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"content": "\u003cp>Over Labor Day, Gov. Gavin Newsom declared his \u003ca href=\"https://www.sacbee.com/opinion/article234624897.html\" target=\"_blank\" rel=\"noopener\">support\u003c/a> for a bill that would reclassify an estimated \u003ca href=\"https://calmatters.org/economy/2019/06/california-dynamex-gig-worker-classification-independent-contractors-uber-lyft-strippers-truckers-freelancers/\" target=\"_blank\" rel=\"noopener\">2 million\u003c/a> California workers as employees instead of independent contractors.\u003c/p>\n\u003cp>Powerful unions view \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB5\" target=\"_blank\" rel=\"noopener\">AB 5\u003c/a> as the year’s signature labor achievement, and the bill is expected to pass the state Senate next week – its last stop before heading to the governor’s desk.\u003c/p>\n\u003cp>But while \u003ca href=\"https://calmatters.org/blogs/california-election-2020/2019/08/elizabeth-warren-dynamex-califronia-gig-economy-presidential-primary/\">Democratic presidential candidates\u003c/a> have seized on labor standards of gig workers as a campaign issue, many questions remain about the bill’s implications, particularly for Uber and Lyft drivers in California, who number in the hundreds of thousands. Will they become employees when AB 5 becomes law? Will their pay go up? Will they lose flexibility?\u003c/p>\n\u003cp>Much of this remains in flux. Uber and Lyft say today’s on-demand economy calls for a new, first-in-the-nation framework, and they want California to forge it. Last week, major gig employers seeded \u003ca href=\"https://calmatters.org/economy/2019/08/with-no-carveout-in-hand-uber-lyft-doordash-pledge-90-million-to-california-ballot-fight/\">$90 million\u003c/a> for a new ballot measure unless lawmakers find a way to protect their business model. At the same time, the companies acknowledged their drivers deserve better pay, more benefits and \u003ca href=\"https://medium.com/uber-under-the-hood/moving-work-forward-in-california-7de60b6827b4\">greater representation\u003c/a>.\u003c/p>\n\u003cp>Democrats and labor leaders are working their way through this issue, which means even if AB 5 passes, negotiations will continue. On Wednesday, \u003ca href=\"https://www.politicopro.com/\">Politico\u003c/a> reported California Labor Federation Chief Officer Art Pulaski has been sharing a road map for how unions might cut through legal uncertainty in order to unionize gig workers. Newsom also says he’d like to craft something new, which would burnish his reputation as a friend to both tech and labor.\u003c/p>\n\u003cp>[pullquote size='medium' align='right' citation=\"Harry Campbell\"]‘It doesn’t take a rocket scientist to realize that if drivers were guaranteed a minimum wage, you wouldn’t be able to just flip the app on anytime from 10 a.m. to 3 p.m. because there would be way too many drivers and not enough rides.’[/pullquote]\u003c/p>\n\u003cp>But with days left in the current legislative session, political rhetoric continues to build. Here is what we know (and don’t know) so far about where things stand:\u003c/p>\n\u003cp>\u003cstrong>What happens to Uber and Lyft drivers if they are categorized as employees?\u003c/strong>\u003c/p>\n\u003cp>Depends on whom you ask. The companies say it would fundamentally change the ride-service industry’s hiring practices, forcing them to move to “on demand employment,” which has never been done.\u003c/p>\n\u003cp>It would likely mean the companies would take on fewer drivers and assign shifts much as a restaurant or retailer might schedule workers. The companies say that drivers would lose a primary attraction of the gig – flexibility.\u003c/p>\n\u003cp>“We would likely have to exert more control over drivers, telling them where to work, how to work and who they can work for,” Uber \u003ca href=\"https://medium.com/uber-under-the-hood/moving-work-forward-in-california-7de60b6827b4\">wrote recently\u003c/a>. “Uber would likely hire far fewer drivers than we currently support, and we’d likely have to require a minimum number of hours per week. Scheduling and rigid shifts would become the norm, and Uber would likely prevent drivers from working for other ride-share companies.”\u003c/p>\n\u003cp>The company says it would block drivers from signing on when the number of drivers outstrips demand, for example in a quiet neighborhood during off-peak hours. Uber and Lyft warn that riders could see higher costs and longer wait times. Riders in transit deserts, they warn, could lose service entirely.\u003c/p>\n\u003cp>Steve Smith, a spokesman for the \u003ca href=\"https://calaborfed.org/\">California Labor Federation\u003c/a>, called these scenarios a “corporate scare tactic” and said nothing prevents companies from maintaining flexibility.\u003c/p>\n\u003cfigure id=\"attachment_11772796\" class=\"wp-caption alignnone\" style=\"max-width: 1382px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11772796\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2.jpg\" alt=\"\" width=\"1382\" height=\"922\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2.jpg 1382w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2-1200x801.jpg 1200w\" sizes=\"(max-width: 1382px) 100vw, 1382px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A man holds up a sign that says, ‘I don’t need a job, I just need customers,’ during a rally on on July 9, 2019, in opposition to AB 5. The bill that would change the way independent contractors are classified by their employers. \u003ccite>(Anne Wernikoff/CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In shifting to employee status, companies would have to offer basic worker protections such as guaranteed minimum wage, overtime pay, contributions to Social Security and Medicare, unemployment and disability insurance as well as workers’ compensation, sick leave and family leave. Workers could also get reimbursed for mileage and maintenance of their vehicles, which doesn’t currently happen.\u003c/p>\n\u003cp>Most likely there would be tradeoffs, wrote Harry Campbell, a Long Beach-based driver who authors \u003ca href=\"https://therideshareguy.com/ab5-end-of-rideshare/\">The Rideshare Guy\u003c/a> blog and podcast. Drivers, he predicts, will lose some flexibility and be prevented from driving more than 40 hours a week to avoid overtime, or even 30 hours a week to avoid healthcare benefits. There would be less incentive for Uber and Lyft to offer surge or dynamic pricing, which is now used as a financial incentive to encourage drivers to go where demand is high.\u003c/p>\n\u003cp>On the flip side, drivers would get at least the minimum wage plus mileage reimbursement. Another perk would be getting paid whether or not there’s a passenger in the vehicle, which doesn’t happen now.\u003c/p>\n\u003cp>“It doesn’t take a rocket scientist to realize that if drivers were guaranteed a minimum wage, you wouldn’t be able to just flip the app on anytime from 10 a.m. to 3 p.m.,” wrote Campbell, “because there would be way too many drivers and not enough rides.”\u003c/p>\n\u003cp>\u003cstrong>Remind me, what is the Dynamex decision?\u003c/strong>\u003c/p>\n\u003cp>Gig companies have been in a legal gray zone since the California Supreme Court issued the so-called \u003ca href=\"https://www.courts.ca.gov/opinions/archive/S222732.PDF\">Dynamex decision\u003c/a> last year making it harder to classify workers as independent contractors. The ruling established a three-part test, or ABC test, for certifying contractors, with the highest hurdle that the work performed must be outside the company’s core business.\u003c/p>\n\u003cp>AB 5 by Assemblywoman Lorena Gonzalez, a former labor organizer and a Democrat from San Diego, would codify the court’s decision into state law. From labor’s perspective, this forces gig companies to start paying their fair share of payroll taxes and contribute to disability and unemployment insurance funds for workers. If they don’t, AB 5 would allow state agencies, such as the Labor Commissioner, Franchise Tax Board and Employment Development Department, to enforce misclassification.\u003c/p>\n\u003cp>[aside label=\"related stories\" tag=\"dynamex\"]\u003c/p>\n\u003cp>Workers would also still be able to file their own lawsuits.\u003c/p>\n\u003cp>\u003cstrong>How soon might the shift happen?\u003c/strong>\u003c/p>\n\u003cp>Although AB 5 would take effect Jan. 1, 2020, don’t expect any immediate changes. Since the inception of Uber and Lyft, ride-hailing companies have spent millions in litigation and on settlements to try to keep drivers from being classified as employees. This fight is no different.\u003c/p>\n\u003cp>“If AB 5 passes, it’ll simply be a qualification of existing law,” \u003ca href=\"https://www.theverge.com/2019/9/2/20841070/uber-lyft-ab5-california-bill-drivers-labor\">said\u003c/a> Uber CEO Dara Khosrowshahi when asked during an earnings call about California’s effort to reclassify drivers. “It doesn’t immediately transform drivers into employees.”\u003c/p>\n\u003cp>In other words, expect the legal challenges and political haranguing to continue.\u003c/p>\n\u003cp>\u003cstrong>Is there a third way?\u003c/strong>\u003c/p>\n\u003cp>This is something to watch for. In the final week of session, Uber and Lyft are lobbying hard to get some kind of carve-out, and they are pitching a new construct as a win-win-win for the drivers, the gig employers and the state.\u003c/p>\n\u003cp>Letting gig workers remain independent contractors would end the costly legal battles Uber and Lyft have been waging for years over classification and let them work around AB 5. Allowing drivers the right to collective bargaining would, overnight, let unions add more than 200,000 members. And by crafting a third way, California would get to be a trailblazer in fighting for workers in the new economy.\u003c/p>\n\u003cp>\u003cstrong>How would gig workers unionize if they remain freelancers?\u003c/strong>\u003c/p>\n\u003cp>Good question. Right now there’s a discrepancy between the state’s Dynamex decision, which presumably would shift drivers from freelancers to employees, and the federal government’s treatment of gig workers as contractors, which makes them ineligible for the right to form a union.\u003c/p>\n\u003cp>In a confusing twist, Newsom says California could take advantage of this inconsistency.\u003c/p>\n\u003cp>“Only when the National Labor Relations Act does not cover workers may states act to provide the right to organize a union, allowing workers to bargain for better pay, benefits and working conditions,” he wrote.\u003c/p>\n\u003cp>Details are scarce but this follows the same logic Pulaski outlined, which calls for gig economy workers to be placed in a new category where they can remain freelancers but access collective bargaining powers.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Would everyone go for this?\u003c/strong>\u003c/p>\n\u003cp>Unclear. Labor unions have been split over whether gig companies should even get a carve-out. On one side, the Service Employees International Union and Teamsters have been willing \u003ca href=\"https://www.latimes.com/business/technology/la-fi-tn-dynamex-contractors-ab5-20190623-story.html\">to negotiate\u003c/a> an alternative in addition to AB 5, an acknowledgement that unions have to evolve with the changing economy.\u003c/p>\n\u003cp>But the \u003ca href=\"https://cabuildingtrades.org/\">State Building and Construction Trades Council of California\u003c/a> is refusing any concessions. Its leader, Robbie Hunter, was \u003ca href=\"https://calmatters.org/newsletter/fair-pay-pge-lobby-fight-dim-disclosure-death-on-the-streets-and-delta-tunnel/\">removed\u003c/a> from Newsom’s Future of Work Commission over the disagreement.\u003c/p>\n\u003cp>It’s easy to see why: The building trades is an umbrella organization that represents electricians, roofers, painters and a host of other skilled construction workers who currently enjoy prevailing wage, training and job protections. If those companies were allowed a carve-out, it could threaten to turn those careers into gigs.\u003c/p>\n\u003cp>\u003cstrong>What about everyone else impacted by AB 5?\u003c/strong>\u003c/p>\n\u003cp>With so much talk about Uber and Lyft, it’s worth remembering that AB 5 impacts more than gig workers. The bill would \u003ca href=\"https://calmatters.org/economy/2019/06/california-dynamex-gig-worker-classification-independent-contractors-uber-lyft-strippers-truckers-freelancers/\">sweep up\u003c/a> some workers across industries, from truck drivers and nail technicians to musicians and strippers.\u003c/p>\n\u003cp>Gonzalez has agreed to leave many workers out. Notably, she has granted exemptions to doctors, insurance agents, real estate agents, hair stylists, dentists, architects, engineers, accountants and barbers who hold booth rental permits.\u003c/p>\n\u003cp>She also has been making case-by-case concessions for travel agents, graphic designers, grant writers and marketing professionals. Newspaper publishers also have sought an industry exemption since many use freelance writers, photographers, editors and newspaper carriers. The latest version of AB 5 includes an exemption for freelancers as long as they contribute no more than 35 submissions a year.\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"http://calmatters.org/\">CalMatters.org\u003c/a> is a nonprofit, nonpartisan media venture explaining California policies and politics.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "California is poised to pass a sweeping labor bill that would turn drivers into employees. But gig companies are concerned about the implications and are demanding that lawmakers forge a new path.\r\n",
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"title": "What Happens to Uber and Lyft Drivers If AB 5 Becomes Law? | KQED",
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"nprByline": "\u003ca href=\"https://calmatters.org/author/judy-lin/\">Judy Lin\u003c/a>\u003cbr>CalMatters",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Over Labor Day, Gov. Gavin Newsom declared his \u003ca href=\"https://www.sacbee.com/opinion/article234624897.html\" target=\"_blank\" rel=\"noopener\">support\u003c/a> for a bill that would reclassify an estimated \u003ca href=\"https://calmatters.org/economy/2019/06/california-dynamex-gig-worker-classification-independent-contractors-uber-lyft-strippers-truckers-freelancers/\" target=\"_blank\" rel=\"noopener\">2 million\u003c/a> California workers as employees instead of independent contractors.\u003c/p>\n\u003cp>Powerful unions view \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB5\" target=\"_blank\" rel=\"noopener\">AB 5\u003c/a> as the year’s signature labor achievement, and the bill is expected to pass the state Senate next week – its last stop before heading to the governor’s desk.\u003c/p>\n\u003cp>But while \u003ca href=\"https://calmatters.org/blogs/california-election-2020/2019/08/elizabeth-warren-dynamex-califronia-gig-economy-presidential-primary/\">Democratic presidential candidates\u003c/a> have seized on labor standards of gig workers as a campaign issue, many questions remain about the bill’s implications, particularly for Uber and Lyft drivers in California, who number in the hundreds of thousands. Will they become employees when AB 5 becomes law? Will their pay go up? Will they lose flexibility?\u003c/p>\n\u003cp>Much of this remains in flux. Uber and Lyft say today’s on-demand economy calls for a new, first-in-the-nation framework, and they want California to forge it. Last week, major gig employers seeded \u003ca href=\"https://calmatters.org/economy/2019/08/with-no-carveout-in-hand-uber-lyft-doordash-pledge-90-million-to-california-ballot-fight/\">$90 million\u003c/a> for a new ballot measure unless lawmakers find a way to protect their business model. At the same time, the companies acknowledged their drivers deserve better pay, more benefits and \u003ca href=\"https://medium.com/uber-under-the-hood/moving-work-forward-in-california-7de60b6827b4\">greater representation\u003c/a>.\u003c/p>\n\u003cp>Democrats and labor leaders are working their way through this issue, which means even if AB 5 passes, negotiations will continue. On Wednesday, \u003ca href=\"https://www.politicopro.com/\">Politico\u003c/a> reported California Labor Federation Chief Officer Art Pulaski has been sharing a road map for how unions might cut through legal uncertainty in order to unionize gig workers. Newsom also says he’d like to craft something new, which would burnish his reputation as a friend to both tech and labor.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "‘It doesn’t take a rocket scientist to realize that if drivers were guaranteed a minimum wage, you wouldn’t be able to just flip the app on anytime from 10 a.m. to 3 p.m. because there would be way too many drivers and not enough rides.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But with days left in the current legislative session, political rhetoric continues to build. Here is what we know (and don’t know) so far about where things stand:\u003c/p>\n\u003cp>\u003cstrong>What happens to Uber and Lyft drivers if they are categorized as employees?\u003c/strong>\u003c/p>\n\u003cp>Depends on whom you ask. The companies say it would fundamentally change the ride-service industry’s hiring practices, forcing them to move to “on demand employment,” which has never been done.\u003c/p>\n\u003cp>It would likely mean the companies would take on fewer drivers and assign shifts much as a restaurant or retailer might schedule workers. The companies say that drivers would lose a primary attraction of the gig – flexibility.