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"content": "\u003cfigure id=\"attachment_58757\" class=\"wp-caption aligncenter\" style=\"max-width: 600px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/03/CALIFHSR.jpg\">\u003cimg class=\"size-full wp-image-58757\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/03/CALIFHSR.jpg\" alt=\"Artist's rendering from California High-Speed Rail Authority\" width=\"600\" height=\"339\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Artist's rendering from California High-Speed Rail Authority\u003c/figcaption>\u003c/figure>\n\u003cp>A Sacramento judge has ordered a trial in a lawsuit that alleges that the state's high-speed rail plan fails to comply with promises made in a 2008 bond measure designed to kick-start funding for the project. Sacramento Superior Court Judge Michael Kenny rejected an attempt by the California High-Speed Rail Authority to throw out part of a lawsuit filed by Kings County and San Joaquin Valley farmers and landowners. The section of the suit in question focuses on whether the rail agency's design for the high-speed rail system complies with requirements set out in Proposition 1A, the voter-approved measure that provides $9.9 billion in bonds for the bullet train. \u003ca href=\"http://www.fresnobee.com/2014/03/04/3802992/judge-kings-county-high-speed.html\" target=\"_blank\">From the Fresno Bee's Tim Sheehan\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>The ruling sets the stage for a trial in which the two sides are expected to present a string of experts to argue over the design of the 520-mile line that would run between San Francisco and Los Angeles through the San Joaquin Valley ... Key issues ... are likely to be the rail agency's proposal for a \"blended\" train system to share improved, electrified tracks on the Caltrain commuter-train line between San Francisco and Los Angeles -- something some high-speed rail advocates like former judge and state Sen. Quentin Kopp of San Francisco say is different than what voters were promised in Prop. 1A. Rail opponents add that the blended system will keep high-speed trains from achieving Prop. 1A's ultimate mandate for a 2 hour 40 minute nonstop ride from downtown San Francisco to Los Angeles' Union Station. Also at issue is whether the system can operate without a public subsidy, as the ballot proposition required.\u003c/p>\u003c/blockquote>\n\u003cp>In November, \u003ca href=\"http://ww2.kqed.org/news/2013/11/25/-judge-blocks-california-high-speed-rail-funding-plan\" target=\"_blank\">Kenny ruled in favor of the plaintiffs' challenge\u003c/a> to the bullet train's funding scheme. The rail agency is appealing the rulings, which ordered the state to rewrite its financing plan for the bullet train and barred the state from selling the Proposition 1A bonds to help finance the first segment of the system, slated to be built in the San Joaquin Valley. Embedded below: Judge Kenny's Tuesday ruling. \u003ciframe id=\"doc_53214\" src=\"//www.scribd.com/embeds/210620720/content?start_page=1&view_mode=scroll&show_recommendations=true\" frameborder=\"0\" scrolling=\"no\" width=\"100%\" height=\"600\">\u003c/iframe>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_58757\" class=\"wp-caption aligncenter\" style=\"max-width: 600px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/03/CALIFHSR.jpg\">\u003cimg class=\"size-full wp-image-58757\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/03/CALIFHSR.jpg\" alt=\"Artist's rendering from California High-Speed Rail Authority\" width=\"600\" height=\"339\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Artist's rendering from California High-Speed Rail Authority\u003c/figcaption>\u003c/figure>\n\u003cp>A Sacramento judge has ordered a trial in a lawsuit that alleges that the state's high-speed rail plan fails to comply with promises made in a 2008 bond measure designed to kick-start funding for the project. Sacramento Superior Court Judge Michael Kenny rejected an attempt by the California High-Speed Rail Authority to throw out part of a lawsuit filed by Kings County and San Joaquin Valley farmers and landowners. The section of the suit in question focuses on whether the rail agency's design for the high-speed rail system complies with requirements set out in Proposition 1A, the voter-approved measure that provides $9.9 billion in bonds for the bullet train. \u003ca href=\"http://www.fresnobee.com/2014/03/04/3802992/judge-kings-county-high-speed.html\" target=\"_blank\">From the Fresno Bee's Tim Sheehan\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>The ruling sets the stage for a trial in which the two sides are expected to present a string of experts to argue over the design of the 520-mile line that would run between San Francisco and Los Angeles through the San Joaquin Valley ... Key issues ... are likely to be the rail agency's proposal for a \"blended\" train system to share improved, electrified tracks on the Caltrain commuter-train line between San Francisco and Los Angeles -- something some high-speed rail advocates like former judge and state Sen. Quentin Kopp of San Francisco say is different than what voters were promised in Prop. 1A. Rail opponents add that the blended system will keep high-speed trains from achieving Prop. 1A's ultimate mandate for a 2 hour 40 minute nonstop ride from downtown San Francisco to Los Angeles' Union Station. Also at issue is whether the system can operate without a public subsidy, as the ballot proposition required.\u003c/p>\u003c/blockquote>\n\u003cp>In November, \u003ca href=\"http://ww2.kqed.org/news/2013/11/25/-judge-blocks-california-high-speed-rail-funding-plan\" target=\"_blank\">Kenny ruled in favor of the plaintiffs' challenge\u003c/a> to the bullet train's funding scheme. The rail agency is appealing the rulings, which ordered the state to rewrite its financing plan for the bullet train and barred the state from selling the Proposition 1A bonds to help finance the first segment of the system, slated to be built in the San Joaquin Valley. Embedded below: Judge Kenny's Tuesday ruling. \u003ciframe id=\"doc_53214\" src=\"//www.scribd.com/embeds/210620720/content?start_page=1&view_mode=scroll&show_recommendations=true\" frameborder=\"0\" scrolling=\"no\" width=\"100%\" height=\"600\">\u003c/iframe>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "City by City, Lyft and Uber Take on Taxis, Regulators",
"title": "City by City, Lyft and Uber Take on Taxis, Regulators",
"headTitle": "News Fix | KQED News",
"content": "\u003cfigure id=\"attachment_115064\" class=\"wp-caption alignright\" style=\"max-width: 272px\">\u003cimg class=\"size-full wp-image-115064 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/10/DeSoto-Cab-Company-driver-and-Pacifica-resident-Corey-Lamb-protests-against-ap-based-ride-selling-companies-like-Lyft-on-Tuesday-July-30-outside-San-Francisco-City-Hall.-Alex-EnslieKQEDRS5997_IMG_7873-sfi.jpg\" alt=\"A San Francisco cab driver protests ride-service companies like Lyft, July 30, 2013, outside San Francisco City Hall. (Alex Emslie/KQED)\" width=\"272\" height=\"360\">\u003cfigcaption class=\"wp-caption-text\">A San Francisco cab driver protests against ride-service companies like Lyft, July 30, 2013, outside San Francisco City Hall. (Alex Emslie/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>We've been covering the San Francisco-based ride-service companies Lyft and Uber for some time now, focusing on \u003ca href=\"http://ww2.kqed.org/news/2014/01/20/ride-sharing-insurance-lyft-uberx-sidecar/\" target=\"_blank\">questions\u003c/a> related to \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/who-pays-when-ride-share-driver-crashes\" target=\"_blank\">insurance\u003c/a> and \u003ca href=\"http://ww2.kqed.org/news/2014/01/30/lyft-uberx-driver-safety\" target=\"_blank\">safety\u003c/a>. Taxi companies and drivers in the city have been irate since these firms started taking a noticeable chunk of their business. A 2013 decision by the California Public Utilities Commission to let the companies operate in the state under less rigid rules than the locally regulated taxi business did not appease cab interests one bit. Lyft, in fact, has been pointing to California as a model for what regulation of ride-service firms should look like.\u003c/p>\n\u003cp>Uber was reported to be \u003ca href=\"http://allthingsd.com/20130822/uber-filing-in-delaware-shows-tpg-investment-at-3-5-billion-valuation-google-ventures-also-in/\" target=\"_blank\">valued at $3.5 billion\u003c/a> at one point last year. And Lyft, for what it's worth, told \u003ca href=\"http://techcrunch.com/2013/12/18/uber-lyft/\" target=\"_blank\">TechCrunch\u003c/a> last December that it's \"seeing its revenues grow at a rate of about 6 percent every single week ....\"\u003c/p>\n\u003cp>These San Francisco companies have been exporting this new app-based, sharing-economy model of vehicular transportation all over the U.S., with a similar pattern emerging whenever they come to town: Local taxi interests hoot and holler, and local agencies and elected officials grapple with how --or if -- to put the brakes on the unregulated drivers and vehicles who now traverse their cities carrying paying customers.\u003c/p>\n\u003cp>A handful of cities, like \u003ca href=\"http://www.bestofneworleans.com/gambit/why-new-orleans-doesnt-have-uber/Content?oid=2307943\" target=\"_blank\">New Orleans\u003c/a>, \u003ca href=\"http://www.geekwire.com/2014/portland-ridesharing/\" target=\"_blank\">Portland\u003c/a> and \u003ca href=\"http://miamiherald.typepad.com/nakedpolitics/2014/02/ashton-kutcher-slams-miami-for-keeping-out-uber.html\" target=\"_blank\">Miami\u003c/a>, have banned the upstarts entirely. But around the country, industry leaders Uber and Lyft are expanding as quickly as they can, with regulators trying to play catch-up. Here's a rundown from local media of the latest regulatory developments in various cities:\u003c/p>\n\u003cp>\u003cstrong>Boston\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>\u003cem>\u003ca href=\"http://boston.cbslocal.com/2014/02/25/boston-police-commissioner-questions-safety-of-uber-app/\" target=\"_blank\">WBZ\u003c/a> (Feb 25)\u003c/em> Boston Police Commissioner William Evans says he wants more public regulation of what he calls “gypsy cabs.” The commissioner on WBZ NewsRadio 1030 last night singled out a popular mobile \u003ca href=\"https://www.uber.com/\" target=\"_blank\">app Uber,\u003c/a> which connects drivers with passengers....Evans questioned the level of safety and security provided by these new app services because they are not subject to the same level of scrutiny as traditional cabs.\u003c/p>\n\u003cp>\u003ca href=\"http://www.bostonglobe.com/business/2014/03/01/car-service-uber-not-yet-boston-regulators-sights/vQjDKrnbpT6NPg0CAQCs3O/story.html\" target=\"_blank\">\u003cem>Boston Globe\u003c/em>\u003c/a> \u003cem>(March 1) \u003c/em>As Mayor Martin J. Walsh and his new team at City Hall prepare to overhaul Boston’s transportation policies, one car service popular among Boston’s tech set isn’t likely to face any changes: Uber .... Many critics have said that the only way to ensure Uber is truly safe, and its drivers are properly trained, is to subject it to the same regulations that cabs have endured for years.\u003c/p>\n\u003cp>Not Walsh.\u003c/p>\n\u003cp id=\"skip-target\">“People should feel safe when they are traveling in Boston,” the mayor said Friday. “We cannot turn a blind eye to public safety concerns around unregulated modes of transportation, but we also cannot condemn a popular, effective service like Uber that takes responsible steps to ensure the safety of their users. There is a balance.”\u003c/p>\n\u003cp>Walsh said he is taking a comprehensive look at the city’s transportation services — from taxis to buses to smartphone car services — and is working with the new police commissioner, William Evans, to come up with new policies.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Chicago\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>\u003ca href=\"http://www.wbez.org/news/shadowy-lobbyists-influence-rideshare-debate-109770\" target=\"_blank\">\u003cem>WBEZ\u003c/em>\u003c/a> \u003cem>(Feb 25)\u003c/em> The fight over the future of ridesharing in Chicago is increasingly being waged through shadowy lobbyists. This has some aldermen concerned about how that could influence the current regulatory debate.\u003c/p>\n\u003cp>At a hearing at City Council’s Joint Committee on Transportation and Finance on Monday, some noted that the lobbying activity on the issue appeared different from the usual at City Hall. They said they were disturbed by the apparent emergence of advocates for ride-sharing companies like Uber, Lyft and Sidecar, who have not identified their interests upfront.\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"http://www.wbez.org/news/city-moves-regulate-rideshare-companies-109639\" target=\"_blank\">WBEZ\u003c/a> (Feb 5)\u003c/em>\u003c/p>\n\u003cp>The Mayor’s office introduced new rules at Wednesday’s City Council meeting, aimed at bringing the (ride-service) companies into the regulatory fold. But the move is already angering some who say the city should use its existing regulations for taxicabs and livery vehicles, rather than create a new set of rules....\u003c/p>\n\u003cp>The (proposed ride-service ordinance) would require the companies to register with the city and pay an annual $25,000 licensing fee, as well as $25 per driver with their service. It would also subject the companies to the city’s ground transportation tax — $3.50 per day, per vehicle, for each day that the vehicle is used in Chicago for ground transportation. Additionally, the vehicles would have to display signage or an emblem that identifies their ridesharing service, and would have to be inspected annually by the city.\u003c/p>\n\u003cp>But perhaps the most significant cost that the rules would require are general commercial liability insurance and commercial automobile liability insurance policies of $1 million per occurrence.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Dallas\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>\u003cem>\u003ca href=\"http://www.bizjournals.com/dallas/news/2014/02/19/uber-debate-dallas-task-force-nixes-idea-to-limit.html?page=all\" target=\"_blank\">Dallas Business Journa\u003c/a>l (Feb 19)\u003c/em> Dallas’ transportation-for-hire task force rejected a proposed limitation on drivers' hours that was being considered for the ordinance regulating taxis, limos and other car services.... Task force Chair \u003ca href=\"http://pubads.g.doubleclick.net/pagead/adview?ai=BnG8x6_UUU4P-M4uQlATzm4DQBPGqmoMFAAAAEAEgADgAWPniq4KeAWDJ9viGyKOgGYIBF2NhLXB1Yi05NzM2MDkyNjA0Njc3NTE2sgETd3d3LmJpempvdXJuYWxzLmNvbboBCWdmcF9pbWFnZcgBCdoBcWh0dHA6Ly93d3cuYml6am91cm5hbHMuY29tL2RhbGxhcy9uZXdzLzIwMTQvMDIvMTkvdWJlci1kZWJhdGUtZGFsbGFzLXRhc2stZm9yY2Utbml4ZXMtaWRlYS10by1saW1pdC5odG1sP3BhZ2U9YWxswAIC4AIA6gIcNDYzNS9iemouZGFsbGFzL2FydGljbGVfcGFnZfgCg9IekAPwAZgDpAOoAwHQBJBO4AQBkgULCAcQARgBIOGv0higBiA&sigh=_wj_jMEE2pg&adurl=http://pagead2.googlesyndication.com/pagead/imgad/1482981/verisign_2014_interstitial_2.html%3Ft%3D10%26cT%3Dhttp%253A//bizjournals.com%26l%3Dhttp%253A//www.bizjournals.com/dallas/search/results%253Fq%253DSandy%252520Greyson\">Sandy Greyson\u003c/a> said the group was considering a limitation comparable to other nearby cities, but unanimously agreed that the idea was not for Dallas.\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"http://cityhallblog.dallasnews.com/2014/02/lyfts-co-founder-weighs-in-on-dallas-attempt-to-rewrite-transportation-for-hire-rules-and-allegations-of-redlining.html/\" target=\"_blank\">Dallas Morning News\u003c/a> (Feb 25)\u003c/em> “We’re gonna fight to stay there,” (Lyft CEO John Zimmer) says. “There are thousands of drivers and passengers in Dallas and across the country that believe in this mission and movement, and we’ll be there alongside them to make sure we work together in a responsible and thoughtful way with local officials and defend their right to do this....”\u003c/p>\n\u003cp>Meanwhile, Lyft isn’t waiting for anything: In recent days it has expanded its local coverage area, stretching from Farmers Branch to Duncanville to Pleasant Grove to Garland, \u003ca href=\"https://www.lyft.me/help?article=1302208\" target=\"_blank\">or thereabouts\u003c/a>. Zimmer says that was a “organic expansion” based on data provided by Lyft’s app. There are a handful of hot spots, he notes, around Lower Greenville and Uptown and downtown, but Lyft’s seeing a lot of use all over, so it made sense to recruit more drivers and widen the area in which rides are being shared.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Denver\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>\u003ca href=\"http://blogs.denverpost.com/techknowbytes/2014/02/11/ride-sharing-bill-drives-amid-concerns-raise-auto-insurance-rates-statewide/13087/\" target=\"_blank\">\u003cem>Denver Post\u003c/em>\u003c/a> \u003cem>(Feb 11) \u003c/em>The Senate Business, Labor and Technology committee on Tuesday approved a bill that would \u003ca href=\"http://blogs.denverpost.com/techknowbytes/2014/01/28/colorado-puc-director-raises-concerns-uber-lyfts-ride-sharing-bill/12967/\">lightly regulate ride-sharing companies\u003c/a> such as Lyft and \u003ca title=\"Posts tagged with uberX\" href=\"http://blogs.denverpost.com/techknowbytes/tag/uberx/\" rel=\"tag\">UberX\u003c/a> .... \u003ca title=\"Posts tagged with senate bill 125\" href=\"http://blogs.denverpost.com/techknowbytes/tag/senate-bill-125/\" rel=\"tag\">Senate Bill 125\u003c/a> would classify Lyft and UberX as transportation network companies, or TNCs, and place them under limited PUC oversight. Lyft and UberX have developed smartphone apps that connect passengers with drivers, who use their personal cars for the ride .... Colorado regulators and lawmakers say that if a ride-sharing measure isn’t passed, the companies would be forced to shut down.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Detroit\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>\u003cem>\u003ca href=\"http://www.freep.com/article/20140216/BUSINESS06/302160040/Uber-car-service\" target=\"_blank\">Detroit Free Press\u003c/a> (Feb 16) \u003c/em>In Detroit, state and local police have the go-ahead to ticket Uber drivers who, intentionally or not, failed to get licensed as a driver for hire, officials told the Free Press. Penalties for unlicensed operations run from a fine up to $500 to jail time. The city said officers have not issued any tickets yet ....