets. Take Menlo Ventures: The firm lost money with Munchery but hit the jackpot with Uber, raking in millions in returns that it’s now investing in a new round of companies.\u003c/p>\n\u003cfigure id=\"attachment_11804192\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41667_003_KQED_ThreeBabesBakeshop_02282020_4483-qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11804192\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41667_003_KQED_ThreeBabesBakeshop_02282020_4483-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41667_003_KQED_ThreeBabesBakeshop_02282020_4483-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41667_003_KQED_ThreeBabesBakeshop_02282020_4483-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41667_003_KQED_ThreeBabesBakeshop_02282020_4483-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41667_003_KQED_ThreeBabesBakeshop_02282020_4483-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Zoe Williams boxes pies at Three Babes Bakeshop in San Francisco on Feb. 28, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>This, of course, is not how business works for a baker or for any other small business. Think about it in terms of pies.\u003c/p>\n\u003cp>“If I make tons of money on apple pies but lose tons of money on cherry pies,” Estrada said, “I still have to pay for the cherries and the labor to make the cherry pies.”\u003c/p>\n\u003cp>Of venture capital, Estrada said, “There is something inherently wrong about the way the system is set up.”\u003c/p>\n\u003cp>Menlo Ventures, one of the Munchery’s investors, declined to comment.\u003c/p>\n\u003cp>Other venture capitalists, like Eric Paley, a managing partner at Founder Collective in Cambridge, Massachusetts, said he agrees with Estrada that there are some things inherently wrong in the system.\u003c/p>\n\u003cp>“Most of the venture industries are really driven off the home runs,” Paley said. “Many VCs would rather push a business harder and see it fail than risk that it turns out to be an OK business.”\u003c/p>\n\u003cp>[aside label=\"related coverage\" tag=\"venture-capital\"]An OK, or even a good business, might be good for society by doing something like, say, providing pies, but it doesn’t deliver the windfall profits that venture capitalists are hunting for, Paley explained.\u003c/p>\n\u003cp>way of investing is increasingly becoming a part of how America does business. Venture capital investment in U.S. companies has risen every year since the financial crisis in 2008, and it is currently at an all time high.\u003c/p>\n\u003cp>\u003ca href=\"https://pitchbook.com/media/press-releases/us-venture-capital-investment-surpasses-130-billion-in-2019-for-second-consecutive-year\">According to PitchBook\u003c/a>, $136 billion of VC money was poured into U.S. companies last year alone. To put that in perspective, that’s roughly $415 venture capital dollars invested last year for every child, woman and man in the country.\u003c/p>\n\u003cp>Paley said the entire venture capitalist ecosystem has grown toxic, with many investors encouraging companies to grow fast at all costs.\u003c/p>\n\u003cp>“If you put rocket fuel in a really nice car, you’re going to blow up that car,” he said.\u003c/p>\n\u003cp>And you don’t even have to blow up the car to do serious damage, said Gerald Friedman, an economics professor at University of Massachusetts at Amherst. Just injecting tons of venture capital investment, which needs big returns to pay off, introduces a dangerous level of volatility, he said. Or, put more simply, “Hot money makes economies less stable,” he said.\u003c/p>\n\u003cfigure id=\"attachment_11804196\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41673_009_KQED_ThreeBabesBakeshop_02282020_4559-qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41673_009_KQED_ThreeBabesBakeshop_02282020_4559-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" class=\"size-full wp-image-11804196\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41673_009_KQED_ThreeBabesBakeshop_02282020_4559-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41673_009_KQED_ThreeBabesBakeshop_02282020_4559-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41673_009_KQED_ThreeBabesBakeshop_02282020_4559-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41673_009_KQED_ThreeBabesBakeshop_02282020_4559-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Freshly baked pies at Three Babes Bakeshop in San Francisco. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Friedman and Paley both said there’s far too much venture capital in the system, which contributes to frequent booms and busts. Venture capitalists reap the rewards of the booms, but during the inevitable busts, smaller businesses who don’t have large stockpiles of cash to absorb the blows bear the brunt.\u003c/p>\n\u003cp>“It creates an asymmetric situation. They can win, while you’re losing,” Friedman said.\u003c/p>\n\u003cp>Estrada said she’s happy she fought to get her money back. It means she can follow through with her plan to open a storefront at the end of March and focus exclusively on her business, rather than trying to hold venture capitalists accountable.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>That’s important, because unlike in the world of venture capital, Estrada doesn’t have the luxury of placing multiple bets and seeing which one pays off. She makes pies. And she only gets paid for the ones she sells, be they cherry, apple or bourbon pecan.\u003c/p>\n\u003cp>From this reporter’s vantage point, not a single one of them looks like a bad bet at all.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Last year, the on-demand San Francisco food startup Munchery abruptly shut down and then filed for Chapter 11 bankruptcy, leaving at least a dozen local bakers and chefs in the lurch, a situation that's become increasingly common in the world of venture capital-funded enterprises. ",
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"title": "Meet the SF Baker Who Got Her Money Back From the Venture Capitalists | KQED",
"description": "Last year, the on-demand San Francisco food startup Munchery abruptly shut down and then filed for Chapter 11 bankruptcy, leaving at least a dozen local bakers and chefs in the lurch, a situation that's become increasingly common in the world of venture capital-funded enterprises. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>About a year ago, \u003ca href=\"https://www.kqed.org/news/11722735/munchery-folds-and-these-local-businesses-are-paying-the-price\">KQED reported\u003c/a> that an on-demand food delivery service called Munchery had abruptly shut down and filed for Chapter 11 bankruptcy. When it went bust, at least a dozen bakers and chefs in San Francisco that had prepared food for the company were left in the lurch.\u003c/p>\n\u003cp>It was a classic venture capital story: A startup gets a bunch of money, grows fast and then crashes, burning those it owes money to, particularly vendors and suppliers whose \u003ca href=\"https://www.accountingcoach.com/blog/what-is-an-unsecured-creditor\" target=\"_blank\" rel=\"noopener noreferrer\">credit is not secured\u003c/a>. When Munchery shut down, it owed at least $50,000 to small business owners in San Francisco alone.\u003c/p>\n\u003cp>But this time the story has a surprise ending. After a year, the bakers and chefs finally succeeded in getting their money back.\u003c/p>\n\u003cp>On Christmas Eve, a UPS delivery driver dropped off an envelope at Three Babes Bakeshop in the city’s Portola neighborhood. Inside was a check for $18,000. “I was so surprised I shrieked,” said owner Lenore Estrada.\u003c/p>\n\u003cp>That check — almost all of the money Munchery owed Estrada when it closed last year — came with an unsigned note indicating it was from some “unspecified” investors and executives of the company.\u003c/p>\n\u003cfigure id=\"attachment_11804188\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41666_002_KQED_ThreeBabesBakeshop_02282020_4480-qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11804188\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41666_002_KQED_ThreeBabesBakeshop_02282020_4480-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41666_002_KQED_ThreeBabesBakeshop_02282020_4480-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41666_002_KQED_ThreeBabesBakeshop_02282020_4480-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41666_002_KQED_ThreeBabesBakeshop_02282020_4480-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41666_002_KQED_ThreeBabesBakeshop_02282020_4480-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Caleb Roark puts crumble on a blackberry pie at the Three Babes Bakeshop in San Francisco on Feb. 28, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Until then, Estrada had assumed there was no way she would ever get that money back. Under Chapter 11 bankruptcy law, the company was not legally required to pay back vendors like Estrada, even though they had taken her pies and sold them. Estrada was incensed. She refused to just sit by and allow the company and its investors to ignore her.\u003c/p>\n\u003cp>First, Estrada took to social media to call out Munchery and its investors. Then she decided to hold a bake sale protest outside the offices of one of the venture capitalists who had invested in Munchery. After KQED reported it, \u003ca href=\"https://www.marketplace.org/2019/02/19/food-delivery-startup-munchery-folds-leaving-small-businesses-hook/\">the story got picked up by national news outlets.\u003c/a> Estrada thinks that attention did the trick.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "‘There is something inherently wrong about the way the system is set up.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I think if we hadn’t stood up for ourselves and I hadn’t organized that protest and if we hadn’t made it really really public and sort of embarrassing for the Munchery investors and executives, I definitely don’t think we would have gotten paid,” she said.\u003c/p>\n\u003cp>Estrada calls the unexpected reimbursement a “Christmas miracle.” It allowed her to give her employees holiday bonuses. But while grateful for the check, she said it doesn’t excuse what happened.\u003c/p>\n\u003cp>While she was scrambling to cover her $18,000 loss last year, many Munchery investors were making ample amounts of money on their other bets. Take Menlo Ventures: The firm lost money with Munchery but hit the jackpot with Uber, raking in millions in returns that it’s now investing in a new round of companies.\u003c/p>\n\u003cfigure id=\"attachment_11804192\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41667_003_KQED_ThreeBabesBakeshop_02282020_4483-qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11804192\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41667_003_KQED_ThreeBabesBakeshop_02282020_4483-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41667_003_KQED_ThreeBabesBakeshop_02282020_4483-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41667_003_KQED_ThreeBabesBakeshop_02282020_4483-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41667_003_KQED_ThreeBabesBakeshop_02282020_4483-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41667_003_KQED_ThreeBabesBakeshop_02282020_4483-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Zoe Williams boxes pies at Three Babes Bakeshop in San Francisco on Feb. 28, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>This, of course, is not how business works for a baker or for any other small business. Think about it in terms of pies.\u003c/p>\n\u003cp>“If I make tons of money on apple pies but lose tons of money on cherry pies,” Estrada said, “I still have to pay for the cherries and the labor to make the cherry pies.”\u003c/p>\n\u003cp>Of venture capital, Estrada said, “There is something inherently wrong about the way the system is set up.”\u003c/p>\n\u003cp>Menlo Ventures, one of the Munchery’s investors, declined to comment.\u003c/p>\n\u003cp>Other venture capitalists, like Eric Paley, a managing partner at Founder Collective in Cambridge, Massachusetts, said he agrees with Estrada that there are some things inherently wrong in the system.\u003c/p>\n\u003cp>“Most of the venture industries are really driven off the home runs,” Paley said. “Many VCs would rather push a business harder and see it fail than risk that it turns out to be an OK business.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>An OK, or even a good business, might be good for society by doing something like, say, providing pies, but it doesn’t deliver the windfall profits that venture capitalists are hunting for, Paley explained.\u003c/p>\n\u003cp>way of investing is increasingly becoming a part of how America does business. Venture capital investment in U.S. companies has risen every year since the financial crisis in 2008, and it is currently at an all time high.\u003c/p>\n\u003cp>\u003ca href=\"https://pitchbook.com/media/press-releases/us-venture-capital-investment-surpasses-130-billion-in-2019-for-second-consecutive-year\">According to PitchBook\u003c/a>, $136 billion of VC money was poured into U.S. companies last year alone. To put that in perspective, that’s roughly $415 venture capital dollars invested last year for every child, woman and man in the country.\u003c/p>\n\u003cp>Paley said the entire venture capitalist ecosystem has grown toxic, with many investors encouraging companies to grow fast at all costs.