\u003c/p>\n\u003cp>“We would likely have to exert more control over drivers, telling them where to work, how to work and who they can work for,” Uber \u003ca href=\"https://medium.com/uber-under-the-hood/moving-work-forward-in-california-7de60b6827b4\">wrote recently\u003c/a>. “Uber would likely hire far fewer drivers than we currently support, and we’d likely have to require a minimum number of hours per week. Scheduling and rigid shifts would become the norm, and Uber would likely prevent drivers from working for other ride-share companies.”\u003c/p>\n\u003cp>The company says it would block drivers from signing on when the number of drivers outstrips demand, for example in a quiet neighborhood during off-peak hours. Uber and Lyft warn that riders could see higher costs and longer wait times. Riders in transit deserts, they warn, could lose service entirely.\u003c/p>\n\u003cp>Steve Smith, a spokesman for the \u003ca href=\"https://calaborfed.org/\">California Labor Federation\u003c/a>, called these scenarios a “corporate scare tactic” and said nothing prevents companies from maintaining flexibility.\u003c/p>\n\u003cfigure id=\"attachment_11772796\" class=\"wp-caption alignnone\" style=\"max-width: 1382px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11772796\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2.jpg\" alt=\"\" width=\"1382\" height=\"922\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2.jpg 1382w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RIDESHARE-DRIVERS-photo-2-1200x801.jpg 1200w\" sizes=\"(max-width: 1382px) 100vw, 1382px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A man holds up a sign that says, ‘I don’t need a job, I just need customers,’ during a rally on on July 9, 2019, in opposition to AB 5. The bill that would change the way independent contractors are classified by their employers. \u003ccite>(Anne Wernikoff/CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In shifting to employee status, companies would have to offer basic worker protections such as guaranteed minimum wage, overtime pay, contributions to Social Security and Medicare, unemployment and disability insurance as well as workers’ compensation, sick leave and family leave. Workers could also get reimbursed for mileage and maintenance of their vehicles, which doesn’t currently happen.\u003c/p>\n\u003cp>Most likely there would be tradeoffs, wrote Harry Campbell, a Long Beach-based driver who authors \u003ca href=\"https://therideshareguy.com/ab5-end-of-rideshare/\">The Rideshare Guy\u003c/a> blog and podcast. Drivers, he predicts, will lose some flexibility and be prevented from driving more than 40 hours a week to avoid overtime, or even 30 hours a week to avoid healthcare benefits. There would be less incentive for Uber and Lyft to offer surge or dynamic pricing, which is now used as a financial incentive to encourage drivers to go where demand is high.\u003c/p>\n\u003cp>On the flip side, drivers would get at least the minimum wage plus mileage reimbursement. Another perk would be getting paid whether or not there’s a passenger in the vehicle, which doesn’t happen now.\u003c/p>\n\u003cp>“It doesn’t take a rocket scientist to realize that if drivers were guaranteed a minimum wage, you wouldn’t be able to just flip the app on anytime from 10 a.m. to 3 p.m.,” wrote Campbell, “because there would be way too many drivers and not enough rides.”\u003c/p>\n\u003cp>\u003cstrong>Remind me, what is the Dynamex decision?\u003c/strong>\u003c/p>\n\u003cp>Gig companies have been in a legal gray zone since the California Supreme Court issued the so-called \u003ca href=\"https://www.courts.ca.gov/opinions/archive/S222732.PDF\">Dynamex decision\u003c/a> last year making it harder to classify workers as independent contractors. The ruling established a three-part test, or ABC test, for certifying contractors, with the highest hurdle that the work performed must be outside the company’s core business.\u003c/p>\n\u003cp>AB 5 by Assemblywoman Lorena Gonzalez, a former labor organizer and a Democrat from San Diego, would codify the court’s decision into state law. From labor’s perspective, this forces gig companies to start paying their fair share of payroll taxes and contribute to disability and unemployment insurance funds for workers. If they don’t, AB 5 would allow state agencies, such as the Labor Commissioner, Franchise Tax Board and Employment Development Department, to enforce misclassification.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Workers would also still be able to file their own lawsuits.\u003c/p>\n\u003cp>\u003cstrong>How soon might the shift happen?\u003c/strong>\u003c/p>\n\u003cp>Although AB 5 would take effect Jan. 1, 2020, don’t expect any immediate changes. Since the inception of Uber and Lyft, ride-hailing companies have spent millions in litigation and on settlements to try to keep drivers from being classified as employees. This fight is no different.\u003c/p>\n\u003cp>“If AB 5 passes, it’ll simply be a qualification of existing law,” \u003ca href=\"https://www.theverge.com/2019/9/2/20841070/uber-lyft-ab5-california-bill-drivers-labor\">said\u003c/a> Uber CEO Dara Khosrowshahi when asked during an earnings call about California’s effort to reclassify drivers. “It doesn’t immediately transform drivers into employees.”\u003c/p>\n\u003cp>In other words, expect the legal challenges and political haranguing to continue.\u003c/p>\n\u003cp>\u003cstrong>Is there a third way?\u003c/strong>\u003c/p>\n\u003cp>This is something to watch for. In the final week of session, Uber and Lyft are lobbying hard to get some kind of carve-out, and they are pitching a new construct as a win-win-win for the drivers, the gig employers and the state.\u003c/p>\n\u003cp>Letting gig workers remain independent contractors would end the costly legal battles Uber and Lyft have been waging for years over classification and let them work around AB 5. Allowing drivers the right to collective bargaining would, overnight, let unions add more than 200,000 members. And by crafting a third way, California would get to be a trailblazer in fighting for workers in the new economy.\u003c/p>\n\u003cp>\u003cstrong>How would gig workers unionize if they remain freelancers?\u003c/strong>\u003c/p>\n\u003cp>Good question. Right now there’s a discrepancy between the state’s Dynamex decision, which presumably would shift drivers from freelancers to employees, and the federal government’s treatment of gig workers as contractors, which makes them ineligible for the right to form a union.\u003c/p>\n\u003cp>In a confusing twist, Newsom says California could take advantage of this inconsistency.\u003c/p>\n\u003cp>“Only when the National Labor Relations Act does not cover workers may states act to provide the right to organize a union, allowing workers to bargain for better pay, benefits and working conditions,” he wrote.\u003c/p>\n\u003cp>Details are scarce but this follows the same logic Pulaski outlined, which calls for gig economy workers to be placed in a new category where they can remain freelancers but access collective bargaining powers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Would everyone go for this?\u003c/strong>\u003c/p>\n\u003cp>Unclear. Labor unions have been split over whether gig companies should even get a carve-out. On one side, the Service Employees International Union and Teamsters have been willing \u003ca href=\"https://www.latimes.com/business/technology/la-fi-tn-dynamex-contractors-ab5-20190623-story.html\">to negotiate\u003c/a> an alternative in addition to AB 5, an acknowledgement that unions have to evolve with the changing economy.\u003c/p>\n\u003cp>But the \u003ca href=\"https://cabuildingtrades.org/\">State Building and Construction Trades Council of California\u003c/a> is refusing any concessions. Its leader, Robbie Hunter, was \u003ca href=\"https://calmatters.org/newsletter/fair-pay-pge-lobby-fight-dim-disclosure-death-on-the-streets-and-delta-tunnel/\">removed\u003c/a> from Newsom’s Future of Work Commission over the disagreement.\u003c/p>\n\u003cp>It’s easy to see why: The building trades is an umbrella organization that represents electricians, roofers, painters and a host of other skilled construction workers who currently enjoy prevailing wage, training and job protections. If those companies were allowed a carve-out, it could threaten to turn those careers into gigs.\u003c/p>\n\u003cp>\u003cstrong>What about everyone else impacted by AB 5?\u003c/strong>\u003c/p>\n\u003cp>With so much talk about Uber and Lyft, it’s worth remembering that AB 5 impacts more than gig workers. The bill would \u003ca href=\"https://calmatters.org/economy/2019/06/california-dynamex-gig-worker-classification-independent-contractors-uber-lyft-strippers-truckers-freelancers/\">sweep up\u003c/a> some workers across industries, from truck drivers and nail technicians to musicians and strippers.\u003c/p>\n\u003cp>Gonzalez has agreed to leave many workers out. Notably, she has granted exemptions to doctors, insurance agents, real estate agents, hair stylists, dentists, architects, engineers, accountants and barbers who hold booth rental permits.\u003c/p>\n\u003cp>She also has been making case-by-case concessions for travel agents, graphic designers, grant writers and marketing professionals. Newspaper publishers also have sought an industry exemption since many use freelance writers, photographers, editors and newspaper carriers. The latest version of AB 5 includes an exemption for freelancers as long as they contribute no more than 35 submissions a year.\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"http://calmatters.org/\">CalMatters.org\u003c/a> is a nonprofit, nonpartisan media venture explaining California policies and politics.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Gig Workers Air Grievances at Delivery Service HQs in San Francisco",
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"content": "\u003cp>Gig workers in San Francisco Thursday joined the ongoing protests against what they say are unfair labor practices at the app-based service providers who contract them.\u003c/p>\n\u003cp>The protesters who gathered were part of the \u003ca href=\"https://payup.wtf/\">#PayUp\u003c/a> campaign, which advocates for: a $15 an hour minimum pay, plus reimbursements for expenses incurred on-the-job, “tips on top,” meaning tips aren’t just used to fill gaps in wages but truly supplement income, and for companies to provide transparent, line-item breakdown of earnings and expenses.\u003c/p>\n\u003cp>Protests began at the headquarters of the grocery delivery company, Instacart, at 50 Beale St., a high-rise on the border of the Financial District. The participants spoke about their experiences trying to make ends meet in the Bay Area working both full-time and part-time in the gig economy.\u003c/p>\n\u003cfigure id=\"attachment_11772535\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11772535\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/M6A0034-2-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2-1920x1280.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2.jpg 2048w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">“There is nothing flexible about being trapped in cyclical poverty and earning poverty wages. There is nothing flexible about working 60 plus hours a week and still not making ends meet. There is nothing flexible about absorbing your operating costs and risks. There is nothing flexible about having to return to work against medical advice because you can’t afford to take time off. And, lastly, flexibility does not pay my bills,” said Vanessa Bain of Menlo Park. \u003ccite>(Stephanie Lister/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Vanessa Bain, one of the speakers, delivers for Instacart, DoorDash and Caviar. She says she slipped and split her head open out on a delivery and was back to work within an hour. \u003c/p>\n\u003cp>“I was bleeding, and I had to drive myself to the emergency room. I was in shock. I was in pain. And all I could think about [was] how I would ever be able to pay for the bill,” Bain said.\u003c/p>\n\u003cfigure id=\"attachment_11772510\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11772510\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/M6A0087-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087-1920x1280.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087.jpg 2048w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Schana Cummings (right) describes her experience as a gig worker: “Me, personally, I can’t hold a traditional job… I used to be able to support myself with [gig] jobs but no longer can.” She explains that she works gig jobs because she suffers from mental illness and now the stress of gig jobs is exacerbating that illness. \u003ccite>(Stephanie Lister/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Schana Cummings said she used to be able to support herself working gig jobs for companies like Instacart, DoorDash and Amazon Flex, but can no longer meet her living expenses with what she earns. She says she can’t hold down a traditional job because she struggles with mental illness and the instability of gig work is adding to her anxiety.\u003c/p>\n\u003cfigure id=\"attachment_11772554\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11772554\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/M6A0111-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111-1920x1280.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111.jpg 2048w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Bags full of peanuts reading “Pay Up” in front of Instacart headquarters. Protesters were unable to bring them up to the office in San Francisco on September 5, 2019. \u003ccite>(Stephanie Lister/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The protesters came armed with bags of peanuts to deliver to the headquarters because, they say, \u003cem>that’s what these companies are paying us\u003c/em>. They were unable to get through security to deliver the bags directly to Instacart’s office, so they left them outside and continued their march to Postmates and then DoorDash.\u003c/p>\n\u003cp>KQED reached out to Instacart, Postmates and DoorDash for comment. In a statement, Instacart said, “We respect the voices of all Instacart [workers], including those here today, and will continue to work closely with local legislators as we push to modernize laws in a way that allows [workers] to reach their personal and financial goals, while maintaining the flexibility they enjoy as part of the Instacart platform.”\u003c/p>\n\u003cp>https://twitter.com/workingwa/status/1169754518390599680?s=20\u003c/p>\n\u003cp>Postmates wrote they are committed to higher earnings for their fleet and say on job pay-out averages in San Francisco have increased to $21.50 an hour before tips. They also said that, since Labor Day, more than 6,000 delivery gig workers have reached out to lawmakers asking to preserve the flexibility they have through their work.\u003c/p>\n\u003cp>DoorDash and Postmates also said they are working with lawmakers and a DoorDash spokesperson said that it is the first national gig economy company to offer occupational accident insurance at no cost to their delivery staff.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Gig workers in San Francisco Thursday joined the ongoing protests against what they say are unfair labor practices at the app-based service providers who contract them.\u003c/p>\n\u003cp>The protesters who gathered were part of the \u003ca href=\"https://payup.wtf/\">#PayUp\u003c/a> campaign, which advocates for: a $15 an hour minimum pay, plus reimbursements for expenses incurred on-the-job, “tips on top,” meaning tips aren’t just used to fill gaps in wages but truly supplement income, and for companies to provide transparent, line-item breakdown of earnings and expenses.\u003c/p>\n\u003cp>Protests began at the headquarters of the grocery delivery company, Instacart, at 50 Beale St., a high-rise on the border of the Financial District. The participants spoke about their experiences trying to make ends meet in the Bay Area working both full-time and part-time in the gig economy.\u003c/p>\n\u003cfigure id=\"attachment_11772535\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11772535\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/M6A0034-2-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2-1920x1280.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0034-2.jpg 2048w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">“There is nothing flexible about being trapped in cyclical poverty and earning poverty wages. There is nothing flexible about working 60 plus hours a week and still not making ends meet. There is nothing flexible about absorbing your operating costs and risks. There is nothing flexible about having to return to work against medical advice because you can’t afford to take time off. And, lastly, flexibility does not pay my bills,” said Vanessa Bain of Menlo Park. \u003ccite>(Stephanie Lister/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Vanessa Bain, one of the speakers, delivers for Instacart, DoorDash and Caviar. She says she slipped and split her head open out on a delivery and was back to work within an hour. \u003c/p>\n\u003cp>“I was bleeding, and I had to drive myself to the emergency room. I was in shock. I was in pain. And all I could think about [was] how I would ever be able to pay for the bill,” Bain said.