\u003c/p>\n\u003cp>(R)epresentatives for the Michigan Department of Transportation and the City of Detroit told the Free Press that they still consider UberX as drivers for hire under the law because they charge customers for rides. Those drivers must therefore obtain a $300 Certificate of Authority from the state and a $110 limo operator’s license from the Detroit Police Department, which would inspect their vehicle.\u003c/p>\n\u003cp>Uber Technologies is also required to register with MDOT as a limo carrier, which it has not done, according to Sharon Edgar, MDOT administrator in the office of passenger transportation. Edgar said she sent a noncompliance notice in December to Uber’s Detroit office but hasn’t heard back. White, when asked in an e-mail, did not address the state notice.\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"http://www.wxyz.com/news/smartphone-car-service-uber-and-uberx-hits-rough-road-detroit-puts-on-brakes\" target=\"_blank\">WXYZ\u003c/a> (Feb 18) \u003c/em>Detroit City Attorney Melvin Butch Hollowell (says) UberX is not following city licensing requirements and Hollowell is issuing a cease and desist order.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Houston\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>\u003ca href=\"http://www.bizjournals.com/houston/news/2014/02/25/city-of-houston-committee-takes-a-hard-look-at.html\" target=\"_blank\">\u003cem>Houston Business Journal\u003c/em>\u003c/a> \u003cem>(Feb 25)\u003c/em> Unless Mayor Annise Parker decides to voluntarily put new vehicle-for-hire ordinances on the city council agenda, Tina Paez, the director of the Administration & Regulatory Affairs department, said it is most likely that discussions regarding new ordinances will continue at the committee meeting next month.\u003c/p>\n\u003cp>This probably isn’t welcome news for Uber Technologies Inc. and Lyft, which launched some of their services for free, as a promotion, last week.\u003c/p>\n\u003cp>Unless the companies, which are offering free rides to customers who request ride services from their apps, plan to continue offering free rides for the next month, this could cause some trouble. If the companies ask for payment or donations for their rides, the city said it will charge drivers with violating city ordinances and it will charge them penalties of up to $500.\u003c/p>\n\u003cp>Already, the city confirmed that there has been one instance where a Lyft driver charged a rider for a ride, and the city charged the driver with three different violations.\u003c/p>\u003c/blockquote>\n\u003cblockquote>\u003cp>\u003cem>\u003ca href=\"http://blogs.houstonpress.com/hairballs/2014/03/city_of_houston_to_uber_stop_s.php\" target=\"_blank\">Houston Press\u003c/a> (March 3) \u003c/em>Some 10,000 Houstonians signed an online petition in support of (Uber), the most vocal of whom are young, urbanites who are strong supporters of the technological aspects of the service.\u003c/p>\n\u003cp>What was the city's response?\u003c/p>\n\u003cp>Apparently, the city is tired of having its inbox filled up with Uber petition signatures because it \u003ca href=\"http://blog.uber.com/HoustonStandUp\">issued a cease and desist to the folks at Uber\u003c/a> asking Uber to stop the flow of petition e-mails to city mailboxes\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Minneapolis\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>\u003cem>\u003ca href=\"http://www.twincities.com/localnews/ci_25250479/lyfts-free-ride-deal-gives-it-two-week\" target=\"_blank\">St. Paul Pioneer Press\u003c/a> (Feb 28)\u003c/em> Taxi-like car-sharing service Lyft has launched a multi-city free-ride deal that just happens to get it out of hot water with the City of Minneapolis -- at least for the next two weeks.\u003c/p>\n\u003cp>Lyft, consisting of driver-owned vehicles that customers summon with smartphone apps, said it will pick up the tab for rides costing up to $25 apiece.\u003c/p>\n\u003cp>The promotion temporarily defuses a disagreement with Minneapolis officials, who have insisted that Lyft be licensed like a taxi service, something this and similar services adamantly oppose....\u003c/p>\n\u003cp>Minneapolis had threatened to ticket and tow Lyft vehicles once they began operating Thursday as scheduled, but now said it will hold off if money isn't changing hands.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Pittsburgh\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>\u003ca href=\"http://www.post-gazette.com/business/2014/02/18/Peduto-asks-for-rule-change-on-ride-sharing-operations/stories/201402180175\" target=\"_blank\">\u003cem>Pittsburgh Post-Gazette\u003c/em>\u003c/a> (Feb 19) Mayor Bill Peduto wants the Pennsylvania Public Utility Commission to change its rules to allow for ride-sharing operations in Pittsburgh. \"As mayor, I support the expansion of transportation options in our city and recognize the need for a broader and more diverse suite of options to get people around town quickly, safely, and reliably,\" Mr. Peduto wrote in a letter to PUC executive director Jan Freeman on Tuesday. \"This includes these new companies but it also includes legacy jitney drivers who serve communities that have been red-lined out of traditional taxicab and limousine service....\"\u003c/p>\n\u003cp>Mr. Peduto and Councilman Dan Gilman said Tuesday that they propose amending Chapter 29 of the PUC code to create a new class of regulated transportation service providers.\u003c/p>\n\u003cp>That would be akin to what the California Public Utilities Commission did in September, when it created a new class of business known as a Transportation Network Company.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Seattle\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>\u003cem>\u003ca href=\"http://seattletimes.com/html/localnews/2023019652_rideshareenforcementxml.html\" target=\"_blank\">Seattle Times\u003c/a> (Feb 28)\u003c/em> A majority of Seattle City Council members approved a cap on the number of drivers for Lyft, uberX and Sidecar at a standing-room-only taxi-committee meeting Thursday night .... If the proposal passes a full council vote next month, it would allow an unlimited number of drivers, but no more than 150 of them, using their personal cars, could work at any given time for each company. The measure would take effect a month after Mayor Ed Murray signs it.\u003c/p>\n\u003cp>Each prospective driver would have to apply for a Transportation Network Company (TNC) permit. In order to get it, drivers would have to take driver-safety training, but it would be less intensive than the for-hire training that taxi and flat-rate car drivers are required to take.\u003c/p>\n\u003cp>Under the earlier proposal, which did not pass, the taxi committee had recommended a cap of 300 TNC-permitted drivers who could contract with Lyft, uberX and Sidecar. All 300 of those drivers could choose which company they want to work for.\u003c/p>\u003c/blockquote>\n\u003cp>And don't stop there: \u003ca href=\"http://news.cnet.com/8301-11386_3-57618627-76/paris-taxi-drivers-strike-but-uber-opens-second-front-in-the-war/\" target=\"_blank\">Around\u003c/a> the \u003ca href=\"http://www.ibtimes.com/uber-opens-china-shanghai-restricts-use-popular-taxi-booking-apps-1558379\" target=\"_blank\">globe\u003c/a>, app-based transpo is coming to a \u003ca href=\"http://www.lifehacker.com.au/2012/10/uber-launches-in-australia-to-carry-you-through-sydney-in-style/\" target=\"_blank\">nation\u003c/a> near you!\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_115064\" class=\"wp-caption alignright\" style=\"max-width: 272px\">\u003cimg class=\"size-full wp-image-115064 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/10/DeSoto-Cab-Company-driver-and-Pacifica-resident-Corey-Lamb-protests-against-ap-based-ride-selling-companies-like-Lyft-on-Tuesday-July-30-outside-San-Francisco-City-Hall.-Alex-EnslieKQEDRS5997_IMG_7873-sfi.jpg\" alt=\"A San Francisco cab driver protests ride-service companies like Lyft, July 30, 2013, outside San Francisco City Hall. (Alex Emslie/KQED)\" width=\"272\" height=\"360\">\u003cfigcaption class=\"wp-caption-text\">A San Francisco cab driver protests against ride-service companies like Lyft, July 30, 2013, outside San Francisco City Hall. (Alex Emslie/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>We've been covering the San Francisco-based ride-service companies Lyft and Uber for some time now, focusing on \u003ca href=\"http://ww2.kqed.org/news/2014/01/20/ride-sharing-insurance-lyft-uberx-sidecar/\" target=\"_blank\">questions\u003c/a> related to \u003ca href=\"http://ww2.kqed.org/news/2013/11/14/who-pays-when-ride-share-driver-crashes\" target=\"_blank\">insurance\u003c/a> and \u003ca href=\"http://ww2.kqed.org/news/2014/01/30/lyft-uberx-driver-safety\" target=\"_blank\">safety\u003c/a>. Taxi companies and drivers in the city have been irate since these firms started taking a noticeable chunk of their business. A 2013 decision by the California Public Utilities Commission to let the companies operate in the state under less rigid rules than the locally regulated taxi business did not appease cab interests one bit. Lyft, in fact, has been pointing to California as a model for what regulation of ride-service firms should look like.\u003c/p>\n\u003cp>Uber was reported to be \u003ca href=\"http://allthingsd.com/20130822/uber-filing-in-delaware-shows-tpg-investment-at-3-5-billion-valuation-google-ventures-also-in/\" target=\"_blank\">valued at $3.5 billion\u003c/a> at one point last year. And Lyft, for what it's worth, told \u003ca href=\"http://techcrunch.com/2013/12/18/uber-lyft/\" target=\"_blank\">TechCrunch\u003c/a> last December that it's \"seeing its revenues grow at a rate of about 6 percent every single week ....\"\u003c/p>\n\u003cp>These San Francisco companies have been exporting this new app-based, sharing-economy model of vehicular transportation all over the U.S., with a similar pattern emerging whenever they come to town: Local taxi interests hoot and holler, and local agencies and elected officials grapple with how --or if -- to put the brakes on the unregulated drivers and vehicles who now traverse their cities carrying paying customers.\u003c/p>\n\u003cp>A handful of cities, like \u003ca href=\"http://www.bestofneworleans.com/gambit/why-new-orleans-doesnt-have-uber/Content?oid=2307943\" target=\"_blank\">New Orleans\u003c/a>, \u003ca href=\"http://www.geekwire.com/2014/portland-ridesharing/\" target=\"_blank\">Portland\u003c/a> and \u003ca href=\"http://miamiherald.typepad.com/nakedpolitics/2014/02/ashton-kutcher-slams-miami-for-keeping-out-uber.html\" target=\"_blank\">Miami\u003c/a>, have banned the upstarts entirely. But around the country, industry leaders Uber and Lyft are expanding as quickly as they can, with regulators trying to play catch-up. Here's a rundown from local media of the latest regulatory developments in various cities:\u003c/p>\n\u003cp>\u003cstrong>Boston\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>\u003cem>\u003ca href=\"http://boston.cbslocal.com/2014/02/25/boston-police-commissioner-questions-safety-of-uber-app/\" target=\"_blank\">WBZ\u003c/a> (Feb 25)\u003c/em> Boston Police Commissioner William Evans says he wants more public regulation of what he calls “gypsy cabs.” The commissioner on WBZ NewsRadio 1030 last night singled out a popular mobile \u003ca href=\"https://www.uber.com/\" target=\"_blank\">app Uber,\u003c/a> which connects drivers with passengers....Evans questioned the level of safety and security provided by these new app services because they are not subject to the same level of scrutiny as traditional cabs.\u003c/p>\n\u003cp>\u003ca href=\"http://www.bostonglobe.com/business/2014/03/01/car-service-uber-not-yet-boston-regulators-sights/vQjDKrnbpT6NPg0CAQCs3O/story.html\" target=\"_blank\">\u003cem>Boston Globe\u003c/em>\u003c/a> \u003cem>(March 1) \u003c/em>As Mayor Martin J. Walsh and his new team at City Hall prepare to overhaul Boston’s transportation policies, one car service popular among Boston’s tech set isn’t likely to face any changes: Uber .... Many critics have said that the only way to ensure Uber is truly safe, and its drivers are properly trained, is to subject it to the same regulations that cabs have endured for years.\u003c/p>\n\u003cp>Not Walsh.\u003c/p>\n\u003cp id=\"skip-target\">“People should feel safe when they are traveling in Boston,” the mayor said Friday. “We cannot turn a blind eye to public safety concerns around unregulated modes of transportation, but we also cannot condemn a popular, effective service like Uber that takes responsible steps to ensure the safety of their users. There is a balance.”\u003c/p>\n\u003cp>Walsh said he is taking a comprehensive look at the city’s transportation services — from taxis to buses to smartphone car services — and is working with the new police commissioner, William Evans, to come up with new policies.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Chicago\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>\u003ca href=\"http://www.wbez.org/news/shadowy-lobbyists-influence-rideshare-debate-109770\" target=\"_blank\">\u003cem>WBEZ\u003c/em>\u003c/a> \u003cem>(Feb 25)\u003c/em> The fight over the future of ridesharing in Chicago is increasingly being waged through shadowy lobbyists. This has some aldermen concerned about how that could influence the current regulatory debate.\u003c/p>\n\u003cp>At a hearing at City Council’s Joint Committee on Transportation and Finance on Monday, some noted that the lobbying activity on the issue appeared different from the usual at City Hall. They said they were disturbed by the apparent emergence of advocates for ride-sharing companies like Uber, Lyft and Sidecar, who have not identified their interests upfront.\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"http://www.wbez.org/news/city-moves-regulate-rideshare-companies-109639\" target=\"_blank\">WBEZ\u003c/a> (Feb 5)\u003c/em>\u003c/p>\n\u003cp>The Mayor’s office introduced new rules at Wednesday’s City Council meeting, aimed at bringing the (ride-service) companies into the regulatory fold. But the move is already angering some who say the city should use its existing regulations for taxicabs and livery vehicles, rather than create a new set of rules....\u003c/p>\n\u003cp>The (proposed ride-service ordinance) would require the companies to register with the city and pay an annual $25,000 licensing fee, as well as $25 per driver with their service. It would also subject the companies to the city’s ground transportation tax — $3.50 per day, per vehicle, for each day that the vehicle is used in Chicago for ground transportation. Additionally, the vehicles would have to display signage or an emblem that identifies their ridesharing service, and would have to be inspected annually by the city.\u003c/p>\n\u003cp>But perhaps the most significant cost that the rules would require are general commercial liability insurance and commercial automobile liability insurance policies of $1 million per occurrence.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Dallas\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>\u003cem>\u003ca href=\"http://www.bizjournals.com/dallas/news/2014/02/19/uber-debate-dallas-task-force-nixes-idea-to-limit.html?page=all\" target=\"_blank\">Dallas Business Journa\u003c/a>l (Feb 19)\u003c/em> Dallas’ transportation-for-hire task force rejected a proposed limitation on drivers' hours that was being considered for the ordinance regulating taxis, limos and other car services.... Task force Chair \u003ca href=\"http://pubads.g.doubleclick.net/pagead/adview?ai=BnG8x6_UUU4P-M4uQlATzm4DQBPGqmoMFAAAAEAEgADgAWPniq4KeAWDJ9viGyKOgGYIBF2NhLXB1Yi05NzM2MDkyNjA0Njc3NTE2sgETd3d3LmJpempvdXJuYWxzLmNvbboBCWdmcF9pbWFnZcgBCdoBcWh0dHA6Ly93d3cuYml6am91cm5hbHMuY29tL2RhbGxhcy9uZXdzLzIwMTQvMDIvMTkvdWJlci1kZWJhdGUtZGFsbGFzLXRhc2stZm9yY2Utbml4ZXMtaWRlYS10by1saW1pdC5odG1sP3BhZ2U9YWxswAIC4AIA6gIcNDYzNS9iemouZGFsbGFzL2FydGljbGVfcGFnZfgCg9IekAPwAZgDpAOoAwHQBJBO4AQBkgULCAcQARgBIOGv0higBiA&sigh=_wj_jMEE2pg&adurl=http://pagead2.googlesyndication.com/pagead/imgad/1482981/verisign_2014_interstitial_2.html%3Ft%3D10%26cT%3Dhttp%253A//bizjournals.com%26l%3Dhttp%253A//www.bizjournals.com/dallas/search/results%253Fq%253DSandy%252520Greyson\">Sandy Greyson\u003c/a> said the group was considering a limitation comparable to other nearby cities, but unanimously agreed that the idea was not for Dallas.\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"http://cityhallblog.dallasnews.com/2014/02/lyfts-co-founder-weighs-in-on-dallas-attempt-to-rewrite-transportation-for-hire-rules-and-allegations-of-redlining.html/\" target=\"_blank\">Dallas Morning News\u003c/a> (Feb 25)\u003c/em> “We’re gonna fight to stay there,” (Lyft CEO John Zimmer) says. “There are thousands of drivers and passengers in Dallas and across the country that believe in this mission and movement, and we’ll be there alongside them to make sure we work together in a responsible and thoughtful way with local officials and defend their right to do this....”\u003c/p>\n\u003cp>Meanwhile, Lyft isn’t waiting for anything: In recent days it has expanded its local coverage area, stretching from Farmers Branch to Duncanville to Pleasant Grove to Garland, \u003ca href=\"https://www.lyft.me/help?article=1302208\" target=\"_blank\">or thereabouts\u003c/a>. Zimmer says that was a “organic expansion” based on data provided by Lyft’s app. There are a handful of hot spots, he notes, around Lower Greenville and Uptown and downtown, but Lyft’s seeing a lot of use all over, so it made sense to recruit more drivers and widen the area in which rides are being shared.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Denver\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>\u003ca href=\"http://blogs.denverpost.com/techknowbytes/2014/02/11/ride-sharing-bill-drives-amid-concerns-raise-auto-insurance-rates-statewide/13087/\" target=\"_blank\">\u003cem>Denver Post\u003c/em>\u003c/a> \u003cem>(Feb 11) \u003c/em>The Senate Business, Labor and Technology committee on Tuesday approved a bill that would \u003ca href=\"http://blogs.denverpost.com/techknowbytes/2014/01/28/colorado-puc-director-raises-concerns-uber-lyfts-ride-sharing-bill/12967/\">lightly regulate ride-sharing companies\u003c/a> such as Lyft and \u003ca title=\"Posts tagged with uberX\" href=\"http://blogs.denverpost.com/techknowbytes/tag/uberx/\" rel=\"tag\">UberX\u003c/a> .... \u003ca title=\"Posts tagged with senate bill 125\" href=\"http://blogs.denverpost.com/techknowbytes/tag/senate-bill-125/\" rel=\"tag\">Senate Bill 125\u003c/a> would classify Lyft and UberX as transportation network companies, or TNCs, and place them under limited PUC oversight. Lyft and UberX have developed smartphone apps that connect passengers with drivers, who use their personal cars for the ride .... Colorado regulators and lawmakers say that if a ride-sharing measure isn’t passed, the companies would be forced to shut down.