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"content": "\u003cp>\u003cstrong>Update, 1:50 p.m. Thursday:\u003c/strong> Less than 24 hours after Uber announced it had pulled its self-driving cars out of San Francisco, the company says it's shipping the fleet to Arizona.\u003c/p>\n\u003cp>\"Our cars departed for Arizona this morning by truck,\" an Uber spokesperson said in an emailed statement. \"We’ll be expanding our self-driving pilot there in the next few weeks, and we’re excited to have the support of Governor [Doug] Ducey.”\u003c/p>\n\u003cp>In fact, Ducey had taken to Twitter on Wednesday as soon as Uber and the California DMV announced that the company was taking its cars off San Francisco's streets.\u003c/p>\n\u003cp>https://twitter.com/dougducey/status/811764550169083904\u003c/p>\n\u003cp>Ducey has been a vocal advocate of Uber and competing ride service Lyft -- and of autonomous vehicle technology. Last week, he took \u003ca href=\"http://ktar.com/story/1392245/gov-doug-ducey-takes-spin-google-self-driving-car-phoenix/\" target=\"_blank\">a well-publicized ride\u003c/a> in one of Google's self-driving SUVs and pronounced the trip \"just an incredible ride.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“I felt unbelievably safe and it was silky smooth,” Ducey told reporters.\u003c/p>\n\u003cp>After Uber's announcement Thursday that cars were headed to Arizona, Ducey tweeted:\u003c/p>\n\u003cp>https://twitter.com/dougducey/status/812036376468144128\u003c/p>\n\u003cp>Uber announced it was ending its self-driving program in San Francisco late Wednesday afternoon -- though it was not clear whether the company acted before or after the California Department of Motor Vehicles revoked registrations for 16 cars in the company's self-driving fleet.\u003c/p>\n\u003cp>Uber launched the San Francisco pilot without getting a DMV permit to operate autonomous vehicles on California roads. The company argued that its vehicles, which currently require an operator to be sitting in the driver's seat, don't meet the state's definition of autonomous vehicles.\u003c/p>\n\u003cp>Both Uber and the DMV declared Wednesday they were committed to testing autonomous vehicles on California roads, though the company had warned earlier that it was prepared to take its vehicles to jurisdictions that might have friendlier regulations.\u003c/p>\n\u003cp>\u003cstrong>Original post, Wednesday 5:25 p.m.:\u003c/strong> After a week of intensifying criticism for \u003ca href=\"https://newsroom.uber.com/san-francisco-your-self-driving-uber-is-arriving-now/\" target=\"_blank\">launching self-driving cars\u003c/a> onto San Francisco streets without a state permit, Uber told the California Department of Motor Vehicles on Wednesday that it's no longer using the vehicles on public roadways.\u003c/p>\n\u003cp>At the same time, the DMV announced it is revoking the registration of 16 cars Uber was using in the program \"because they were not properly marked as test vehicles.\"\u003c/p>\n\u003cp>In a letter released late Wednesday, DMV Director Jean Shiomoto said the DMV welcomes Uber's participation in autonomous vehicle testing and promised to expedite its application for the program.\u003c/p>\n\u003cp>\"We are committed to assisting Uber in their efforts to innovate and advance this ground-breaking technology,\" Shiomoto wrote.\u003c/p>\n\u003cp>In its own statement, Uber said it was halting use of the self-driving cars because their registrations had been revoked.\u003c/p>\n\u003cp>“We’re now looking at where we can redeploy these cars but remain 100 percent committed to California and will be redoubling our efforts to develop statewide rules,” the statement said.\u003c/p>\n\u003cp>Wednesday's development marks a rare retreat by the world's No. 1 ride-service company, which has earned a global reputation for pushing to expand its service regardless of the niceties of local regulations.\u003c/p>\n\u003cp>That approach ran into a buzzsaw of criticism in San Francisco, with everyone from Mayor Ed Lee to bike and pedestrian activists decrying the company's defiance of the DMV's regulations for testing autonomous vehicles.\u003c/p>\n\u003cp>The condemnation only grew more intense when video surfaced of a self-driving Uber Volvo XC90 rolling through a red light outside the San Francisco Museum of Modern Art on Third Street. For its part, the \u003ca href=\"https://ww2.kqed.org/news/2016/12/16/a-warning-to-people-who-bike-self-driving-ubers-and-right-hook-turns/\" target=\"_blank\">San Francisco Bicycle Coalition noted\u003c/a> that the self-driving vehicles appeared to be unable to negotiate a legal right turn when a bike lane was involved.