\u003c/p>\n\u003cfigure id=\"attachment_11772510\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11772510\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/M6A0087-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087-1920x1280.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0087.jpg 2048w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Schana Cummings (right) describes her experience as a gig worker: “Me, personally, I can’t hold a traditional job… I used to be able to support myself with [gig] jobs but no longer can.” She explains that she works gig jobs because she suffers from mental illness and now the stress of gig jobs is exacerbating that illness. \u003ccite>(Stephanie Lister/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Schana Cummings said she used to be able to support herself working gig jobs for companies like Instacart, DoorDash and Amazon Flex, but can no longer meet her living expenses with what she earns. She says she can’t hold down a traditional job because she struggles with mental illness and the instability of gig work is adding to her anxiety.\u003c/p>\n\u003cfigure id=\"attachment_11772554\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11772554\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/M6A0111-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111-1920x1280.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/M6A0111.jpg 2048w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Bags full of peanuts reading “Pay Up” in front of Instacart headquarters. Protesters were unable to bring them up to the office in San Francisco on September 5, 2019. \u003ccite>(Stephanie Lister/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The protesters came armed with bags of peanuts to deliver to the headquarters because, they say, \u003cem>that’s what these companies are paying us\u003c/em>. They were unable to get through security to deliver the bags directly to Instacart’s office, so they left them outside and continued their march to Postmates and then DoorDash.\u003c/p>\n\u003cp>KQED reached out to Instacart, Postmates and DoorDash for comment. In a statement, Instacart said, “We respect the voices of all Instacart [workers], including those here today, and will continue to work closely with local legislators as we push to modernize laws in a way that allows [workers] to reach their personal and financial goals, while maintaining the flexibility they enjoy as part of the Instacart platform.”\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Postmates wrote they are committed to higher earnings for their fleet and say on job pay-out averages in San Francisco have increased to $21.50 an hour before tips. They also said that, since Labor Day, more than 6,000 delivery gig workers have reached out to lawmakers asking to preserve the flexibility they have through their work.\u003c/p>\n\u003cp>DoorDash and Postmates also said they are working with lawmakers and a DoorDash spokesperson said that it is the first national gig economy company to offer occupational accident insurance at no cost to their delivery staff.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "connected-cars-race-to-market-raising-cybersecurity-fears",
"title": "Connected Cars Race to Market, Raising Cybersecurity Fears",
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"headTitle": "Connected Cars Race to Market, Raising Cybersecurity Fears | KQED",
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"content": "\u003cp>Hackers like to say internet-connected cars are like smartphones on wheels. These days, some of them even update software “over the air,” like your phones do. But phones don’t weigh thousands of pounds or travel at potentially lethal speeds on the regular. By 2022, it’s estimated that two-thirds of all new cars will feature such connected systems.\u003c/p>\n\u003cp>Already, a cottage industry has sprung up to meet burgeoning demand for white hat hackers — game for a price — to help automakers identify vulnerabilities before black hats do.\u003c/p>\n\u003cp>“A very good defense is a good offense, right?” asked David Baker, chief security officer and VP of operations for \u003ca href=\"https://www.bugcrowd.com\" target=\"_blank\" rel=\"noopener\">Bugcrowd\u003c/a> in San Francisco. Like the name suggests, Bugcrowd helps curate auto industry crowdsource solutions from a relatively small number of hackers who know how to help.\u003c/p>\n\u003cp>Automakers cover the cost of Bugcrowd’s listing management as well as the rewards for identifying bugs. Payouts range from $5,000 for identifying a relatively minor bug to many multiples of that for something critical.\u003c/p>\n\u003cp>It might give you some comfort to know Baker says car hacking is relatively complicated and expensive compared to other forms of hacking, because it involves access to and familiarity with car parts.\u003c/p>\n\u003cp>“That’s a little bit more of an attack surface than typically you would have just from electronic or wireless access. We have researchers that have the dashboard of a Tesla sitting in their living room,” he says.\u003c/p>\n\u003cfigure id=\"attachment_11772286\" class=\"wp-caption aligncenter\" style=\"max-width: 1536px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11772286 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut.jpg\" alt=\"Hackers at the Bugcrowd table in the Car Hack Village at DEFCON 2019.\" width=\"1536\" height=\"2048\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-160x213.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-800x1067.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1020x1360.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-900x1200.jpg 900w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1920x2560.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1122x1496.jpg 1122w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-840x1120.jpg 840w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-687x916.jpg 687w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-414x552.jpg 414w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-354x472.jpg 354w\" sizes=\"(max-width: 1536px) 100vw, 1536px\">\u003cfigcaption class=\"wp-caption-text\">Hackers at the Bugcrowd table in the Car Hack Village at DEFCON 2019. \u003ccite>(Courtesy of Bugcrowd)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But it doesn’t take a paranoid person to imagine it’s just a matter of time before cheat sheets are available for sale on the dark web.\u003c/p>\n\u003cp>At a press conference ahead of several major cybersecurity confabs this past summer, Jamie Court with the Los Angeles-based \u003ca href=\"https://www.consumerwatchdog.org/privacy-technology/report-finds-hacking-internet-connected-cars-big-national-security-threat\" target=\"_blank\" rel=\"noopener\">Consumer Watchdog\u003c/a> warned, “Hackers tell us it’s just a matter of money. It could be hundreds of thousands of dollars. It could be millions. But you know what? A hostile government has that kind of money.”\u003c/p>\n\u003cp>[youtube https://www.youtube.com/watch?v=6sWmEasw18o]In an effort to force a more public conversation about automotive cybersecurity, the non-profit released a report called “\u003ca href=\"https://www.consumerwatchdog.org/sites/default/files/2019-07/KILL%20SWITCH%20%207-29-19_0.pdf\" target=\"_blank\" rel=\"noopener\">Kill Switch: Why Connected Cars Can Be Killing Machines and How to Turn Them Off\u003c/a>.”\u003c/p>\n\u003cp>“Car companies are selling connected cars on the basis that you can turn your car on with your cellphone and get the air conditioning running on a hot day. Well, if you can turn your car on and get the air conditioning running with your smartphone, someone else can access your smartphone and shut your car down in the middle of the highway at rush hour,” Court said.\u003c/p>\n\u003cp>Nothing like that has happened (that we know of), but since \u003ca href=\"https://www.wired.com/2015/07/hackers-remotely-kill-jeep-highway/\" target=\"_blank\" rel=\"noopener\">Wired\u003c/a> magazine first detailed a spine-tingling Jeep hack in 2015, killing the engine while the reporter was in the vehicle on a freeway, there has been a steady dribble of similar headlines showing the progress hackers are making.\u003c/p>\n\u003cp>[aside label=\"related coverage\" tag=\"cybersecurity\"]Just a few days ago, Wired published an article about another exploit: \u003ca href=\"https://www.wired.com/story/hackers-steal-tesla-model-s-key-fob-encryption/\" target=\"_blank\" rel=\"noopener\">Hackers Could Steal a Tesla Model S by Cloning Its Key Fob—Again\u003c/a>. Tesla quickly fixed the problem with an over-the-air software update. Techno cognoscenti point out that’s faster and cheaper than a recall involving a physical trip to your local dealership. But they add the phone/car comparison has its limits.\u003c/p>\n\u003cp>“In a smartphone, we have maybe two, three, four CPUs. In a vehicle, we have 100 different electronic control units manufactured by dozens of manufacturers,” said Assaf Harel, chief scientist at \u003ca href=\"https://www.karambasecurity.com\" target=\"_blank\" rel=\"noopener\">Karamba Security\u003c/a>, an Israeli company with offices in Germany and the U.S.\u003c/p>\n\u003cp>“It’s like the Babylon Tower, with different vendor competitors,” Harel added, referring to the Bible story in the book of Genesis that functions as an origin myth explaining why the world’s people speak different languages, unable to understand each other.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The \u003ca href=\"https://autoalliance.org\" target=\"_blank\" rel=\"noopener\">Alliance of Automobile Manufacturers\u003c/a>, which represents 12 of the majors worldwide, says the companies are all partnering with public and private researchers to share tips and codify standards. Regardless of whether and how \u003ca href=\"https://www.nhtsa.gov/technology-innovation/vehicle-cybersecurity\" target=\"_blank\" rel=\"noopener\">regulators\u003c/a> step in to direct that conversation, Harel said automakers have simply joined a growing number of industries forced to see up-to-the-minute cybersecurity as the cost of doing business.\u003c/p>\n\u003cp>“That will elevate the level of cybersecurity in the vehicles, in airplanes, in medical devices, in many other deployments, to a state where it just doesn’t make sense for cybercriminals to look that way,” Harel said. “They have much easier low hanging fruits to tackle.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Hackers like to say internet-connected cars are like smartphones on wheels. These days, some of them even update software “over the air,” like your phones do. But phones don’t weigh thousands of pounds or travel at potentially lethal speeds on the regular. By 2022, it’s estimated that two-thirds of all new cars will feature such connected systems.\u003c/p>\n\u003cp>Already, a cottage industry has sprung up to meet burgeoning demand for white hat hackers — game for a price — to help automakers identify vulnerabilities before black hats do.\u003c/p>\n\u003cp>“A very good defense is a good offense, right?” asked David Baker, chief security officer and VP of operations for \u003ca href=\"https://www.bugcrowd.com\" target=\"_blank\" rel=\"noopener\">Bugcrowd\u003c/a> in San Francisco. Like the name suggests, Bugcrowd helps curate auto industry crowdsource solutions from a relatively small number of hackers who know how to help.\u003c/p>\n\u003cp>Automakers cover the cost of Bugcrowd’s listing management as well as the rewards for identifying bugs. Payouts range from $5,000 for identifying a relatively minor bug to many multiples of that for something critical.\u003c/p>\n\u003cp>It might give you some comfort to know Baker says car hacking is relatively complicated and expensive compared to other forms of hacking, because it involves access to and familiarity with car parts.\u003c/p>\n\u003cp>“That’s a little bit more of an attack surface than typically you would have just from electronic or wireless access. We have researchers that have the dashboard of a Tesla sitting in their living room,” he says.\u003c/p>\n\u003cfigure id=\"attachment_11772286\" class=\"wp-caption aligncenter\" style=\"max-width: 1536px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11772286 size-full\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut.jpg\" alt=\"Hackers at the Bugcrowd table in the Car Hack Village at DEFCON 2019.\" width=\"1536\" height=\"2048\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-160x213.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-800x1067.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1020x1360.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-900x1200.jpg 900w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1920x2560.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-1122x1496.jpg 1122w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-840x1120.jpg 840w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-687x916.jpg 687w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-414x552.jpg 414w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/09/RS38898_Car-hacking-village-4-qut-354x472.jpg 354w\" sizes=\"(max-width: 1536px) 100vw, 1536px\">\u003cfigcaption class=\"wp-caption-text\">Hackers at the Bugcrowd table in the Car Hack Village at DEFCON 2019. \u003ccite>(Courtesy of Bugcrowd)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But it doesn’t take a paranoid person to imagine it’s just a matter of time before cheat sheets are available for sale on the dark web.\u003c/p>\n\u003cp>At a press conference ahead of several major cybersecurity confabs this past summer, Jamie Court with the Los Angeles-based \u003ca href=\"https://www.consumerwatchdog.org/privacy-technology/report-finds-hacking-internet-connected-cars-big-national-security-threat\" target=\"_blank\" rel=\"noopener\">Consumer Watchdog\u003c/a> warned, “Hackers tell us it’s just a matter of money. It could be hundreds of thousands of dollars. It could be millions. But you know what? A hostile government has that kind of money.”\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/6sWmEasw18o'\n title='//www.youtube.com/embed/6sWmEasw18o'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>In an effort to force a more public conversation about automotive cybersecurity, the non-profit released a report called “\u003ca href=\"https://www.consumerwatchdog.org/sites/default/files/2019-07/KILL%20SWITCH%20%207-29-19_0.pdf\" target=\"_blank\" rel=\"noopener\">Kill Switch: Why Connected Cars Can Be Killing Machines and How to Turn Them Off\u003c/a>.”\u003c/p>\n\u003cp>“Car companies are selling connected cars on the basis that you can turn your car on with your cellphone and get the air conditioning running on a hot day. Well, if you can turn your car on and get the air conditioning running with your smartphone, someone else can access your smartphone and shut your car down in the middle of the highway at rush hour,” Court said.\u003c/p>\n\u003cp>Nothing like that has happened (that we know of), but since \u003ca href=\"https://www.wired.com/2015/07/hackers-remotely-kill-jeep-highway/\" target=\"_blank\" rel=\"noopener\">Wired\u003c/a> magazine first detailed a spine-tingling Jeep hack in 2015, killing the engine while the reporter was in the vehicle on a freeway, there has been a steady dribble of similar headlines showing the progress hackers are making.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Just a few days ago, Wired published an article about another exploit: \u003ca href=\"https://www.wired.com/story/hackers-steal-tesla-model-s-key-fob-encryption/\" target=\"_blank\" rel=\"noopener\">Hackers Could Steal a Tesla Model S by Cloning Its Key Fob—Again\u003c/a>. Tesla quickly fixed the problem with an over-the-air software update. Techno cognoscenti point out that’s faster and cheaper than a recall involving a physical trip to your local dealership. But they add the phone/car comparison has its limits.\u003c/p>\n\u003cp>“In a smartphone, we have maybe two, three, four CPUs. In a vehicle, we have 100 different electronic control units manufactured by dozens of manufacturers,” said Assaf Harel, chief scientist at \u003ca href=\"https://www.karambasecurity.com\" target=\"_blank\" rel=\"noopener\">Karamba Security\u003c/a>, an Israeli company with offices in Germany and the U.S.\u003c/p>\n\u003cp>“It’s like the Babylon Tower, with different vendor competitors,” Harel added, referring to the Bible story in the book of Genesis that functions as an origin myth explaining why the world’s people speak different languages, unable to understand each other.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The \u003ca href=\"https://autoalliance.org\" target=\"_blank\" rel=\"noopener\">Alliance of Automobile Manufacturers\u003c/a>, which represents 12 of the majors worldwide, says the companies are all partnering with public and private researchers to share tips and codify standards. Regardless of whether and how \u003ca href=\"https://www.nhtsa.gov/technology-innovation/vehicle-cybersecurity\" target=\"_blank\" rel=\"noopener\">regulators\u003c/a> step in to direct that conversation, Harel said automakers have simply joined a growing number of industries forced to see up-to-the-minute cybersecurity as the cost of doing business.\u003c/p>\n\u003cp>“That will elevate the level of cybersecurity in the vehicles, in airplanes, in medical devices, in many other deployments, to a state where it just doesn’t make sense for cybercriminals to look that way,” Harel said. “They have much easier low hanging fruits to tackle.