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Detroit\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>\u003cem>\u003ca href=\"http://www.freep.com/article/20140216/BUSINESS06/302160040/Uber-car-service\" target=\"_blank\">Detroit Free Press\u003c/a> (Feb 16) \u003c/em>In Detroit, state and local police have the go-ahead to ticket Uber drivers who, intentionally or not, failed to get licensed as a driver for hire, officials told the Free Press. Penalties for unlicensed operations run from a fine up to $500 to jail time. The city said officers have not issued any tickets yet ....\u003c/p>\n\u003cp>(R)epresentatives for the Michigan Department of Transportation and the City of Detroit told the Free Press that they still consider UberX as drivers for hire under the law because they charge customers for rides. Those drivers must therefore obtain a $300 Certificate of Authority from the state and a $110 limo operator’s license from the Detroit Police Department, which would inspect their vehicle.\u003c/p>\n\u003cp>Uber Technologies is also required to register with MDOT as a limo carrier, which it has not done, according to Sharon Edgar, MDOT administrator in the office of passenger transportation. Edgar said she sent a noncompliance notice in December to Uber’s Detroit office but hasn’t heard back. White, when asked in an e-mail, did not address the state notice.\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"http://www.wxyz.com/news/smartphone-car-service-uber-and-uberx-hits-rough-road-detroit-puts-on-brakes\" target=\"_blank\">WXYZ\u003c/a> (Feb 18) \u003c/em>Detroit City Attorney Melvin Butch Hollowell (says) UberX is not following city licensing requirements and Hollowell is issuing a cease and desist order.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Houston\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>\u003ca href=\"http://www.bizjournals.com/houston/news/2014/02/25/city-of-houston-committee-takes-a-hard-look-at.html\" target=\"_blank\">\u003cem>Houston Business Journal\u003c/em>\u003c/a> \u003cem>(Feb 25)\u003c/em> Unless Mayor Annise Parker decides to voluntarily put new vehicle-for-hire ordinances on the city council agenda, Tina Paez, the director of the Administration & Regulatory Affairs department, said it is most likely that discussions regarding new ordinances will continue at the committee meeting next month.\u003c/p>\n\u003cp>This probably isn’t welcome news for Uber Technologies Inc. and Lyft, which launched some of their services for free, as a promotion, last week.\u003c/p>\n\u003cp>Unless the companies, which are offering free rides to customers who request ride services from their apps, plan to continue offering free rides for the next month, this could cause some trouble. If the companies ask for payment or donations for their rides, the city said it will charge drivers with violating city ordinances and it will charge them penalties of up to $500.\u003c/p>\n\u003cp>Already, the city confirmed that there has been one instance where a Lyft driver charged a rider for a ride, and the city charged the driver with three different violations.\u003c/p>\u003c/blockquote>\n\u003cblockquote>\u003cp>\u003cem>\u003ca href=\"http://blogs.houstonpress.com/hairballs/2014/03/city_of_houston_to_uber_stop_s.php\" target=\"_blank\">Houston Press\u003c/a> (March 3) \u003c/em>Some 10,000 Houstonians signed an online petition in support of (Uber), the most vocal of whom are young, urbanites who are strong supporters of the technological aspects of the service.\u003c/p>\n\u003cp>What was the city's response?\u003c/p>\n\u003cp>Apparently, the city is tired of having its inbox filled up with Uber petition signatures because it \u003ca href=\"http://blog.uber.com/HoustonStandUp\">issued a cease and desist to the folks at Uber\u003c/a> asking Uber to stop the flow of petition e-mails to city mailboxes\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Minneapolis\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>\u003cem>\u003ca href=\"http://www.twincities.com/localnews/ci_25250479/lyfts-free-ride-deal-gives-it-two-week\" target=\"_blank\">St. Paul Pioneer Press\u003c/a> (Feb 28)\u003c/em> Taxi-like car-sharing service Lyft has launched a multi-city free-ride deal that just happens to get it out of hot water with the City of Minneapolis -- at least for the next two weeks.\u003c/p>\n\u003cp>Lyft, consisting of driver-owned vehicles that customers summon with smartphone apps, said it will pick up the tab for rides costing up to $25 apiece.\u003c/p>\n\u003cp>The promotion temporarily defuses a disagreement with Minneapolis officials, who have insisted that Lyft be licensed like a taxi service, something this and similar services adamantly oppose....\u003c/p>\n\u003cp>Minneapolis had threatened to ticket and tow Lyft vehicles once they began operating Thursday as scheduled, but now said it will hold off if money isn't changing hands.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Pittsburgh\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>\u003ca href=\"http://www.post-gazette.com/business/2014/02/18/Peduto-asks-for-rule-change-on-ride-sharing-operations/stories/201402180175\" target=\"_blank\">\u003cem>Pittsburgh Post-Gazette\u003c/em>\u003c/a> (Feb 19) Mayor Bill Peduto wants the Pennsylvania Public Utility Commission to change its rules to allow for ride-sharing operations in Pittsburgh. \"As mayor, I support the expansion of transportation options in our city and recognize the need for a broader and more diverse suite of options to get people around town quickly, safely, and reliably,\" Mr. Peduto wrote in a letter to PUC executive director Jan Freeman on Tuesday. \"This includes these new companies but it also includes legacy jitney drivers who serve communities that have been red-lined out of traditional taxicab and limousine service....\"\u003c/p>\n\u003cp>Mr. Peduto and Councilman Dan Gilman said Tuesday that they propose amending Chapter 29 of the PUC code to create a new class of regulated transportation service providers.\u003c/p>\n\u003cp>That would be akin to what the California Public Utilities Commission did in September, when it created a new class of business known as a Transportation Network Company.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cstrong>Seattle\u003c/strong>\u003c/p>\n\u003cblockquote>\u003cp>\u003cem>\u003ca href=\"http://seattletimes.com/html/localnews/2023019652_rideshareenforcementxml.html\" target=\"_blank\">Seattle Times\u003c/a> (Feb 28)\u003c/em> A majority of Seattle City Council members approved a cap on the number of drivers for Lyft, uberX and Sidecar at a standing-room-only taxi-committee meeting Thursday night .... If the proposal passes a full council vote next month, it would allow an unlimited number of drivers, but no more than 150 of them, using their personal cars, could work at any given time for each company. The measure would take effect a month after Mayor Ed Murray signs it.\u003c/p>\n\u003cp>Each prospective driver would have to apply for a Transportation Network Company (TNC) permit. In order to get it, drivers would have to take driver-safety training, but it would be less intensive than the for-hire training that taxi and flat-rate car drivers are required to take.\u003c/p>\n\u003cp>Under the earlier proposal, which did not pass, the taxi committee had recommended a cap of 300 TNC-permitted drivers who could contract with Lyft, uberX and Sidecar. All 300 of those drivers could choose which company they want to work for.\u003c/p>\u003c/blockquote>\n\u003cp>And don't stop there: \u003ca href=\"http://news.cnet.com/8301-11386_3-57618627-76/paris-taxi-drivers-strike-but-uber-opens-second-front-in-the-war/\" target=\"_blank\">Around\u003c/a> the \u003ca href=\"http://www.ibtimes.com/uber-opens-china-shanghai-restricts-use-popular-taxi-booking-apps-1558379\" target=\"_blank\">globe\u003c/a>, app-based transpo is coming to a \u003ca href=\"http://www.lifehacker.com.au/2012/10/uber-launches-in-australia-to-carry-you-through-sydney-in-style/\" target=\"_blank\">nation\u003c/a> near you!\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cfigure id=\"attachment_115005\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/10/justin-sullivangetty-imagesRS7013_175333538-hpf.jpg\">\u003cimg class=\"size-full wp-image-115005\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/10/justin-sullivangetty-imagesRS7013_175333538-hpf.jpg\" alt=\"A BART train pulls out of Oakland's Rockridge station. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"428\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART train pulls out of Oakland's Rockridge station. (Justin Sullivan/Getty Images) \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART says it has fixed a problem with a control system that's forcing operators to run trains manually through the Transbay Tube during the Friday morning rush.\u003c/p>\n\u003cp>BART spokeswoman Alicia Trost said in an email that the manual operation through the tube in both directions meant trains had to travel more slowly than the normal top speed of 70 mph or so. Slower speeds in the tube backed up traffic throughout the system. BART described the result as \"major delays.\" Rider reports on Twitter suggest many commuters were delayed on their trips by at least half an hour.\u003c/p>\n\u003cp>Trains were reported to be back on automatic control, and up to speed, about 8:45 a.m. Friday's problem was the latest in a week of serious delays on the system, including one involving a train derailing in Concord and a brief rush-hour shutdown when police chased stolen-property suspects into the BART tunnel near the 24th Street/Mission station in San Francisco.\u003c/p>\n\u003cp>BART wasn't the only transit system having major problems Friday morning. A southbound Caltrain broke down south of Redwood City, forcing the system to single-track trains and leading to major delays in the commute in both directions. Caltrain reported the bottleneck had been cleared about 8:30 a.m.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_115005\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/10/justin-sullivangetty-imagesRS7013_175333538-hpf.jpg\">\u003cimg class=\"size-full wp-image-115005\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/10/justin-sullivangetty-imagesRS7013_175333538-hpf.jpg\" alt=\"A BART train pulls out of Oakland's Rockridge station. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"428\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART train pulls out of Oakland's Rockridge station. (Justin Sullivan/Getty Images) \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART says it has fixed a problem with a control system that's forcing operators to run trains manually through the Transbay Tube during the Friday morning rush.\u003c/p>\n\u003cp>BART spokeswoman Alicia Trost said in an email that the manual operation through the tube in both directions meant trains had to travel more slowly than the normal top speed of 70 mph or so. Slower speeds in the tube backed up traffic throughout the system. BART described the result as \"major delays.\" Rider reports on Twitter suggest many commuters were delayed on their trips by at least half an hour.\u003c/p>\n\u003cp>Trains were reported to be back on automatic control, and up to speed, about 8:45 a.m. Friday's problem was the latest in a week of serious delays on the system, including one involving a train derailing in Concord and a brief rush-hour shutdown when police chased stolen-property suspects into the BART tunnel near the 24th Street/Mission station in San Francisco.\u003c/p>\n\u003cp>BART wasn't the only transit system having major problems Friday morning. A southbound Caltrain broke down south of Redwood City, forcing the system to single-track trains and leading to major delays in the commute in both directions. Caltrain reported the bottleneck had been cleared about 8:30 a.m.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Google to Fund San Francisco's Free Muni for Youth Program",
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"content": "\u003cfigure id=\"attachment_127973\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2014/02/27/127970/google-donates-free-muni-for-youth-program/rs5001_003-scr/\" rel=\"attachment wp-att-127973\">\u003cimg class=\"size-medium wp-image-127973\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/RS5001_003-scr-640x426.jpg\" alt=\"Muni buses in downtown San Francisco. (Deborah Svoboda/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Muni buses in downtown San Francisco. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Bay City News and KQED\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>San Francisco Mayor Ed Lee and other city officials announced today that Google is donating $6.8 million to fund the next two years of the city's \"\u003ca href=\"http://ww2.kqed.org/news/2012/12/05/low-income-youth-to-ride-muni-for-free-starting-in-march/\">Free Muni for Youth\u003c/a>\" program. According to the city, the gift is \"one of the largest private contributions towards direct city services in San Francisco history.\"\u003c/p>\n\u003cp>The program, which started as a 16-month pilot project March 1, 2013, currently allows more than 31,000 qualifying low- and moderate-income youth between 5 and 17 years old to ride San Francisco Municipal Railway buses and light-rail vehicles at no cost.\u003c/p>\n\u003cp>Before the Google announcement, the San Francisco Municipal Transportation Agency's board of directors had been considering \u003ca href=\"http://ww2.kqed.org/news/2014/02/12/transit-officials-consider-free-muni-for-seniors-and-people-with-disabilities/\">whether to renew or possibly expand\u003c/a> the program to include seniors and people with disabilities, as well as 18-year-old youths.\u003c/p>\n\u003cp>\"With this unprecedented gift from Google, we can keep this successful pilot program running for at least two more years at no cost to taxpayers or Muni riders, and free up critical funds for other vital Muni maintenance and services,\" Mayor Lee said in a statement.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Google is demonstrating with real action and real resources that they are a true partner in addressing our city's affordability crisis for lower and middle-income families,\" Lee said.\u003c/p>\n\u003cp>Mountain View-based Google and other local technology companies have come under criticism recently because of concerns over gentrification and rising costs of living in San Francisco, as well as for problems related to the companies' commuter buses that could soon begin using Muni bus stops for a small fee charged by the city.\u003c/p>\n\u003cp>Activists have \u003ca href=\"http://ww2.kqed.org/news/2014/01/21/yet-another-protest-against-tech-buses/\">blocked the tech buses \u003c/a>on several occasions in and around the city.\u003c/p>\n\u003cp>Supervisor David Campos, an initial advocate for the Free Muni for Youth program and one of the critics of the so-called Google buses, said in a statement that the company's donation is \"a good first step.\"\u003c/p>\n\u003cp>\"We need further collaboration to support more community-driven solutions to the displacement crisis,” Campos stated.\u003c/p>\n\u003cp>Campos said, \"I'm looking forward to working with the tech industry in the future on other important issues like housing, jobs and tenant protections.\"\u003c/p>\n\u003cp>According to the city, \"Preliminary data shows that \u003ca href=\"http://www.sfmta.com/getting-around/transit/fares-passes/free-muni-youth\">Free Muni for Low Income Youth\u003c/a> has had a positive impact on San Francisco’s transportation network. Clipper Card data shows 266,000 more rides by youth Muni riders in May 2013 than in May 2012. Approximately 45 percent of Free Muni for Low Income Youth participants plan to ride public transportation as an adult, while 70 percent would recommend Muni to their friends, according to the San Francisco Unified School District Student Survey results.\"\u003c/p>\n\u003cp>\u003cstrong>Free Muni for All?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>KQED's Stephanie Martin\u003c/strong> spoke with Tommy, a local activist who has been involved in recent Google bus protests.\u003c/p>\n\u003cp>\"It's certainly a good thing because I think the program to make Muni free for youth who are low-income is a good thing, but it's only a beginning,\" said Tommy. \"I would like to see Google and other companies that are using our bus stops chip in enough money to make Muni free for everybody. Because why shouldn't we all benefit from this big economic boom that's happening in this city?\u003c/p>\n\u003cp>\"We certainly have to be inconvenienced by these buses being in the stops and tying up Muni buses, so why shouldn't we all benefit? So, I would say it's good. But let's make our Muni totally free. I think we can aim higher. I think the other companies should be involved as well. I think Google and all the other companies that use the bus stops for their buses could certainly chip in enough or donate enough to make Muni free.\"\u003c/p>\n\u003cp>Martin also interviewed Jessica Lehman, executive director of Senior and Disability Action on Google bus funding for low income youth:\u003c/p>\n\u003cp>\"I think there's a bigger question of what are they doing to support a public system in a city that they are working in and benefiting from. There's a reason that there have been all of these actions on Google buses. It's a question of what kind of city do we want and who do we want to have access to services.\u003c/p>\n\u003cp>\"The next step is free Muni for seniors and people with disabilities. Especially at a time right now when rents are skyrocketing and people are living on Social Security income or are low-income from any number of sources … where it's really hard for people to choose between paying rent, paying for food and medicine and transportation. Transportation shouldn't be a luxury.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"This is really about what kind of community we want. And I think we want a community where all of our folks, youth, seniors, people with disabilities, people of color, people living in every neighborhood can get around town easily and affordably -- so that people can be active in the community.