\u003c/p>\n\u003cp>Lee issued a statement Wednesday evening saying he \"strongly supported\" the DMV's action on Uber.\u003c/p>\n\u003cp>\"I have always been a strong supporter of innovation and autonomous vehicle development and testing, but only under conditions that put human, bicyclist and pedestrian safety first,\" the mayor's statement said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Before Wednesday, the \u003ca href=\"https://newsroom.uber.com/statement-from-anthony-levandowski-on-self-driving-in-san-francisco/\" target=\"_blank\">Uber had argued\u003c/a> that since its self-driving cars require an operator to ride in the driver's seat, the vehicles don't fit the state's definition of autonomous vehicles.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, 1:50 p.m. Thursday:\u003c/strong> Less than 24 hours after Uber announced it had pulled its self-driving cars out of San Francisco, the company says it's shipping the fleet to Arizona.\u003c/p>\n\u003cp>\"Our cars departed for Arizona this morning by truck,\" an Uber spokesperson said in an emailed statement. \"We’ll be expanding our self-driving pilot there in the next few weeks, and we’re excited to have the support of Governor [Doug] Ducey.”\u003c/p>\n\u003cp>In fact, Ducey had taken to Twitter on Wednesday as soon as Uber and the California DMV announced that the company was taking its cars off San Francisco's streets.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Uber announced it was ending its self-driving program in San Francisco late Wednesday afternoon -- though it was not clear whether the company acted before or after the California Department of Motor Vehicles revoked registrations for 16 cars in the company's self-driving fleet.\u003c/p>\n\u003cp>Uber launched the San Francisco pilot without getting a DMV permit to operate autonomous vehicles on California roads. The company argued that its vehicles, which currently require an operator to be sitting in the driver's seat, don't meet the state's definition of autonomous vehicles.\u003c/p>\n\u003cp>Both Uber and the DMV declared Wednesday they were committed to testing autonomous vehicles on California roads, though the company had warned earlier that it was prepared to take its vehicles to jurisdictions that might have friendlier regulations.\u003c/p>\n\u003cp>\u003cstrong>Original post, Wednesday 5:25 p.m.:\u003c/strong> After a week of intensifying criticism for \u003ca href=\"https://newsroom.uber.com/san-francisco-your-self-driving-uber-is-arriving-now/\" target=\"_blank\">launching self-driving cars\u003c/a> onto San Francisco streets without a state permit, Uber told the California Department of Motor Vehicles on Wednesday that it's no longer using the vehicles on public roadways.\u003c/p>\n\u003cp>At the same time, the DMV announced it is revoking the registration of 16 cars Uber was using in the program \"because they were not properly marked as test vehicles.\"\u003c/p>\n\u003cp>In a letter released late Wednesday, DMV Director Jean Shiomoto said the DMV welcomes Uber's participation in autonomous vehicle testing and promised to expedite its application for the program.\u003c/p>\n\u003cp>\"We are committed to assisting Uber in their efforts to innovate and advance this ground-breaking technology,\" Shiomoto wrote.\u003c/p>\n\u003cp>In its own statement, Uber said it was halting use of the self-driving cars because their registrations had been revoked.\u003c/p>\n\u003cp>“We’re now looking at where we can redeploy these cars but remain 100 percent committed to California and will be redoubling our efforts to develop statewide rules,” the statement said.\u003c/p>\n\u003cp>Wednesday's development marks a rare retreat by the world's No. 1 ride-service company, which has earned a global reputation for pushing to expand its service regardless of the niceties of local regulations.\u003c/p>\n\u003cp>That approach ran into a buzzsaw of criticism in San Francisco, with everyone from Mayor Ed Lee to bike and pedestrian activists decrying the company's defiance of the DMV's regulations for testing autonomous vehicles.