\u003c/p>\n\u003cp>“If you put rocket fuel in a really nice car, you’re going to blow up that car,” he said.\u003c/p>\n\u003cp>And you don’t even have to blow up the car to do serious damage, said Gerald Friedman, an economics professor at University of Massachusetts at Amherst. Just injecting tons of venture capital investment, which needs big returns to pay off, introduces a dangerous level of volatility, he said. Or, put more simply, “Hot money makes economies less stable,” he said.\u003c/p>\n\u003cfigure id=\"attachment_11804196\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41673_009_KQED_ThreeBabesBakeshop_02282020_4559-qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41673_009_KQED_ThreeBabesBakeshop_02282020_4559-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" class=\"size-full wp-image-11804196\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41673_009_KQED_ThreeBabesBakeshop_02282020_4559-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41673_009_KQED_ThreeBabesBakeshop_02282020_4559-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41673_009_KQED_ThreeBabesBakeshop_02282020_4559-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41673_009_KQED_ThreeBabesBakeshop_02282020_4559-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Freshly baked pies at Three Babes Bakeshop in San Francisco. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Friedman and Paley both said there’s far too much venture capital in the system, which contributes to frequent booms and busts. Venture capitalists reap the rewards of the booms, but during the inevitable busts, smaller businesses who don’t have large stockpiles of cash to absorb the blows bear the brunt.\u003c/p>\n\u003cp>“It creates an asymmetric situation. They can win, while you’re losing,” Friedman said.\u003c/p>\n\u003cp>Estrada said she’s happy she fought to get her money back. It means she can follow through with her plan to open a storefront at the end of March and focus exclusively on her business, rather than trying to hold venture capitalists accountable.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>That’s important, because unlike in the world of venture capital, Estrada doesn’t have the luxury of placing multiple bets and seeing which one pays off. She makes pies. And she only gets paid for the ones she sells, be they cherry, apple or bourbon pecan.\u003c/p>\n\u003cp>From this reporter’s vantage point, not a single one of them looks like a bad bet at all.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "sf-taxi-drivers-who-go-every-week-to-city-hall-buy-back-our-medallions",
"title": "SF Taxi Drivers Who Go Every Week to City Hall: 'Buy Back Our Medallions'",
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"headTitle": "SF Taxi Drivers Who Go Every Week to City Hall: ‘Buy Back Our Medallions’ | KQED",
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"content": "\u003cp>Every Tuesday at around 3 p.m., taxi drivers start filing into San Francisco City Hall. On a recent week in February, Matt Sutter is the first one to arrive.\u003c/p>\n\u003cp>Sutter is wearing track pants and a large, faded, gray T-shirt with a Chevy logo. He’s a core member of the Tuesday crew.\u003c/p>\n\u003cp>This group of about 10 drivers has been coming to City Hall weekly for almost three years to speak in the public comment section of the Board of Supervisors meeting. They have one mission: to get the city to buy back their $250,000 taxi medallions.\u003c/p>\n\u003cp>The city started selling medallions to drivers back in 2010, around the same time as the appearance of Lyft and Uber. Now drivers are struggling to make minimum wage, let alone pay down the loans on their medallions. They’re being crushed by the debt. Some have even \u003ca href=\"https://www.kqed.org/news/11798851/s-f-taxi-drivers-say-the-medallion-crisis-is-killing-them-literally\">died of stress-related illnesses\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_11803475\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11803475\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Bhupinder Singh, a taxi driver for the past 20 years, at San Francisco International Airport on Feb. 6, 2020. He has driven from Chico to SFO for the past 8 years to find passengers. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>At 4 p.m., the drivers enter City Hall. They walk under the building’s large central dome, past couples taking wedding photographs and up the long flight of stairs. At the top, they peak into the Board of Supervisors room.\u003c/p>\n\u003cp>It’s packed with people. That’s not good — a busy room means a long agenda, and that means drivers will wait hours for the public comment period.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Matt Sutter, San Francisco taxi driver\"]‘I hope you make the right decision by giving us back our money. That’s hard-earned family money.’[/pullquote]\u003c/p>\n\u003cp>The drivers finally get their chance to speak around 6:30 p.m. Each driver has just two minutes at the microphone to tell their story. One by one, they approach the podium.\u003c/p>\n\u003cp>“I hope you make the right decision by giving us back our money,” Sutter tells them. “That’s hard-earned family money.”\u003c/p>\n\u003cp>Harjeet Gargaria, another driver, says, “I don’t know if it’s because I look different — I look black, brown or whatever — but no one want to help us.”\u003c/p>\n\u003cp>Namdev Sharma is next. He wears a neatly pressed shirt tucked into a pair of slacks. It’s the outfit he always wears on City Hall days. His English isn’t perfect, and he has a few pages of handwritten notes. He carefully puts them on the lectern. But once he starts, he doesn’t even look at them.\u003c/p>\n\u003cp>“You must not forget us,” he says. “It is unfair. You must think. You must heed our voice. You putted us to a dying situation. You have power to create destiny of us.”\u003c/p>\n\u003cfigure id=\"attachment_11803474\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11803474\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Taxis fill the lower level of the short term parking garage as they wait to pick up passengers at San Francisco International Airport (SFO) on Jan. 30, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It’s estimated that it would take the city $160 million to buy back the medallions. New York City is already beginning a debt relief program for its drivers.\u003c/p>\n\u003cp>So, what could be done here in San Francisco?\u003c/p>\n\u003cp>First, there’s the San Francisco Municipal Transportation Agency. The agency could potentially issue a bond to buy back the medallions. It has had the power to do so since voters approved Proposition A in 2007, but the SFMTA isn’t currently pursuing this route. If it did, it would need approval from the Board of Supervisors.\u003c/p>\n\u003cp>Another option is for the supervisors to fund a buyback program from the city budget.\u003c/p>\n\u003cp>Supervisor Dean Preston says something needs to be done.\u003c/p>\n\u003cp>“I think the city definitely owes a debt to the cab drivers who played by the rules for years, and then find themselves in financial dire straits through no fault of their own,” Preston said.\u003c/p>\n\u003cp>Preston isn’t the first supervisor to speak up. For the last two years, Supervisor Sandra Lee Fewer has argued that the whole medallion system is broken.\u003c/p>\n\u003cp>At a public meeting last June, Fewer said, “I personally don’t see any way out except to actually blow up the whole thing and redesign the whole thing over again.”\u003c/p>\n\u003cp>She thinks San Francisco should come up with money to help the drivers out. “I just think the burden these people are living under is incredible,” she said.\u003c/p>\n\u003cfigure id=\"attachment_11803471\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11803471\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut.jpg\" alt=\"taxi driver\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Taxi driver Ali Alikhani at San Francisco International Airport on Feb. 6, 2020. As of 11:45 a.m., he has only had one passenger since starting work at 7 a.m. that day. He said that being a taxi driver is not a healthy work situation — they often work over 12 hours. He said, “Workers in factories have protections for work conditions. Taxi drivers don’t have that. What kind of life is that? Is this America?” \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Seven supervisors told KQED they support the city looking into debt relief. They include Preston, Fewer, Matt Haney, Aaron Peskin, Hillary Ronen, Catherine Stefani and Shamann Walton.\u003c/p>\n\u003cp>Supervisors Rafael Mandelman and Gordon Mar are undecided. Ahsha Safai and Norman Yee did not respond. Neither did Mayor London Breed.\u003c/p>\n\u003cp>[aside tag=\"taxi\" label=\"related coverage\"]\u003c/p>\n\u003cp>San Francisco mayors have played a significant role in the \u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">medallion debt crisis\u003c/a>. In 2010, then-mayor Gavin Newsom directed the SFMTA to start selling the medallions. Then, Mayor Ed Lee abdicated responsibility for regulating Uber and Lyft to the state. Now, seven hundred drivers, mostly immigrants of color, are being crushed in an unlevel playing field, and Breed has been silent.\u003c/p>\n\u003cp>Breed has not responded to repeated requests from KQED for comment on this issue. These requests date back to when she first arrived in office in 2018. For this story, her press office said, “Due to Mayor Breed’s busy schedule, she does not have a statement on this matter at this time.”\u003c/p>\n\u003cp>When the Board of Supervisors meeting is finally over at nearly 7 p.m., it has gotten dark and cold outside. Some of the drivers have long night shifts ahead of them.\u003c/p>\n\u003cp>Matt Sutter says he doesn’t know if what the drivers said at this particular meeting is going to have an impact, but he says at least they can leave knowing that they went in and tried to do something.\u003c/p>\n\u003cp>If nothing changes, he says, they’ll be back next week. He asks, “What other option do we have?”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The group of about 10 drivers has one goal: to get the city to buy back the $250,000 medallions it sold to almost 700 drivers.",
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"title": "SF Taxi Drivers Who Go Every Week to City Hall: 'Buy Back Our Medallions' | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Every Tuesday at around 3 p.m., taxi drivers start filing into San Francisco City Hall. On a recent week in February, Matt Sutter is the first one to arrive.\u003c/p>\n\u003cp>Sutter is wearing track pants and a large, faded, gray T-shirt with a Chevy logo. He’s a core member of the Tuesday crew.\u003c/p>\n\u003cp>This group of about 10 drivers has been coming to City Hall weekly for almost three years to speak in the public comment section of the Board of Supervisors meeting. They have one mission: to get the city to buy back their $250,000 taxi medallions.\u003c/p>\n\u003cp>The city started selling medallions to drivers back in 2010, around the same time as the appearance of Lyft and Uber. Now drivers are struggling to make minimum wage, let alone pay down the loans on their medallions. They’re being crushed by the debt. Some have even \u003ca href=\"https://www.kqed.org/news/11798851/s-f-taxi-drivers-say-the-medallion-crisis-is-killing-them-literally\">died of stress-related illnesses\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_11803475\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11803475\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41225_002_KQED_TaxiDriversSFO_02062020_1610-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Bhupinder Singh, a taxi driver for the past 20 years, at San Francisco International Airport on Feb. 6, 2020. He has driven from Chico to SFO for the past 8 years to find passengers. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>At 4 p.m., the drivers enter City Hall. They walk under the building’s large central dome, past couples taking wedding photographs and up the long flight of stairs. At the top, they peak into the Board of Supervisors room.\u003c/p>\n\u003cp>It’s packed with people. That’s not good — a busy room means a long agenda, and that means drivers will wait hours for the public comment period.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The drivers finally get their chance to speak around 6:30 p.m. Each driver has just two minutes at the microphone to tell their story. One by one, they approach the podium.\u003c/p>\n\u003cp>“I hope you make the right decision by giving us back our money,” Sutter tells them. “That’s hard-earned family money.”\u003c/p>\n\u003cp>Harjeet Gargaria, another driver, says, “I don’t know if it’s because I look different — I look black, brown or whatever — but no one want to help us.”\u003c/p>\n\u003cp>Namdev Sharma is next. He wears a neatly pressed shirt tucked into a pair of slacks. It’s the outfit he always wears on City Hall days. His English isn’t perfect, and he has a few pages of handwritten notes. He carefully puts them on the lectern. But once he starts, he doesn’t even look at them.\u003c/p>\n\u003cp>“You must not forget us,” he says. “It is unfair. You must think. You must heed our voice. You putted us to a dying situation. You have power to create destiny of us.”