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_127973\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2014/02/27/127970/google-donates-free-muni-for-youth-program/rs5001_003-scr/\" rel=\"attachment wp-att-127973\">\u003cimg class=\"size-medium wp-image-127973\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/RS5001_003-scr-640x426.jpg\" alt=\"Muni buses in downtown San Francisco. (Deborah Svoboda/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Muni buses in downtown San Francisco. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Bay City News and KQED\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>San Francisco Mayor Ed Lee and other city officials announced today that Google is donating $6.8 million to fund the next two years of the city's \"\u003ca href=\"http://ww2.kqed.org/news/2012/12/05/low-income-youth-to-ride-muni-for-free-starting-in-march/\">Free Muni for Youth\u003c/a>\" program. According to the city, the gift is \"one of the largest private contributions towards direct city services in San Francisco history.\"\u003c/p>\n\u003cp>The program, which started as a 16-month pilot project March 1, 2013, currently allows more than 31,000 qualifying low- and moderate-income youth between 5 and 17 years old to ride San Francisco Municipal Railway buses and light-rail vehicles at no cost.\u003c/p>\n\u003cp>Before the Google announcement, the San Francisco Municipal Transportation Agency's board of directors had been considering \u003ca href=\"http://ww2.kqed.org/news/2014/02/12/transit-officials-consider-free-muni-for-seniors-and-people-with-disabilities/\">whether to renew or possibly expand\u003c/a> the program to include seniors and people with disabilities, as well as 18-year-old youths.\u003c/p>\n\u003cp>\"With this unprecedented gift from Google, we can keep this successful pilot program running for at least two more years at no cost to taxpayers or Muni riders, and free up critical funds for other vital Muni maintenance and services,\" Mayor Lee said in a statement.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Google is demonstrating with real action and real resources that they are a true partner in addressing our city's affordability crisis for lower and middle-income families,\" Lee said.\u003c/p>\n\u003cp>Mountain View-based Google and other local technology companies have come under criticism recently because of concerns over gentrification and rising costs of living in San Francisco, as well as for problems related to the companies' commuter buses that could soon begin using Muni bus stops for a small fee charged by the city.\u003c/p>\n\u003cp>Activists have \u003ca href=\"http://ww2.kqed.org/news/2014/01/21/yet-another-protest-against-tech-buses/\">blocked the tech buses \u003c/a>on several occasions in and around the city.\u003c/p>\n\u003cp>Supervisor David Campos, an initial advocate for the Free Muni for Youth program and one of the critics of the so-called Google buses, said in a statement that the company's donation is \"a good first step.\"\u003c/p>\n\u003cp>\"We need further collaboration to support more community-driven solutions to the displacement crisis,” Campos stated.\u003c/p>\n\u003cp>Campos said, \"I'm looking forward to working with the tech industry in the future on other important issues like housing, jobs and tenant protections.\"\u003c/p>\n\u003cp>According to the city, \"Preliminary data shows that \u003ca href=\"http://www.sfmta.com/getting-around/transit/fares-passes/free-muni-youth\">Free Muni for Low Income Youth\u003c/a> has had a positive impact on San Francisco’s transportation network. Clipper Card data shows 266,000 more rides by youth Muni riders in May 2013 than in May 2012. Approximately 45 percent of Free Muni for Low Income Youth participants plan to ride public transportation as an adult, while 70 percent would recommend Muni to their friends, according to the San Francisco Unified School District Student Survey results.\"\u003c/p>\n\u003cp>\u003cstrong>Free Muni for All?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>KQED's Stephanie Martin\u003c/strong> spoke with Tommy, a local activist who has been involved in recent Google bus protests.\u003c/p>\n\u003cp>\"It's certainly a good thing because I think the program to make Muni free for youth who are low-income is a good thing, but it's only a beginning,\" said Tommy. \"I would like to see Google and other companies that are using our bus stops chip in enough money to make Muni free for everybody. Because why shouldn't we all benefit from this big economic boom that's happening in this city?\u003c/p>\n\u003cp>\"We certainly have to be inconvenienced by these buses being in the stops and tying up Muni buses, so why shouldn't we all benefit? So, I would say it's good. But let's make our Muni totally free. I think we can aim higher. I think the other companies should be involved as well. I think Google and all the other companies that use the bus stops for their buses could certainly chip in enough or donate enough to make Muni free.\"\u003c/p>\n\u003cp>Martin also interviewed Jessica Lehman, executive director of Senior and Disability Action on Google bus funding for low income youth:\u003c/p>\n\u003cp>\"I think there's a bigger question of what are they doing to support a public system in a city that they are working in and benefiting from. There's a reason that there have been all of these actions on Google buses. It's a question of what kind of city do we want and who do we want to have access to services.\u003c/p>\n\u003cp>\"The next step is free Muni for seniors and people with disabilities. Especially at a time right now when rents are skyrocketing and people are living on Social Security income or are low-income from any number of sources … where it's really hard for people to choose between paying rent, paying for food and medicine and transportation. Transportation shouldn't be a luxury.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"This is really about what kind of community we want. And I think we want a community where all of our folks, youth, seniors, people with disabilities, people of color, people living in every neighborhood can get around town easily and affordably -- so that people can be active in the community.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_127701\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/RS4487_002-lpr-1.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-127701\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/RS4487_002-lpr-1-640x426.jpg\" alt=\"Steel rods on the new eastern span of the Oakland-San Francisco Bay bridge were found to be broken when engineers returned to check the nuts they tightened earlier. File photo. (Deborah Svoboda/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Steel rods on the new eastern span of the Oakland-San Francisco Bay bridge were found to be broken when engineers returned to check the nuts they tightened earlier. File photo. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Bay Bridge authorities gave an update Tuesday on several issues with the new eastern span.\u003c/p>\n\u003cp>Despite problems continually arising with the $6.4 billion structure, the \u003ca href=\"http://baybridgeinfo.org/tbpoc/overview\" target=\"_blank\" rel=\"noopener\">Toll Bridge Program Oversight Committee\u003c/a>‘s overall message is that the bridge is safe and strong enough to withstand a major earthquake.\u003c/p>\n\u003cp>\u003cstrong>‘Minor misalignment’\u003c/strong>\u003c/p>\n\u003cp>Recent news is centering on steel sections supporting the bridge’s roadbed that didn’t quite fit together when they were installed.\u003c/p>\n\u003cp>San Francisco Chronicle reporter Jaxon Van Derbeken found Caltrans approved non-standard welds to fit the steel plates together. The structure’s lead designer, Marwan Nader, warned the larger welds could be vulnerable in an earthquake, but he clarified that the joints would likely suffer only minor damage that would leave the bridge intact.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“This was built into the bridge,” Van Derbeken told KQED’s Ted Goldberg. “They had a choice to either accept this — and it was clearly in violation of Caltrans’ own rules and the bridge welding code.” Van Derbeken said independent engineers told him, “It’s not a good idea to create these kinds of stresses on these welds.”\u003c/p>\n\u003cp>Toll Bridge Program Oversight Committee spokesman Andrew Gordon said a seismic safety panel went over the misaligned plate problem in 2010 and determined the ill-fitting plates were acceptable.\u003c/p>\n\u003cp>“The bridge is safe. This issue of minor misalignment, at only 10 of those 26 connections, and of that, only about 7 percent of those connections, is not an issue for the structure, for seismic performance, or for the 150-year life span,” he said.\u003c/p>\n\u003cp>Gordon cited a November 2010 report recently published on the oversight committee’s website that found, due to compression from the bridge’s “self-anchored” suspension design, that the larger welds were acceptable.\u003c/p>\n\u003cp>Van Derbeken talked to several engineering experts who disagree, however, including UC Berkeley professor emeritus in civil engineering Bob Bea, quoted below in the \u003ca href=\"http://www.sfgate.com/bayarea/article/Bay-Bridge-designer-warned-Caltrans-in-2010-of-5264109.php\" target=\"_blank\" rel=\"noopener\">Chronicle\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>To allow the welded connections, the lead contractor, American Bridge/Fluor Enterprises, needed Caltrans to exempt it from the agency’s own standards and the American Welding Society’s code for bridges. Both specify that the vertical gap between two pieces of steel on a bridge can be no more than an eighth of an inch.\u003c/p>\n\u003cp>Many of the Bay Bridge joints on the steel sections were off by as much as three times the acceptable level. But American Bridge/Fluor Enterprises was facing pressure to finish the long-delayed eastern span, as was Caltrans. In early 2011, the agency agreed to the nonstandard connections.\u003c/p>\n\u003cp>As a result of that decision, the bridge decks have several connections that have extra stress on them, which could lead to significant damage to the road deck in an earthquake, some experts said.\u003c/p>\n\u003cp>(Bob) Bea, the professor emeritus at Berkeley, likened an extended welded connection to a dent in an aluminum can.\u003c/p>\n\u003cp>“When you think of a beer can between two large hands, if you have a small dent in the beer can, it will collapse very easily,” Bea said. “It’s how we impress a lady in a bar – but it’s no way to build a bridge.”\u003c/p>\u003c/blockquote>\n\u003cp>Bea is among the experts expected to attend a technical workshop hosted by the oversight committee on Wednesday, Feb. 26, beginning at 1 p.m. The gathering will be held at 311 Burma Road in Oakland, and it will focus on another issue with the new bridge that’s been a concern since last March.\u003c/p>\n\u003cp>\u003cstrong>Broken bolts\u003c/strong>\u003c/p>\n\u003cp>The Caltrans technical team will update the public about ongoing testing on the 2,600 bolts that are similar to 32 that \u003ca href=\"http://ww2.kqed.org/news/2013/04/24/bay-bridge-bolts/\" target=\"_blank\" rel=\"noopener\">snapped\u003c/a> last year after they were tightened.\u003c/p>\n\u003cp>Those bolts were determined to be from a bad batch, weakened by “hydrogen embrittlement due to a lack of uniformity in the microstructure of the steel.”\u003c/p>\n\u003cp>A permanent fix for those bolts — a saddle system with steel cables — was installed in December.\u003c/p>\n\u003cp>Bridge engineers have been soaking test bolts — some from the bridge and some extras — in salt water for days, then stressing them until the break. Gordon says they are all performing well above the level of stress they’re under on the bridge.\u003c/p>\n\u003cp>“We are seeing very significant differences between all the other rods on the bridge that we’ve been testing and that initial batch that broke,” he said.\u003c/p>\n\u003cp>How much difference is disputed. Recent tests found the bolts to be far stronger than the first round of testing did.\u003c/p>\n\u003cp>\u003cstrong>Water in the spine\u003c/strong>\u003c/p>\n\u003cp>Heavy rain this month exposed a separate issue — \u003ca href=\"http://ww2.kqed.org/news/2014/02/19/bay-bridge-leaks\" target=\"_blank\" rel=\"noopener\">leaks\u003c/a> into the roadbed’s steel spine. Some experts say it could lead to rust and weaken the bridge.\u003c/p>\n\u003cp>Gordon called the leaks an “anticipated issue,” though engineers are still uncertain exactly why about 30 percent of bolts that connect the barrier rails to the suspension sections of the bridge are leaking.\u003c/p>\n\u003cp>The inside of the steel is zinc-primed, and Gordon said Caltrans is running de-humidifiers to remove excess moisture that could lead to rust. He said there have been no signs of corrosion on the actual structure, but that filings left over from construction are rusting.\u003c/p>\n\u003cp>“We want to remind everyone that the bridge is still under construction,” Gordon said. “When the bridge opened last September, all structural and seismic work was completed. But there’s still additional work going on … so we’re still buttoning up the bridge.”\u003c/p>\n\u003cp>He said engineers will be following leaks during expected storms later this week.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>\u003cbr>\n\u003c/strong>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“This was built into the bridge,” Van Derbeken told KQED’s Ted Goldberg. “They had a choice to either accept this — and it was clearly in violation of Caltrans’ own rules and the bridge welding code.” Van Derbeken said independent engineers told him, “It’s not a good idea to create these kinds of stresses on these welds.”\u003c/p>\n\u003cp>Toll Bridge Program Oversight Committee spokesman Andrew Gordon said a seismic safety panel went over the misaligned plate problem in 2010 and determined the ill-fitting plates were acceptable.\u003c/p>\n\u003cp>“The bridge is safe. This issue of minor misalignment, at only 10 of those 26 connections, and of that, only about 7 percent of those connections, is not an issue for the structure, for seismic performance, or for the 150-year life span,” he said.\u003c/p>\n\u003cp>Gordon cited a November 2010 report recently published on the oversight committee’s website that found, due to compression from the bridge’s “self-anchored” suspension design, that the larger welds were acceptable.\u003c/p>\n\u003cp>Van Derbeken talked to several engineering experts who disagree, however, including UC Berkeley professor emeritus in civil engineering Bob Bea, quoted below in the \u003ca href=\"http://www.sfgate.com/bayarea/article/Bay-Bridge-designer-warned-Caltrans-in-2010-of-5264109.php\" target=\"_blank\" rel=\"noopener\">Chronicle\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>To allow the welded connections, the lead contractor, American Bridge/Fluor Enterprises, needed Caltrans to exempt it from the agency’s own standards and the American Welding Society’s code for bridges. Both specify that the vertical gap between two pieces of steel on a bridge can be no more than an eighth of an inch.\u003c/p>\n\u003cp>Many of the Bay Bridge joints on the steel sections were off by as much as three times the acceptable level. But American Bridge/Fluor Enterprises was facing pressure to finish the long-delayed eastern span, as was Caltrans. In early 2011, the agency agreed to the nonstandard connections.\u003c/p>\n\u003cp>As a result of that decision, the bridge decks have several connections that have extra stress on them, which could lead to significant damage to the road deck in an earthquake, some experts said.\u003c/p>\n\u003cp>(Bob) Bea, the professor emeritus at Berkeley, likened an extended welded connection to a dent in an aluminum can.\u003c/p>\n\u003cp>“When you think of a beer can between two large hands, if you have a small dent in the beer can, it will collapse very easily,” Bea said. “It’s how we impress a lady in a bar – but it’s no way to build a bridge.”\u003c/p>\u003c/blockquote>\n\u003cp>Bea is among the experts expected to attend a technical workshop hosted by the oversight committee on Wednesday, Feb. 26, beginning at 1 p.m. The gathering will be held at 311 Burma Road in Oakland, and it will focus on another issue with the new bridge that’s been a concern since last March.\u003c/p>\n\u003cp>\u003cstrong>Broken bolts\u003c/strong>\u003c/p>\n\u003cp>The Caltrans technical team will update the public about ongoing testing on the 2,600 bolts that are similar to 32 that \u003ca href=\"http://ww2.kqed.org/news/2013/04/24/bay-bridge-bolts/\" target=\"_blank\" rel=\"noopener\">snapped\u003c/a> last year after they were tightened.\u003c/p>\n\u003cp>Those bolts were determined to be from a bad batch, weakened by “hydrogen embrittlement due to a lack of uniformity in the microstructure of the steel.”\u003c/p>\n\u003cp>A permanent fix for those bolts — a saddle system with steel cables — was installed in December.\u003c/p>\n\u003cp>Bridge engineers have been soaking test bolts — some from the bridge and some extras — in salt water for days, then stressing them until the break. Gordon says they are all performing well above the level of stress they’re under on the bridge.\u003c/p>\n\u003cp>“We are seeing very significant differences between all the other rods on the bridge that we’ve been testing and that initial batch that broke,” he said.\u003c/p>\n\u003cp>How much difference is disputed. Recent tests found the bolts to be far stronger than the first round of testing did.\u003c/p>\n\u003cp>\u003cstrong>Water in the spine\u003c/strong>\u003c/p>\n\u003cp>Heavy rain this month exposed a separate issue — \u003ca href=\"http://ww2.kqed.org/news/2014/02/19/bay-bridge-leaks\" target=\"_blank\" rel=\"noopener\">leaks\u003c/a> into the roadbed’s steel spine. Some experts say it could lead to rust and weaken the bridge.\u003c/p>\n\u003cp>Gordon called the leaks an “anticipated issue,” though engineers are still uncertain exactly why about 30 percent of bolts that connect the barrier rails to the suspension sections of the bridge are leaking.\u003c/p>\n\u003cp>The inside of the steel is zinc-primed, and Gordon said Caltrans is running de-humidifiers to remove excess moisture that could lead to rust. He said there have been no signs of corrosion on the actual structure, but that filings left over from construction are rusting.