\u003c/p>\n\u003cp>The condemnation only grew more intense when video surfaced of a self-driving Uber Volvo XC90 rolling through a red light outside the San Francisco Museum of Modern Art on Third Street. For its part, the \u003ca href=\"https://ww2.kqed.org/news/2016/12/16/a-warning-to-people-who-bike-self-driving-ubers-and-right-hook-turns/\" target=\"_blank\">San Francisco Bicycle Coalition noted\u003c/a> that the self-driving vehicles appeared to be unable to negotiate a legal right turn when a bike lane was involved.\u003c/p>\n\u003cp>Lee issued a statement Wednesday evening saying he \"strongly supported\" the DMV's action on Uber.\u003c/p>\n\u003cp>\"I have always been a strong supporter of innovation and autonomous vehicle development and testing, but only under conditions that put human, bicyclist and pedestrian safety first,\" the mayor's statement said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Before Wednesday, the \u003ca href=\"https://newsroom.uber.com/statement-from-anthony-levandowski-on-self-driving-in-san-francisco/\" target=\"_blank\">Uber had argued\u003c/a> that since its self-driving cars require an operator to ride in the driver's seat, the vehicles don't fit the state's definition of autonomous vehicles.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "How Much Truth Is There to Those 'Speed Enforced by Aircraft' Signs?",
"headTitle": "How Much Truth Is There to Those ‘Speed Enforced by Aircraft’ Signs? | KQED",
"content": "\u003cp>\u003cem>We’ve all seen the signs along the freeway warning us of eyes in the sky looking for speeders. A Bay Curious listener wanted to find out if someone really was up there ready to hand out tickets.\u003c/em>\u003c/p>\n\u003cp>[dropcap]E[/dropcap]very time Aaron Perry-Zucker drives down I-5 between San Francisco and Los Angeles, he sees the signs: “Speed enforced by aircraft.” But he’s never seen an aircraft issue a ticket, and he can’t imagine how that even would work.\u003c/p>\n\u003cp>“It never really made sense,” he said. “It didn’t seem believable.”\u003c/p>\n\u003cp>So Perry-Zucker asked \u003ca href=\"https://ww2.kqed.org/news/series/baycurious\" target=\"_blank\" rel=\"noopener\">Bay Curious\u003c/a>:\u003c/p>\n\u003cp>\u003cstrong>Are there \u003cem>really\u003c/em> helicopters and airplanes patrolling Bay Area traffic? How do they ticket someone from the air?\u003c/strong>\u003c/p>\n\u003cp>[audio src=\"https://www.kqed.org/.stream/anon/radio/bay-curious/2016/12/SpeedLimitpodcastmastered.mp3\" Image=\"https://ww2.kqed.org/wp-content/uploads/sites/10/2016/06/helicopter-1920x1280.jpg\" Title=\"How Much Truth Is There to Those 'Speed Enforced by Aircraft' Signs?\" program=\"Bay Curious\"]\u003c/p>\n\u003cp>Or, he speculated, are the signs simply an exaggeration meant to deter speeding motorists — without any real aircraft on patrol?\u003c/p>\n\u003cp>Jim Andrews says those signs are \u003cem>definitely\u003c/em> real. And he should know. He’s been a California Highway Patrol pilot for decades.\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>“We don’t necessarily set up as many specific speed enforcement details as we did 10 or 15 years ago, predominantly because of the advent of Lidar,” said Andrews. (Lidar lets officers use lasers to pinpoint the speed of a vehicle.) “But there are still circumstances where we are definitely valuable, where traditional ground enforcement may not work.”\u003c/p>\n\u003cp>It’s easier from above, for example, to see drag racing or drivers crossing the double yellow.\u003c/p>\n\u003ch3>Patrolling from Above\u003c/h3>\n\u003cp>To find out how it all works, I climbed into one of the two helicopters that serve the CHP Golden Gate Division, which oversees all nine Bay Area counties. The air enforcement office also has two small airplanes at its headquarters at Napa County Airport — but that’s it for the fleet.\u003c/p>\n\u003cfigure id=\"attachment_10975832\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter5.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-10975832 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter5-800x533.jpg\" alt=\"Things are cramped inside the helicopter.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter5-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter5-400x267.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter5.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter5-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter5-960x640.