\u003c/p>\n\u003cfigure id=\"attachment_11803474\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11803474\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41047_033_KQED_TaxiDriversSFO_01302020_0097-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Taxis fill the lower level of the short term parking garage as they wait to pick up passengers at San Francisco International Airport (SFO) on Jan. 30, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It’s estimated that it would take the city $160 million to buy back the medallions. New York City is already beginning a debt relief program for its drivers.\u003c/p>\n\u003cp>So, what could be done here in San Francisco?\u003c/p>\n\u003cp>First, there’s the San Francisco Municipal Transportation Agency. The agency could potentially issue a bond to buy back the medallions. It has had the power to do so since voters approved Proposition A in 2007, but the SFMTA isn’t currently pursuing this route. If it did, it would need approval from the Board of Supervisors.\u003c/p>\n\u003cp>Another option is for the supervisors to fund a buyback program from the city budget.\u003c/p>\n\u003cp>Supervisor Dean Preston says something needs to be done.\u003c/p>\n\u003cp>“I think the city definitely owes a debt to the cab drivers who played by the rules for years, and then find themselves in financial dire straits through no fault of their own,” Preston said.\u003c/p>\n\u003cp>Preston isn’t the first supervisor to speak up. For the last two years, Supervisor Sandra Lee Fewer has argued that the whole medallion system is broken.\u003c/p>\n\u003cp>At a public meeting last June, Fewer said, “I personally don’t see any way out except to actually blow up the whole thing and redesign the whole thing over again.”\u003c/p>\n\u003cp>She thinks San Francisco should come up with money to help the drivers out. “I just think the burden these people are living under is incredible,” she said.\u003c/p>\n\u003cfigure id=\"attachment_11803471\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11803471\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut.jpg\" alt=\"taxi driver\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41226_003_KQED_TaxiDriversSFO_02062020_1631-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Taxi driver Ali Alikhani at San Francisco International Airport on Feb. 6, 2020. As of 11:45 a.m., he has only had one passenger since starting work at 7 a.m. that day. He said that being a taxi driver is not a healthy work situation — they often work over 12 hours. He said, “Workers in factories have protections for work conditions. Taxi drivers don’t have that. What kind of life is that? Is this America?” \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Seven supervisors told KQED they support the city looking into debt relief. They include Preston, Fewer, Matt Haney, Aaron Peskin, Hillary Ronen, Catherine Stefani and Shamann Walton.\u003c/p>\n\u003cp>Supervisors Rafael Mandelman and Gordon Mar are undecided. Ahsha Safai and Norman Yee did not respond. Neither did Mayor London Breed.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>San Francisco mayors have played a significant role in the \u003ca href=\"https://www.kqed.org/news/11694401/san-francisco-made-millions-selling-taxi-medallions-now-drivers-are-paying-the-price\">medallion debt crisis\u003c/a>. In 2010, then-mayor Gavin Newsom directed the SFMTA to start selling the medallions. Then, Mayor Ed Lee abdicated responsibility for regulating Uber and Lyft to the state. Now, seven hundred drivers, mostly immigrants of color, are being crushed in an unlevel playing field, and Breed has been silent.\u003c/p>\n\u003cp>Breed has not responded to repeated requests from KQED for comment on this issue. These requests date back to when she first arrived in office in 2018. For this story, her press office said, “Due to Mayor Breed’s busy schedule, she does not have a statement on this matter at this time.”\u003c/p>\n\u003cp>When the Board of Supervisors meeting is finally over at nearly 7 p.m., it has gotten dark and cold outside. Some of the drivers have long night shifts ahead of them.\u003c/p>\n\u003cp>Matt Sutter says he doesn’t know if what the drivers said at this particular meeting is going to have an impact, but he says at least they can leave knowing that they went in and tried to do something.\u003c/p>\n\u003cp>If nothing changes, he says, they’ll be back next week. He asks, “What other option do we have?”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "apple-engineer-killed-in-tesla-crash-was-playing-smartphone-game-ntsb-says",
"title": "Apple Engineer Killed in Tesla Crash Was Playing Smartphone Game, NTSB Says",
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"headTitle": "Apple Engineer Killed in Tesla Crash Was Playing Smartphone Game, NTSB Says | KQED",
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"content": "\u003cp>Tesla’s partially automated driving system steered an electric SUV into a concrete barrier on a Silicon Valley freeway because it was operating under conditions it couldn’t handle and because the driver likely was distracted by playing a game on his smartphone, the National Transportation Safety Board has found.\u003c/p>\n\u003cp>The board made the determination Tuesday in the fatal crash, and provided nine new recommendations to prevent partially automated vehicle crashes in the future. Among the recommendations is for tech companies to design smartphones and other electronic devices so they don’t operate if they are within a driver’s reach, unless it’s an emergency.\u003c/p>\n\u003cp>NTSB Chairman Robert Sumwalt said the problem of drivers distracted by smartphones will keep spreading if nothing is done.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Robert Sumwalt, NTSB board chairman\"]‘When driving in the supposed ‘self-driving’ mode, you can’t read a book, you can’t watch a movie or TV show, you can’t text and you can’t play video games.’[/pullquote]\u003c/p>\n\u003cp>“If we don’t get on top of it, it’s going to be a coronavirus,” he said in calling for government regulations and company policies prohibiting driver use of smartphones.\u003c/p>\n\u003cp>Much of the board’s frustration was directed at the National Highway Traffic Safety Administration (NHTSA) and to Tesla, which have not acted on recommendations the NTSB passed two years ago. The NTSB investigates crashes but only has authority to make recommendations. NHTSA can enforce the advice, and manufacturers also can act on it.\u003c/p>\n\u003cp>But Sumwalt said if they don’t, “then we are wasting our time. Safety will not be improved. We are counting on them to do their job.”\u003c/p>\n\u003cp>For Tesla, the board repeated previous recommendations that it install safeguards to stop its Autopilot driving system from operating in conditions it wasn’t designed to navigate. The board also wants Tesla to design a more effective system to make sure the driver is always paying attention.\u003c/p>\n\u003cp>If Tesla doesn’t add driver monitoring safeguards, misuse of Autopilot is expected “and the risk for future crashes will remain,” the board wrote in one of its findings.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Tuesday’s hearing focused on the March 2018 \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\">crash\u003c/a> of a Tesla Model X SUV, in which Autopilot was engaged when the vehicle swerved and slammed into a concrete barrier dividing freeway and exit lanes in Mountain View, killing Apple engineer Walter Huang.\u003c/p>\n\u003cp>Just before the crash, the Tesla steered to the left into a paved area between the freeway travel lanes and an exit ramp, the NTSB said. It accelerated to 71 mph and crashed into the end of the concrete barrier. The car’s forward collision avoidance system didn’t alert Huang, and its automatic emergency braking did not activate, the NTSB said. Also, Huang did not brake, and there was no steering movement detected to avoid the crash, the board’s staff said. Huang had \u003ca href=\"https://www.kqed.org/news/11801138/apple-engineer-killed-in-tesla-crash-had-previously-complained-about-autopilot\">previously complained\u003c/a> about the SUV malfunctioning on the same stretch of Silicon Valley freeway.\u003c/p>\n\u003cp>NTSB staff members said they couldn’t pinpoint exactly why the car steered into the barrier, but it likely was a combination of faded lane lines, bright sunshine that affected the cameras and a closer-than-normal vehicle in the lane ahead of the Tesla.\u003c/p>\n\u003cp>The board also found that Huang likely would have lived \u003ca href=\"https://www.kqed.org/news/11773179/safety-board-says-chp-caltrans-lapses-played-part-in-delayed-repairs-before-fatal-tesla-crash\">if a cushion at the end of the barrier had been repaired\u003c/a> by California transportation officials. That cushion had been damaged in a crash 11 days before Huang was killed.\u003c/p>\n\u003cp>Recommendations to NHTSA included expanded testing to make sure partially automated systems can avoid running into common obstacles such as a barrier. The board also asks that NHTSA evaluate Autopilot to determine where it can safely operate and to develop and enforce standards for monitoring drivers so they pay attention while using the systems.\u003c/p>\n\u003cp>NHTSA has told the NTSB it has investigations open into 14 Tesla crashes and would use its enforcement of safety defects to take action if needed.\u003c/p>\n\u003cp>The agency issued a statement saying it will review the NTSB’s report and that all commercially available vehicles require human drivers to stay in control at all times.\u003c/p>\n\u003cp>“Distraction-affected crashes are a major concern, including those involving advanced driver assistance features,” the statement said.\u003c/p>\n\u003cp>[aside label='Related Coverage' tag='autopilot']Sumwalt said at the start of Tuesday’s hearing that systems like Autopilot cannot drive themselves, yet drivers continue to use them without paying attention.\u003c/p>\n\u003cp>“This means that when driving in the supposed ‘self-driving’ mode, you can’t read a book, you can’t watch a movie or TV show, you can’t text and you can’t play video games,” he said.\u003c/p>\n\u003cp>Under questioning from board members, Robert Molloy, the NTSB’s director of highway safety, said the NHTSA is taking a hands-off approach to regulating new automated driving systems like Autopilot. Molloy called the approach “misguided,” and said nothing is more disappointing than seeing recommendations ignored by Tesla and NHTSA.\u003c/p>\n\u003cp>“They need to do more,” he said of the federal highway safety agency.\u003c/p>\n\u003cp>Autopilot is designed to keep a vehicle in its lane and keep a safe distance from vehicles in front of it. It also can change lanes with driver approval. Tesla says Autopilot is intended to be used for driver assistance and that drivers must be ready to intervene at all times.\u003c/p>\n\u003cp>Sumwalt said the board had made recommendations to six automakers in 2017 to stop the problem and only Tesla has failed to respond.\u003c/p>\n\u003cp>Teslas can sense a driver applying force to the steering wheel, and if that doesn’t happen, it will issue visual and audio warnings. But monitoring steering wheel torque, “is a poor surrogate measure” of monitoring the driver, Ensar Becic, the NTSB’s human performance and automation highway safety expert told the board.\u003c/p>\n\u003cp>Messages were left Tuesday seeking comment from Tesla.\u003c/p>\n\u003cp>Sumwalt said the NTSB had called for technology more than nine years ago to disable distracting functions of smartphones while the user is driving, but no action has been taken.\u003c/p>\n\u003cp>Don Karol, the NTSB’s project manager for highway safety, told the board that the staff is recommending that cellphone companies program phones to automatically lock out distracting functions such as games and phone calls while someone is driving. The staff also recommends that companies enact policies to prevent use of company-issued cellphones while workers are driving.\u003c/p>\n\u003cp>Tesla has said Autopilot was put out initially in “beta,” meaning it was being tested and improved as bugs were identified, Karol told the board.\u003c/p>\n\u003cp>That brought a response from Vice Chairman Bruce Landsberg, who said if the system has known bugs, “it’s probably pretty foreseeable that somebody’s going to have a problem with it. And then they (Tesla) come back and say, ‘Oh, we warned you.’ “\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The federal safety board also determined that Tesla’s Autopilot system steered the electric SUV into a concrete barrier because it was operating under conditions it couldn't handle.",