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Google and its subsidiary YouTube must pay a $170 million settlement after they allegedly \u003ca href=\"http://bit.ly/fioreyoutubekids\" target=\"_blank\" rel=\"noopener\">mined data from children\u003c/a> without their parents’ consent.\u003c/p>\n\u003cp>While that may sound like a lot of millions to you or me, remember that Google is currently valued at over $800 billion.\u003c/p>\n\u003cp>I’m thinking they may be able to find that $170 million pretty easily if they just lift a few cushions on the couches around corporate headquarters.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Google and its subsidiary YouTube must pay a $170 million settlement after they allegedly \u003ca href=\"http://bit.ly/fioreyoutubekids\" target=\"_blank\" rel=\"noopener\">mined data from children\u003c/a> without their parents’ consent.\u003c/p>\n\u003cp>While that may sound like a lot of millions to you or me, remember that Google is currently valued at over $800 billion.\u003c/p>\n\u003cp>I’m thinking they may be able to find that $170 million pretty easily if they just lift a few cushions on the couches around corporate headquarters.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cstrong>Updated at 11:29 a.m. ET\u003c/strong>\u003c/p>\n\u003cp>Google and its YouTube subsidiary will pay $170 million to settle allegations that YouTube collected personal information from children without their parents' consent, the Federal Trade Commission \u003ca href=\"https://www.ftc.gov/news-events/press-releases/2019/09/google-youtube-will-pay-record-170-million-alleged-violations\">said Wednesday\u003c/a>.\u003c/p>\n\u003cp>The companies allegedly collected information of children viewing videos on YouTube by tracking users of channels that are directed at kids. YouTube allegedly failed to notify parents or get their consent, violating laws that protect children's privacy, according to \u003ca href=\"https://www.ftc.gov/system/files/documents/cases/youtube_complaint.pdf\">a complaint\u003c/a> filed against the companies by the FTC and the New York attorney general.\u003c/p>\n\u003cp>YouTube earned millions of dollars by then using this information to target ads to the children, according to the complaint.\u003c/p>\n\u003cp>\"YouTube touted its popularity with children to prospective corporate clients,\" FTC Chairman Joe Simons said in a statement. \"Yet when it came to complying with [the children privacy law], the company refused to acknowledge that portions of its platform were clearly directed to kids. There's no excuse for YouTube's violations of the law.\"\u003c/p>\n\u003cp>According to the complaint, YouTube marketed itself as a top destination for kids in presentations to the makers of popular children's products and brands.\u003c/p>\n\u003cp>[aside label=\"related stories\" tag=\"internet-privacy\"]\u003c/p>\n\u003cp>For example, Google and YouTube told Mattel, maker of Barbie and Monster High toys, that \"YouTube is today's leader in reaching children age 6-11 against top TV channels\" and told Hasbro, which makes My Little Pony and Play-Doh, that YouTube is the \"#1 website regularly visited by kids.\"\u003c/p>\n\u003cp>The FTC voted 3-2 to authorize the complaint and the final order in the case.\u003c/p>\n\u003cp>In his dissent, FTC Commissioner Rohit Chopra said Google \"baited children using nursery rhymes, cartoons, and other kid-directed content on curated YouTube channels to feed its massively profitable behavioral advertising business.\"\u003c/p>\n\u003cp>He noted that the \"terms of the settlement were not even significant enough to make Google issue a warning to its investors.\" Chopra said he fears \"the Commission brings down the hammer on small firms, while allowing large firms to get off easier.\"\u003c/p>\n\u003cp>The complaint said the companies' practices violated \u003ca href=\"https://www.ftc.gov/enforcement/rules/rulemaking-regulatory-reform-proceedings/childrens-online-privacy-protection-rule\">the Children's Online Privacy Protection Rule\u003c/a>, known as COPPA, under a 1998 law. Under the settlement, Google and YouTube will pay $136 million to the FTC and $34 million to the state of New York.\u003c/p>\n\u003cp>The Campaign for a Commercial-Free Childhood was among several groups that had asked the FTC to investigate whether Google and YouTube violated the children's privacy law. CCFC Executive Director Josh Golin said \u003ca href=\"https://www.democraticmedia.org/node/2052\">in a statement\u003c/a> that the group was pleased there will be \"considerably less behavioral advertising targeted to children on the number one kids' site in the world.\"\u003c/p>\n\u003cp>But he added that \"it's extremely disappointing that the FTC isn't requiring more substantive changes or doing more to hold Google accountable for harming children through years of illegal data collection.\"\u003c/p>\n\u003cp>A Google spokeswoman referred NPR to an official YouTube blog post. \u003ca href=\"https://youtube.googleblog.com/2019/09/an-update-on-kids.html\">In that post\u003c/a>, YouTube said, \"Responsibility is our number one priority at YouTube, and nothing is more important than protecting kids and their privacy.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>YouTube said that, in about four months, it will begin treating data \"from anyone watching children's content on YouTube as coming from a child, regardless of the age of the user\" and will stop serving personalized ads on this content and end comments and notifications on it.\u003c/p>\n\u003cp>People or companies that post content on YouTube will be required to tell YouTube if their videos represent children's content, YouTube said.\u003c/p>\n\u003cp>\"In order to identify content made for kids, creators will be required to tell us when their content falls in this category, and we'll also use machine learning to find videos that clearly target young audiences, for example those that have an emphasis on kids characters, themes, toys, or games,\" YouTube said.\u003c/p>\n\u003cp>The company said the change \"will have a significant business impact\" on creators of family and children's content and that YouTube will help them in the transition. YouTube said it will set up a $100 million fund \"dedicated to the creation of thoughtful, original children's content on YouTube and YouTube Kids globally.\"\u003c/p>\n\u003cp>In \u003ca href=\"https://www.ftc.gov/system/files/documents/public_statements/1542922/simons_wilson_google_youtube_statement.pdf\">a separate statement\u003c/a>, Simons and FTC Commissioner Christine Wilson said the settlement will require Google and YouTube to create a system \"through which content creators must self-designate if they are child-directed. This obligation exceeds what any third party in the marketplace currently is required to do.\"\u003c/p>\n\u003cp>\u003cstrong>\u003cem>Editor's note:\u003c/em>\u003c/strong>\u003cem> Google and YouTube are among NPR's sponsors.\u003c/em>\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2019 NPR. To see more, visit https://www.npr.org.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Google%2C+YouTube+To+Pay+%24170+Million+Penalty+Over+Collecting+Kids%27+Personal+Info&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\u003cp>\u003c/p>\n",
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"excerpt": "Google and its YouTube subsidiary are settling allegations that YouTube collected personal information from children without their parents' consent, the Federal Trade Commission said.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Updated at 11:29 a.m. ET\u003c/strong>\u003c/p>\n\u003cp>Google and its YouTube subsidiary will pay $170 million to settle allegations that YouTube collected personal information from children without their parents' consent, the Federal Trade Commission \u003ca href=\"https://www.ftc.gov/news-events/press-releases/2019/09/google-youtube-will-pay-record-170-million-alleged-violations\">said Wednesday\u003c/a>.\u003c/p>\n\u003cp>The companies allegedly collected information of children viewing videos on YouTube by tracking users of channels that are directed at kids. YouTube allegedly failed to notify parents or get their consent, violating laws that protect children's privacy, according to \u003ca href=\"https://www.ftc.gov/system/files/documents/cases/youtube_complaint.pdf\">a complaint\u003c/a> filed against the companies by the FTC and the New York attorney general.\u003c/p>\n\u003cp>YouTube earned millions of dollars by then using this information to target ads to the children, according to the complaint.\u003c/p>\n\u003cp>\"YouTube touted its popularity with children to prospective corporate clients,\" FTC Chairman Joe Simons said in a statement. \"Yet when it came to complying with [the children privacy law], the company refused to acknowledge that portions of its platform were clearly directed to kids. There's no excuse for YouTube's violations of the law.\"\u003c/p>\n\u003cp>According to the complaint, YouTube marketed itself as a top destination for kids in presentations to the makers of popular children's products and brands.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>For example, Google and YouTube told Mattel, maker of Barbie and Monster High toys, that \"YouTube is today's leader in reaching children age 6-11 against top TV channels\" and told Hasbro, which makes My Little Pony and Play-Doh, that YouTube is the \"#1 website regularly visited by kids.\"\u003c/p>\n\u003cp>The FTC voted 3-2 to authorize the complaint and the final order in the case.\u003c/p>\n\u003cp>In his dissent, FTC Commissioner Rohit Chopra said Google \"baited children using nursery rhymes, cartoons, and other kid-directed content on curated YouTube channels to feed its massively profitable behavioral advertising business.\"\u003c/p>\n\u003cp>He noted that the \"terms of the settlement were not even significant enough to make Google issue a warning to its investors.\" Chopra said he fears \"the Commission brings down the hammer on small firms, while allowing large firms to get off easier.\"\u003c/p>\n\u003cp>The complaint said the companies' practices violated \u003ca href=\"https://www.ftc.gov/enforcement/rules/rulemaking-regulatory-reform-proceedings/childrens-online-privacy-protection-rule\">the Children's Online Privacy Protection Rule\u003c/a>, known as COPPA, under a 1998 law. Under the settlement, Google and YouTube will pay $136 million to the FTC and $34 million to the state of New York.\u003c/p>\n\u003cp>The Campaign for a Commercial-Free Childhood was among several groups that had asked the FTC to investigate whether Google and YouTube violated the children's privacy law. CCFC Executive Director Josh Golin said \u003ca href=\"https://www.democraticmedia.org/node/2052\">in a statement\u003c/a> that the group was pleased there will be \"considerably less behavioral advertising targeted to children on the number one kids' site in the world.\"\u003c/p>\n\u003cp>But he added that \"it's extremely disappointing that the FTC isn't requiring more substantive changes or doing more to hold Google accountable for harming children through years of illegal data collection.\"\u003c/p>\n\u003cp>A Google spokeswoman referred NPR to an official YouTube blog post. \u003ca href=\"https://youtube.googleblog.com/2019/09/an-update-on-kids.html\">In that post\u003c/a>, YouTube said, \"Responsibility is our number one priority at YouTube, and nothing is more important than protecting kids and their privacy.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>YouTube said that, in about four months, it will begin treating data \"from anyone watching children's content on YouTube as coming from a child, regardless of the age of the user\" and will stop serving personalized ads on this content and end comments and notifications on it.\u003c/p>\n\u003cp>People or companies that post content on YouTube will be required to tell YouTube if their videos represent children's content, YouTube said.\u003c/p>\n\u003cp>\"In order to identify content made for kids, creators will be required to tell us when their content falls in this category, and we'll also use machine learning to find videos that clearly target young audiences, for example those that have an emphasis on kids characters, themes, toys, or games,\" YouTube said.\u003c/p>\n\u003cp>The company said the change \"will have a significant business impact\" on creators of family and children's content and that YouTube will help them in the transition. YouTube said it will set up a $100 million fund \"dedicated to the creation of thoughtful, original children's content on YouTube and YouTube Kids globally.\"\u003c/p>\n\u003cp>In \u003ca href=\"https://www.ftc.gov/system/files/documents/public_statements/1542922/simons_wilson_google_youtube_statement.pdf\">a separate statement\u003c/a>, Simons and FTC Commissioner Christine Wilson said the settlement will require Google and YouTube to create a system \"through which content creators must self-designate if they are child-directed. This obligation exceeds what any third party in the marketplace currently is required to do.\"\u003c/p>\n\u003cp>\u003cstrong>\u003cem>Editor's note:\u003c/em>\u003c/strong>\u003cem> Google and YouTube are among NPR's sponsors.\u003c/em>\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2019 NPR. To see more, visit https://www.npr.org.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Google%2C+YouTube+To+Pay+%24170+Million+Penalty+Over+Collecting+Kids%27+Personal+Info&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>[dropcap]S[/dropcap]peeding is the least of Anthony Levandowski’s troubles. We’ll get to that in a minute.\u003c/p>\n\u003cp>Levandowski is the former \u003ca href=\"https://www.newyorker.com/magazine/2013/11/25/auto-correct\" target=\"_blank\" rel=\"noopener\">star Google engineer\u003c/a> who left the company’s self-driving car program to launch \u003ca href=\"https://www.theverge.com/2016/10/25/13381246/otto-self-driving-truck-budweiser-first-shipment-uber\" target=\"_blank\" rel=\"noopener\">a self-driving truck startup\u003c/a> which was, in very short order, \u003ca href=\"https://www.uber.com/newsroom/rethinking-transportation-2\" target=\"_blank\" rel=\"noopener\">acquired by Uber\u003c/a> for $680 million.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘If it is your job to advance technology, safety cannot be your No. 1 concern. If it is, you’ll never do anything. It’s always safer to leave the car in the driveway. You’ll never learn from a real mistake.’\u003ccite>Anthony Levandowski\u003c/cite>\u003c/aside>\n\u003cp>The engineer’s move from one of the world’s most powerful companies to one determined to dominate the field of transportation triggered a chain of ugly consequences: Google’s Waymo autonomous vehicle unit, alleging that Levandowski had absconded with digital files key to the company’s technology, sued Uber for stealing trade secrets; Uber fired Levandowski before settling the case; and now, a federal grand jury \u003ca href=\"https://www.kqed.org/news/11770294/ex-google-engineer-charged-in-uber-self-driving-theft-case\" target=\"_blank\" rel=\"noopener\">has indicted\u003c/a> Levandowski on criminal charges of stealing Google’s secrets.\u003c/p>\n\u003cp>Levandowski, due back in court as early as Wednesday, has pleaded not guilty. His lawyers have assured the world he will beat the rap.\u003c/p>\n\u003cp>But what if he can’t find his way past the fix he’s in, one that could lead to prison time, millions of dollars in financial penalties and loss of his sizable fortune?\u003c/p>\n\u003cp>In a way, Levandowski seems to have anticipated the question in interviews and in less direct pronouncements. Mistakes — even big mistakes — are part of the price of technological progress. You just keep going.\u003c/p>\n\u003cp>[dropcap]R[/dropcap]eporter Charles Duhigg, in \u003ca href=\"https://www.newyorker.com/magazine/2018/10/22/did-uber-steal-googles-intellectual-property\" target=\"_blank\" rel=\"noopener\">a piece for The New Yorker\u003c/a> last year, examined Levandowski’s career and the Google/Waymo trade secrets lawsuit against Uber.\u003c/p>\n\u003cp>The story portrays Levandowski as an iconoclast and out-on-the-edge risk-taker, just the type that Google leadership was looking for to take on the challenge of building its self-driving vehicle program.\u003c/p>\n\u003cp>“If it is your job to advance technology, safety cannot be your No. 1 concern,” Levandowski says in the article. “If it is, you’ll never do anything. It’s always safer to leave the car in the driveway. You’ll never learn from a real mistake.”\u003c/p>\n\u003cp>As an example of that attitude at work, Duhigg relates a story in which Levandowski is said to have been at the wheel of a self-driving Google vehicle involved in a near-crash with another car. The second car spun out and ended up in a freeway median, Duhigg writes, and Levandowski’s passenger suffered a serious back injury.\u003c/p>\n\u003cp>“Levandowski, rather than being cowed by the incident, later defended it as an invaluable source of data, an opportunity to learn how to avoid similar mistakes,” Duhigg reports. “He sent colleagues an email with video of the near-collision. Its subject line was ‘Prius vs. Camry.’ ”\u003c/p>\n\u003cp>Levandowski, who launched several startups before and during his tenure at Google, left the company in early 2016 and started Otto, which focused on self-driving technology for the long-haul trucking industry. Uber \u003ca href=\"https://techcrunch.com/2016/08/18/uber-acquires-otto-to-lead-ubers-self-driving-car-effort-report-says/\" target=\"_blank\" rel=\"noopener\">bought the company\u003c/a> months later, and the newly acquired firm made a splash in October 2016 with the announcement that its technology had enabled a self-driving semi loaded with beer to \u003ca href=\"https://www.kqed.org/news/11146649/beer-run-self-driving-truck-goes-120-plus-miles-on-colorado-delivery\" target=\"_blank\" rel=\"noopener\">safely navigate\u003c/a> a 120-mile route on Interstate 25 in Colorado.