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Things are cramped inside the helicopter. \u003ccite>(Kelly O'Mara/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Each aircraft has a pilot and paramedic on board, both CHP officers. That makes for cramped quarters in the back, where I stuff myself in between emergency equipment: oxygen tanks, a stretcher and medical supplies.\u003c/p>\n\u003cp>But as soon as we’re flying over I-580, it’s easy to see that Andrews is right. From up high, you can quickly get the lay of the land and spot speeding cars.\u003c/p>\n\u003cp>You can also get nauseous really quickly.\u003c/p>\n\u003cp>While we fly, radio calls come in from different voices and agencies. I can’t decipher them all, but Andrews points out a red car that officers have identified over the radio.\u003c/p>\n\u003cp>“It’s very easy to see. It stands out when someone’s going considerably faster,” he said. Pilots once used binoculars to spot the cars, but now the aircraft are equipped with high-definition cameras. Despite the technology, they still rely first and foremost on their eyes.\u003c/p>\n\u003cp>After spotting a suspected speeder, Andrews has to confirm that the car is, in fact, speeding. It’s not a high-tech process. He simply flies low above the car at either the same speed or slower.\u003c/p>\n\u003cp>On most freeways in the state, Caltrans has measured and painted perpendicular white lines every mile on the side of the road. You can see them from the helicopter window, or if you look closely when you drive by. Those are used to calculate speed.\u003c/p>\n\u003cp>Andrews starts his stopwatch when he flies over one and stops it when he hits the next. He knows the helicopter’s ground speed. And, since he’s flying the same speed or slower than the car below, he can tell if the car is speeding.\u003c/p>\n\u003cfigure id=\"attachment_10975829\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter2.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-10975829\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter2.png\" alt=\"CHP helicopters fly low over the roadways to spot lawbreakers.\" width=\"1920\" height=\"1218\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter2.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter2-400x254.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter2-800x508.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter2-1180x749.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter2-960x609.png 960w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">CHP helicopters fly low over the roadways to spot lawbreakers. \u003ccite>(Kelly O'Mara/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The officers in the air don’t actually land and issue tickets. That might cause a traffic accident. Instead, they radio down to another officer in a more ground-friendly vehicle, who then pulls over the offender. Typically, that officer is waiting and ready to go at a predetermined location. Both officers’ names are on the ticket and both must appear in court.\u003c/p>\n\u003cp>CHP press officer Daniel Hill said they once ticketed a motorcyclist who was caught racing through the streets. He got all the way home and was then surprised when an officer knocked on his door 20 minutes later. Helicopters had been watching him from the air and captured him on camera.\u003c/p>\n\u003ch3>But How Common Is It … Really?\u003c/h3>\n\u003cp>The California Highway Patrol used to rely heavily on this system of helicopters and small airplanes to monitor traffic, but these days aircraft enforcement has gone out of style. Budget cuts have rolled back the number of CHP aircraft and their total flying time. The small planes used to go on speed patrol once or twice a day. Now, they simply monitor speed while on general patrol for other things.\u003c/p>\n\u003cp>“It never was cost-effective for [helicopters] to go out and loiter over a section of freeway,” said Andrews.\u003c/p>\n\u003cp>Speed enforcement by aircraft has become especially rare in the last decade, since radar and Lidar devices made it possible for officers on the ground to catch speeders more efficiently.\u003c/p>\n\u003cp>Radar, which uses Doppler waves, sends that signal out across all lanes of traffic — feeding back whatever are the fastest and slowest speeds on the road. But it’s the relatively new precision of Lidar, or Light Detection and Ranging, utilizing laser technology, that has truly been a game changer.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Hill said it is impossible to say exactly how many tickets are issued each year by aircraft. That kind of data isn’t tracked in their database. But he admits it’s not many.