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"title": "Apple Engineer Killed in Tesla Crash Was Playing Smartphone Game, NTSB Says | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Tesla’s partially automated driving system steered an electric SUV into a concrete barrier on a Silicon Valley freeway because it was operating under conditions it couldn’t handle and because the driver likely was distracted by playing a game on his smartphone, the National Transportation Safety Board has found.\u003c/p>\n\u003cp>The board made the determination Tuesday in the fatal crash, and provided nine new recommendations to prevent partially automated vehicle crashes in the future. Among the recommendations is for tech companies to design smartphones and other electronic devices so they don’t operate if they are within a driver’s reach, unless it’s an emergency.\u003c/p>\n\u003cp>NTSB Chairman Robert Sumwalt said the problem of drivers distracted by smartphones will keep spreading if nothing is done.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“If we don’t get on top of it, it’s going to be a coronavirus,” he said in calling for government regulations and company policies prohibiting driver use of smartphones.\u003c/p>\n\u003cp>Much of the board’s frustration was directed at the National Highway Traffic Safety Administration (NHTSA) and to Tesla, which have not acted on recommendations the NTSB passed two years ago. The NTSB investigates crashes but only has authority to make recommendations. NHTSA can enforce the advice, and manufacturers also can act on it.\u003c/p>\n\u003cp>But Sumwalt said if they don’t, “then we are wasting our time. Safety will not be improved. We are counting on them to do their job.”\u003c/p>\n\u003cp>For Tesla, the board repeated previous recommendations that it install safeguards to stop its Autopilot driving system from operating in conditions it wasn’t designed to navigate. The board also wants Tesla to design a more effective system to make sure the driver is always paying attention.\u003c/p>\n\u003cp>If Tesla doesn’t add driver monitoring safeguards, misuse of Autopilot is expected “and the risk for future crashes will remain,” the board wrote in one of its findings.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Tuesday’s hearing focused on the March 2018 \u003ca href=\"https://www.kqed.org/news/11658404/safety-agency-orders-probe-of-tesla-crash-and-fire-as-company-points-to-freeway-hazard\">crash\u003c/a> of a Tesla Model X SUV, in which Autopilot was engaged when the vehicle swerved and slammed into a concrete barrier dividing freeway and exit lanes in Mountain View, killing Apple engineer Walter Huang.\u003c/p>\n\u003cp>Just before the crash, the Tesla steered to the left into a paved area between the freeway travel lanes and an exit ramp, the NTSB said. It accelerated to 71 mph and crashed into the end of the concrete barrier. The car’s forward collision avoidance system didn’t alert Huang, and its automatic emergency braking did not activate, the NTSB said. Also, Huang did not brake, and there was no steering movement detected to avoid the crash, the board’s staff said. Huang had \u003ca href=\"https://www.kqed.org/news/11801138/apple-engineer-killed-in-tesla-crash-had-previously-complained-about-autopilot\">previously complained\u003c/a> about the SUV malfunctioning on the same stretch of Silicon Valley freeway.\u003c/p>\n\u003cp>NTSB staff members said they couldn’t pinpoint exactly why the car steered into the barrier, but it likely was a combination of faded lane lines, bright sunshine that affected the cameras and a closer-than-normal vehicle in the lane ahead of the Tesla.\u003c/p>\n\u003cp>The board also found that Huang likely would have lived \u003ca href=\"https://www.kqed.org/news/11773179/safety-board-says-chp-caltrans-lapses-played-part-in-delayed-repairs-before-fatal-tesla-crash\">if a cushion at the end of the barrier had been repaired\u003c/a> by California transportation officials. That cushion had been damaged in a crash 11 days before Huang was killed.\u003c/p>\n\u003cp>Recommendations to NHTSA included expanded testing to make sure partially automated systems can avoid running into common obstacles such as a barrier. The board also asks that NHTSA evaluate Autopilot to determine where it can safely operate and to develop and enforce standards for monitoring drivers so they pay attention while using the systems.\u003c/p>\n\u003cp>NHTSA has told the NTSB it has investigations open into 14 Tesla crashes and would use its enforcement of safety defects to take action if needed.\u003c/p>\n\u003cp>The agency issued a statement saying it will review the NTSB’s report and that all commercially available vehicles require human drivers to stay in control at all times.\u003c/p>\n\u003cp>“Distraction-affected crashes are a major concern, including those involving advanced driver assistance features,” the statement said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Sumwalt said at the start of Tuesday’s hearing that systems like Autopilot cannot drive themselves, yet drivers continue to use them without paying attention.\u003c/p>\n\u003cp>“This means that when driving in the supposed ‘self-driving’ mode, you can’t read a book, you can’t watch a movie or TV show, you can’t text and you can’t play video games,” he said.\u003c/p>\n\u003cp>Under questioning from board members, Robert Molloy, the NTSB’s director of highway safety, said the NHTSA is taking a hands-off approach to regulating new automated driving systems like Autopilot. Molloy called the approach “misguided,” and said nothing is more disappointing than seeing recommendations ignored by Tesla and NHTSA.\u003c/p>\n\u003cp>“They need to do more,” he said of the federal highway safety agency.\u003c/p>\n\u003cp>Autopilot is designed to keep a vehicle in its lane and keep a safe distance from vehicles in front of it. It also can change lanes with driver approval. Tesla says Autopilot is intended to be used for driver assistance and that drivers must be ready to intervene at all times.\u003c/p>\n\u003cp>Sumwalt said the board had made recommendations to six automakers in 2017 to stop the problem and only Tesla has failed to respond.\u003c/p>\n\u003cp>Teslas can sense a driver applying force to the steering wheel, and if that doesn’t happen, it will issue visual and audio warnings. But monitoring steering wheel torque, “is a poor surrogate measure” of monitoring the driver, Ensar Becic, the NTSB’s human performance and automation highway safety expert told the board.\u003c/p>\n\u003cp>Messages were left Tuesday seeking comment from Tesla.\u003c/p>\n\u003cp>Sumwalt said the NTSB had called for technology more than nine years ago to disable distracting functions of smartphones while the user is driving, but no action has been taken.\u003c/p>\n\u003cp>Don Karol, the NTSB’s project manager for highway safety, told the board that the staff is recommending that cellphone companies program phones to automatically lock out distracting functions such as games and phone calls while someone is driving. The staff also recommends that companies enact policies to prevent use of company-issued cellphones while workers are driving.\u003c/p>\n\u003cp>Tesla has said Autopilot was put out initially in “beta,” meaning it was being tested and improved as bugs were identified, Karol told the board.\u003c/p>\n\u003cp>That brought a response from Vice Chairman Bruce Landsberg, who said if the system has known bugs, “it’s probably pretty foreseeable that somebody’s going to have a problem with it. And then they (Tesla) come back and say, ‘Oh, we warned you.’ “\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "reasonable-rent-control-measure-actually-isnt-some-mountain-view-renters-say",
"title": "'Reasonable' Rent Control Measure Actually Isn't, Some Mountain View Renters Say",
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"headTitle": "‘Reasonable’ Rent Control Measure Actually Isn’t, Some Mountain View Renters Say | KQED",
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"content": "\u003cp>Ahead of California’s Super Tuesday election on March 3, the residents of Mountain View are debating over a popular topic in the Bay Area: rent control. Proponents of \u003ca href=\"https://www.mountainview.gov/depts/clerk/election/default.asp\" rel=\"noopener noreferrer\">Measure D\u003c/a> say it will protect renters, but not all renters agree.\u003c/p>\n\u003ch3>Measure D’s Rent Cap\u003c/h3>\n\u003cp>For now, rent hikes in Mountain View are directly tied to the Consumer Price Index (CPI), also known as the rate of inflation. It typically fluctuates between 2 to 5%, but for now, it’s at 3.5%. One of Measure D’s main features is that it would cap annual rent increases at 4%. Mountain View Mayor Margaret Abe-Koga supports this.\u003c/p>\n\u003cp>“There’s more predictability on both sides, frankly — from the landlords’ side and the tenants’ side,” Abe-Koga said.\u003c/p>\n\u003cp>She called it “reasonable rent control.” She argues that, even if landlords increase rents by 0.5% to 4%, a Google employee making over $100,000 a year should be able to afford that compromise.\u003c/p>\n\u003cp>Former Mountain View Mayor Lenny Siegel doesn’t agree. As an outspoken advocate for affordable housing, Siegel said a 0.5% increase to the rent cap could price out people already living paycheck to paycheck.\u003c/p>\n\u003cp>“We have a lot of software engineers who moved here to work for Google and other places. Well, they have cafeteria workers to feed them. If there’s no place for the cafeteria workers [to live], who’s going to feed the Google employees?” Siegel said. “If teachers can’t afford to live here, how’re the kids of the more affluent residents — how’re they going to be taught?”\u003c/p>\n\u003cfigure id=\"attachment_11803168\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11803168\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41395_002_KQED_Housing_MountainView_02192020_3308-qut.jpg\" alt=\"mountain view housing\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41395_002_KQED_Housing_MountainView_02192020_3308-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41395_002_KQED_Housing_MountainView_02192020_3308-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41395_002_KQED_Housing_MountainView_02192020_3308-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41395_002_KQED_Housing_MountainView_02192020_3308-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Housing being built in Mountain View, California on Feb. 19, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch3>The Price of Upgrading an Apartment\u003c/h3>\n\u003cp>You can be an affluent renter and still feel that high rents can make living in Mountain View tenuous. Sabah Munawar moved to Mountain View about three years ago when her husband got a job at Nokia. They landed in a cozy, sunlit one bedroom apartment downtown they pay about $3,100 each month for.\u003c/p>\n\u003cp>Munawar’s apartment is across from City Hall, downtown and the public library, which was a big selling point for her.\u003c/p>\n\u003cp>“All of my apartments or my parents’ house has been walking distance from the library. That’s how it’s supposed to be,” Munawar said.\u003c/p>\n\u003cp>Munawar has been politically active since high school, but for the first time, she’s been knocking on doors campaigning against Measure D. The rent cap isn’t her main concern — she is more nervous about another part of the measure which allows landlords to pass along the cost of improving a unit up to a 10% hike on the annual rent.\u003c/p>\n\u003cp>“We would be displaced,” Munawar said. “We’d have to actually think about either moving or looking for other jobs.”\u003c/p>\n\u003cp>Despite\u003ca href=\"https://protect-us.mimecast.com/s/Eg2VCn5zDjCGyrwzh9UTXd?domain=jointventure.org\" rel=\"noopener noreferrer\"> historically high rents\u003c/a> in Silicon Valley, many landlords have dragged their feet upgrading the properties they own. For example, hundreds of soft-story apartment buildings remain \u003ca href=\"https://www.mountainview.gov/civicax/filebank/blobdload.aspx?BlobID=15284\" rel=\"noopener noreferrer\">seismically unfit\u003c/a> to withstand an earthquake.\u003c/p>\n\u003cp>“We’ve heard from tenants who want upgrades who have been told ‘no’ because property owners don’t have a guarantee of cost recovery,” Mayor Abe-Koga said. She believes this provision in Measure D might encourage landlords to make these adjustments if they know they can pass along some of the cost to the renter.\u003c/p>\n\u003cfigure id=\"attachment_11803169\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11803169\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41398_005_KQED_Housing_MountainView_02192020_3321-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41398_005_KQED_Housing_MountainView_02192020_3321-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41398_005_KQED_Housing_MountainView_02192020_3321-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41398_005_KQED_Housing_MountainView_02192020_3321-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41398_005_KQED_Housing_MountainView_02192020_3321-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Measure D would exclude mobile home renters from the proposed rent cap. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch3>Mobile Home Protections, or Lack Thereof\u003c/h3>\n\u003cp>Then there’s one group that is caught in the middle of this battle: mobile home renters. Right now, rent hikes for mobile homes aren’t covered under rent control and remain unregulated.\u003c/p>\n\u003cp>Bee Hanson moved to Santiago Villa, a large mobile home community near Google’s campus, more than 20 years ago.\u003c/p>\n\u003cp>[aside tag=\"affordable-housing\" label=\"related coverage\"]\u003c/p>\n\u003cp>“A lot of people in this park are seniors or disabled people that came in years and years ago in the ’60s when it was just a really low-cost place to live,” Hanson said. “And they’re kind of stuck now because they’re on fixed incomes and once they get a raise on rent, Social Security is not keeping up.”