\u003c/p>\n\u003cp>“We want to remind everyone that the bridge is still under construction,” Gordon said. “When the bridge opened last September, all structural and seismic work was completed. But there’s still additional work going on … so we’re still buttoning up the bridge.”\u003c/p>\n\u003cp>He said engineers will be following leaks during expected storms later this week.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>\u003cbr>\n\u003c/strong>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_127607\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/RS5446_asianasfocrash20130706-lpr.jpg\">\u003cimg class=\"size-medium wp-image-127607\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/RS5446_asianasfocrash20130706-lpr-640x409.jpg\" alt=\"(Josh Edelson/AFP/Getty Images)\" width=\"640\" height=\"409\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An Asiana Airlines Boeing 777 is seen on the runway at San Francisco International Airport after crash landing on July 6, 2013. (Josh Edelson/AFP/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>U.S. transportation officials have fined Asiana Airlines $500,000 for failing to assist family members of passengers on a flight that crashed last year at San Francisco International Airport.\u003c/p>\n\u003cp>The fine announced Tuesday is a first. Regulators say no airline has ever broken U.S. laws that require prompt and generous assistance to the loved ones of crash victims.\u003c/p>\n\u003cp>Three people died and dozens were injured on July 6 when \u003ca href=\"http://ww2.kqed.org/news/2013/07/06/airliner-crash-lands-at-san-francisco-international-airport/\">Asiana Flight 214\u003c/a> clipped a seawall and crashed while landing.\u003c/p>\n\u003cp>\"The last thing families and passengers should have to worry about at such a stressful time is how to get information from their carrier,\" U.S. Transportation Secretary Anthony Foxx said in a prepared statement.\u003c/p>\n\u003cp>Many of the families live in South Korea or China, meaning the airline was their main source of information on the crash half a world away.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In a statement emailed to The Associated Press, Asiana spokeswoman Hyomin Lee said, \"Asiana provided extensive support to the passengers and their families following the accident and will continue to do so.\"\u003c/p>\n\u003cp>According to a \u003ca href=\"http://www.scribd.com/doc/209243499/U-S-DoT-order-to-Asiana-Airlines\">consent order\u003c/a> the airline signed with the department, Asiana will pay $400,000 in a fine and gets a $100,000 credit for \"costs in sponsoring multiple industry-wide conferences and training sessions in 2013, 2014 and 2015, to provide lessons learned.\"\u003c/p>\n\u003cp>Federal investigators also said Asiana did not actively encourage contact from families, failing to widely publicize a toll-free help line until the day after the crash. When family members did call, they were initially routed to a reservations line rather than a crisis hotline.\u003c/p>\n\u003cp>Asiana also lacked translators and personnel trained in crash response, the transportation department found.\u003c/p>\n\u003cp>In the late 1990s, after airlines were roundly criticized for ignoring desperate requests for information after crashes, Congress required carriers to dedicate significant attention to families of passengers.\u003c/p>\n\u003cp>Last fall, the AP reviewed plans filed by two dozen foreign airlines and found cases in which carriers had not updated their family assistance plans as required.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Since AP's story, several airlines have updated family assistance plans and filed new paperwork with the Department of Transportation. Among them is Asiana's bigger rival, Korean Air.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In a statement emailed to The Associated Press, Asiana spokeswoman Hyomin Lee said, \"Asiana provided extensive support to the passengers and their families following the accident and will continue to do so.\"\u003c/p>\n\u003cp>According to a \u003ca href=\"http://www.scribd.com/doc/209243499/U-S-DoT-order-to-Asiana-Airlines\">consent order\u003c/a> the airline signed with the department, Asiana will pay $400,000 in a fine and gets a $100,000 credit for \"costs in sponsoring multiple industry-wide conferences and training sessions in 2013, 2014 and 2015, to provide lessons learned.\"\u003c/p>\n\u003cp>Federal investigators also said Asiana did not actively encourage contact from families, failing to widely publicize a toll-free help line until the day after the crash. When family members did call, they were initially routed to a reservations line rather than a crisis hotline.\u003c/p>\n\u003cp>Asiana also lacked translators and personnel trained in crash response, the transportation department found.\u003c/p>\n\u003cp>In the late 1990s, after airlines were roundly criticized for ignoring desperate requests for information after crashes, Congress required carriers to dedicate significant attention to families of passengers.\u003c/p>\n\u003cp>Last fall, the AP reviewed plans filed by two dozen foreign airlines and found cases in which carriers had not updated their family assistance plans as required.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Since AP's story, several airlines have updated family assistance plans and filed new paperwork with the Department of Transportation. Among them is Asiana's bigger rival, Korean Air.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "San Francisco's 'Google Bus' Plan Faces New Challenge ",
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"content": "\u003cfigure id=\"attachment_127094\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/8347_transform.jpg\">\u003cimg class=\"size-medium wp-image-127094\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/8347_transform-640x383.jpg\" alt=\"Activists surround a Google bus in a December 2013 protest at 24th and Valencia streets. (cjmartin/Flickr)\" width=\"640\" height=\"383\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Activists surround a Google bus in a December 2013 protest at 24th and Valencia streets. (cjmartin/Flickr)\u003c/figcaption>\u003c/figure>\n\u003cp>In a \u003cem>legal\u003c/em> tech-bus protest, an assortment of San Francisco activists is appealing to the Board of Supervisors to stop the city's plan to continue accommodating private commuter shuttles at public bus stops.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency in January \u003ca href=\"http://ww2.kqed.org/news/2014/01/21/yet-another-protest-against-tech-buses/\">approved a pilot program\u003c/a> to require shuttle operators to get permits and charge them $1 for each stop they make in the city. The unanimous vote came after a series of angry protests against the buses, used by tech giants such as Apple, Google and Facebook to transport employees to work in Silicon Valley.\u003c/p>\n\u003cp>The fee program would also cover shuttles used for other business, office buildings and UC San Francisco and other local colleges. But it's the high-tech commuters that upset activists, who believe the well-paid workers are responsible for driving up rents and displacing longtime residents.\u003c/p>\n\u003cp>\"I have seen the rent listings along my street skyrocket. I've seen my neighbors have to pack up and move,\" said one of the appellants, Sara Shortt. She's executive director of the Housing Rights Committee of San Francisco and has lived on Valencia Street at 22nd Street for 16 years. The other appellants are the Harvey Milk LGBT Democratic Club, the Service Employees International Union Local 1021 and the San Francisco League of Pissed-Off Voters.\u003c/p>\n\u003cp>The crux of their argument is that the SFMTA board should have put the plan through a full environmental impact review under the California Environmental Quality Act. And that review, they argue, should consider not only air pollution but also the displacement of people and housing, particularly in low-income and minority communities. \u003c/p>\n\u003caside class=\"pullquote alignleft\">'There was no real serious cost-benefit analysis. The city has the responsibility to do that kind of due diligence before giving away the store.'\u003ccite>— Sara Shortt\u003cbr>\nHousing rights activist\u003c/cite>\u003c/aside>\n\u003cp>\"There was no real serious cost-benefit analysis,” Shortt said. “The city has the responsibility to do that kind of due diligence before giving away the store as they have.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The SFMTA, however, maintains that such a program does not require such a review. \"We developed this pilot proposal to help ensure the most efficient transportation network possible by reducing Muni delays and further reducing congestion on our roadways,\" spokesman Paul Rose wrote in a statement. \"We are confident that the CEQA clearance is appropriate and will be upheld.\"\u003c/p>\n\u003cp>The CEQA guidelines do, in fact, specify that significant environmental impacts could come from projects that \"induce substantial population growth in an area\" or \"displace substantial numbers of people, necessitating the construction of replacement housing elsewhere.\" Does that definition apply to expensive apartments in the Mission just as it would to, say, construction of a new shopping mall? The Board of Supervisors will decide.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Board of Supervisors is not authorized to make changes to the shuttle plan, but they could force the SFMTA to suspend it and complete a detailed environmental impact review before going forward. The board has until early April to hold a hearing on the appeal.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_127094\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/8347_transform.jpg\">\u003cimg class=\"size-medium wp-image-127094\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/8347_transform-640x383.jpg\" alt=\"Activists surround a Google bus in a December 2013 protest at 24th and Valencia streets. (cjmartin/Flickr)\" width=\"640\" height=\"383\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Activists surround a Google bus in a December 2013 protest at 24th and Valencia streets. (cjmartin/Flickr)\u003c/figcaption>\u003c/figure>\n\u003cp>In a \u003cem>legal\u003c/em> tech-bus protest, an assortment of San Francisco activists is appealing to the Board of Supervisors to stop the city's plan to continue accommodating private commuter shuttles at public bus stops.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency in January \u003ca href=\"http://ww2.kqed.org/news/2014/01/21/yet-another-protest-against-tech-buses/\">approved a pilot program\u003c/a> to require shuttle operators to get permits and charge them $1 for each stop they make in the city. The unanimous vote came after a series of angry protests against the buses, used by tech giants such as Apple, Google and Facebook to transport employees to work in Silicon Valley.\u003c/p>\n\u003cp>The fee program would also cover shuttles used for other business, office buildings and UC San Francisco and other local colleges. But it's the high-tech commuters that upset activists, who believe the well-paid workers are responsible for driving up rents and displacing longtime residents.\u003c/p>\n\u003cp>\"I have seen the rent listings along my street skyrocket. I've seen my neighbors have to pack up and move,\" said one of the appellants, Sara Shortt. She's executive director of the Housing Rights Committee of San Francisco and has lived on Valencia Street at 22nd Street for 16 years. The other appellants are the Harvey Milk LGBT Democratic Club, the Service Employees International Union Local 1021 and the San Francisco League of Pissed-Off Voters.\u003c/p>\n\u003cp>The crux of their argument is that the SFMTA board should have put the plan through a full environmental impact review under the California Environmental Quality Act. And that review, they argue, should consider not only air pollution but also the displacement of people and housing, particularly in low-income and minority communities. \u003c/p>\n\u003caside class=\"pullquote alignleft\">'There was no real serious cost-benefit analysis. The city has the responsibility to do that kind of due diligence before giving away the store.'\u003ccite>— Sara Shortt\u003cbr>\nHousing rights activist\u003c/cite>\u003c/aside>\n\u003cp>\"There was no real serious cost-benefit analysis,” Shortt said. “The city has the responsibility to do that kind of due diligence before giving away the store as they have.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The SFMTA, however, maintains that such a program does not require such a review. \"We developed this pilot proposal to help ensure the most efficient transportation network possible by reducing Muni delays and further reducing congestion on our roadways,\" spokesman Paul Rose wrote in a statement. \"We are confident that the CEQA clearance is appropriate and will be upheld.\"\u003c/p>\n\u003cp>The CEQA guidelines do, in fact, specify that significant environmental impacts could come from projects that \"induce substantial population growth in an area\" or \"displace substantial numbers of people, necessitating the construction of replacement housing elsewhere.\" Does that definition apply to expensive apartments in the Mission just as it would to, say, construction of a new shopping mall? The Board of Supervisors will decide.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Board of Supervisors is not authorized to make changes to the shuttle plan, but they could force the SFMTA to suspend it and complete a detailed environmental impact review before going forward. The board has until early April to hold a hearing on the appeal.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "What UberX Drivers Are Saying About Their Training and Safety Issues",
"title": "What UberX Drivers Are Saying About Their Training and Safety Issues",
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"content": "\u003cfigure id=\"attachment_126917\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/RS8866_UberX_3-lpr.jpg\">\u003cimg class=\"size-medium wp-image-126917\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/RS8866_UberX_3-lpr-640x426.jpg\" alt=\"The California Public Utilities Commission requires Transportation Network Companies like UberX to display signage. (Jeremy Raff/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The California Public Utilities Commission requires transportation network companies like UberX to display signage. (Jeremy Raff/KQED) \u003ccite>(Jeremy Raff/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">O\u003c/span>n March 6, the \u003ca href=\"http://www.sfbos.org/index.aspx?page=13992\" target=\"_blank\">Neighborhood Services and Safety Committee\u003c/a> of the San Francisco Board of Supervisors will hold a hearing on safety issues related to ride-service companies like Lyft and UberX.\u003c/p>\n\u003cp>The hearing was prompted by two accidents in San Francisco: On New Year's Eve an UberX driver struck three members of a family in a crosswalk, \u003ca href=\"http://ww2.kqed.org/news/2014/01/02/122446/\" target=\"_blank\">killing a 6-year-old girl\u003c/a>. And in January a \u003ca href=\"http://venturebeat.com/2014/01/17/lyft-car-reportedly-in-accident-in-san-francisco-injuring-pedestrian/\" target=\"_blank\">Lyft driver struck an elderly woman\u003c/a>, fracturing her leg.\u003c/p>\n\u003cp>Nobody knows just how many TNC (transportation network company) vehicles are whizzing around town carrying passengers, but the San Francisco Cab Drivers Association, an avowed archenemy of the nascent industry, says it has counted more than 3,000 to date.\u003c/p>\n\u003cp>We interviewed a number of TNC drivers to hear firsthand what they thought about safety issues, and eventually focused on those who drive for UberX, since they were the ones who most frequently described a lack of attention to driver safety and training within the sign-up process.\u003c/p>\n\u003cp>Here are the main points, corroborated by the six UberX drivers we interviewed:\u003c/p>\n\u003cul>\n\u003cli>UberX has not been inspecting drivers' cars, as required by the California Public Utiltiies Commission (CPUC), but simply reviews vehicle photos supplied by the drivers.\u003c/li>\n\u003cli>UberX does not observe applicants actually driving before they are approved to work for the company.\u003c/li>\n\u003cli>UberX applicants receive no training related to safe driving before they are approved.\u003c/li>\n\u003c/ul>\n\u003cp>Other issues emerged as well. Several drivers said that the UberX app, which is provided on a separate cellphone from the driver's personal phone, can be distracting. And two drivers said the ratings that each passenger gives to each driver can lead to unsafe driving, either because of a pressure to chat with riders or to drive faster than is advisable.\u003c/p>\n\u003caside class=\"pullquote alignleft\"> UberX's driver training submission stands out for its brevity — just four paragraphs. \u003c/aside>\n\u003cp>Almost all the interviewees said UberX’s process of signing up many drivers at the same time included no scrutiny or assessment of individuals beyond the background checks mandated by the state. One driver described the process as \"like a cattle call.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>I\u003c/strong>n a series of emails back and forth with KQED, UberX spokesman Andrew Noyes did not provide direct responses to these specific findings, but did volunteer that “Uber has submitted a proposal to the CPUC that addresses some of the issues you’ve outlined and we’re awaiting their approval.”\u003c/p>\n\u003cp>\u003cstrong>Accidents get supervisors' attention\u003c/strong>\u003c/p>\n\u003cp>On New Year's Eve, while driving for UberX, Syed Muzaffar, 57, of Union City, struck three pedestrians in the Tenderloin, killing 6-year-old Sofia Liu. The girl’s family has since \u003ca href=\"http://ww2.kqed.org/news/2014/01/27/lawyer-filing-suit-against-ride-service-company-uber-in-death-of-6-year-o/\" target=\"_blank\">filed a lawsuit\u003c/a> against Muzaffar and Uber, claiming the driver app runs afoul of California’s distracted-driving laws. Muzaffar had been \u003ca href=\"http://www.bizjournals.com/sanfrancisco/blog/2014/01/uber-uberx-sofia-liu.html?page=all\" target=\"_blank\">convicted of reckless driving\u003c/a> in Florida in 2004, a \u003ca href=\"http://articles.chicagotribune.com/2014-02-14/news/chi-uber-apologizes-for-missing-conviction-in-check-of-driver-20140214_1_chicago-tribune-driver-background\" target=\"_blank\">revelation\u003c/a> that was the first of several concerning \u003ca href=\"http://pando.com/2014/01/06/exclusive-uber-driver-accused-of-assault-passed-zero-tolerance-background-check-despite-criminal-history/\" target=\"_blank\">inadequate background checks\u003c/a> by UberX. (The company has since \u003ca href=\"http://blog.sfgate.com/techchron/2014/02/12/uber-to-vet-drivers-more-thoroughly/\" target=\"_blank\">announced\u003c/a> an upgrade of its vetting process.)