\u003c/p>\n\u003cp>There are around 1 million traffic tickets issued annually in the Golden Gate District, so I asked: Is the number that comes from aircraft 10 or 10,000?\u003c/p>\n\u003cp>“It’s closer to 10,” said Hill.\u003c/p>\n\u003cp>And as long as there’s any chance it could happen, those “speed enforced by aircraft” signs aren’t just a scare tactic. They legally have to be posted, no matter how remote the possibility.\u003c/p>\n\u003ch3>Fighting Back\u003c/h3>\n\u003cp>“In the Bay Area, the only place I’ve ever dealt with it is out on 280,” said John Stanko, a traffic defense attorney in the Bay Area for the last 20 years. He’s defended a few clients who were ticketed by aircraft in that area, and said it’s most common in rural areas.\u003c/p>\n\u003cp>It’s possible to fight an aircraft-issued ticket, just as it’s possible to fight a regular one.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch2>Things That Must Happen for a Ticket to Hold Up in Court\u003c/h2>\n\u003cul>\n\u003cli>The speedometers in CHP cars must be calibrated every three months. Radar and Lidar devices must also be checked before each patrol.\u003c/li>\n\u003cli>Officers must complete three days of radar training, in addition to Lidar and visual estimation training. To be certified, they have to accurately estimate within 5 mph the speed of multiple cars during a test.\u003c/li>\n\u003cli>To use radar or Lidar for ticketing on non-highway roads, there also must be an up-to-date traffic and engineering survey for that road on file. Those surveys determine the 85th percentile of speed for all cars driving on that road. The speed limit then has to be set within the nearest 5 mph increment of that 85th percentile. You can see how on surface roads, where almost everyone drives significantly faster than the current posted speed limit, this can be problematic, Stanko pointed out.\u003c/li>\n\u003cli>If officials want to set the speed limit higher than the 85th percentile, they have to “justify where they set the speed,” said Stanko, meaning arguments must be made for unique or unsafe conditions.\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>Again, both the air and ground officers have to appear in court if you choose to take the issue to court. Stanko also objects to the calculation of speed using a stopwatch from the helicopter and believes it’s more challenging for officers to identify a driver from the air, or to prove that they have the right person once the officer on the ground writes the ticket.\u003c/p>\n\u003cp>“There are a lot of arguments against these tickets,” he said, though he acknowledges they can be hard to win.\u003c/p>\n\u003cp>There also have to be signs posted at specific heights and sizes — those signs that our question-asker, Aaron Perry-Zucker, sees on Highway 5.\u003c/p>\n\u003ch3>Why Fly At All?\u003c/h3>\n\u003cp>If budgets are tight and speed enforcement by air is rare, then why use the aircraft at all?\u003c/p>\n\u003cp>“We’re patrolling the whole Bay Area,” Andrews said in the helicopter. “We’re available 24 hours a day, seven days a week.” The CHP aircraft can respond to incidents that local police or agencies don’t have the resources for.\u003c/p>\n\u003cp>The entire time we’re in the helicopter, Andrews keeps saying “anything can happen” when he’s on patrol, and you never know what’s coming.\u003c/p>\n\u003cp>I’m skeptical. How much can happen on a brief speed enforcement helicopter ride? What can they \u003cem>really \u003c/em>do on patrol from up here?\u003c/p>\n\u003cp>But then a call comes in over the radio. It involves codes and numbers and the stilted shorthand of emergency personnel and law enforcement, but I do catch a few details: 10-year-old male down, possible hit-and-run, juvenile on bike hit by a car, med-evac requested, someone is en route.\u003c/p>\n\u003cfigure id=\"attachment_10975831\" class=\"wp-caption alignleft\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter4.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-10975831 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter4-800x530.png\" alt=\"Andrews and a hospital medic discuss the situation on the roof of John Muir Medical Center.\" width=\"800\" height=\"530\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter4-800x530.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter4-400x265.