\u003c/p>\n\u003cp>Then came the Google/Waymo lawsuit, Uber’s dismissal of Levandowski and last week’s criminal charges.\u003c/p>\n\u003cp>[dropcap]B[/dropcap]ut sometime between the day in 2017 when Uber fired him and the day he appeared in San Jose federal court to enter a plea of not guilty, Levandowski took a long drive. The journey was a first of sorts, and under other circumstances, it might have drawn more attention.\u003c/p>\n\u003cp>Last October, almost exactly two years after Otto’s highly publicized \u003ca href=\"https://www.wired.com/2016/10/ubers-self-driving-truck-makes-first-delivery-50000-beers/\" target=\"_blank\" rel=\"noopener\">Colorado beer run\u003c/a>, Levandowski climbed into the driver’s seat of a Toyota Prius in San Francisco, headed north across the Golden Gate Bridge, then kept going all the way across the country, ending at New York City’s George Washington Bridge less than four days later.\u003c/p>\n\u003cp>It wasn’t an all-time speed record, and it wasn’t the first time someone made a mind-numbing cross-country drive.\u003c/p>\n\u003cp>The unique part of the trip, which wasn’t disclosed until December, was that Levandowski’s vehicle was outfitted with advanced driver-assist technology developed by his latest startup, \u003ca href=\"https://pronto.ai/\" target=\"_blank\" rel=\"noopener\">Pronto\u003c/a>. Levandowski and the company say the vehicle made the entire trip “without any human intervention,” save for refueling and rest breaks. The trip, \u003ca href=\"https://medium.com/pronto-ai/pronto-means-ready-e885bc8ec9e9\" target=\"_blank\" rel=\"noopener\">Levandowski explained\u003c/a>, was part of realizing “my life’s passion to make the life-saving potential of autonomous vehicles a reality.”\u003c/p>\n\u003cp>Pronto, which like Levandowski’s Otto is marketing a self-driving system for the trucking industry, published \u003ca href=\"https://vimeo.com/306969319\" target=\"_blank\" rel=\"noopener\">a time-lapse video\u003c/a> of the trip. After downloading it and watching it frame by frame, a few interesting patterns emerge:\u003c/p>\n\u003cp>\u003cstrong>The Pronto system, or at least the version used for Levandowski’s drive, has a lead foot.\u003c/strong>\u003c/p>\n\u003cp>As Levandowski sets out across the Golden Gate Bridge, which has a highly publicized 45 mph speed limit due to a history of deadly crashes, his vehicle quickly accelerates to 55 mph.\u003c/p>\n\u003cp>Alan Dunton, a Pronto spokesman, said in an email last week “the vehicle’s speed was set by the system and was based on the surrounding traffic flow and posted speed limit, among other things using Pronto’s proprietary technology.”On the Golden Gate Bridge, he said in essence, that by exceeding the speed limit by 10 mph, the car’s software was just keeping up with faster traffic and trying to stay safe and legal. Dunton points out the video shows Levandowski’s Prius is passed repeatedly by faster traffic in the three northbound lanes.\u003c/p>\n\u003cp>“If they were going 10 mph slower, they would have impeded traffic, which is against California’s basic speed law,” Dunton said.\u003c/p>\n\u003cp>Does that argument hold water with the California Highway Patrol, responsible for enforcing the speed limit on the bridge?\u003c/p>\n\u003cp>“No. Absolutely not,” said CHP Officer Andrew Barclay, with the CHP’s Marin County unit. “They could be pulled over for speeding at that point.”\u003c/p>\n\u003cp>Barclay said the state’s “\u003ca href=\"https://leginfo.legislature.ca.gov/faces/codes_displaySection.xhtml?lawCode=VEH§ionNum=22350\" target=\"_blank\" rel=\"noopener\">basic speed law\u003c/a>” — “no person shall drive a vehicle upon a highway at a speed greater than is reasonable or prudent having due regard for weather, visibility, the traffic on, and the surface and width of, the highway, and in no event at a speed which endangers the safety of persons or property” — would not apply in the situation Dunton described.\u003c/p>\n\u003cp>Dunton didn’t address the numerous other occasions the Prius is seen speeding as it crossed the country, except to say “they generally drove with the flow of traffic.”\u003c/p>\n\u003cp>\u003cstrong>Pronto — Italian for “road boulder”?\u003c/strong>\u003c/p>\n\u003cp>The company’s video shows Levandowski and his Prius hanging out in the left lane, aka the “fast” lane, for inordinately long stretches.\u003c/p>\n\u003cp>For instance, at mile 151 of the trip, on Interstate 80 near the Sierra foothills town of Colfax, the vehicle takes to the left lane. And stays there. And stays there. And stays there. All the way across the mountains, through Reno and well beyond, even as faster vehicles pass on the right. The car finally returns to the right lane just east of the town of Fernley.\u003c/p>\n\u003cp>Asked about why the Pronto system didn’t return the vehicle to the right lane to allow passing, as courtesy and the vehicle code would dictate, spokesman Dunton explained that the software was set to avoid possible conflicts with traffic entering the roadway from the right.\u003c/p>\n\u003cp>“For the purposes of this early demo, (the team) wanted to maximize the chances of achieving this amazing milestone and therefore decided to have the car drive in left lane for a significant portion of the trip to reduce the number of merges with traffic,” Dunton said.Why reduce the number of merges? Read on.\u003c/p>\n\u003cp>\u003cstrong>Houston, we have a problem. With merging.\u003c/strong>\u003c/p>\n\u003cp>Last December, after announcing Pronto’s successful cross-country road trip, Levandowski took The Guardian’s Mark Harris for \u003ca href=\"https://www.theguardian.com/technology/2018/dec/18/controversial-engineer-i-travelled-over-3000-miles-in-a-self-driving-car\" target=\"_blank\" rel=\"noopener\">a 48-mile ride-along\u003c/a>. Harris said the system performed “safely and competently,” though Levandowski was forced to take control of the self-driving Prius at one point because it “failed to merge into busy traffic.”\u003c/p>\n\u003cp>What can go wrong in a merge?\u003c/p>\n\u003cp>The Pronto video, brief as it is, shows one harrowing example, a little more than 40 minutes into the trip, as Levandowski and his Prius attempt to merge onto eastbound Interstate 80 off of Highway 37 in Vallejo.\u003c/p>\n\u003cp>As the Prius heads up the ramp – and up a moderately steep grade where entering vehicles are required to merge left as the number of freeway lanes is reduced gradually from six to four – the vehicle briefly accelerates to 72 mph. However, the Prius remains in the far right lane to the point where it ends and the vehicle is forced to move to the left. By that time, the vehicle is rapidly overtaking a much-slower-moving dump truck.\u003c/p>\n\u003cp>One imagines this was an “oh, shit” moment for Levandowski, who was at the outset of a 3,100-mile trip in which he hoped not to touch the vehicle’s controls except when he needed to gas up, pee or sleep.\u003c/p>\n\u003cp>What the car did, apparently with no input from him, was brake dramatically on the freeway – slowing to just 17 mph, according to the video – to avoid rear-ending the truck. The video doesn’t show whether there was traffic immediately behind the Prius or whether other vehicles were also required to slow down. Eventually, the merge was completed and the Prius went on its way.\u003c/p>\n\u003cp>[dropcap]B[/dropcap]eyond depicting the apparently successful road trip, the Pronto video carries another message that may be relevant to Levandowski’s current situation and his attitude toward it.\u003c/p>\n\u003cp>The message comes in the video’s sonorous voiceover. An unidentified, uncredited voice intones words identified at the end only as “poetry by Charles Bukowski.”\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"vimeo-player\" src=\"https://player.vimeo.com/video/306969319\" width=\"800\" height=\"450\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>In fact, the audio of the reading is borrowed from \u003ca href=\"https://www.youtube.com/user/SpokenVerse\" target=\"_blank\" rel=\"noopener\">Tom O’Bedlam\u003c/a>, a sort of YouTube \u003ca href=\"https://www.rogerebert.com/rogers-journal/youtube-and-the-cinnamon-peeler\" target=\"_blank\" rel=\"noopener\">cult figure\u003c/a> known for his taste in verse and his memorable reading style.\u003c/p>\n\u003cp>The “poetry by Charles Bukowski” is a mash-up of two well-known pieces, “\u003ca href=\"https://thebestamericanpoetry.typepad.com/the_best_american_poetry/2008/11/the-laughing-he.html\" target=\"_blank\" rel=\"noopener\">The Laughing Heart\u003c/a>” and “\u003ca href=\"https://wordsfortheyear.com/2014/04/08/roll-the-dice/\" target=\"_blank\" rel=\"noopener\">Roll the Dice\u003c/a>,” by the late Los Angeles poet. Both poems speak of the necessity of seizing the day and making one’s life count for something. The latter piece, too, talks about pursuing dreams regardless of the cost.\u003c/p>\n\u003cp>We’re guessing the poetry was chosen and hacked together because of the line “if you’re going to try, go all the way” — you know, like the Prius in the video as it completes its cross-country ramble in the unromantic morass of a morning commute into New York City.\u003c/p>\n\u003cp>But the lines that get your attention, read in funereal tones over video images of Levandowski’s vehicle racing across the United States in frantically sped-up motion, are a little farther down:\u003c/p>\n\u003cp>“… go all the way.\u003cbr>\nthis could mean losing girlfriends,\u003cbr>\nwives, relatives, jobs and\u003cbr>\nmaybe your mind.\u003cbr>\ngo all the way.\u003cbr>\nit could mean not eating for 3 or 4 days.\u003cbr>\nit could mean freezing on a\u003cbr>\npark bench.\u003cbr>\nit could mean jail,\u003cbr>\nit could mean derision,\u003cbr>\nmockery,\u003cbr>\nisolation. …”\u003c/p>\n\u003cp>Really? Jail? Homelessness? This vision of building a self-driving vehicle could mean losing your family, livelihood, sanity and freedom?\u003c/p>\n\u003cp>You wonder if that’s where Anthony Levandowski really saw his career and life heading.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">S\u003c/span>\u003c/p>\u003cp>peeding is the least of Anthony Levandowski’s troubles. We’ll get to that in a minute.\u003c/p>\n\u003cp>Levandowski is the former \u003ca href=\"https://www.newyorker.com/magazine/2013/11/25/auto-correct\" target=\"_blank\" rel=\"noopener\">star Google engineer\u003c/a> who left the company’s self-driving car program to launch \u003ca href=\"https://www.theverge.com/2016/10/25/13381246/otto-self-driving-truck-budweiser-first-shipment-uber\" target=\"_blank\" rel=\"noopener\">a self-driving truck startup\u003c/a> which was, in very short order, \u003ca href=\"https://www.uber.com/newsroom/rethinking-transportation-2\" target=\"_blank\" rel=\"noopener\">acquired by Uber\u003c/a> for $680 million.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘If it is your job to advance technology, safety cannot be your No. 1 concern. If it is, you’ll never do anything. It’s always safer to leave the car in the driveway. You’ll never learn from a real mistake.’\u003ccite>Anthony Levandowski\u003c/cite>\u003c/aside>\n\u003cp>The engineer’s move from one of the world’s most powerful companies to one determined to dominate the field of transportation triggered a chain of ugly consequences: Google’s Waymo autonomous vehicle unit, alleging that Levandowski had absconded with digital files key to the company’s technology, sued Uber for stealing trade secrets; Uber fired Levandowski before settling the case; and now, a federal grand jury \u003ca href=\"https://www.kqed.org/news/11770294/ex-google-engineer-charged-in-uber-self-driving-theft-case\" target=\"_blank\" rel=\"noopener\">has indicted\u003c/a> Levandowski on criminal charges of stealing Google’s secrets.\u003c/p>\n\u003cp>Levandowski, due back in court as early as Wednesday, has pleaded not guilty. His lawyers have assured the world he will beat the rap.\u003c/p>\n\u003cp>But what if he can’t find his way past the fix he’s in, one that could lead to prison time, millions of dollars in financial penalties and loss of his sizable fortune?\u003c/p>\n\u003cp>In a way, Levandowski seems to have anticipated the question in interviews and in less direct pronouncements. Mistakes — even big mistakes — are part of the price of technological progress. You just keep going.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">R\u003c/span>\u003c/p>\u003cp>eporter Charles Duhigg, in \u003ca href=\"https://www.newyorker.com/magazine/2018/10/22/did-uber-steal-googles-intellectual-property\" target=\"_blank\" rel=\"noopener\">a piece for The New Yorker\u003c/a> last year, examined Levandowski’s career and the Google/Waymo trade secrets lawsuit against Uber.\u003c/p>\n\u003cp>The story portrays Levandowski as an iconoclast and out-on-the-edge risk-taker, just the type that Google leadership was looking for to take on the challenge of building its self-driving vehicle program.\u003c/p>\n\u003cp>“If it is your job to advance technology, safety cannot be your No. 1 concern,” Levandowski says in the article. “If it is, you’ll never do anything. It’s always safer to leave the car in the driveway. You’ll never learn from a real mistake.”\u003c/p>\n\u003cp>As an example of that attitude at work, Duhigg relates a story in which Levandowski is said to have been at the wheel of a self-driving Google vehicle involved in a near-crash with another car. The second car spun out and ended up in a freeway median, Duhigg writes, and Levandowski’s passenger suffered a serious back injury.\u003c/p>\n\u003cp>“Levandowski, rather than being cowed by the incident, later defended it as an invaluable source of data, an opportunity to learn how to avoid similar mistakes,” Duhigg reports. “He sent colleagues an email with video of the near-collision. Its subject line was ‘Prius vs. Camry.’ ”\u003c/p>\n\u003cp>Levandowski, who launched several startups before and during his tenure at Google, left the company in early 2016 and started Otto, which focused on self-driving technology for the long-haul trucking industry. Uber \u003ca href=\"https://techcrunch.com/2016/08/18/uber-acquires-otto-to-lead-ubers-self-driving-car-effort-report-says/\" target=\"_blank\" rel=\"noopener\">bought the company\u003c/a> months later, and the newly acquired firm made a splash in October 2016 with the announcement that its technology had enabled a self-driving semi loaded with beer to \u003ca href=\"https://www.kqed.org/news/11146649/beer-run-self-driving-truck-goes-120-plus-miles-on-colorado-delivery\" target=\"_blank\" rel=\"noopener\">safely navigate\u003c/a> a 120-mile route on Interstate 25 in Colorado.\u003c/p>\n\u003cp>Then came the Google/Waymo lawsuit, Uber’s dismissal of Levandowski and last week’s criminal charges.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">B\u003c/span>\u003c/p>\u003cp>ut sometime between the day in 2017 when Uber fired him and the day he appeared in San Jose federal court to enter a plea of not guilty, Levandowski took a long drive. The journey was a first of sorts, and under other circumstances, it might have drawn more attention.\u003c/p>\n\u003cp>Last October, almost exactly two years after Otto’s highly publicized \u003ca href=\"https://www.wired.com/2016/10/ubers-self-driving-truck-makes-first-delivery-50000-beers/\" target=\"_blank\" rel=\"noopener\">Colorado beer run\u003c/a>, Levandowski climbed into the driver’s seat of a Toyota Prius in San Francisco, headed north across the Golden Gate Bridge, then kept going all the way across the country, ending at New York City’s George Washington Bridge less than four days later.\u003c/p>\n\u003cp>It wasn’t an all-time speed record, and it wasn’t the first time someone made a mind-numbing cross-country drive.\u003c/p>\n\u003cp>The unique part of the trip, which wasn’t disclosed until December, was that Levandowski’s vehicle was outfitted with advanced driver-assist technology developed by his latest startup, \u003ca href=\"https://pronto.ai/\" target=\"_blank\" rel=\"noopener\">Pronto\u003c/a>. Levandowski and the company say the vehicle made the entire trip “without any human intervention,” save for refueling and rest breaks. The trip, \u003ca href=\"https://medium.com/pronto-ai/pronto-means-ready-e885bc8ec9e9\" target=\"_blank\" rel=\"noopener\">Levandowski explained\u003c/a>, was part of realizing “my life’s passion to make the life-saving potential of autonomous vehicles a reality.”\u003c/p>\n\u003cp>Pronto, which like Levandowski’s Otto is marketing a self-driving system for the trucking industry, published \u003ca href=\"https://vimeo.com/306969319\" target=\"_blank\" rel=\"noopener\">a time-lapse video\u003c/a> of the trip. After downloading it and watching it frame by frame, a few interesting patterns emerge:\u003c/p>\n\u003cp>\u003cstrong>The Pronto system, or at least the version used for Levandowski’s drive, has a lead foot.\u003c/strong>\u003c/p>\n\u003cp>As Levandowski sets out across the Golden Gate Bridge, which has a highly publicized 45 mph speed limit due to a history of deadly crashes, his vehicle quickly accelerates to 55 mph.