\u003c/p>\n\u003cp>Supervisor Jane Kim, whose district includes the intersection where the New Year’s Eve fatality occurred, told KQED that the incident raised “questions regarding the driver training and selection process for the increasing number of ride-share drivers on our city streets. While emerging driver service apps fulfill an important need for flexible on-demand transportation in San Francisco, we must examine a universal baseline of scrutiny and safety oversight for these services.”\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/135925422\"]\u003c/p>\n\u003cp>Supervisor Eric Mar, who is organizing the upcoming hearing on March 6, told us “there were questions raised by the Sofia Liu accident and the (Lyft) accident. People want to ensure that drivers are well monitored and there are safety precautions that companies are ensuring. What are the driver training and safety precautions that this new, unregulated industry is adhering to?”\u003c/p>\n\u003cp>\u003cstrong>Driver training?\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>The CPUC has made public safety its \u003cem>raison d'etre\u003c/em> for claiming regulatory oversight of the TNCs. In its \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M077/K192/77192335.PDF\">decision\u003c/a> last year giving \u003ca href=\"http://ww2.kqed.org/news/2013/07/31/cpuc-rideshare-decision/\" target=\"_blank\">the ride-service firms sanction to operate in the state\u003c/a>, the commission wrote that “protecting and enhancing public safety is the paramount purpose behind regulating this industry. We initiated this rule-making for the sole purpose of determining how TNCs affect public safety.”\u003c/p>\n\u003cp>Aside from requiring background checks, one way the CPUC tried to address the issue of public safety was by mandating driver training programs. From Page 27 of the agency's decision:\u003c/p>\n\u003cblockquote>\u003cp>TNCs shall establish a driver training program to ensure that all drivers are safely operating the vehicle prior to the driver being able to offer service. This program must be filed with the Commission within 45 days of the adoption of this decision. TNCs must report to the Commission on an annual basis the number of drivers that became eligible and completed the course.\u003c/p>\u003c/blockquote>\n\u003cp>We obtained these required filings from the CPUC. Below is Uber's, which stands out for its brevity -- just one page, including double spacing and double paragraph breaks. Filing as Rasier, its ride-service subsidiary, Uber submitted under a heading of “\u003ca href=\"//www.scribd.com/doc/203225658/Rasier-Driver-Training-Program%E2%80%9D\" target=\"_blank\">Driver Training Program\u003c/a>” exactly four paragraphs, with the actual steps the company plans to enhance driver training expressed in two sentences:\u003c/p>\n\u003cblockquote>\u003cp>Rasier will also recommend that partners with less than five years of driving history take a driver training course at a school listed in the California DMV’s Occupational License Status Information System database. For each California city where Rasier partners operate, Rasier will provide, during the application or onboarding process, a list of three such local driving schools.\u003c/p>\u003c/blockquote>\n\u003cp> \u003c/p>\n\u003cp>We were a little surprised that the company would submit to its regulatory agency a driver safety plan that can fit on a midsize cocktail napkin. So we asked Uber if they had given the CPUC anything else related to driver training. They said, yes, they had submitted additional materials to the CPUC. At our request, the CPUC went back to double-check, then came back to us with nope, that's all there is.\u003c/p>\n\u003cp>I asked Supervisor Jane Kim what she thought of Uber's skimpy driver-safety filing. She said it didn't surprise her, as \u003ca href=\"http://www.therecorder.com/id=1202625115231/Uber-Tries-to-Hit-Brakes-on-CPUC-Ridesharing-Rules?slreturn=20140119134750\" target=\"_blank\">Uber's appeal\u003c/a> of the CPUC's \"very limited regulations\" was a \"statement in and of itself.\"\u003c/p>\n\u003cp>In contrast to Uber's ultra-short filing, both \u003ca href=\"http://www.scribd.com/doc/203225643/Lyft-CPUC-Report\">Lyft\u003c/a> and \u003ca href=\"http://www.scribd.com/doc/203225680/Sidecar-Driver-Training-Program\">Sidecar\u003c/a> filed documents describing driver training programs that were a little more extensive. Lyft, for instance, now requires applicants to drive with a \"mentor,\" who assesses candidates' suitability. Nathan Rosquist, 32, who has been driving in the Bay Area for Lyft since January, said he drove with his mentor for 30-40 minutes. The mentor also inspected his car. Lyft says these required ride-alongs have been in place since mid-October.\u003c/p>\n\u003cp>\u003cstrong>'You're good to go'\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>The UberX drivers we spoke to described the company's driver-safety program as perfunctory. Four of the drivers would talk to us only if we agreed to withhold their names, because they were either afraid their insurance companies would find out they drive commercially or they did not want to jeopardize their standing with UberX.\u003c/p>\n\u003cp>Erika Maldonado, 25, of San Francisco, is a former KQED intern who recently signed up with UberX after the company offered financial incentives to lure away Lyft drivers. Maldonado said there was little if any material about safe driving in Uber's approval process.\u003c/p>\n\u003cp>[contextly_sidebar id=\"3f483b40852154ec4c30952976dd9410\"]\u003c/p>\n\u003cp>“All the training is a video tutorial online that you do at home. Standards for having your car clean, encouraging you to dress your best and look more professional. Some conduct things -- like telling you not to ask for tips or a good rating. And how to use the app.”\u003c/p>\n\u003cp>Tyler Granlund, 31, of Los Angeles, said in his training, he got “just the basics of how to provide the customers good service and what they expect from the driver.”\u003c/p>\n\u003cp>\"It was like a factory,\" said a 27-year-old male driver from Oakland. \"I went in there and in a five-minute turnaround, I was an Uber driver.”\u003c/p>\n\u003cp>\"I went down there and there were just hundreds of people signing up,\" said Mikey, a 32-year-old UberX driver from the East Bay. \"I see someone, he gives me the phone and asks if I saw the training video. He said, 'You’re all good to go.' ”\u003cbr>\n\u003cstrong>\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Car inspection by photo\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>The CPUC decision requires TNCs to either conduct a 19-point inspection “prior to allowing the driver to operate the vehicle” or to have the vehicle inspected at a facility licensed by the California Bureau of Automotive Repair. None of the drivers we spoke to had anybody from UberX look at ther cars. Instead, UberX requires drivers to upload photos of their vehicles.\u003c/p>\n\u003cp>\"You have to submit photos of every angle of your car, and interior photos,\" said Granlund. \"Those had to be approved before you could drive.”\u003c/p>\n\u003cp>The CPUC inspection mandate includes items such as brakes, steering, headlights, seat belts, muffler and exhaust -- things that would be hard to assess, seemingly, from photos.\u003c/p>\n\u003cp>I asked Eric Mar what he thought about the lack of direct inspection of driver vehicles. “That just highlights how unregulated it is,” he said. “That would make me really nervous, that there’s not a physical inspection.”\u003c/p>\n\u003cp>As far as judging driving abilities, none of the drivers were observed operating their vehicle by anyone from UberX.\u003c/p>\n\u003cp>Uber spokesman Noyes said the company is currently in the process of \"securing a relationship with an inspection service.”\u003c/p>\n\u003cp>\u003cstrong>Are TNCs creating distracted drivers?\u003c/strong>\u003c/p>\n\u003cp>One of the drivers we interviewed is a 40-something who lives in San Francisco and has been driving as many as 40-plus hours a week for UberX since before the CPUC rendered its decision last year. She says she is \"close to quitting\" because she does not believe it's currently possible for TNC drivers to get proper insurance and because she thinks the work is extremely dangerous.\u003c/p>\n\u003caside class=\"pullquote alignleft\"> 'I see a lot of (ride-service) drivers suddenly stopping in the middle of traffic to pick up a rider.'\u003ccite> Uber driver \u003c/cite>\u003c/aside>\n\u003cp>There are a “lot of factors working against” driving safely, she said. \"I’m multitasking a lot. I'm engaging in conversations with strangers in my car, trying to navigate correctly to my destination, paying attention to the GPS if I need it and interacting with the app if I need to. Like most drivers, I tend to drive at the most lucrative times, and those are the most dangerous times because there's the most drivers on the road and the most pedestrians. Every single time I drive I either see an accident, the aftermath, or I will see several near-misses.\"\u003c/p>\n\u003cp>I asked her if she thought there should be more evaluation of drivers by UberX. \"Oh God, yeah,\" she said. She does not believe the company places an emphasis on safe driving.\u003c/p>\n\u003cp>\"Everything they communicate to the driver is about providing the best, most professional, most convenient, expedient service to the rider.\" That, she said, can be at odds with traffic laws, encouraging double-parking or blocking traffic in order to give the customer the closest pickup point.\u003c/p>\n\u003cp>\"There's unspoken pressure from Uber to pick the rider up exactly where they are, as opposed to finding the safest place to pull over. The riders often won’t see you or find you easily unless you pull up right to where they are. I see a lot of (ride-service) drivers suddenly stopping in the middle of traffic to pick up a rider. They don't put on their hazards, don’t give drivers any warning. They’re paying attention to their app.\"\u003c/p>\n\u003cp>She said the notion that the app encourages distracted driving, as asserted in the lawsuit of Sofia Liu's family, is valid, especially when taken in the context of everything else a TNC driver has to contend with.\u003c/p>\n\u003cp>\"It gives you an audible beep when a ride comes through. Most drivers are going to look at where the ride is coming from and decide if they want it based on where it is. You tap it (to accept). Then you have to look at the location of where the person is, figure out where you are and the quickest way to get to them. If you're a smart, safe driver, you’re going to pull over and look at the map. But the truth is you're not always in a circumstance where you can do that, so you’re doing it while driving and navigating traffic.\u003c/p>\n\u003cp>\"Plus you have strangers in your car who are having a conversation with you and ... that’s an important part of having a good rating.\"\u003c/p>\n\u003cfigure id=\"attachment_126925\" class=\"wp-caption alignleft\" style=\"max-width: 307px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/8865_transform.jpg\">\u003cimg class=\" wp-image-126925 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/8865_transform-512x640.jpg\" alt=\"UberX drivers receive a company phone and emblem after signing up. (Jeremy Raff/KQED)\" width=\"307\" height=\"384\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">UberX drivers receive a company phone and emblem after signing up. (Jeremy Raff/KQED) \u003ccite>((Jeremy Raff/KQED))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Two other drivers who have driven for both UberX and Lyft agreed the app is distracting. “With Uber more than Lyft, it creates a distraction because you are using two phones, one to accept a request and another to navigate and call the passenger,” one driver said. “Lyft has a navigation installed in their app so there's less fumbling between phones, but both systems typically lead to drivers looking at their phones. Unless you are pulled over between every request, it is impossible to avoid.”\u003c/p>\n\u003cp>\"You're scrambling between two different phones, various apps, busy streets, etc.,” said another driver. “I'd say probably not the safest.”\u003c/p>\n\u003cp>The driver from San Francisco also thinks Uber's habit of raising fares in areas with the most demand, called \"surge pricing,\" encourages unsafe driving. Surge pricing comes into play at periods of peak demand, such as on New Year's Eve or during storms.\u003c/p>\n\u003cp>\"When there’s high surge pricing there’s intense incentive to get to the part of town where it’s happening. If you’re in the Sunset and you see that you're going to be paid three or four times better downtown, you want to get downtown as fast as you can. Surge pricing on New Year's Eve was crazy, six times (the regular price) in a four-block radius downtown, and the next block only two times. I can tell you, even as someone who works extra hard to be a super-paranoid defensive driver, when you see surge pricing go on, you want to get to that area the fastest you can, and you’re paying attention on the phone where the surge pricing is.\"\u003c/p>\n\u003cp>\u003cstrong> City officials want local regulations\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>Since everyone has their favorite story of a San Francisco cab driver re-enacting the \u003ca href=\"https://www.youtube.com/watch?v=UBLOLi_Ex-Q\" target=\"_blank\">chase scene\u003c/a> from “Bullitt,” you may be wondering by now if taxis are any better. To be fair, a couple of our UberX interviewees who were very critical of the company's lack of attention to driver safety also said they've seen taxis driving as recklessly as or worse than TNCs. But one thing to keep in mind: There are just 1,900 licensed cabs in the city, while no caps exist on the number of ride-service drivers.\u003c/p>\n\u003cp>Cab drivers are also required to go to “taxi school” before being certified. But Christiane Hayashi, director of Taxis and Accessible Services for the SFMTA, said that until now, no discernible standards for taxi schools have been in effect.\u003c/p>\n\u003cp>So, earlier this month the agency rolled out a \u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/TDT-101-Driver-Training-School-Cert1.pdf\" target=\"_blank\">new set of taxi-school standards\u003c/a>. These stipulate course length, instructor credentials, curriculum and testing. Courses must last a minimum of 28 hours, and the SFMTA has laid out specific time requirements for topics like maps/routes/locations, the California Vehicle Code and traffic safety, pedestrian safety, and taxi rules and regulations.\u003c/p>\n\u003cp>This is the sort of requirement that city officials would like to see applied to ride-service firms.\u003c/p>\n\u003cp>\"I believe (TNCs) fulfill a need,\" said Supervisor Kim. \"But I believe that regulations (the city) holds taxicabs to will make them better. They should be held to the same standards that our taxi drivers are.\"\u003c/p>\n\u003cp>Mar said his March hearing will address “what authority we have locally to protect public safety” when it comes to TNCs.\u003c/p>\n\u003cp>But unlike in Seattle, where the city is \u003ca href=\"http://www.geekwire.com/2014/seattles-updated-ride-sharing-ordinance/\" target=\"_blank\">considering putting limits\u003c/a> on the number of ride-service drivers, or Chicago, where a \u003ca href=\"http://www.wbez.org/news/city-moves-regulate-rideshare-companies-109639\" target=\"_blank\">per-driver fee is under consideration\u003c/a>, the city may not have much recourse except to push the CPUC for stricter regulations.\u003c/p>\n\u003cp>For now, in battling regulations around the country, \u003ca href=\"http://www.geekwire.com/2014/seattle-ride-sharing-innovation/\" target=\"_blank\">Lyft CEO John Zimmer has pointed to California\u003c/a> as a model of what ride-service regulation should look like.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_126917\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/RS8866_UberX_3-lpr.jpg\">\u003cimg class=\"size-medium wp-image-126917\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/RS8866_UberX_3-lpr-640x426.jpg\" alt=\"The California Public Utilities Commission requires Transportation Network Companies like UberX to display signage. (Jeremy Raff/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The California Public Utilities Commission requires transportation network companies like UberX to display signage. (Jeremy Raff/KQED) \u003ccite>(Jeremy Raff/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">O\u003c/span>n March 6, the \u003ca href=\"http://www.sfbos.org/index.aspx?page=13992\" target=\"_blank\">Neighborhood Services and Safety Committee\u003c/a> of the San Francisco Board of Supervisors will hold a hearing on safety issues related to ride-service companies like Lyft and UberX.\u003c/p>\n\u003cp>The hearing was prompted by two accidents in San Francisco: On New Year's Eve an UberX driver struck three members of a family in a crosswalk, \u003ca href=\"http://ww2.kqed.org/news/2014/01/02/122446/\" target=\"_blank\">killing a 6-year-old girl\u003c/a>. And in January a \u003ca href=\"http://venturebeat.com/2014/01/17/lyft-car-reportedly-in-accident-in-san-francisco-injuring-pedestrian/\" target=\"_blank\">Lyft driver struck an elderly woman\u003c/a>, fracturing her leg.\u003c/p>\n\u003cp>Nobody knows just how many TNC (transportation network company) vehicles are whizzing around town carrying passengers, but the San Francisco Cab Drivers Association, an avowed archenemy of the nascent industry, says it has counted more than 3,000 to date.\u003c/p>\n\u003cp>We interviewed a number of TNC drivers to hear firsthand what they thought about safety issues, and eventually focused on those who drive for UberX, since they were the ones who most frequently described a lack of attention to driver safety and training within the sign-up process.