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter4.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter4-1180x781.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter4-960x636.png 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Andrews and a hospital medic discuss the situation on the roof of John Muir Medical Center. \u003ccite>(Kelly O'Mara/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Andrews responds: This is CHP, we’re closer than whoever’s already been called, one minute out and available. Wave us in if needed.\u003c/p>\n\u003cp>Suddenly we’re descending into a parking lot in Richmond as the paramedic leans out the open helicopter door to guide Andrews into the painted asphalt circle that serves as a landing pad — while I try not to throw up and make things worse.\u003c/p>\n\u003cp>The chairs and equipment are quickly pulled out and rearranged, and a boy — conscious and without any obvious major injuries — is strapped to a stretcher across the floor of the helicopter. I wedge myself back behind the pilot’s seat and within 25 minutes from when the call came in, we’ve delivered him to the roof of the John Muir Medical Center in Walnut Creek.\u003c/p>\n\u003cp>After it’s over and we’re back at the CHP’s air enforcement office at Napa County Airport, I ask about a sign on the wall: “Speed enforced by drone.” It was a joke made by a Marin resident and gifted to the office. But don’t worry, said Andrews: “I don’t believe that’s ever going to happen.”\u003c/p>\n\u003cp>Drones capable of monitoring traffic would be even less cost-effective than helicopters, he said, and a drone wouldn’t be able to med-evac anyone.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>We’ve all seen the signs along the freeway warning us of eyes in the sky looking for speeders. A Bay Curious listener wanted to find out if someone really was up there ready to hand out tickets.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">E\u003c/span>\u003c/p>\u003cp>very time Aaron Perry-Zucker drives down I-5 between San Francisco and Los Angeles, he sees the signs: “Speed enforced by aircraft.” But he’s never seen an aircraft issue a ticket, and he can’t imagine how that even would work.\u003c/p>\n\u003cp>“It never really made sense,” he said. “It didn’t seem believable.”\u003c/p>\n\u003cp>So Perry-Zucker asked \u003ca href=\"https://ww2.kqed.org/news/series/baycurious\" target=\"_blank\" rel=\"noopener\">Bay Curious\u003c/a>:\u003c/p>\n\u003cp>\u003cstrong>Are there \u003cem>really\u003c/em> helicopters and airplanes patrolling Bay Area traffic? How do they ticket someone from the air?\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Or, he speculated, are the signs simply an exaggeration meant to deter speeding motorists — without any real aircraft on patrol?\u003c/p>\n\u003cp>Jim Andrews says those signs are \u003cem>definitely\u003c/em> real. And he should know. He’s been a California Highway Patrol pilot for decades.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n What do you wonder about the Bay Area, its culture or people that you want KQED to investigate?\n \u003ca href=\"/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“We don’t necessarily set up as many specific speed enforcement details as we did 10 or 15 years ago, predominantly because of the advent of Lidar,” said Andrews. (Lidar lets officers use lasers to pinpoint the speed of a vehicle.) “But there are still circumstances where we are definitely valuable, where traditional ground enforcement may not work.”\u003c/p>\n\u003cp>It’s easier from above, for example, to see drag racing or drivers crossing the double yellow.\u003c/p>\n\u003ch3>Patrolling from Above\u003c/h3>\n\u003cp>To find out how it all works, I climbed into one of the two helicopters that serve the CHP Golden Gate Division, which oversees all nine Bay Area counties. The air enforcement office also has two small airplanes at its headquarters at Napa County Airport — but that’s it for the fleet.\u003c/p>\n\u003cfigure id=\"attachment_10975832\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter5.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-10975832 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter5-800x533.jpg\" alt=\"Things are cramped inside the helicopter.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter5-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter5-400x267.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter5.