\u003c/p>\n\u003cp>Measure D specifically excludes mobile home renters from the rent cap. Abe-Koga plans to create a separate ordinance that would regulate rent hikes on mobile homes, but Alex Brown, another renter in Santiago Villa, is nervous that the eventual ordinance will offer weak protections against mobile home park owners. Brown wants mobile home parks to be included in the rent cap Measure D provides.\u003c/p>\n\u003cp>“It would close off an opportunity to get the protections offered to apartment residents in units built before 1995 in all of Mountain View,” Brown said. “And that’s tough because we have no other protections that are guaranteed or that look likely yet.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch3>Campaign Spending: A David vs. Goliath Fight\u003c/h3>\n\u003cp>The optics on who supports Measure D versus who doesn’t might look skewed as many local tenants rights groups have come out against the measure, compared to the California Apartment Association (CAA) and other landlord-backed organizations that support it. The CAA has raised \u003ca href=\"https://public.netfile.com/pub2/RequestPDF.aspx?id=187077226\" rel=\"noopener noreferrer\">$193,000\u003c/a> since the start of the year to back to “Yes On Measure D” campaign, while the opposition had been largely funded by Mountain View residents, totaling about $7,500.\u003c/p>\n\u003cp>That was until \u003ca href=\"https://mv-voice.com/news/2020/02/20/mobile-home-park-owner-raises-94k-to-fight-measure-d\" rel=\"noopener noreferrer\">Feb.\u003c/a>\u003ca href=\"https://mv-voice.com/news/2020/02/20/mobile-home-park-owner-raises-94k-to-fight-measure-d\" rel=\"noopener noreferrer\"> 20\u003c/a> when the “No on Measure D” campaign got a $94,000 contribution. John Vidovich, owner of Santiago Villa, where Bee Hanson and Alex Brown live, is listed as a partner in VG Investments and VO Limited Partners, the two companies from which the contribution came.\u003c/p>\n\u003cp>Alex Brown is still suspicious of the mobile home park owner, despite the contribution. He has many theories but believes that, if Measure D passes and the city council creates a separate ordinance regulating mobile home rents, Vidovich and other mobile home park owners won’t be able to charge whatever they want in rent.\u003c/p>\n\u003cp>\u003c/p>\n",
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"title": "'Reasonable' Rent Control Measure Actually Isn't, Some Mountain View Renters Say | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Ahead of California’s Super Tuesday election on March 3, the residents of Mountain View are debating over a popular topic in the Bay Area: rent control. Proponents of \u003ca href=\"https://www.mountainview.gov/depts/clerk/election/default.asp\" rel=\"noopener noreferrer\">Measure D\u003c/a> say it will protect renters, but not all renters agree.\u003c/p>\n\u003ch3>Measure D’s Rent Cap\u003c/h3>\n\u003cp>For now, rent hikes in Mountain View are directly tied to the Consumer Price Index (CPI), also known as the rate of inflation. It typically fluctuates between 2 to 5%, but for now, it’s at 3.5%. One of Measure D’s main features is that it would cap annual rent increases at 4%. Mountain View Mayor Margaret Abe-Koga supports this.\u003c/p>\n\u003cp>“There’s more predictability on both sides, frankly — from the landlords’ side and the tenants’ side,” Abe-Koga said.\u003c/p>\n\u003cp>She called it “reasonable rent control.” She argues that, even if landlords increase rents by 0.5% to 4%, a Google employee making over $100,000 a year should be able to afford that compromise.\u003c/p>\n\u003cp>Former Mountain View Mayor Lenny Siegel doesn’t agree. As an outspoken advocate for affordable housing, Siegel said a 0.5% increase to the rent cap could price out people already living paycheck to paycheck.\u003c/p>\n\u003cp>“We have a lot of software engineers who moved here to work for Google and other places. Well, they have cafeteria workers to feed them. If there’s no place for the cafeteria workers [to live], who’s going to feed the Google employees?” Siegel said. “If teachers can’t afford to live here, how’re the kids of the more affluent residents — how’re they going to be taught?”\u003c/p>\n\u003cfigure id=\"attachment_11803168\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11803168\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41395_002_KQED_Housing_MountainView_02192020_3308-qut.jpg\" alt=\"mountain view housing\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41395_002_KQED_Housing_MountainView_02192020_3308-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41395_002_KQED_Housing_MountainView_02192020_3308-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41395_002_KQED_Housing_MountainView_02192020_3308-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41395_002_KQED_Housing_MountainView_02192020_3308-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Housing being built in Mountain View, California on Feb. 19, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch3>The Price of Upgrading an Apartment\u003c/h3>\n\u003cp>You can be an affluent renter and still feel that high rents can make living in Mountain View tenuous. Sabah Munawar moved to Mountain View about three years ago when her husband got a job at Nokia. They landed in a cozy, sunlit one bedroom apartment downtown they pay about $3,100 each month for.\u003c/p>\n\u003cp>Munawar’s apartment is across from City Hall, downtown and the public library, which was a big selling point for her.\u003c/p>\n\u003cp>“All of my apartments or my parents’ house has been walking distance from the library. That’s how it’s supposed to be,” Munawar said.\u003c/p>\n\u003cp>Munawar has been politically active since high school, but for the first time, she’s been knocking on doors campaigning against Measure D. The rent cap isn’t her main concern — she is more nervous about another part of the measure which allows landlords to pass along the cost of improving a unit up to a 10% hike on the annual rent.\u003c/p>\n\u003cp>“We would be displaced,” Munawar said. “We’d have to actually think about either moving or looking for other jobs.”\u003c/p>\n\u003cp>Despite\u003ca href=\"https://protect-us.mimecast.com/s/Eg2VCn5zDjCGyrwzh9UTXd?domain=jointventure.org\" rel=\"noopener noreferrer\"> historically high rents\u003c/a> in Silicon Valley, many landlords have dragged their feet upgrading the properties they own. For example, hundreds of soft-story apartment buildings remain \u003ca href=\"https://www.mountainview.gov/civicax/filebank/blobdload.aspx?BlobID=15284\" rel=\"noopener noreferrer\">seismically unfit\u003c/a> to withstand an earthquake.\u003c/p>\n\u003cp>“We’ve heard from tenants who want upgrades who have been told ‘no’ because property owners don’t have a guarantee of cost recovery,” Mayor Abe-Koga said. She believes this provision in Measure D might encourage landlords to make these adjustments if they know they can pass along some of the cost to the renter.\u003c/p>\n\u003cfigure id=\"attachment_11803169\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11803169\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/02/RS41398_005_KQED_Housing_MountainView_02192020_3321-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41398_005_KQED_Housing_MountainView_02192020_3321-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41398_005_KQED_Housing_MountainView_02192020_3321-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41398_005_KQED_Housing_MountainView_02192020_3321-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/02/RS41398_005_KQED_Housing_MountainView_02192020_3321-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Measure D would exclude mobile home renters from the proposed rent cap. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch3>Mobile Home Protections, or Lack Thereof\u003c/h3>\n\u003cp>Then there’s one group that is caught in the middle of this battle: mobile home renters. Right now, rent hikes for mobile homes aren’t covered under rent control and remain unregulated.\u003c/p>\n\u003cp>Bee Hanson moved to Santiago Villa, a large mobile home community near Google’s campus, more than 20 years ago.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“A lot of people in this park are seniors or disabled people that came in years and years ago in the ’60s when it was just a really low-cost place to live,” Hanson said. “And they’re kind of stuck now because they’re on fixed incomes and once they get a raise on rent, Social Security is not keeping up.”\u003c/p>\n\u003cp>Measure D specifically excludes mobile home renters from the rent cap. Abe-Koga plans to create a separate ordinance that would regulate rent hikes on mobile homes, but Alex Brown, another renter in Santiago Villa, is nervous that the eventual ordinance will offer weak protections against mobile home park owners. Brown wants mobile home parks to be included in the rent cap Measure D provides.\u003c/p>\n\u003cp>“It would close off an opportunity to get the protections offered to apartment residents in units built before 1995 in all of Mountain View,” Brown said. “And that’s tough because we have no other protections that are guaranteed or that look likely yet.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch3>Campaign Spending: A David vs. Goliath Fight\u003c/h3>\n\u003cp>The optics on who supports Measure D versus who doesn’t might look skewed as many local tenants rights groups have come out against the measure, compared to the California Apartment Association (CAA) and other landlord-backed organizations that support it. The CAA has raised \u003ca href=\"https://public.netfile.com/pub2/RequestPDF.aspx?id=187077226\" rel=\"noopener noreferrer\">$193,000\u003c/a> since the start of the year to back to “Yes On Measure D” campaign, while the opposition had been largely funded by Mountain View residents, totaling about $7,500.\u003c/p>\n\u003cp>That was until \u003ca href=\"https://mv-voice.com/news/2020/02/20/mobile-home-park-owner-raises-94k-to-fight-measure-d\" rel=\"noopener noreferrer\">Feb.\u003c/a>\u003ca href=\"https://mv-voice.com/news/2020/02/20/mobile-home-park-owner-raises-94k-to-fight-measure-d\" rel=\"noopener noreferrer\"> 20\u003c/a> when the “No on Measure D” campaign got a $94,000 contribution. John Vidovich, owner of Santiago Villa, where Bee Hanson and Alex Brown live, is listed as a partner in VG Investments and VO Limited Partners, the two companies from which the contribution came.\u003c/p>\n\u003cp>Alex Brown is still suspicious of the mobile home park owner, despite the contribution. He has many theories but believes that, if Measure D passes and the city council creates a separate ordinance regulating mobile home rents, Vidovich and other mobile home park owners won’t be able to charge whatever they want in rent.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Larry Tesler, the Silicon Valley pioneer who created the now-ubiquitous computer concepts such as “cut,” “copy” and “paste,” has died. He was 74.\u003c/p>\n\u003cp>He made using computers easier for generations as a proponent and pioneer of what he called “modeless editing.” That meant a user wouldn’t have to use a keyboard to switch between modes to write and edit, for example.\u003c/p>\n\u003cp>“The inventor of cut/copy & paste, find & replace, and more was former Xerox researcher Larry Tesler. Your workday is easier thanks to his revolutionary ideas,” Xerox said in a tweet Wednesday.\u003cbr>\nTesler was born in New York and attended Stanford University, where he received a degree in mathematics in 1965.\u003c/p>\n\u003cp>In 1973, he joined Xerox Palo Alto Research Center, a division of the copier company that worked on creating computer products. There, he pioneered concepts that helped make computers more user-friendly. That included such concepts as moving text through cut and paste and inserting text by clicking on a section and just typing.\u003cbr>\nHe continued that work when he joined Apple in 1980. At Apple, he worked on a variety of products including the Lisa computer, the Newton personal digital assistant and the Macintosh.\u003c/p>\n\u003cp>After leaving Apple in 1997 he co-founded an education software company and held executive positions at Amazon, Yahoo and the genetics-testing service 23andMe before turning to independent consulting.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In 2012, Tesler told the BBC that he enjoyed working with younger people.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“There’s a very strong element of excitement, of being able to share what you’ve learned with the next generation,” he said.\u003c/p>\n\n",