\u003c/p>\n\u003cp>Here are the main points, corroborated by the six UberX drivers we interviewed:\u003c/p>\n\u003cul>\n\u003cli>UberX has not been inspecting drivers' cars, as required by the California Public Utiltiies Commission (CPUC), but simply reviews vehicle photos supplied by the drivers.\u003c/li>\n\u003cli>UberX does not observe applicants actually driving before they are approved to work for the company.\u003c/li>\n\u003cli>UberX applicants receive no training related to safe driving before they are approved.\u003c/li>\n\u003c/ul>\n\u003cp>Other issues emerged as well. Several drivers said that the UberX app, which is provided on a separate cellphone from the driver's personal phone, can be distracting. And two drivers said the ratings that each passenger gives to each driver can lead to unsafe driving, either because of a pressure to chat with riders or to drive faster than is advisable.\u003c/p>\n\u003caside class=\"pullquote alignleft\"> UberX's driver training submission stands out for its brevity — just four paragraphs. \u003c/aside>\n\u003cp>Almost all the interviewees said UberX’s process of signing up many drivers at the same time included no scrutiny or assessment of individuals beyond the background checks mandated by the state. One driver described the process as \"like a cattle call.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>I\u003c/strong>n a series of emails back and forth with KQED, UberX spokesman Andrew Noyes did not provide direct responses to these specific findings, but did volunteer that “Uber has submitted a proposal to the CPUC that addresses some of the issues you’ve outlined and we’re awaiting their approval.”\u003c/p>\n\u003cp>\u003cstrong>Accidents get supervisors' attention\u003c/strong>\u003c/p>\n\u003cp>On New Year's Eve, while driving for UberX, Syed Muzaffar, 57, of Union City, struck three pedestrians in the Tenderloin, killing 6-year-old Sofia Liu. The girl’s family has since \u003ca href=\"http://ww2.kqed.org/news/2014/01/27/lawyer-filing-suit-against-ride-service-company-uber-in-death-of-6-year-o/\" target=\"_blank\">filed a lawsuit\u003c/a> against Muzaffar and Uber, claiming the driver app runs afoul of California’s distracted-driving laws. Muzaffar had been \u003ca href=\"http://www.bizjournals.com/sanfrancisco/blog/2014/01/uber-uberx-sofia-liu.html?page=all\" target=\"_blank\">convicted of reckless driving\u003c/a> in Florida in 2004, a \u003ca href=\"http://articles.chicagotribune.com/2014-02-14/news/chi-uber-apologizes-for-missing-conviction-in-check-of-driver-20140214_1_chicago-tribune-driver-background\" target=\"_blank\">revelation\u003c/a> that was the first of several concerning \u003ca href=\"http://pando.com/2014/01/06/exclusive-uber-driver-accused-of-assault-passed-zero-tolerance-background-check-despite-criminal-history/\" target=\"_blank\">inadequate background checks\u003c/a> by UberX. (The company has since \u003ca href=\"http://blog.sfgate.com/techchron/2014/02/12/uber-to-vet-drivers-more-thoroughly/\" target=\"_blank\">announced\u003c/a> an upgrade of its vetting process.)\u003c/p>\n\u003cp>Supervisor Jane Kim, whose district includes the intersection where the New Year’s Eve fatality occurred, told KQED that the incident raised “questions regarding the driver training and selection process for the increasing number of ride-share drivers on our city streets. While emerging driver service apps fulfill an important need for flexible on-demand transportation in San Francisco, we must examine a universal baseline of scrutiny and safety oversight for these services.”\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='undefined' height='undefined'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/135925422&visual=true&undefined'\n title='https://api.soundcloud.com/tracks/135925422'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Supervisor Eric Mar, who is organizing the upcoming hearing on March 6, told us “there were questions raised by the Sofia Liu accident and the (Lyft) accident. People want to ensure that drivers are well monitored and there are safety precautions that companies are ensuring. What are the driver training and safety precautions that this new, unregulated industry is adhering to?”\u003c/p>\n\u003cp>\u003cstrong>Driver training?\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>The CPUC has made public safety its \u003cem>raison d'etre\u003c/em> for claiming regulatory oversight of the TNCs. In its \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M077/K192/77192335.PDF\">decision\u003c/a> last year giving \u003ca href=\"http://ww2.kqed.org/news/2013/07/31/cpuc-rideshare-decision/\" target=\"_blank\">the ride-service firms sanction to operate in the state\u003c/a>, the commission wrote that “protecting and enhancing public safety is the paramount purpose behind regulating this industry. We initiated this rule-making for the sole purpose of determining how TNCs affect public safety.”\u003c/p>\n\u003cp>Aside from requiring background checks, one way the CPUC tried to address the issue of public safety was by mandating driver training programs. From Page 27 of the agency's decision:\u003c/p>\n\u003cblockquote>\u003cp>TNCs shall establish a driver training program to ensure that all drivers are safely operating the vehicle prior to the driver being able to offer service. This program must be filed with the Commission within 45 days of the adoption of this decision. TNCs must report to the Commission on an annual basis the number of drivers that became eligible and completed the course.\u003c/p>\u003c/blockquote>\n\u003cp>We obtained these required filings from the CPUC. Below is Uber's, which stands out for its brevity -- just one page, including double spacing and double paragraph breaks. Filing as Rasier, its ride-service subsidiary, Uber submitted under a heading of “\u003ca href=\"//www.scribd.com/doc/203225658/Rasier-Driver-Training-Program%E2%80%9D\" target=\"_blank\">Driver Training Program\u003c/a>” exactly four paragraphs, with the actual steps the company plans to enhance driver training expressed in two sentences:\u003c/p>\n\u003cblockquote>\u003cp>Rasier will also recommend that partners with less than five years of driving history take a driver training course at a school listed in the California DMV’s Occupational License Status Information System database. For each California city where Rasier partners operate, Rasier will provide, during the application or onboarding process, a list of three such local driving schools.\u003c/p>\u003c/blockquote>\n\u003cp> \u003c/p>\n\u003cp>We were a little surprised that the company would submit to its regulatory agency a driver safety plan that can fit on a midsize cocktail napkin. So we asked Uber if they had given the CPUC anything else related to driver training. They said, yes, they had submitted additional materials to the CPUC. At our request, the CPUC went back to double-check, then came back to us with nope, that's all there is.\u003c/p>\n\u003cp>I asked Supervisor Jane Kim what she thought of Uber's skimpy driver-safety filing. She said it didn't surprise her, as \u003ca href=\"http://www.therecorder.com/id=1202625115231/Uber-Tries-to-Hit-Brakes-on-CPUC-Ridesharing-Rules?slreturn=20140119134750\" target=\"_blank\">Uber's appeal\u003c/a> of the CPUC's \"very limited regulations\" was a \"statement in and of itself.\"\u003c/p>\n\u003cp>In contrast to Uber's ultra-short filing, both \u003ca href=\"http://www.scribd.com/doc/203225643/Lyft-CPUC-Report\">Lyft\u003c/a> and \u003ca href=\"http://www.scribd.com/doc/203225680/Sidecar-Driver-Training-Program\">Sidecar\u003c/a> filed documents describing driver training programs that were a little more extensive. Lyft, for instance, now requires applicants to drive with a \"mentor,\" who assesses candidates' suitability. Nathan Rosquist, 32, who has been driving in the Bay Area for Lyft since January, said he drove with his mentor for 30-40 minutes. The mentor also inspected his car. Lyft says these required ride-alongs have been in place since mid-October.\u003c/p>\n\u003cp>\u003cstrong>'You're good to go'\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>The UberX drivers we spoke to described the company's driver-safety program as perfunctory. Four of the drivers would talk to us only if we agreed to withhold their names, because they were either afraid their insurance companies would find out they drive commercially or they did not want to jeopardize their standing with UberX.\u003c/p>\n\u003cp>Erika Maldonado, 25, of San Francisco, is a former KQED intern who recently signed up with UberX after the company offered financial incentives to lure away Lyft drivers. Maldonado said there was little if any material about safe driving in Uber's approval process.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“All the training is a video tutorial online that you do at home. Standards for having your car clean, encouraging you to dress your best and look more professional. Some conduct things -- like telling you not to ask for tips or a good rating. And how to use the app.”\u003c/p>\n\u003cp>Tyler Granlund, 31, of Los Angeles, said in his training, he got “just the basics of how to provide the customers good service and what they expect from the driver.”\u003c/p>\n\u003cp>\"It was like a factory,\" said a 27-year-old male driver from Oakland. \"I went in there and in a five-minute turnaround, I was an Uber driver.”\u003c/p>\n\u003cp>\"I went down there and there were just hundreds of people signing up,\" said Mikey, a 32-year-old UberX driver from the East Bay. \"I see someone, he gives me the phone and asks if I saw the training video. He said, 'You’re all good to go.' ”\u003cbr>\n\u003cstrong>\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Car inspection by photo\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>The CPUC decision requires TNCs to either conduct a 19-point inspection “prior to allowing the driver to operate the vehicle” or to have the vehicle inspected at a facility licensed by the California Bureau of Automotive Repair. None of the drivers we spoke to had anybody from UberX look at ther cars. Instead, UberX requires drivers to upload photos of their vehicles.\u003c/p>\n\u003cp>\"You have to submit photos of every angle of your car, and interior photos,\" said Granlund. \"Those had to be approved before you could drive.”\u003c/p>\n\u003cp>The CPUC inspection mandate includes items such as brakes, steering, headlights, seat belts, muffler and exhaust -- things that would be hard to assess, seemingly, from photos.\u003c/p>\n\u003cp>I asked Eric Mar what he thought about the lack of direct inspection of driver vehicles. “That just highlights how unregulated it is,” he said. “That would make me really nervous, that there’s not a physical inspection.”\u003c/p>\n\u003cp>As far as judging driving abilities, none of the drivers were observed operating their vehicle by anyone from UberX.\u003c/p>\n\u003cp>Uber spokesman Noyes said the company is currently in the process of \"securing a relationship with an inspection service.”\u003c/p>\n\u003cp>\u003cstrong>Are TNCs creating distracted drivers?\u003c/strong>\u003c/p>\n\u003cp>One of the drivers we interviewed is a 40-something who lives in San Francisco and has been driving as many as 40-plus hours a week for UberX since before the CPUC rendered its decision last year. She says she is \"close to quitting\" because she does not believe it's currently possible for TNC drivers to get proper insurance and because she thinks the work is extremely dangerous.\u003c/p>\n\u003caside class=\"pullquote alignleft\"> 'I see a lot of (ride-service) drivers suddenly stopping in the middle of traffic to pick up a rider.'\u003ccite> Uber driver \u003c/cite>\u003c/aside>\n\u003cp>There are a “lot of factors working against” driving safely, she said. \"I’m multitasking a lot. I'm engaging in conversations with strangers in my car, trying to navigate correctly to my destination, paying attention to the GPS if I need it and interacting with the app if I need to. Like most drivers, I tend to drive at the most lucrative times, and those are the most dangerous times because there's the most drivers on the road and the most pedestrians. Every single time I drive I either see an accident, the aftermath, or I will see several near-misses.\"\u003c/p>\n\u003cp>I asked her if she thought there should be more evaluation of drivers by UberX. \"Oh God, yeah,\" she said. She does not believe the company places an emphasis on safe driving.\u003c/p>\n\u003cp>\"Everything they communicate to the driver is about providing the best, most professional, most convenient, expedient service to the rider.\" That, she said, can be at odds with traffic laws, encouraging double-parking or blocking traffic in order to give the customer the closest pickup point.\u003c/p>\n\u003cp>\"There's unspoken pressure from Uber to pick the rider up exactly where they are, as opposed to finding the safest place to pull over. The riders often won’t see you or find you easily unless you pull up right to where they are. I see a lot of (ride-service) drivers suddenly stopping in the middle of traffic to pick up a rider. They don't put on their hazards, don’t give drivers any warning. They’re paying attention to their app.\"\u003c/p>\n\u003cp>She said the notion that the app encourages distracted driving, as asserted in the lawsuit of Sofia Liu's family, is valid, especially when taken in the context of everything else a TNC driver has to contend with.\u003c/p>\n\u003cp>\"It gives you an audible beep when a ride comes through. Most drivers are going to look at where the ride is coming from and decide if they want it based on where it is. You tap it (to accept). Then you have to look at the location of where the person is, figure out where you are and the quickest way to get to them. If you're a smart, safe driver, you’re going to pull over and look at the map. But the truth is you're not always in a circumstance where you can do that, so you’re doing it while driving and navigating traffic.\u003c/p>\n\u003cp>\"Plus you have strangers in your car who are having a conversation with you and ... that’s an important part of having a good rating.\"\u003c/p>\n\u003cfigure id=\"attachment_126925\" class=\"wp-caption alignleft\" style=\"max-width: 307px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/8865_transform.jpg\">\u003cimg class=\" wp-image-126925 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/8865_transform-512x640.jpg\" alt=\"UberX drivers receive a company phone and emblem after signing up. (Jeremy Raff/KQED)\" width=\"307\" height=\"384\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">UberX drivers receive a company phone and emblem after signing up. (Jeremy Raff/KQED) \u003ccite>((Jeremy Raff/KQED))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Two other drivers who have driven for both UberX and Lyft agreed the app is distracting. “With Uber more than Lyft, it creates a distraction because you are using two phones, one to accept a request and another to navigate and call the passenger,” one driver said. “Lyft has a navigation installed in their app so there's less fumbling between phones, but both systems typically lead to drivers looking at their phones. Unless you are pulled over between every request, it is impossible to avoid.”\u003c/p>\n\u003cp>\"You're scrambling between two different phones, various apps, busy streets, etc.,” said another driver. “I'd say probably not the safest.”\u003c/p>\n\u003cp>The driver from San Francisco also thinks Uber's habit of raising fares in areas with the most demand, called \"surge pricing,\" encourages unsafe driving. Surge pricing comes into play at periods of peak demand, such as on New Year's Eve or during storms.\u003c/p>\n\u003cp>\"When there’s high surge pricing there’s intense incentive to get to the part of town where it’s happening. If you’re in the Sunset and you see that you're going to be paid three or four times better downtown, you want to get downtown as fast as you can. Surge pricing on New Year's Eve was crazy, six times (the regular price) in a four-block radius downtown, and the next block only two times. I can tell you, even as someone who works extra hard to be a super-paranoid defensive driver, when you see surge pricing go on, you want to get to that area the fastest you can, and you’re paying attention on the phone where the surge pricing is.\"\u003c/p>\n\u003cp>\u003cstrong> City officials want local regulations\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>Since everyone has their favorite story of a San Francisco cab driver re-enacting the \u003ca href=\"https://www.youtube.com/watch?v=UBLOLi_Ex-Q\" target=\"_blank\">chase scene\u003c/a> from “Bullitt,” you may be wondering by now if taxis are any better. To be fair, a couple of our UberX interviewees who were very critical of the company's lack of attention to driver safety also said they've seen taxis driving as recklessly as or worse than TNCs. But one thing to keep in mind: There are just 1,900 licensed cabs in the city, while no caps exist on the number of ride-service drivers.\u003c/p>\n\u003cp>Cab drivers are also required to go to “taxi school” before being certified. But Christiane Hayashi, director of Taxis and Accessible Services for the SFMTA, said that until now, no discernible standards for taxi schools have been in effect.\u003c/p>\n\u003cp>So, earlier this month the agency rolled out a \u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/01/TDT-101-Driver-Training-School-Cert1.pdf\" target=\"_blank\">new set of taxi-school standards\u003c/a>. These stipulate course length, instructor credentials, curriculum and testing. Courses must last a minimum of 28 hours, and the SFMTA has laid out specific time requirements for topics like maps/routes/locations, the California Vehicle Code and traffic safety, pedestrian safety, and taxi rules and regulations.\u003c/p>\n\u003cp>This is the sort of requirement that city officials would like to see applied to ride-service firms.\u003c/p>\n\u003cp>\"I believe (TNCs) fulfill a need,\" said Supervisor Kim. \"But I believe that regulations (the city) holds taxicabs to will make them better. They should be held to the same standards that our taxi drivers are.\"\u003c/p>\n\u003cp>Mar said his March hearing will address “what authority we have locally to protect public safety” when it comes to TNCs.