\u003c/p>\n\u003cp>Alan Dunton, a Pronto spokesman, said in an email last week “the vehicle’s speed was set by the system and was based on the surrounding traffic flow and posted speed limit, among other things using Pronto’s proprietary technology.”On the Golden Gate Bridge, he said in essence, that by exceeding the speed limit by 10 mph, the car’s software was just keeping up with faster traffic and trying to stay safe and legal. Dunton points out the video shows Levandowski’s Prius is passed repeatedly by faster traffic in the three northbound lanes.\u003c/p>\n\u003cp>“If they were going 10 mph slower, they would have impeded traffic, which is against California’s basic speed law,” Dunton said.\u003c/p>\n\u003cp>Does that argument hold water with the California Highway Patrol, responsible for enforcing the speed limit on the bridge?\u003c/p>\n\u003cp>“No. Absolutely not,” said CHP Officer Andrew Barclay, with the CHP’s Marin County unit. “They could be pulled over for speeding at that point.”\u003c/p>\n\u003cp>Barclay said the state’s “\u003ca href=\"https://leginfo.legislature.ca.gov/faces/codes_displaySection.xhtml?lawCode=VEH§ionNum=22350\" target=\"_blank\" rel=\"noopener\">basic speed law\u003c/a>” — “no person shall drive a vehicle upon a highway at a speed greater than is reasonable or prudent having due regard for weather, visibility, the traffic on, and the surface and width of, the highway, and in no event at a speed which endangers the safety of persons or property” — would not apply in the situation Dunton described.\u003c/p>\n\u003cp>Dunton didn’t address the numerous other occasions the Prius is seen speeding as it crossed the country, except to say “they generally drove with the flow of traffic.”\u003c/p>\n\u003cp>\u003cstrong>Pronto — Italian for “road boulder”?\u003c/strong>\u003c/p>\n\u003cp>The company’s video shows Levandowski and his Prius hanging out in the left lane, aka the “fast” lane, for inordinately long stretches.\u003c/p>\n\u003cp>For instance, at mile 151 of the trip, on Interstate 80 near the Sierra foothills town of Colfax, the vehicle takes to the left lane. And stays there. And stays there. And stays there. All the way across the mountains, through Reno and well beyond, even as faster vehicles pass on the right. The car finally returns to the right lane just east of the town of Fernley.\u003c/p>\n\u003cp>Asked about why the Pronto system didn’t return the vehicle to the right lane to allow passing, as courtesy and the vehicle code would dictate, spokesman Dunton explained that the software was set to avoid possible conflicts with traffic entering the roadway from the right.\u003c/p>\n\u003cp>“For the purposes of this early demo, (the team) wanted to maximize the chances of achieving this amazing milestone and therefore decided to have the car drive in left lane for a significant portion of the trip to reduce the number of merges with traffic,” Dunton said.Why reduce the number of merges? Read on.\u003c/p>\n\u003cp>\u003cstrong>Houston, we have a problem. With merging.\u003c/strong>\u003c/p>\n\u003cp>Last December, after announcing Pronto’s successful cross-country road trip, Levandowski took The Guardian’s Mark Harris for \u003ca href=\"https://www.theguardian.com/technology/2018/dec/18/controversial-engineer-i-travelled-over-3000-miles-in-a-self-driving-car\" target=\"_blank\" rel=\"noopener\">a 48-mile ride-along\u003c/a>. Harris said the system performed “safely and competently,” though Levandowski was forced to take control of the self-driving Prius at one point because it “failed to merge into busy traffic.”\u003c/p>\n\u003cp>What can go wrong in a merge?\u003c/p>\n\u003cp>The Pronto video, brief as it is, shows one harrowing example, a little more than 40 minutes into the trip, as Levandowski and his Prius attempt to merge onto eastbound Interstate 80 off of Highway 37 in Vallejo.\u003c/p>\n\u003cp>As the Prius heads up the ramp – and up a moderately steep grade where entering vehicles are required to merge left as the number of freeway lanes is reduced gradually from six to four – the vehicle briefly accelerates to 72 mph. However, the Prius remains in the far right lane to the point where it ends and the vehicle is forced to move to the left. By that time, the vehicle is rapidly overtaking a much-slower-moving dump truck.\u003c/p>\n\u003cp>One imagines this was an “oh, shit” moment for Levandowski, who was at the outset of a 3,100-mile trip in which he hoped not to touch the vehicle’s controls except when he needed to gas up, pee or sleep.\u003c/p>\n\u003cp>What the car did, apparently with no input from him, was brake dramatically on the freeway – slowing to just 17 mph, according to the video – to avoid rear-ending the truck. The video doesn’t show whether there was traffic immediately behind the Prius or whether other vehicles were also required to slow down. Eventually, the merge was completed and the Prius went on its way.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">B\u003c/span>\u003c/p>\u003cp>eyond depicting the apparently successful road trip, the Pronto video carries another message that may be relevant to Levandowski’s current situation and his attitude toward it.\u003c/p>\n\u003cp>The message comes in the video’s sonorous voiceover. An unidentified, uncredited voice intones words identified at the end only as “poetry by Charles Bukowski.”\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"vimeo-player\" src=\"https://player.vimeo.com/video/306969319\" width=\"800\" height=\"450\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>In fact, the audio of the reading is borrowed from \u003ca href=\"https://www.youtube.com/user/SpokenVerse\" target=\"_blank\" rel=\"noopener\">Tom O’Bedlam\u003c/a>, a sort of YouTube \u003ca href=\"https://www.rogerebert.com/rogers-journal/youtube-and-the-cinnamon-peeler\" target=\"_blank\" rel=\"noopener\">cult figure\u003c/a> known for his taste in verse and his memorable reading style.\u003c/p>\n\u003cp>The “poetry by Charles Bukowski” is a mash-up of two well-known pieces, “\u003ca href=\"https://thebestamericanpoetry.typepad.com/the_best_american_poetry/2008/11/the-laughing-he.html\" target=\"_blank\" rel=\"noopener\">The Laughing Heart\u003c/a>” and “\u003ca href=\"https://wordsfortheyear.com/2014/04/08/roll-the-dice/\" target=\"_blank\" rel=\"noopener\">Roll the Dice\u003c/a>,” by the late Los Angeles poet. Both poems speak of the necessity of seizing the day and making one’s life count for something. The latter piece, too, talks about pursuing dreams regardless of the cost.\u003c/p>\n\u003cp>We’re guessing the poetry was chosen and hacked together because of the line “if you’re going to try, go all the way” — you know, like the Prius in the video as it completes its cross-country ramble in the unromantic morass of a morning commute into New York City.\u003c/p>\n\u003cp>But the lines that get your attention, read in funereal tones over video images of Levandowski’s vehicle racing across the United States in frantically sped-up motion, are a little farther down:\u003c/p>\n\u003cp>“… go all the way.\u003cbr>\nthis could mean losing girlfriends,\u003cbr>\nwives, relatives, jobs and\u003cbr>\nmaybe your mind.\u003cbr>\ngo all the way.\u003cbr>\nit could mean not eating for 3 or 4 days.\u003cbr>\nit could mean freezing on a\u003cbr>\npark bench.\u003cbr>\nit could mean jail,\u003cbr>\nit could mean derision,\u003cbr>\nmockery,\u003cbr>\nisolation. …”\u003c/p>\n\u003cp>Really? Jail? Homelessness? This vision of building a self-driving vehicle could mean losing your family, livelihood, sanity and freedom?\u003c/p>\n\u003cp>You wonder if that’s where Anthony Levandowski really saw his career and life heading.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "what-you-need-to-know-about-u-s-election-security-and-voting-machines",
"title": "What You Need To Know About U.S. Election Security And Voting Machines",
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"content": "\u003cp>Voting systems in the United States have come a long way since the hanging chads of the 2000 \u003ca href=\"https://www.npr.org/2018/11/12/666812854/the-florida-recount-of-2000-a-nightmare-that-goes-on-haunting\" target=\"_blank\" rel=\"noopener noreferrer\">recount\u003c/a> in Florida — but now cybersecurity is as big a concern as ballot fidelity.\u003c/p>\n\u003cp>Here’s what you need to know.\u003c/p>\n\u003cp>\u003cstrong>The good news\u003c/strong>\u003c/p>\n\u003cp>There are about 3,200 counties or their equivalents across the United States and its territories, ranging in size from Los Angeles County with around 10 million residents to Kalawao County, Hawaii, with fewer than 100. Most counties — more than 70% — have populations under about 50,000, \u003ca href=\"https://web.archive.org/web/20130417063950/http://www.naco.org/Counties/Pages/Overview.aspx\" target=\"_blank\" rel=\"noopener noreferrer\">says\u003c/a> the National Association of Counties.\u003c/p>\n\u003cp>That huge breadth and diversity means that most elections truly are local and it would be nearly impossible for a foreign adversary to touch them all with a single effort.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Elections in the United States remain, as then-FBI Director James Comey famously told Congress, “a bit of a hairball.”\u003c/p>\n\u003cp>\u003cstrong>The bad news\u003c/strong>\u003c/p>\n\u003cp>A huge breadth and diversity of counties means a huge breadth and diversity of security capabilities.\u003c/p>\n\u003cp>Also, every jurisdiction that runs elections in the United States doesn’t present the same kind of appeal to a foreign interference campaign. The results of a close election can depend on turnout in only a few key states or other locations, meaning some locations are under much more pressure than others.\u003c/p>\n\u003cp>At the same time, evidence about successful interference in an election system anywhere in the United States would raise questions about the integrity of elections everywhere. Russian cyberattackers have been able to gain access to voter databases and other systems around country, but U.S. officials say they believe no votes have been changed.\u003c/p>\n\u003cp>\u003cstrong>Risk of compromised votes\u003c/strong>\u003c/p>\n\u003cp>A worst-case fear is that a cyber-compromise could allow a foreign adversary to change Americans’ votes and throw results in key places.\u003c/p>\n\u003cp>Twelve states include jurisdictions that use paperless voting machines, according to a \u003ca href=\"https://www.brennancenter.org/analysis/voting-machines-risk-where-we-stand-today\" target=\"_blank\" rel=\"noopener noreferrer\">report\u003c/a> by the Brennan Center — although efforts are underway across the country to upgrade machines by Election Day 2020.\u003c/p>\n\u003cp>Some experts fear that without a paper record for a person’s ballot, there’s no way to audit an election after the fact and verify the total. But there are other worries about cybervulnerabilities, including the systems used to check voters in on Election Day — called \u003ca href=\"https://www.npr.org/2019/05/30/727529802/technology-has-made-voting-lines-move-faster-but-also-made-elections-less-secure\" target=\"_blank\" rel=\"noopener noreferrer\">e-pollbooks\u003c/a> — and databases of voter data used by officials or vendors that the public doesn’t see.\u003c/p>\n\u003cp>Russian cyberattackers accessed those kinds of databases in some places in their attack on the 2016 election, according to the findings of Justice Department special counsel Robert Mueller.\u003c/p>\n\u003cp>\u003cstrong>Risk of spreading false information\u003c/strong>\u003c/p>\n\u003cp>Foreign election interference in recent years has mostly been about influencing the information environment within the United States.\u003c/p>\n\u003cp>That could be a way in which voters’ behavior is affected without a compromise to elections systems. Imagine a highly convincing fake video that went viral on social networks just hours before a key milestone in an election.\u003c/p>\n\u003cp>There are other, older types of mischief that could influence people: emails circulating ahead of Election Day that offered people a link to “vote online” — tricking someone into thinking they’d cast a ballot and staying home on the real Election Day. Or a text message that said, “Republicans vote on Tuesday. Democrats’ day to vote is Wednesday.”\u003c/p>\n\u003cp>This chicanery often takes place in elections but it’s getting new attention following the Russian interference in 2016.\u003c/p>\n\u003cp>\u003cstrong>Vulnerable voting machines\u003c/strong>\u003c/p>\n\u003cp>Voting machines are like any other computer — the older they get, the less current they remain. Much of the fleet of electronic voting machines in the United States was designed without security in mind, in response to the last big national flap over an election in 2000.\u003c/p>\n\u003cp>The last big national focus on voting machines was about making it as easy as possible for voters to understand and record their intentions, and ease-of-use remains a major priority. The \u003ca href=\"https://www.npr.org/2019/08/30/755819116/dnc-recommends-scrapping-plans-for-virtual-iowa-caucuses-over-security-concerns\" target=\"_blank\" rel=\"noopener noreferrer\">tension\u003c/a> between accessibility and security could remain a big theme ahead of the big vote in 2020.\u003c/p>\n\u003cp>\u003cstrong>High cost of replacing voting machines\u003c/strong>\u003c/p>\n\u003cp>The Brennan Center \u003ca href=\"https://www.brennancenter.org/sites/default/files/publications/Americas_Voting_Machines_At_Risk.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">estimates\u003c/a> that it might cost somewhere between $580 million and $3.5 billion to replace all the voting machines in the United States, although there are no official estimates from the government.\u003c/p>\n\u003cp>There also isn’t legislation that would authorize the spending of that kind of money and there probably isn’t time, even if Congress supported doing so, to recapitalize all voting equipment before Election Day. About 16 million Americans will use p\u003ca href=\"https://www.npr.org/2019/08/30/756007555/states-upgrade-election-equipment-wary-of-a-race-without-a-finish-line?live=1\" target=\"_blank\" rel=\"noopener noreferrer\">aperless voting machines\u003c/a> in the 2020 election.\u003c/p>\n\u003cp>\u003cstrong>Congress may not act before Election Day\u003c/strong>\u003c/p>\n\u003cp>Congress has authorized about $380 million to upgrade voting machines around the United States. Law enforcement and intelligence agencies say they’re working to help safeguard against foreign interference and strengthen cybersecurity.\u003c/p>\n\u003cp>Lawmakers also have discussed mandating a paper ballot backup for every vote; increasing restrictions and disclosure for social media platforms; and requiring U.S. campaigns to report to the FBI when they make contact with foreign government agents.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>There’s no consensus about the details, however, and it isn’t clear whether any bill could take effect before Election Day.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2019 NPR. To see more, visit https://www.npr.org.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=What+You+Need+To+Know+About+U.S.+Election+Security+And+Voting+Machines+&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"excerpt": "Because most elections truly are local, it would be nearly impossible for a foreign adversary to touch them all with a single effort. But that diversity also comes with security challenges.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Voting systems in the United States have come a long way since the hanging chads of the 2000 \u003ca href=\"https://www.npr.org/2018/11/12/666812854/the-florida-recount-of-2000-a-nightmare-that-goes-on-haunting\" target=\"_blank\" rel=\"noopener noreferrer\">recount\u003c/a> in Florida — but now cybersecurity is as big a concern as ballot fidelity.\u003c/p>\n\u003cp>Here’s what you need to know.\u003c/p>\n\u003cp>\u003cstrong>The good news\u003c/strong>\u003c/p>\n\u003cp>There are about 3,200 counties or their equivalents across the United States and its territories, ranging in size from Los Angeles County with around 10 million residents to Kalawao County, Hawaii, with fewer than 100. Most counties — more than 70% — have populations under about 50,000, \u003ca href=\"https://web.archive.org/web/20130417063950/http://www.naco.org/Counties/Pages/Overview.aspx\" target=\"_blank\" rel=\"noopener noreferrer\">says\u003c/a> the National Association of Counties.\u003c/p>\n\u003cp>That huge breadth and diversity means that most elections truly are local and it would be nearly impossible for a foreign adversary to touch them all with a single effort.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Elections in the United States remain, as then-FBI Director James Comey famously told Congress, “a bit of a hairball.”\u003c/p>\n\u003cp>\u003cstrong>The bad news\u003c/strong>\u003c/p>\n\u003cp>A huge breadth and diversity of counties means a huge breadth and diversity of security capabilities.\u003c/p>\n\u003cp>Also, every jurisdiction that runs elections in the United States doesn’t present the same kind of appeal to a foreign interference campaign. The results of a close election can depend on turnout in only a few key states or other locations, meaning some locations are under much more pressure than others.\u003c/p>\n\u003cp>At the same time, evidence about successful interference in an election system anywhere in the United States would raise questions about the integrity of elections everywhere. Russian cyberattackers have been able to gain access to voter databases and other systems around country, but U.S. officials say they believe no votes have been changed.