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"content": "\u003cp>It’s probably a common sight during your commute — electric scooters zooming down or being abandoned on sidewalks. The \u003ca href=\"https://www.sanjoseca.gov/your-government/departments-offices/transportation/micro-mobility\" target=\"_blank\" rel=\"noopener noreferrer\">City of San Jose\u003c/a> wants to be the first in the world to keep electric scooters in the bike lane.\u003c/p>\n\u003cp>Simran Rakhra, a fourth-year student at San Jose State University, rides Lime scooters occasionally when she’s running late to class. She said she usually rides on whatever path is the fastest.\u003c/p>\n\u003cp>“Honestly, if there’s a bike lane, I usually go on the bike lane so that I’m not in the way of people,” Rakhra said. “But if there’s nobody there, I’m going to be on the sidewalk.”\u003c/p>\n\u003cp>[pullquote size='medium' align='right' citation='Sam Liccardo, San Jose Mayor']‘I can’t tell you what the technology is going to be or whether it’ll be a whole assortment of them. But we’re going to use that as a standard for the rest of the industry.’[/pullquote]\u003c/p>\n\u003cp>According to California \u003ca href=\"https://www.dmv.ca.gov/portal/dmv/detail/vr/scooters\" target=\"_blank\" rel=\"noopener noreferrer\">state law\u003c/a>, electric scooters are allowed on bike paths, lanes, or trails, but not on sidewalks. But enforcing the law is an entirely different beast to tackle. The City of San Jose took the problem to the scooter companies themselves.\u003c/p>\n\u003cp>San Jose Mayor Sam Liccardo said the city is working with several app-based scooter companies to keep riders in bike lanes — and off sidewalks — using technology.\u003c/p>\n\u003cp>“I can’t tell you what the technology is going to be or whether it’ll be a whole assortment of them,” Liccardo said. “But we’re going to use that as a standard for the rest of the industry.”\u003c/p>\n\u003cp>One technology most companies are using is geofencing. It uses a person’s location and creates boundaries that a user has to stay in — similar to how Google Maps creates a specific geographic perimeter for a person to get to his or her destination. If the person deviates from that path, the app knows and will reroute accordingly to get back within the boundary.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003ca href=\"https://www.li.me/en-us/home\" target=\"_blank\" rel=\"noopener noreferrer\">Lime\u003c/a> is using geofencing — and detection technology — in its proposed solution to the city.\u003c/p>\n\u003cp>“When you look at the surface of a road compared to the surface of a sidewalk, they feel very different,” Sam Kang, Lime’s government relations director, said. “Where the road will be bumpier and inconsistent, the sidewalk tends to be smoother and whatever grooves it has tends to be a lot more consistent because of the tiles … that most sidewalks has.”\u003c/p>\n\u003cp>[aside label=\"related content\" tag=\"scooters\"]Lime scooters detect those differences and can identify with 95 percent accuracy whether someone is riding on the sidewalk or the road. Riders who spend more than half of their journey on a sidewalk get a reminder on their phone that riding on the sidewalk is illegal.\u003c/p>\n\u003cp>“And for more habitual offenders, we can send them a more stern warning and we can experiment with different educational ways in which we can try to alter rider behavior,” Kang said.\u003c/p>\n\u003cp>\u003ca href=\"https://gruv.app\" target=\"_blank\" rel=\"noopener noreferrer\">Grüv\u003c/a>, another electric scooter company, plans to go a step further with their new software, according to co-founder Alex Nesic.\u003c/p>\n\u003cp>“Rather than simply informing riders of bad behavior with the hope of nudging them toward better behavior, our approach is designed to decrease the vehicle speed to five miles per hour on sidewalks in real-time while alerting the rider simultaneously of the reason why,” Nesic said.\u003c/p>\n\u003cp>Colin Heyne, a public information manager with the San Jose Department of Transportation, said he has yet to see a company in San Jose that incorporates all of the e-scooter safety technologies available — one that detects sidewalk riding and one that reduces an e-scooter’s speed when on the sidewalk.\u003c/p>\n\u003cp>“Our next step will be to limit deployment of the [scooter] devices in the area defined in our regulations until companies are ready to deploy devices that meet our regulatory requirements,” Heyne said.\u003c/p>\n\u003cp>The city hopes to eventually require companies to incorporate the safety technologies that will encourage riders to stay away from sidewalks.\u003c/p>\n\u003cp>Rakhra, the SJSU student, said she rides her scooter on the sidewalk because she doesn’t always feel safe riding on the road. As she stands on 2nd street in downtown San Jose, she said, “If I’m trying to cross here, there is no bike lane … so it just depends on where you’re at.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It’s probably a common sight during your commute — electric scooters zooming down or being abandoned on sidewalks. The \u003ca href=\"https://www.sanjoseca.gov/your-government/departments-offices/transportation/micro-mobility\" target=\"_blank\" rel=\"noopener noreferrer\">City of San Jose\u003c/a> wants to be the first in the world to keep electric scooters in the bike lane.\u003c/p>\n\u003cp>Simran Rakhra, a fourth-year student at San Jose State University, rides Lime scooters occasionally when she’s running late to class. She said she usually rides on whatever path is the fastest.\u003c/p>\n\u003cp>“Honestly, if there’s a bike lane, I usually go on the bike lane so that I’m not in the way of people,” Rakhra said. “But if there’s nobody there, I’m going to be on the sidewalk.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>According to California \u003ca href=\"https://www.dmv.ca.gov/portal/dmv/detail/vr/scooters\" target=\"_blank\" rel=\"noopener noreferrer\">state law\u003c/a>, electric scooters are allowed on bike paths, lanes, or trails, but not on sidewalks. But enforcing the law is an entirely different beast to tackle. The City of San Jose took the problem to the scooter companies themselves.\u003c/p>\n\u003cp>San Jose Mayor Sam Liccardo said the city is working with several app-based scooter companies to keep riders in bike lanes — and off sidewalks — using technology.\u003c/p>\n\u003cp>“I can’t tell you what the technology is going to be or whether it’ll be a whole assortment of them,” Liccardo said. “But we’re going to use that as a standard for the rest of the industry.”\u003c/p>\n\u003cp>One technology most companies are using is geofencing. It uses a person’s location and creates boundaries that a user has to stay in — similar to how Google Maps creates a specific geographic perimeter for a person to get to his or her destination. If the person deviates from that path, the app knows and will reroute accordingly to get back within the boundary.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Lime scooters detect those differences and can identify with 95 percent accuracy whether someone is riding on the sidewalk or the road. Riders who spend more than half of their journey on a sidewalk get a reminder on their phone that riding on the sidewalk is illegal.\u003c/p>\n\u003cp>“And for more habitual offenders, we can send them a more stern warning and we can experiment with different educational ways in which we can try to alter rider behavior,” Kang said.\u003c/p>\n\u003cp>\u003ca href=\"https://gruv.app\" target=\"_blank\" rel=\"noopener noreferrer\">Grüv\u003c/a>, another electric scooter company, plans to go a step further with their new software, according to co-founder Alex Nesic.\u003c/p>\n\u003cp>“Rather than simply informing riders of bad behavior with the hope of nudging them toward better behavior, our approach is designed to decrease the vehicle speed to five miles per hour on sidewalks in real-time while alerting the rider simultaneously of the reason why,” Nesic said.\u003c/p>\n\u003cp>Colin Heyne, a public information manager with the San Jose Department of Transportation, said he has yet to see a company in San Jose that incorporates all of the e-scooter safety technologies available — one that detects sidewalk riding and one that reduces an e-scooter’s speed when on the sidewalk.\u003c/p>\n\u003cp>“Our next step will be to limit deployment of the [scooter] devices in the area defined in our regulations until companies are ready to deploy devices that meet our regulatory requirements,” Heyne said.\u003c/p>\n\u003cp>The city hopes to eventually require companies to incorporate the safety technologies that will encourage riders to stay away from sidewalks.\u003c/p>\n\u003cp>Rakhra, the SJSU student, said she rides her scooter on the sidewalk because she doesn’t always feel safe riding on the road. As she stands on 2nd street in downtown San Jose, she said, “If I’m trying to cross here, there is no bike lane … so it just depends on where you’re at.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>It’s been about a month since California rolled out the \u003ca href=\"https://www.kqed.org/news/11792899/the-california-consumer-privacy-act-mandates-what-again-exactly\" target=\"_blank\" rel=\"noopener noreferrer\">toughest consumer data privacy law\u003c/a> in the nation.\u003c/p>\n\u003cp>As of January, you can demand that any company detail what information it collects about you, tell it to stop selling that information to other companies, or even delete the data altogether. And if a company negligently allows itself to be hacked, exposing your data, you can sue.\u003c/p>\n\u003cp>But already, there’s talk of another law: The \u003ca href=\"https://uploads-ssl.webflow.com/5aa18a452485b60001c301de/5d8bc3342a72fc8145920a32_CPREA_2020_092519_Annotated_.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">California Privacy Rights Act\u003c/a> would add clarifying language to the newly enacted \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180AB375\" target=\"_blank\" rel=\"noopener noreferrer\">California Consumer Privacy Act (CCPA)\u003c/a>, stipulating, among other things, that businesses:\u003c/p>\n\u003cul>\n\u003cli>Should not collect the personal information of children without consent.\u003c/li>\n\u003cli>Should only collect consumers’ personal information for specific purposes.\u003c/li>\n\u003cli>Should provide consumers with easily accessible tools to obtain their personal information, correct or delete it, and to opt‐out of its sale to other parties.\u003c/li>\n\u003c/ul>\n\u003cp>Perhaps most dramatically, the new initiative would create a new regulatory agency in California that would enforce protections in addition to the Attorney General’s Office.\u003c/p>\n\u003cp>“We should have more privacy professionals in this agency, once it gets funded, up and operating if the initiative passes, than right now exists in the FTC [Federal Trade Commission] in the entire country,” said the man behind the existing law and the proposed initiative, \u003ca href=\"https://www.caprivacy.org/about-us\" target=\"_blank\" rel=\"noopener noreferrer\">Alastair Mactaggart\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>That said, he added, “Sensible companies realize this regulation is coming. This is not a burn-down-the-whole-world law. This is not a law that, you know, puts anybody out of business.”\u003c/p>\n\u003cp>The real estate developer turned data privacy advocate has given a lot of thought in recent years to the surveillance economy that’s sprung up around consumer data. And he recognizes he’s not alone in feeling concerned about it: About 81% of the public say they feel “the potential risks they face because of data collection by companies outweigh the benefits,” \u003ca href=\"https://www.pewresearch.org/internet/2019/11/15/americans-and-privacy-concerned-confused-and-feeling-lack-of-control-over-their-personal-information/\" target=\"_blank\" rel=\"noopener noreferrer\">according to the Pew Research Center\u003c/a>.\u003c/p>\n\u003cp>But unlike most of us, Mactaggart had the money to launch a political and legal conversation in California, although “conversation” is perhaps too polite a term.\u003c/p>\n\u003cp>In 2018, Mactaggart launched a ballot initiative to tackle consumer data privacy. Business interests, data privacy advocates and members of the state Legislature were able to persuade him to drop it in favor of hastily written — and passed — legislation.\u003c/p>\n\u003cp>At that point, all sides declared open season on “fixing” it as the legislative year progressed. More than a couple dozen bills were launched, some trying to tighten the language of the CCPA to favor consumers, more trying to loosen the law to favor businesses.\u003c/p>\n\u003cp>“I expected some pushing and shoving, but I didn’t expect this wholesale assault to try to like wipe it out,” Mactaggart said.\u003c/p>\n\u003cp>Most of the measures failed to pass, thanks in large part to state Sen. Hannah-Beth Jackson, D-Santa Barbara, who chairs the Senate Judiciary Committee in Sacramento. After the smoke cleared, what was left of the CCPA was still the strongest law of its kind in the country.\u003c/p>\n\u003cp>That may be because “it’s the only privacy act in the country,” said Jackson.\u003c/p>\n\u003cp>She said she appreciates that Mactaggart now wants to make the law even tougher, although she hasn’t had the chance to comprehensively review the fine print.\u003c/p>\n\u003cp>“This is such a new area. There are probably going to be a lot of different interpretations to it,” Jackson said.[aside label=\"Related stories\" tag=\"data-privacy\"]\u003c/p>\n\u003cp>But a number of other data privacy advocates like Mary Stone Ross with the \u003ca href=\"https://epic.org\" target=\"_blank\" rel=\"noopener noreferrer\">Electronic Privacy Information Center\u003c/a> in Washington, D.C., are concerned about the fine print. Ross co-authored the earlier initiative, but says the new one includes giveaways to business interests.