\u003c/p>\n\u003cp>But unlike in Seattle, where the city is \u003ca href=\"http://www.geekwire.com/2014/seattles-updated-ride-sharing-ordinance/\" target=\"_blank\">considering putting limits\u003c/a> on the number of ride-service drivers, or Chicago, where a \u003ca href=\"http://www.wbez.org/news/city-moves-regulate-rideshare-companies-109639\" target=\"_blank\">per-driver fee is under consideration\u003c/a>, the city may not have much recourse except to push the CPUC for stricter regulations.\u003c/p>\n\u003cp>For now, in battling regulations around the country, \u003ca href=\"http://www.geekwire.com/2014/seattle-ride-sharing-innovation/\" target=\"_blank\">Lyft CEO John Zimmer has pointed to California\u003c/a> as a model of what ride-service regulation should look like.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cfigure id=\"attachment_126963\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-126963\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\" alt=\"A view of the new eastern span of the San Francisco-Oakland Bay Bridge on September 8, 2013 in San Francisco, California. (Photo by Justin Sullivan/Getty Images)\" width=\"640\" height=\"433\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A view of the new eastern span of the San Francisco-Oakland Bay Bridge on Sept. 8, 2013, in San Francisco, California. (Photo by Justin Sullivan/Getty Images) \u003ccite>( Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Outgoing Caltrans executive Rick Land said today that the agency should have informed Bay Bridge oversight teams sooner about potentially corrosive \u003ca href=\"http://www.kqed.org/a/forum/R201402120900\">leaks\u003c/a> on the new eastern span.\u003c/p>\n\u003cp>Land \u003ca href=\"http://blog.sfgate.com/matierandross/2014/02/19/caltrans-top-bay-bridge-official-will-step-down/\">announced his retirement\u003c/a> today, just a week after the executive director of the Metropolitan Transportation Commission (MTC), Steve Heminger, \u003ca href=\"http://www.sfgate.com/default/article/Caltrans-kept-Bay-Bridge-leaks-from-local-5246065.php\">accused Caltrans\u003c/a> of withholding information about the leaks.\u003c/p>\n\u003cp>“Issues need to be brought to (the Toll Bridge Oversight Committee) as soon as they are noticed,” Land, the agency’s chief deputy director, told KQED in an interview.\u003c/p>\n\u003cp>The outgoing deputy director also confirmed that Caltrans had discovered the leaks in the steel superstructure beneath the bridge’s roadbed in December. Heminger \u003ca href=\"http://www.sfgate.com/default/article/Caltrans-kept-Bay-Bridge-leaks-from-local-5246065.php\">told the San Francisco Chronicle\u003c/a> that he and members of the Toll Bridge Oversight Committee did not hear about the problem until late January.\u003c/p>\n\u003cp>Land told KQED that Caltrans is “redoubling our efforts” to communicate infrastructure issues “as quickly as we find out about them.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The MTC has called on Caltrans to disclose any further construction irregularities on the bridge by March 4.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_126963\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-126963\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\" alt=\"A view of the new eastern span of the San Francisco-Oakland Bay Bridge on September 8, 2013 in San Francisco, California. (Photo by Justin Sullivan/Getty Images)\" width=\"640\" height=\"433\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A view of the new eastern span of the San Francisco-Oakland Bay Bridge on Sept. 8, 2013, in San Francisco, California. (Photo by Justin Sullivan/Getty Images) \u003ccite>( Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Outgoing Caltrans executive Rick Land said today that the agency should have informed Bay Bridge oversight teams sooner about potentially corrosive \u003ca href=\"http://www.kqed.org/a/forum/R201402120900\">leaks\u003c/a> on the new eastern span.\u003c/p>\n\u003cp>Land \u003ca href=\"http://blog.sfgate.com/matierandross/2014/02/19/caltrans-top-bay-bridge-official-will-step-down/\">announced his retirement\u003c/a> today, just a week after the executive director of the Metropolitan Transportation Commission (MTC), Steve Heminger, \u003ca href=\"http://www.sfgate.com/default/article/Caltrans-kept-Bay-Bridge-leaks-from-local-5246065.php\">accused Caltrans\u003c/a> of withholding information about the leaks.\u003c/p>\n\u003cp>“Issues need to be brought to (the Toll Bridge Oversight Committee) as soon as they are noticed,” Land, the agency’s chief deputy director, told KQED in an interview.\u003c/p>\n\u003cp>The outgoing deputy director also confirmed that Caltrans had discovered the leaks in the steel superstructure beneath the bridge’s roadbed in December. Heminger \u003ca href=\"http://www.sfgate.com/default/article/Caltrans-kept-Bay-Bridge-leaks-from-local-5246065.php\">told the San Francisco Chronicle\u003c/a> that he and members of the Toll Bridge Oversight Committee did not hear about the problem until late January.\u003c/p>\n\u003cp>Land told KQED that Caltrans is “redoubling our efforts” to communicate infrastructure issues “as quickly as we find out about them.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>http://www.youtube.com/watch?v=AQqzz5AnBl8?rel=0&start=663&end=1223&autoplay=0&w=640&h=360\u003cbr>\nRising numbers of pedestrian fatalities in San Francisco and San Jose are drawing attention to what many walking and cycling advocates say is a longtime problem.\u003c/p>\n\u003cp>There were 21 pedestrian fatalities in San Francisco last year. It was also a particularly deadly year in San Jose, with 26 fatal pedestrian accidents. That's the highest number in nearly two decades.\u003c/p>\n\u003cp>\"We don't know exactly why they're rising but we know what the solutions are, so we're focused on making a change,\" Nicole Schneider, executive director at \u003ca href=\"http://walksf.org/\" target=\"_blank\">Walk San Francisco\u003c/a>, said during a panel discussion on \u003ca href=\"http://www.kqed.org/tv/programs/newsroom/\" target=\"_blank\">KQED \"N\u003c/a>ewsroom.\" Her group is working with the city on how to improve traffic enforcement, engineer better roadways and educate the public.\u003c/p>\n\u003cp>[contextly_sidebar id=\"d184216303a4ed90ebafc40edf67e228\"]\u003c/p>\n\u003cp>Schneider said police data shows that in 66 percent of pedestrian fatalities, drivers are at fault. But rather than focus on who is to blame, solutions should drive the conversation.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"For many, many decades, we've been designing our streets to bring cars through the city as quickly as possible,\" said Chris Wong, board president of \u003ca href=\"http://wobo.org/\" target=\"_blank\">Walk Oakland Bike Oakland.\u003c/a> As city populations grow, and more people seek alternatives to driving, the city must update its traffic analysis techniques to consider all users of the roadway.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Other solutions mentioned in the \u003ca href=\"http://www.kqed.org/tv/programs/newsroom/\" target=\"_blank\">KQED \"Newsroom\"\u003c/a> segment:\u003c/p>\n\u003cul>\n\u003cli>Educate the public, especially paid drivers, about sharing the road.\u003c/li>\n\u003cli>Make bicycle and pedestrian traffic a consideration during every traffic study.\u003c/li>\n\u003cli>Enforce current rules. Up until recently, drivers in San Francisco were cited or charged only if they killed people. Now drivers are also held accountable when they injure pedestrians or cyclists.\u003c/li>\n\u003cli>Avoid using the term \"accident\" because somebody is at fault. Instead, San Francisco police are using the term \"collision.\"\u003c/li>\n\u003cli>Increase penalties for the at-fault party.\u003c/li>\n\u003cli>Slow cars down. A pedestrian has only a 5 percent chance of living when hit by a car traveling 40 mph. Those chances increase to 85 percent if the car slows down to 20 mph.\u003c/li>\n\u003c/ul>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>http://www.youtube.com/watch?v=AQqzz5AnBl8?rel=0&start=663&end=1223&autoplay=0&w=640&h=360\u003cbr>\nRising numbers of pedestrian fatalities in San Francisco and San Jose are drawing attention to what many walking and cycling advocates say is a longtime problem.\u003c/p>\n\u003cp>There were 21 pedestrian fatalities in San Francisco last year. It was also a particularly deadly year in San Jose, with 26 fatal pedestrian accidents. That's the highest number in nearly two decades.\u003c/p>\n\u003cp>\"We don't know exactly why they're rising but we know what the solutions are, so we're focused on making a change,\" Nicole Schneider, executive director at \u003ca href=\"http://walksf.org/\" target=\"_blank\">Walk San Francisco\u003c/a>, said during a panel discussion on \u003ca href=\"http://www.kqed.org/tv/programs/newsroom/\" target=\"_blank\">KQED \"N\u003c/a>ewsroom.\" Her group is working with the city on how to improve traffic enforcement, engineer better roadways and educate the public.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Schneider said police data shows that in 66 percent of pedestrian fatalities, drivers are at fault. But rather than focus on who is to blame, solutions should drive the conversation.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"For many, many decades, we've been designing our streets to bring cars through the city as quickly as possible,\" said Chris Wong, board president of \u003ca href=\"http://wobo.org/\" target=\"_blank\">Walk Oakland Bike Oakland.\u003c/a> As city populations grow, and more people seek alternatives to driving, the city must update its traffic analysis techniques to consider all users of the roadway.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Other solutions mentioned in the \u003ca href=\"http://www.kqed.org/tv/programs/newsroom/\" target=\"_blank\">KQED \"Newsroom\"\u003c/a> segment:\u003c/p>\n\u003cul>\n\u003cli>Educate the public, especially paid drivers, about sharing the road.\u003c/li>\n\u003cli>Make bicycle and pedestrian traffic a consideration during every traffic study.\u003c/li>\n\u003cli>Enforce current rules. Up until recently, drivers in San Francisco were cited or charged only if they killed people. Now drivers are also held accountable when they injure pedestrians or cyclists.\u003c/li>\n\u003cli>Avoid using the term \"accident\" because somebody is at fault. Instead, San Francisco police are using the term \"collision.\"\u003c/li>\n\u003cli>Increase penalties for the at-fault party.\u003c/li>\n\u003cli>Slow cars down. A pedestrian has only a 5 percent chance of living when hit by a car traveling 40 mph. Those chances increase to 85 percent if the car slows down to 20 mph.\u003c/li>\n\u003c/ul>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_105128\" class=\"wp-caption alignright\" style=\"max-width: 320px\">\u003cimg class=\"size-full wp-image-105128\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/07/LyftCar.jpg\" alt=\"Lyft car\" width=\"320\" height=\"233\">\u003cfigcaption class=\"wp-caption-text\">A Lyft car drives in San Francisco (Steve Rhodes/Flickr)\u003c/figcaption>\u003c/figure>\n\u003cp>The \u003ca href=\"http://www.sfgate.com/news/article/Concerns-of-disabled-grow-along-with-ride-services-5240889.php\" target=\"_blank\">San Francisco Chronicle ran a story\u003c/a> Monday about disabled passengers' access to vehicles doing business through companies like UberX and Lyft. The Chron reported that the San Francisco Municipal Transportation Agency is worried about disability access because a quarter of wheelchair-accessible cabs are currently off the streets due to a lack of drivers. One reason for that: So many taxi drivers have switched to driving for the ride-service firms.\u003c/p>\n\u003cp>In its \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M077/K192/77192335.PDF\" target=\"_blank\">decision\u003c/a> last year officially sanctioning these transportation network companies (or TNCs) to operate in California, the CPUC said it wants \"to ensure that there is no divide between service provided to the able and disabled communities.\" To that end, the commission is requiring that the companies allow passengers to indicate whether they need a wheelchair-accessible vehicle, and that TNCs like Lyft and UberX submit a yearly report stating how often the company was able to comply with the request. The first such report is due in September.\u003c/p>\n\u003cp>The CPUC also requires that TNCs submit a \"plan for how the TNC will work to provide appropriate vehicles for passengers who specify access needs, including but not limited to a plan to provide incentive to individuals with accessible vehicles to become TNC drivers.\"\u003c/p>\n\u003cp>The Chronicle looked at the access plans filed by Lyft, UberX, Sidecar, Tickengo (Wingz) and Instant Cab. Those last two proposed the most specific steps to meet the wheelchair requirement: InstantCab said it was considering offering higher pay to drivers with accessible vehicles, and Tickengo said it would cut its commission for such drivers.\u003c/p>\n\u003cp>Below are documents filed by Lyft and UberX (filing as Rasier) in November. As you can see they are short on specifics as to how the companies will comply with the CPUC's mandate on wheelchair access. Marilyn Golden, senior policy analyst with the Disability Rights Education and Defense Fund, told KQED that \"these ride-sharing apps are not taking seriously their responsibilities under federal law and local regulation to provide full services for people with disabilities. ... It appears that they will not attempt the more difficult measures, such as establishing a fleet of wheelchair-accessible vehicles.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Golden called for the companies to be regulated as heavily as taxis, which come under local jurisdiction, not the state oversight they are subject to from the CPUC.\u003c/p>\n\u003cp>\"The state is now making a meager, somewhat problematic effort to regulate them, \" she said. \"It's not clear that they have the resources to monitor what they're doing.\"\u003c/p>\n\u003cp>The Chronicle also talked to Larry Paradis, executive director of Disability Rights Advocates in Berkeley. He told the paper that the plans \"don't address the fundamental challenge, which is ensuring enough accessible vehicles to make this transportation system at least minimally accessible for people with mobility disabilities.\"\u003c/p>\n\u003cp>Carla Johnson, interim director of the San Francisco Mayor's Office on Disability, questioned whether the CPUC \"has the resources to monitor or enforce these different plans.\"\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">\u003ca style=\"text-decoration: underline\" title=\"View Rasier Accessibility Plan on Scribd\" href=\"http://www.scribd.com/doc/203225651/Rasier-Accessibility-Plan\">UberX Accessibility Plan\u003c/a>\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">UberX says it \"will reach out to transportation companies with accessible vehicles about the possibility of partnering.\" The Chronicle reports that the company said it unsuccessfully tried to partner with a paratransit company in 2012.\u003c/p>\n\u003cp>\u003ciframe id=\"doc_84716\" src=\"//www.scribd.com/embeds/203225651/content?start_page=1&view_mode=scroll&access_key=key-uwv9bllfblquwaxyanz&show_recommendations=true\" frameborder=\"0\" scrolling=\"no\" width=\"100%\" height=\"600\">\u003c/iframe>\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\"> \u003ca style=\"text-decoration: underline\" title=\"View Lyft CPUC Report on Scribd\" href=\"http://www.scribd.com/doc/203225643/Lyft-CPUC-Report\">Lyft Accessibility Plan\u003c/a>\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">Lyft says it is working to enable its app to allow drivers to indicate when their vehicle is wheelchair accessible, but it doesn't say anything about how it will work to provide those vehicles. 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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Golden called for the companies to be regulated as heavily as taxis, which come under local jurisdiction, not the state oversight they are subject to from the CPUC.\u003c/p>\n\u003cp>\"The state is now making a meager, somewhat problematic effort to regulate them, \" she said. \"It's not clear that they have the resources to monitor what they're doing.\"\u003c/p>\n\u003cp>The Chronicle also talked to Larry Paradis, executive director of Disability Rights Advocates in Berkeley. He told the paper that the plans \"don't address the fundamental challenge, which is ensuring enough accessible vehicles to make this transportation system at least minimally accessible for people with mobility disabilities.\"\u003c/p>\n\u003cp>Carla Johnson, interim director of the San Francisco Mayor's Office on Disability, questioned whether the CPUC \"has the resources to monitor or enforce these different plans.\"\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">\u003ca style=\"text-decoration: underline\" title=\"View Rasier Accessibility Plan on Scribd\" href=\"http://www.scribd.com/doc/203225651/Rasier-Accessibility-Plan\">UberX Accessibility Plan\u003c/a>\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">UberX says it \"will reach out to transportation companies with accessible vehicles about the possibility of partnering.\" The Chronicle reports that the company said it unsuccessfully tried to partner with a paratransit company in 2012.\u003c/p>\n\u003cp>\u003ciframe id=\"doc_84716\" src=\"//www.scribd.com/embeds/203225651/content?start_page=1&view_mode=scroll&access_key=key-uwv9bllfblquwaxyanz&show_recommendations=true\" frameborder=\"0\" scrolling=\"no\" width=\"100%\" height=\"600\">\u003c/iframe>\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\"> \u003ca style=\"text-decoration: underline\" title=\"View Lyft CPUC Report on Scribd\" href=\"http://www.scribd.com/doc/203225643/Lyft-CPUC-Report\">Lyft Accessibility Plan\u003c/a>\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">Lyft says it is working to enable its app to allow drivers to indicate when their vehicle is wheelchair accessible, but it doesn't say anything about how it will work to provide those vehicles. The Chronicle reports Lyft also said \"it is working to engage and educate the handicapped community.\"\u003c/p>\n\u003cp>\u003ciframe id=\"doc_13531\" src=\"//www.scribd.com/embeds/203225643/content?start_page=1&view_mode=scroll&access_key=key-2fy6hu6azvqhm47mu8mf&show_recommendations=true\" frameborder=\"0\" scrolling=\"no\" width=\"100%\" height=\"600\">\u003c/iframe>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n\u003c/div>\u003c/p>",
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