\u003c/p>\n\u003cp>\u003cstrong>Risk of compromised votes\u003c/strong>\u003c/p>\n\u003cp>A worst-case fear is that a cyber-compromise could allow a foreign adversary to change Americans’ votes and throw results in key places.\u003c/p>\n\u003cp>Twelve states include jurisdictions that use paperless voting machines, according to a \u003ca href=\"https://www.brennancenter.org/analysis/voting-machines-risk-where-we-stand-today\" target=\"_blank\" rel=\"noopener noreferrer\">report\u003c/a> by the Brennan Center — although efforts are underway across the country to upgrade machines by Election Day 2020.\u003c/p>\n\u003cp>Some experts fear that without a paper record for a person’s ballot, there’s no way to audit an election after the fact and verify the total. But there are other worries about cybervulnerabilities, including the systems used to check voters in on Election Day — called \u003ca href=\"https://www.npr.org/2019/05/30/727529802/technology-has-made-voting-lines-move-faster-but-also-made-elections-less-secure\" target=\"_blank\" rel=\"noopener noreferrer\">e-pollbooks\u003c/a> — and databases of voter data used by officials or vendors that the public doesn’t see.\u003c/p>\n\u003cp>Russian cyberattackers accessed those kinds of databases in some places in their attack on the 2016 election, according to the findings of Justice Department special counsel Robert Mueller.\u003c/p>\n\u003cp>\u003cstrong>Risk of spreading false information\u003c/strong>\u003c/p>\n\u003cp>Foreign election interference in recent years has mostly been about influencing the information environment within the United States.\u003c/p>\n\u003cp>That could be a way in which voters’ behavior is affected without a compromise to elections systems. Imagine a highly convincing fake video that went viral on social networks just hours before a key milestone in an election.\u003c/p>\n\u003cp>There are other, older types of mischief that could influence people: emails circulating ahead of Election Day that offered people a link to “vote online” — tricking someone into thinking they’d cast a ballot and staying home on the real Election Day. Or a text message that said, “Republicans vote on Tuesday. Democrats’ day to vote is Wednesday.”\u003c/p>\n\u003cp>This chicanery often takes place in elections but it’s getting new attention following the Russian interference in 2016.\u003c/p>\n\u003cp>\u003cstrong>Vulnerable voting machines\u003c/strong>\u003c/p>\n\u003cp>Voting machines are like any other computer — the older they get, the less current they remain. Much of the fleet of electronic voting machines in the United States was designed without security in mind, in response to the last big national flap over an election in 2000.\u003c/p>\n\u003cp>The last big national focus on voting machines was about making it as easy as possible for voters to understand and record their intentions, and ease-of-use remains a major priority. The \u003ca href=\"https://www.npr.org/2019/08/30/755819116/dnc-recommends-scrapping-plans-for-virtual-iowa-caucuses-over-security-concerns\" target=\"_blank\" rel=\"noopener noreferrer\">tension\u003c/a> between accessibility and security could remain a big theme ahead of the big vote in 2020.\u003c/p>\n\u003cp>\u003cstrong>High cost of replacing voting machines\u003c/strong>\u003c/p>\n\u003cp>The Brennan Center \u003ca href=\"https://www.brennancenter.org/sites/default/files/publications/Americas_Voting_Machines_At_Risk.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">estimates\u003c/a> that it might cost somewhere between $580 million and $3.5 billion to replace all the voting machines in the United States, although there are no official estimates from the government.\u003c/p>\n\u003cp>There also isn’t legislation that would authorize the spending of that kind of money and there probably isn’t time, even if Congress supported doing so, to recapitalize all voting equipment before Election Day. About 16 million Americans will use p\u003ca href=\"https://www.npr.org/2019/08/30/756007555/states-upgrade-election-equipment-wary-of-a-race-without-a-finish-line?live=1\" target=\"_blank\" rel=\"noopener noreferrer\">aperless voting machines\u003c/a> in the 2020 election.\u003c/p>\n\u003cp>\u003cstrong>Congress may not act before Election Day\u003c/strong>\u003c/p>\n\u003cp>Congress has authorized about $380 million to upgrade voting machines around the United States. Law enforcement and intelligence agencies say they’re working to help safeguard against foreign interference and strengthen cybersecurity.\u003c/p>\n\u003cp>Lawmakers also have discussed mandating a paper ballot backup for every vote; increasing restrictions and disclosure for social media platforms; and requiring U.S. campaigns to report to the FBI when they make contact with foreign government agents.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>There’s no consensus about the details, however, and it isn’t clear whether any bill could take effect before Election Day.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2019 NPR. To see more, visit https://www.npr.org.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=What+You+Need+To+Know+About+U.S.+Election+Security+And+Voting+Machines+&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Anyone wanting to evaluate the thickness of \u003ca href=\"https://twitter.com/KarlTheFog\" rel=\"noopener\" target=\"_blank\">Karl the Fog\u003c/a>, witness the view from the San Francisco State University campus, or simply see the live feed from the world’s longest-running webcam, will be able to continue visiting the San Francisco FogCam \u003ca href=\"http://www.fogcam.org\" target=\"_blank\" rel=\"noopener\">website\u003c/a> for the foreseeable future.\u003c/p>\n\u003cp>FogCam’s creators announced recently that the webcam would be shutting down at the end of this month — but S.F. State confirmed on Friday it will take over the project that began on its campus.\u003c/p>\n\u003cp>[aside postID=\"news_11768414\" label=\"Fogcam's Close Call\"]\u003c/p>\n\u003cp>Monique Beeler, an S.F. State spokeswoman, confirmed that the university will take over maintaining the FogCam and thereby preventing the scheduled end of its run.\u003c/p>\n\u003cp>“San Francisco State University has supported operation of the FogCam since its inception in 1994, a major technology milestone at the time,” Beeler wrote in an emailed statement. “The University looks forward to continuing the webcam’s legacy.”\u003c/p>\n\u003cp>S.F. State students Jeff Schwartz and Dan Wong created the FogCam in 1994 by stitching together a Mac and a Quick Camera through custom-made software in the Department of Instructional Technologies.\u003c/p>\n\u003cfigure id=\"attachment_11771317\" class=\"wp-caption alignright\" style=\"max-width: 450px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/Screen-Shot-2019-08-30-at-10.29.10-AM-e1567191495232.png\" alt=\"A screenshot from FogCam from Aug. 30, 2019.\" width=\"450\" height=\"410\" class=\"size-full wp-image-11771317\">\u003cfigcaption class=\"wp-caption-text\">A screenshot from FogCam from Aug. 30, 2019. \u003ccite>(The San Francisco FogCam)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Notably, FogCam wasn’t the world’s first webcam. \u003c/p>\n\u003cp>The first — pointed at a coffee pot at the University of Cambridge to monitor its fullness — began broadcasting online in 1993. But the Trojan Room Coffee Pot camera shut down in 2001, making FogCam the world’s oldest webcam still running.\u003c/p>\n\u003cp>Visitors of the FogCam site can see image captures of San Francisco fog and campus life, updated every 20 seconds. Over the years, the camera was typically pointed at Holloway Avenue, but its view would sometimes be changed to the line at on-campus coffee shop Cafe Rosso, in tribute to the Trojan Room Coffee Pot.\u003c/p>\n\u003cp>Schwartz and Wong, who refer to themselves online as Webdog and Danno, \u003ca href=\"https://twitter.com/FogCam/status/1162943165122224128\" target=\"_blank\" rel=\"noopener\">announced Aug. 17 on Twitter\u003c/a> that the camera would be shutting down at the end of August. Schwartz suggested to \u003ca href=\"https://www.sfgate.com/technology/article/SF-worlds-oldest-webcam-live-stream-Twitch-14341998.php#\" target=\"_blank\" rel=\"noopener\">SFGate\u003c/a> that the duo originally planned to end the webcam because of the challenges posed by its upkeep.\u003c/p>\n\u003cp>“The bottom line is that we no longer have a really good view or place to put the camera. The university tolerates us, but they don’t really endorse us and so we have to find secure locations on our own,” Schwartz told SFGate in an article published the day after the announcement.\u003c/p>\n\u003cp>[aside postID=\"news_11682057\" label=\"History of Karl\"]\u003c/p>\n\u003cp>But as more news coverage appeared in the days that followed, many Twitter users tweeted at the FogCam, describing the decision as the “end of an era” or pleading for the team to continue the project — and its record as the world’s longest-running webcam. S.F. State’s Twitter account began its own hashtag regarding the project, \u003ca href=\"https://twitter.com/hashtag/SaveTheFogCam?src=hash\">#SaveTheFogCam.\u003c/a>\u003c/p>\n\u003cp>Schwartz handed over the FogCam to S.F. State on Aug. 28, he told KQED.\u003c/p>\n\u003cp>“The original intention of FogCam was in large part to promote the university and the Department of Instructional Technologies and this is in keeping with that original intent,” Schwartz said. \u003c/p>\n\u003cp>“It’s theirs now,” he added with a laugh.\u003c/p>\n\u003cp>The webcam will celebrate its 25th birthday on Sept. 30.\u003c/p>\n\u003cp>https://twitter.com/SFSU/status/1167497245287223296?s=20\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Anyone wanting to evaluate the thickness of \u003ca href=\"https://twitter.com/KarlTheFog\" rel=\"noopener\" target=\"_blank\">Karl the Fog\u003c/a>, witness the view from the San Francisco State University campus, or simply see the live feed from the world’s longest-running webcam, will be able to continue visiting the San Francisco FogCam \u003ca href=\"http://www.fogcam.org\" target=\"_blank\" rel=\"noopener\">website\u003c/a> for the foreseeable future.\u003c/p>\n\u003cp>FogCam’s creators announced recently that the webcam would be shutting down at the end of this month — but S.F. State confirmed on Friday it will take over the project that began on its campus.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Monique Beeler, an S.F. State spokeswoman, confirmed that the university will take over maintaining the FogCam and thereby preventing the scheduled end of its run.\u003c/p>\n\u003cp>“San Francisco State University has supported operation of the FogCam since its inception in 1994, a major technology milestone at the time,” Beeler wrote in an emailed statement. “The University looks forward to continuing the webcam’s legacy.”\u003c/p>\n\u003cp>S.F. State students Jeff Schwartz and Dan Wong created the FogCam in 1994 by stitching together a Mac and a Quick Camera through custom-made software in the Department of Instructional Technologies.\u003c/p>\n\u003cfigure id=\"attachment_11771317\" class=\"wp-caption alignright\" style=\"max-width: 450px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/Screen-Shot-2019-08-30-at-10.29.10-AM-e1567191495232.png\" alt=\"A screenshot from FogCam from Aug. 30, 2019.\" width=\"450\" height=\"410\" class=\"size-full wp-image-11771317\">\u003cfigcaption class=\"wp-caption-text\">A screenshot from FogCam from Aug. 30, 2019. \u003ccite>(The San Francisco FogCam)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Notably, FogCam wasn’t the world’s first webcam. \u003c/p>\n\u003cp>The first — pointed at a coffee pot at the University of Cambridge to monitor its fullness — began broadcasting online in 1993. But the Trojan Room Coffee Pot camera shut down in 2001, making FogCam the world’s oldest webcam still running.\u003c/p>\n\u003cp>Visitors of the FogCam site can see image captures of San Francisco fog and campus life, updated every 20 seconds. Over the years, the camera was typically pointed at Holloway Avenue, but its view would sometimes be changed to the line at on-campus coffee shop Cafe Rosso, in tribute to the Trojan Room Coffee Pot.\u003c/p>\n\u003cp>Schwartz and Wong, who refer to themselves online as Webdog and Danno, \u003ca href=\"https://twitter.com/FogCam/status/1162943165122224128\" target=\"_blank\" rel=\"noopener\">announced Aug. 17 on Twitter\u003c/a> that the camera would be shutting down at the end of August. Schwartz suggested to \u003ca href=\"https://www.sfgate.com/technology/article/SF-worlds-oldest-webcam-live-stream-Twitch-14341998.php#\" target=\"_blank\" rel=\"noopener\">SFGate\u003c/a> that the duo originally planned to end the webcam because of the challenges posed by its upkeep.\u003c/p>\n\u003cp>“The bottom line is that we no longer have a really good view or place to put the camera. The university tolerates us, but they don’t really endorse us and so we have to find secure locations on our own,” Schwartz told SFGate in an article published the day after the announcement.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But as more news coverage appeared in the days that followed, many Twitter users tweeted at the FogCam, describing the decision as the “end of an era” or pleading for the team to continue the project — and its record as the world’s longest-running webcam. S.F. State’s Twitter account began its own hashtag regarding the project, \u003ca href=\"https://twitter.com/hashtag/SaveTheFogCam?src=hash\">#SaveTheFogCam.\u003c/a>\u003c/p>\n\u003cp>Schwartz handed over the FogCam to S.F. State on Aug. 28, he told KQED.\u003c/p>\n\u003cp>“The original intention of FogCam was in large part to promote the university and the Department of Instructional Technologies and this is in keeping with that original intent,” Schwartz said. \u003c/p>\n\u003cp>“It’s theirs now,” he added with a laugh.\u003c/p>\n\u003cp>The webcam will celebrate its 25th birthday on Sept. 30.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cp>Ride-hailing companies Uber and Lyft on Thursday announced they are putting $30 million each into a campaign account for a possible 2020 California ballot initiative to regulate so-called gig economy workers.\u003c/p>\n\u003cp>Uber Chief Legal Officer Tony West said the companies will pursue a ballot measure if the Legislature doesn’t take action on its own — but he said the ballot measure isn’t the company’s first preference.\u003c/p>\n\u003cp>“That is a reluctant second choice,” he said. “We don’t think that is the best use of funds. We don’t think that is the best alternative. We think negotiating a historic deal with the right stakeholders around the table in this legislative session is the best path forward.”\u003c/p>\n\u003cp>DoorDash also announced a $30 million “initial commitment” later on Thursday afternoon.\u003c/p>\n\u003cp>[aside label=\"Is the 'Gig' Up?\" link1=\"https://www.kqed.org/news/11769741/is-the-gig-up-what-dynamex-means-for-the-future-of-contracting-in-california,What Dynamex Means for the Future of Contracting in California\" hero=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/AB-5-Dynamex-1020x690.jpg\"]\u003c/p>\n\u003cp>Gig economy companies are facing pressure to update their employment model after the 2018 \u003ca href=\"https://scocal.stanford.edu/opinion/dynamex-operations-west-inc-v-superior-court-34584\">California Supreme Court Dynamex decision\u003c/a> that changes who can be classified as an employee versus a contractor. \u003c/p>\n\u003cp>That decision stated that if a worker performs a core function for a business — like driving for Uber — that worker must be classified as an employee.\u003c/p>\n\u003cp>\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB5\">Assembly Bill 5\u003c/a>, currently in the Legislature, would codify that ruling. The Senate Appropriations Committee is expected to decide on Friday whether the bill will advance further through the Legislature and face a vote on the Senate floor.\u003c/p>\n\u003cp>AB 5 author Lorena Gonzalez (D, San Diego) said tech companies shouldn’t get to create their own rules for workers.\u003c/p>\n\u003cp>“No company, no corporation, no type of employment is so special that they get to absolve themselves of basic labor laws,” she said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>However, ride-hailing advocates point out AB 5 does contain numerous exemptions for industries that use a contractor model. Uber and Lyft have been negotiating with Gov. Gavin Newsom’s administration for legislation outside of AB 5 that would clarify their industry regulations. \u003c/p>\n\u003cp>West said the state can provide a new model for gig workers.\u003c/p>\n\u003cp>“We have the opportunity in California to modernize the legal framework on how independent workers in the gig economy are treated,” he said.\u003c/p>\n\u003cp>Any new bill that would give ride-hailing companies what they want in this legislative session would need to be fast-tracked. The session ends for the year in two weeks.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cp>Apple is apologizing for allowing outsiders to listen to snippets of people's recorded conversations with its digital assistant Siri, a practice that undermined its attempts to position itself as a trusted steward of privacy.\u003c/p>\n\u003cp>As part of the apology posted Wednesday, Apple reiterated an earlier pledge to stop keeping audio recorded through Siri unless consumers give their permission.