\u003c/p>\n\u003cp>“For example, there’s this definition of ‘de-identified information,’ ” she said. “It’s actually a really big deal because by definition, de-identified information is not personal information, and so if that definition is weakened, then it weakens the scope of the entire law.”\u003c/p>\n\u003cp>“Sure enough, in this new initiative is a weakened definition of de-identified,” Ross added.\u003c/p>\n\u003cp>In other areas of the fine print, the Act raises the threshold for when the rules apply: only companies that buy, sell or share the personal information of more than 100,000 consumers or households need comply. The current standard kicks in for 50,000 consumers or more.\u003c/p>\n\u003cp>And yet more fine print: A business is exempt from disclosing information in response to rights requests if it requires disclosing “trade secrets.” The definition of a trade secret is very broad and could create a significant hurdle for prosecutors, regulators, or consumers trying to exercise their rights under CCPA.\u003c/p>\n\u003cp>It’s hard for data privacy advocates to ignore these provisions, even amid other language that tightens other elements of CCPA in favor of consumers. Last October, 11 privacy groups wrote an \u003ca href=\"https://www.eff.org/files/2019/10/29/2019-10-23_-_privacy_coalition_comments_on_cprea.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">open letter\u003c/a> to Mactaggart, urging 45 ways to strengthen the language of his new initiative. Only seven of their suggestions were incorporated into the final version.\u003c/p>\n\u003cp>“There are steps forward. There are steps back. There are missed opportunities,” said Hayley Tsukayama, a legislative activist for the \u003ca href=\"https://www.eff.org/deeplinks/2019/10/strengthen-californias-next-consumer-data-privacy-initiative\" target=\"_blank\" rel=\"noopener noreferrer\">Electronic Frontier Foundation\u003c/a>. Noting that EFF has not officially come out against the new initiative, she added, “We have publicly pointed out the flaws that we see in the initiative. He didn’t take all of our suggestions.”\u003c/p>\n\u003ch2>Beyond California\u003c/h2>\n\u003cp>In the absence of federal data privacy law, Ross says other states are looking to California for direction. “There’s legislation that’s going to be introduced in Florida, in Colorado, potentially in New York,” she said.\u003c/p>\n\u003cp>For Jim Halpert, a corporate attorney with DLA Piper who advises companies about data privacy, the new initiative is a step in the right direction.\u003c/p>\n\u003cp>The new language, he said, is “addressing some of the practical compliance issues that drove efforts to amend the law by the business community in 2019.”\u003c/p>\n\u003cp>California’s groundbreaking data privacy regulation constitutes “a sea change in regulation of privacy in the U.S.,” Halpert added.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Few data privacy advocates expect Silicon Valley to lobby against the new initiative as Mactaggart gathers signatures, because they’re getting at least some of what they want. And given growing public concerns about data privacy, people on both sides expect voters to find the basic idea of the California Privacy Rights Act of 2020 appealing.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It’s been about a month since California rolled out the \u003ca href=\"https://www.kqed.org/news/11792899/the-california-consumer-privacy-act-mandates-what-again-exactly\" target=\"_blank\" rel=\"noopener noreferrer\">toughest consumer data privacy law\u003c/a> in the nation.\u003c/p>\n\u003cp>As of January, you can demand that any company detail what information it collects about you, tell it to stop selling that information to other companies, or even delete the data altogether. And if a company negligently allows itself to be hacked, exposing your data, you can sue.\u003c/p>\n\u003cp>But already, there’s talk of another law: The \u003ca href=\"https://uploads-ssl.webflow.com/5aa18a452485b60001c301de/5d8bc3342a72fc8145920a32_CPREA_2020_092519_Annotated_.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">California Privacy Rights Act\u003c/a> would add clarifying language to the newly enacted \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180AB375\" target=\"_blank\" rel=\"noopener noreferrer\">California Consumer Privacy Act (CCPA)\u003c/a>, stipulating, among other things, that businesses:\u003c/p>\n\u003cul>\n\u003cli>Should not collect the personal information of children without consent.\u003c/li>\n\u003cli>Should only collect consumers’ personal information for specific purposes.\u003c/li>\n\u003cli>Should provide consumers with easily accessible tools to obtain their personal information, correct or delete it, and to opt‐out of its sale to other parties.\u003c/li>\n\u003c/ul>\n\u003cp>Perhaps most dramatically, the new initiative would create a new regulatory agency in California that would enforce protections in addition to the Attorney General’s Office.\u003c/p>\n\u003cp>“We should have more privacy professionals in this agency, once it gets funded, up and operating if the initiative passes, than right now exists in the FTC [Federal Trade Commission] in the entire country,” said the man behind the existing law and the proposed initiative, \u003ca href=\"https://www.caprivacy.org/about-us\" target=\"_blank\" rel=\"noopener noreferrer\">Alastair Mactaggart\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>That said, he added, “Sensible companies realize this regulation is coming. This is not a burn-down-the-whole-world law. This is not a law that, you know, puts anybody out of business.”\u003c/p>\n\u003cp>The real estate developer turned data privacy advocate has given a lot of thought in recent years to the surveillance economy that’s sprung up around consumer data. And he recognizes he’s not alone in feeling concerned about it: About 81% of the public say they feel “the potential risks they face because of data collection by companies outweigh the benefits,” \u003ca href=\"https://www.pewresearch.org/internet/2019/11/15/americans-and-privacy-concerned-confused-and-feeling-lack-of-control-over-their-personal-information/\" target=\"_blank\" rel=\"noopener noreferrer\">according to the Pew Research Center\u003c/a>.\u003c/p>\n\u003cp>But unlike most of us, Mactaggart had the money to launch a political and legal conversation in California, although “conversation” is perhaps too polite a term.\u003c/p>\n\u003cp>In 2018, Mactaggart launched a ballot initiative to tackle consumer data privacy. Business interests, data privacy advocates and members of the state Legislature were able to persuade him to drop it in favor of hastily written — and passed — legislation.\u003c/p>\n\u003cp>At that point, all sides declared open season on “fixing” it as the legislative year progressed. More than a couple dozen bills were launched, some trying to tighten the language of the CCPA to favor consumers, more trying to loosen the law to favor businesses.\u003c/p>\n\u003cp>“I expected some pushing and shoving, but I didn’t expect this wholesale assault to try to like wipe it out,” Mactaggart said.\u003c/p>\n\u003cp>Most of the measures failed to pass, thanks in large part to state Sen. Hannah-Beth Jackson, D-Santa Barbara, who chairs the Senate Judiciary Committee in Sacramento. After the smoke cleared, what was left of the CCPA was still the strongest law of its kind in the country.\u003c/p>\n\u003cp>That may be because “it’s the only privacy act in the country,” said Jackson.\u003c/p>\n\u003cp>She said she appreciates that Mactaggart now wants to make the law even tougher, although she hasn’t had the chance to comprehensively review the fine print.\u003c/p>\n\u003cp>“This is such a new area. There are probably going to be a lot of different interpretations to it,” Jackson said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But a number of other data privacy advocates like Mary Stone Ross with the \u003ca href=\"https://epic.org\" target=\"_blank\" rel=\"noopener noreferrer\">Electronic Privacy Information Center\u003c/a> in Washington, D.C., are concerned about the fine print. Ross co-authored the earlier initiative, but says the new one includes giveaways to business interests.\u003c/p>\n\u003cp>“For example, there’s this definition of ‘de-identified information,’ ” she said. “It’s actually a really big deal because by definition, de-identified information is not personal information, and so if that definition is weakened, then it weakens the scope of the entire law.”\u003c/p>\n\u003cp>“Sure enough, in this new initiative is a weakened definition of de-identified,” Ross added.\u003c/p>\n\u003cp>In other areas of the fine print, the Act raises the threshold for when the rules apply: only companies that buy, sell or share the personal information of more than 100,000 consumers or households need comply. The current standard kicks in for 50,000 consumers or more.\u003c/p>\n\u003cp>And yet more fine print: A business is exempt from disclosing information in response to rights requests if it requires disclosing “trade secrets.” The definition of a trade secret is very broad and could create a significant hurdle for prosecutors, regulators, or consumers trying to exercise their rights under CCPA.\u003c/p>\n\u003cp>It’s hard for data privacy advocates to ignore these provisions, even amid other language that tightens other elements of CCPA in favor of consumers. Last October, 11 privacy groups wrote an \u003ca href=\"https://www.eff.org/files/2019/10/29/2019-10-23_-_privacy_coalition_comments_on_cprea.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">open letter\u003c/a> to Mactaggart, urging 45 ways to strengthen the language of his new initiative. Only seven of their suggestions were incorporated into the final version.\u003c/p>\n\u003cp>“There are steps forward. There are steps back. There are missed opportunities,” said Hayley Tsukayama, a legislative activist for the \u003ca href=\"https://www.eff.org/deeplinks/2019/10/strengthen-californias-next-consumer-data-privacy-initiative\" target=\"_blank\" rel=\"noopener noreferrer\">Electronic Frontier Foundation\u003c/a>. Noting that EFF has not officially come out against the new initiative, she added, “We have publicly pointed out the flaws that we see in the initiative. He didn’t take all of our suggestions.”\u003c/p>\n\u003ch2>Beyond California\u003c/h2>\n\u003cp>In the absence of federal data privacy law, Ross says other states are looking to California for direction. “There’s legislation that’s going to be introduced in Florida, in Colorado, potentially in New York,” she said.\u003c/p>\n\u003cp>For Jim Halpert, a corporate attorney with DLA Piper who advises companies about data privacy, the new initiative is a step in the right direction.\u003c/p>\n\u003cp>The new language, he said, is “addressing some of the practical compliance issues that drove efforts to amend the law by the business community in 2019.”\u003c/p>\n\u003cp>California’s groundbreaking data privacy regulation constitutes “a sea change in regulation of privacy in the U.S.,” Halpert added.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Few data privacy advocates expect Silicon Valley to lobby against the new initiative as Mactaggart gathers signatures, because they’re getting at least some of what they want. And given growing public concerns about data privacy, people on both sides expect voters to find the basic idea of the California Privacy Rights Act of 2020 appealing.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Porn stars are not business entities that Andy Higgins thought he’d ever have to compete with for a name.\u003c/p>\n\u003cp>Higgins is CEO of IFG, a Bakersfield company that develops new breeds of fruit, particularly table grapes, sweet cherries and raisins. For one of their new grape varieties, IFG wanted to use the name Candy Charms. But they had to abandon that plan after they discovered the name had already been claimed by a porn star with a large online presence and brand.\u003c/p>\n\u003cp>“So now we’re kind of googling the porn industry as well when we get into the naming process,” Higgins said. “It’s obviously a big industry and not one that would be on our radar.”\u003c/p>\n\u003cp>Porn stars aren’t the only source of name competition for this fruit company. They’ve also gone up against toy manufacturers, electronic cigarette companies and vitamin supplement makers, to name just a handful.\u003c/p>\n\u003cp>[pullquote size='medium' align='right' citation='Jay Jurisich, CEO of Zinzin']‘People are very creatively searching for an answer to this problem, which is, there are not enough unique combinations of letters in our lexicon.’[/pullquote]\u003c/p>\n\u003cp>Jay Jurisich runs Zinzin in Berkeley, one of the many companies trying to help businesses stand out in the sea of names.\u003c/p>\n\u003cp>The profusion of brands has gotten totally overwhelming, Jurisich said. “It’s the whole capitalist dystopia. Too many companies, products, brands. … You can’t keep track of it all.”\u003c/p>\n\u003cp>Businesses pay tens of thousands of dollars to companies like Zinzin for the increasingly challenging task of unearthing catchy, unclaimed brand names.\u003c/p>\n\u003cp>There are now over a million trademarks, just for tech companies and their products alone. That’s almost double the number of words in the entire English language — which, by the way, is about 470,000 — even including the archaic ones, like thee, thou and dost.