\u003c/p>\n\u003cp>When permission is granted, Apple said only its own employees will be allowed to review audio to help improve the service. Previously, the company hired contractors to listen to some recordings.\u003c/p>\n\u003cp>\"We realize we haven't been fully living up to our high ideals, and for that we apologize,\" Apple said.\u003c/p>\n\u003cp>Apple would not say how it will seek permission. In the past, the Cupertino company has typically requested permissions through prompts during software update installations.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In recent months, \u003ca href=\"https://www.kqed.org/news/11761638/tech-firms-to-face-lawmakers-over-antitrust-digital-currency\" rel=\"noopener\" target=\"_blank\">Facebook, Google, Amazon, Microsoft and Apple\u003c/a> have all acknowledged that people have been reviewing users' interactions with artificial intelligence assistants in order to improve the services. But users aren't typically aware that humans and not just computers are reviewing audio.\u003c/p>\n\u003cp>The use of humans to listen to audio recordings is particularly troubling to privacy experts because it increases the chances that a rogue employee or contractor could leak details of what is being said, including parts of sensitive conversations.\u003c/p>\n\u003cp>[aside tag='apple' label='Related Coverage']\u003c/p>\n\u003cp>The backlash to the industry practice prompted Facebook and Google to stop relying on people to transcribe recorded conversations. Amazon is continuing the practice unless users of its digital assistant Alexa explicitly demand that humans be blocked from listening. Microsoft also is still doing it, too, contending it has adequate privacy safeguards in place for the Cortana digital assistant.\u003c/p>\n\u003cp>Apple intends to continue to rely upon computer-generated transcripts of what's being said to Siri as part of effort to improve services, even if a user hasn't explicitly granted permission, or opted in.\u003c/p>\n\u003cp>Unlike Facebook, Google and Amazon, which track what people are doing and where they are going to sell ads and merchandise, Apple has conspicuously emphasized that that it has no interest in peering into its customers' lives.\u003c/p>\n\u003cp>CEO Tim Cook repeatedly has declared the company's belief that \"privacy is a fundamental human right,\" a phrase that cropped up again in Apple's apology.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>AP Technology Writer Mae Anderson in New York contributed to this report.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Apple is apologizing for allowing outsiders to listen to snippets of people's recorded conversations with its digital assistant Siri, a practice that undermined its attempts to position itself as a trusted steward of privacy.\u003c/p>\n\u003cp>As part of the apology posted Wednesday, Apple reiterated an earlier pledge to stop keeping audio recorded through Siri unless consumers give their permission.\u003c/p>\n\u003cp>When permission is granted, Apple said only its own employees will be allowed to review audio to help improve the service. Previously, the company hired contractors to listen to some recordings.\u003c/p>\n\u003cp>\"We realize we haven't been fully living up to our high ideals, and for that we apologize,\" Apple said.\u003c/p>\n\u003cp>Apple would not say how it will seek permission. In the past, the Cupertino company has typically requested permissions through prompts during software update installations.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In recent months, \u003ca href=\"https://www.kqed.org/news/11761638/tech-firms-to-face-lawmakers-over-antitrust-digital-currency\" rel=\"noopener\" target=\"_blank\">Facebook, Google, Amazon, Microsoft and Apple\u003c/a> have all acknowledged that people have been reviewing users' interactions with artificial intelligence assistants in order to improve the services. But users aren't typically aware that humans and not just computers are reviewing audio.\u003c/p>\n\u003cp>The use of humans to listen to audio recordings is particularly troubling to privacy experts because it increases the chances that a rogue employee or contractor could leak details of what is being said, including parts of sensitive conversations.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The backlash to the industry practice prompted Facebook and Google to stop relying on people to transcribe recorded conversations. Amazon is continuing the practice unless users of its digital assistant Alexa explicitly demand that humans be blocked from listening. Microsoft also is still doing it, too, contending it has adequate privacy safeguards in place for the Cortana digital assistant.\u003c/p>\n\u003cp>Apple intends to continue to rely upon computer-generated transcripts of what's being said to Siri as part of effort to improve services, even if a user hasn't explicitly granted permission, or opted in.\u003c/p>\n\u003cp>Unlike Facebook, Google and Amazon, which track what people are doing and where they are going to sell ads and merchandise, Apple has conspicuously emphasized that that it has no interest in peering into its customers' lives.\u003c/p>\n\u003cp>CEO Tim Cook repeatedly has declared the company's belief that \"privacy is a fundamental human right,\" a phrase that cropped up again in Apple's apology.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>AP Technology Writer Mae Anderson in New York contributed to this report.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Uber, Lyft Drivers Rally in S.F. in Support of Controversial Gig Employee Bill",
"title": "Uber, Lyft Drivers Rally in S.F. in Support of Controversial Gig Employee Bill",
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"content": "\u003cp>Dozens of ride-service drivers rallied outside Uber headquarters in downtown San Francisco on Tuesday, urging lawmakers to pass controversial legislation that would classify them as employees.\u003c/p>\n\u003cp>[aside label=\"More on Dynamex\" tag=\"dynamex\"]\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB5\" target=\"_blank\" rel=\"noopener\">Assembly Bill 5\u003c/a> bill would make it hard for companies to classify workers as independent contractors and force them to offer basic worker protections such as guaranteed minimum wage, overtime pay, contributions to Social Security and Medicare. The so-called Dynamex bill, supported by organized labor and named for the court case, has made headlines for threatening on-demand business models made popular by the likes of Uber, Lyft, DoorDash and Postmates, \u003ca href=\"https://calmatters.org/economy/2019/06/california-dynamex-gig-worker-classification-independent-contractors-uber-lyft-strippers-truckers-freelancers/\" target=\"_blank\" rel=\"noopener\">CalMatters reported\u003c/a>.\u003c/p>\n\u003cp>Some of the protesters included Uber and Lyft drivers caravaning from Los Angeles to Sacramento, where the bill's fate will be decided on Friday.\u003c/p>\n\u003cp>One of them is Erica Mighetto, who drove down from Sacramento to join the caravan on its way up to the state Capitol. The pay for drivers on both platforms has gotten worse, she said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Most of us can't afford to take a day off. We just want equal protections,\" Mighetto said. \"We're so isolated in our cars and part of the reason I'm here today is it's nice to see that there are people that are experiencing some of the hardships I'm experiencing.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Here are some more voices from the protests.\u003c/p>\n\u003cfigure id=\"attachment_11770522\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770522\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38760__M6A2476-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Jasmin Rosas, 20, drove from Azusa in Southern California to demand benefits for her mother, Ruby Villareal, who has been driving for Uber for two years. \"She's a single mother and works 12 hours a day and has to miss family things because she's working really hard,\" she said. \"She helps me pay for college and it's just right for her to get benefits.\" \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770531\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770531\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38767__M6A2538-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">For ride-share drivers Erica Mighetto (left), Wayne Anderson (center) and Joe Maienschein (right), the rally was also about bringing together the working community. \"We're so isolated in our cars and part of the reason I'm here today is that it's nice to see that there are people who are experiencing some of the hardships I'm experiencing,\" Mighetto said. \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770538\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770538\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38764__M6A2515-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Gary Branson works full time 60 hours a week and has been living out of his car for over a year because he can't afford to pay rent due to student loan debt. \"The caravan coming up here, I'm tearing up even now, just the fact that we're not alone. There's other people out here and maybe something good can come of this.\" \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770515\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770515\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38759__M6A2447-qut-800x607.jpg\" alt=\"\" width=\"800\" height=\"607\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-800x607.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-160x121.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-1020x774.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-1200x911.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Uber and Lyft drivers came from around California to rally at Uber headquarters in San Francisco before heading to Sacramento to push for controversial legislation that would classify them as employees. \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770566\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770566\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38813__M6A2518-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Uber and Lyft drivers rally outside Uber headquarters in support of Assembly Bill 5 to become classified employees and receive basic worker protections. \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200AB5\" target=\"_blank\" rel=\"noopener\">Assembly Bill 5\u003c/a> bill would make it hard for companies to classify workers as independent contractors and force them to offer basic worker protections such as guaranteed minimum wage, overtime pay, contributions to Social Security and Medicare. The so-called Dynamex bill, supported by organized labor and named for the court case, has made headlines for threatening on-demand business models made popular by the likes of Uber, Lyft, DoorDash and Postmates, \u003ca href=\"https://calmatters.org/economy/2019/06/california-dynamex-gig-worker-classification-independent-contractors-uber-lyft-strippers-truckers-freelancers/\" target=\"_blank\" rel=\"noopener\">CalMatters reported\u003c/a>.\u003c/p>\n\u003cp>Some of the protesters included Uber and Lyft drivers caravaning from Los Angeles to Sacramento, where the bill's fate will be decided on Friday.\u003c/p>\n\u003cp>One of them is Erica Mighetto, who drove down from Sacramento to join the caravan on its way up to the state Capitol. The pay for drivers on both platforms has gotten worse, she said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Most of us can't afford to take a day off. We just want equal protections,\" Mighetto said. \"We're so isolated in our cars and part of the reason I'm here today is it's nice to see that there are people that are experiencing some of the hardships I'm experiencing.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Here are some more voices from the protests.\u003c/p>\n\u003cfigure id=\"attachment_11770522\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770522\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38760__M6A2476-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38760__M6A2476-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Jasmin Rosas, 20, drove from Azusa in Southern California to demand benefits for her mother, Ruby Villareal, who has been driving for Uber for two years. \"She's a single mother and works 12 hours a day and has to miss family things because she's working really hard,\" she said. \"She helps me pay for college and it's just right for her to get benefits.\" \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770531\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770531\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38767__M6A2538-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38767__M6A2538-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">For ride-share drivers Erica Mighetto (left), Wayne Anderson (center) and Joe Maienschein (right), the rally was also about bringing together the working community. \"We're so isolated in our cars and part of the reason I'm here today is that it's nice to see that there are people who are experiencing some of the hardships I'm experiencing,\" Mighetto said. \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770538\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770538\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38764__M6A2515-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38764__M6A2515-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Gary Branson works full time 60 hours a week and has been living out of his car for over a year because he can't afford to pay rent due to student loan debt. \"The caravan coming up here, I'm tearing up even now, just the fact that we're not alone. There's other people out here and maybe something good can come of this.\" \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770515\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770515\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38759__M6A2447-qut-800x607.jpg\" alt=\"\" width=\"800\" height=\"607\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-800x607.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-160x121.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-1020x774.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut-1200x911.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38759__M6A2447-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Uber and Lyft drivers came from around California to rally at Uber headquarters in San Francisco before heading to Sacramento to push for controversial legislation that would classify them as employees. \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11770566\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11770566\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/08/RS38813__M6A2518-qut-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/RS38813__M6A2518-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Uber and Lyft drivers rally outside Uber headquarters in support of Assembly Bill 5 to become classified employees and receive basic worker protections. \u003ccite>(Sruti Mamidanna/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n\u003c/div>\u003c/p>",
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"marketplace": {
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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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"order": 12
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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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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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"planet-money": {
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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"politicalbreakdown": {
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
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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.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
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"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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},
"reveal": {
"id": "reveal",
"title": "Reveal",
"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
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"officialWebsiteLink": "https://www.revealnews.org/episodes/",
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},
"rightnowish": {
"id": "rightnowish",
"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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"source": "kqed",
"order": 16
},
"link": "/podcasts/rightnowish",
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},
"science-friday": {
"id": "science-friday",
"title": "Science Friday",
"info": "Science Friday is a weekly science talk show, broadcast live over public radio stations nationwide. Each week, the show focuses on science topics that are in the news and tries to bring an educated, balanced discussion to bear on the scientific issues at hand. Panels of expert guests join host Ira Flatow, a veteran science journalist, to discuss science and to take questions from listeners during the call-in portion of the program.",
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},
"snap-judgment": {
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