\u003c/p>\n\u003cp>“People are very creatively searching for an answer to this problem, which is, there are not enough unique combinations of letters in our lexicon,” Jurisich said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The internet started a wildfire in the world of names, he explained. Then, the proliferation of startups and all the related apps and products, many of which may never even make it to market, have fueled that blaze.\u003c/p>\n\u003cp>Today, a small business might end up having to compete with a giant company like Google or Juul for a good name, or might be thwarted by a new startup that has quickly trademarked a trove of good options.\u003c/p>\n\u003cp>“Now, not only is an auto body shop competing with an auto body shop two states over with the same real estate online, now they are [also] competing with tens of thousands of tech companies that are churning through names,” Jurisich said.\u003c/p>\n\u003cp>There are the misspelled names like Lyft with a Y instead of an I, and names with “ly” and “ify” tacked to the end, like Bitly or Shopify. Then there are names with words smashed together like DoorDash and Facebook, and names with dropped vowels like Flickr and Tumblr.\u003c/p>\n\u003cp>Jurisich jokes that you could have a drinking game where you take a word, any word, drop a vowel or two, and search for it online. If it’s a company, you take a drink. Chances are, you’re going to get drunk very quickly.\u003c/p>\n\u003cp>[aside label=\"related content\" tag=\"tech-startups\"]Of course, creative naming is nothing new, said David Placek, who heads Lexicon Branding, a company in Sausalito. Businesses like Flickr and Lyft, he noted, are actually copying older American brands who took creative license with spelling.\u003c/p>\n\u003cp>Think of Trix cereal, which started in the 1950s. Or Infiniti, a line of cars that’s spelled with an I at the end instead of a Y, that Nissan put on the market in 1989, two decades before anyone had even heard of Lyft.\u003c/p>\n\u003cp>Like it often does, Placek said, Silicon Valley is just amplifying a longstanding trend in capitalism. The more stuff that’s made, the more abstract companies have to get with their names to stand out from the crowd.\u003c/p>\n\u003cp>Names used to be a lot more literally connected to a company’s products and services, Placek said. “Long gone are the days of Craftsman tools or DieHard batteries.”\u003c/p>\n\u003cp>Now a name has to work as a website domain, in social media and in multiple languages. It needs to fit on a tweet and hold up in places as disparate as, say, Alabama and Algeria.\u003c/p>\n\u003cp>And, of course, you might even have to do a little googling to make sure your products aren’t competing for name recognition with any porn industry titles — although you might not want to do that search on your work computer.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The internet started a wildfire in the world of names, he explained. Then, the proliferation of startups and all the related apps and products, many of which may never even make it to market, have fueled that blaze.\u003c/p>\n\u003cp>Today, a small business might end up having to compete with a giant company like Google or Juul for a good name, or might be thwarted by a new startup that has quickly trademarked a trove of good options.\u003c/p>\n\u003cp>“Now, not only is an auto body shop competing with an auto body shop two states over with the same real estate online, now they are [also] competing with tens of thousands of tech companies that are churning through names,” Jurisich said.\u003c/p>\n\u003cp>There are the misspelled names like Lyft with a Y instead of an I, and names with “ly” and “ify” tacked to the end, like Bitly or Shopify. Then there are names with words smashed together like DoorDash and Facebook, and names with dropped vowels like Flickr and Tumblr.\u003c/p>\n\u003cp>Jurisich jokes that you could have a drinking game where you take a word, any word, drop a vowel or two, and search for it online. If it’s a company, you take a drink. Chances are, you’re going to get drunk very quickly.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cb>Democratic Presidential Race \u003c/b>\u003cbr>\n\u003cspan style=\"font-weight: 400\">This week, Vermont Sen. Bernie Sanders was declared the winner in the New Hampshire primary, narrowly edging out former South Bend Mayor Pete Buttigieg. Sen. Amy Klobuchar of Minnesota finished third, riding a resurgent wave of support after a strong debate performance in New Hampshire last week. Former Vice President Joe Biden’s support has slipped and progressive Massachusetts Sen. Elizabeth Warren’s campaign is also in trouble after a poor showing in New Hampshire and Iowa. Candidates are now turning their attention to South Carolina and Nevada, states with large numbers of black and Latino voters, unlike Iowa and New Hampshire. Meanwhile, billionaire and former New York Mayor Michael Bloomberg decided to skip the early nominating states and instead pour hundreds of millions of dollars on ad buys in California and other states that are key to winning the nomination. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Guests:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\"> Paul Mitchell, vice-president, Political Data, Inc.\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\"> Megan Messerly, lead 2020 election reporter, The Nevada Independent\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cb>‘Uncanny Valley’ \u003c/b>\u003cbr>\n\u003cspan style=\"font-weight: 400\">In recent years, tech giants like Facebook and Google have reckoned with massive data breaches and anger over misinformation and disturbing content on their sites. On top of that, there’s the culture of Silicon Valley, a male-dominated, largely white workplace that often prizes the pursuit of profits over principles of equity and diversity. Now, a new book offers an insider’s account of life at a startup and the seductive promises of this “uncanny valley.” \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003cb>Guest:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\"> Anna Wiener, author, “Uncanny Valley,” and The New Yorker contributing writer\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cb>alt-Valentine’s Day \u003c/b>\u003cbr>\n\u003cspan style=\"font-weight: 400\">Glasses glistening with airy bubbles of champagne. Decadent desserts decked in chocolate. \u003c/span>\u003cspan style=\"font-weight: 400\">Restaurant reservations booked weeks in advance. This Valentine’s Day, why not spice things up with a departure from tradition, like making savory dumplings with fillings that appeal to the pickiest of palates? Or making pasta with your Valentine from scratch with just flour, water and a dash of culinary adventure? We hear from our guests about alternative ways to celebrate the special day and also personal stories that reveal the single ingredient you need: quality time with that special someone. \u003c/span>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003cb>Guests:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Ellen Fort, food editor, Sunset Magazine\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Alan Montecillo, editor, KQED’s The Bay\u003c/span>\u003c/li>\n\u003c/ul>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cb>Democratic Presidential Race \u003c/b>\u003cbr>\n\u003cspan style=\"font-weight: 400\">This week, Vermont Sen. Bernie Sanders was declared the winner in the New Hampshire primary, narrowly edging out former South Bend Mayor Pete Buttigieg. Sen. Amy Klobuchar of Minnesota finished third, riding a resurgent wave of support after a strong debate performance in New Hampshire last week. Former Vice President Joe Biden’s support has slipped and progressive Massachusetts Sen. Elizabeth Warren’s campaign is also in trouble after a poor showing in New Hampshire and Iowa. Candidates are now turning their attention to South Carolina and Nevada, states with large numbers of black and Latino voters, unlike Iowa and New Hampshire. Meanwhile, billionaire and former New York Mayor Michael Bloomberg decided to skip the early nominating states and instead pour hundreds of millions of dollars on ad buys in California and other states that are key to winning the nomination. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Guests:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\"> Paul Mitchell, vice-president, Political Data, Inc.\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\"> Megan Messerly, lead 2020 election reporter, The Nevada Independent\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cb>‘Uncanny Valley’ \u003c/b>\u003cbr>\n\u003cspan style=\"font-weight: 400\">In recent years, tech giants like Facebook and Google have reckoned with massive data breaches and anger over misinformation and disturbing content on their sites. On top of that, there’s the culture of Silicon Valley, a male-dominated, largely white workplace that often prizes the pursuit of profits over principles of equity and diversity. Now, a new book offers an insider’s account of life at a startup and the seductive promises of this “uncanny valley.” \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003cb>Guest:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\"> Anna Wiener, author, “Uncanny Valley,” and The New Yorker contributing writer\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cb>alt-Valentine’s Day \u003c/b>\u003cbr>\n\u003cspan style=\"font-weight: 400\">Glasses glistening with airy bubbles of champagne. Decadent desserts decked in chocolate. \u003c/span>\u003cspan style=\"font-weight: 400\">Restaurant reservations booked weeks in advance. This Valentine’s Day, why not spice things up with a departure from tradition, like making savory dumplings with fillings that appeal to the pickiest of palates? Or making pasta with your Valentine from scratch with just flour, water and a dash of culinary adventure? We hear from our guests about alternative ways to celebrate the special day and also personal stories that reveal the single ingredient you need: quality time with that special someone. \u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>250 teachers in the West Contra Costa Unified School District \u003ca href=\"http://bit.ly/fioreteacherlayoffs\" target=\"_blank\" rel=\"noopener noreferrer\">may be laid off\u003c/a> as part of a plan to close a $32 million budget shortfall.\u003c/p>\n\u003cp>Wait, what?\u003c/p>\n\u003cp>In this time of \u003ca href=\"https://www.bizjournals.com/sanfrancisco/news/2019/05/06/pacific-heights-mansion-most-expensive-sold-2019.html\" target=\"_blank\" rel=\"noopener noreferrer\">glory\u003c/a>, \u003ca href=\"https://abc.xyz/investor/static/pdf/2019Q4_alphabet_earnings_release.pdf?cache=05bd9fe\" target=\"_blank\" rel=\"noopener noreferrer\">wealth\u003c/a> and \u003ca href=\"https://www.bizjournals.com/sanjose/news/2019/12/18/bay-area-venture-funding-report-crunchbase.html\" target=\"_blank\" rel=\"noopener noreferrer\">abundance\u003c/a>, we're actually talking about laying off teachers in the Richmond-based district?\u003c/p>\n\u003cp>The president of the United Teachers of Richmond union said that, after non-teaching staff is included, the district may lay off a total of 400 people.\u003c/p>\n\u003cp>Class sizes may increase and millions more may be cut from school budgets.\u003c/p>\n\u003cp>Isn't this the kind of thing that happens in a recession, not when the economy is going bonkers?\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"tagline": "Politics from a personal perspective",
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"possible": {
"id": "possible",
"title": "Possible",
"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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"radiolab": {
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"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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"soldout": {
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"title": "SOLD OUT: Rethinking Housing in America",
"tagline": "A new future for housing",
"info": "Sold Out: Rethinking Housing in America",
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"info": "",
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"tech-nation": {
"id": "tech-nation",
"title": "Tech Nation Radio Podcast",
"info": "Tech Nation is a weekly public radio program, hosted by Dr. Moira Gunn. Founded in 1993, it has grown from a simple interview show to a multi-faceted production, featuring conversations with noted technology and science leaders, and a weekly science and technology-related commentary.",
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"ted-radio-hour": {
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"title": "TED Radio Hour",
"info": "The TED Radio Hour is a journey through fascinating ideas, astonishing inventions, fresh approaches to old problems, and new ways to think and create.",
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"filters": [
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]
}
},
"restaurantDataById": {},
"restaurantIdsSorted": [],
"error": null
},
"userAgentReducer": {
"userAgent": "Mozilla/5.0 AppleWebKit/537.36 (KHTML, like Gecko; compatible; ClaudeBot/1.0; +claudebot@anthropic.com)",
"isBot": true
}
}