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter5-1180x787.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter5-960x640.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Things are cramped inside the helicopter. \u003ccite>(Kelly O'Mara/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Each aircraft has a pilot and paramedic on board, both CHP officers. That makes for cramped quarters in the back, where I stuff myself in between emergency equipment: oxygen tanks, a stretcher and medical supplies.\u003c/p>\n\u003cp>But as soon as we’re flying over I-580, it’s easy to see that Andrews is right. From up high, you can quickly get the lay of the land and spot speeding cars.\u003c/p>\n\u003cp>You can also get nauseous really quickly.\u003c/p>\n\u003cp>While we fly, radio calls come in from different voices and agencies. I can’t decipher them all, but Andrews points out a red car that officers have identified over the radio.\u003c/p>\n\u003cp>“It’s very easy to see. It stands out when someone’s going considerably faster,” he said. Pilots once used binoculars to spot the cars, but now the aircraft are equipped with high-definition cameras. Despite the technology, they still rely first and foremost on their eyes.\u003c/p>\n\u003cp>After spotting a suspected speeder, Andrews has to confirm that the car is, in fact, speeding. It’s not a high-tech process. He simply flies low above the car at either the same speed or slower.\u003c/p>\n\u003cp>On most freeways in the state, Caltrans has measured and painted perpendicular white lines every mile on the side of the road. You can see them from the helicopter window, or if you look closely when you drive by. Those are used to calculate speed.\u003c/p>\n\u003cp>Andrews starts his stopwatch when he flies over one and stops it when he hits the next. He knows the helicopter’s ground speed. And, since he’s flying the same speed or slower than the car below, he can tell if the car is speeding.\u003c/p>\n\u003cfigure id=\"attachment_10975829\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter2.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-10975829\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter2.png\" alt=\"CHP helicopters fly low over the roadways to spot lawbreakers.\" width=\"1920\" height=\"1218\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter2.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter2-400x254.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter2-800x508.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter2-1180x749.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter2-960x609.png 960w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">CHP helicopters fly low over the roadways to spot lawbreakers. \u003ccite>(Kelly O'Mara/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The officers in the air don’t actually land and issue tickets. That might cause a traffic accident. Instead, they radio down to another officer in a more ground-friendly vehicle, who then pulls over the offender. Typically, that officer is waiting and ready to go at a predetermined location. Both officers’ names are on the ticket and both must appear in court.\u003c/p>\n\u003cp>CHP press officer Daniel Hill said they once ticketed a motorcyclist who was caught racing through the streets. He got all the way home and was then surprised when an officer knocked on his door 20 minutes later. Helicopters had been watching him from the air and captured him on camera.\u003c/p>\n\u003ch3>But How Common Is It … Really?\u003c/h3>\n\u003cp>The California Highway Patrol used to rely heavily on this system of helicopters and small airplanes to monitor traffic, but these days aircraft enforcement has gone out of style. Budget cuts have rolled back the number of CHP aircraft and their total flying time. The small planes used to go on speed patrol once or twice a day. Now, they simply monitor speed while on general patrol for other things.\u003c/p>\n\u003cp>“It never was cost-effective for [helicopters] to go out and loiter over a section of freeway,” said Andrews.\u003c/p>\n\u003cp>Speed enforcement by aircraft has become especially rare in the last decade, since radar and Lidar devices made it possible for officers on the ground to catch speeders more efficiently.\u003c/p>\n\u003cp>Radar, which uses Doppler waves, sends that signal out across all lanes of traffic — feeding back whatever are the fastest and slowest speeds on the road. But it’s the relatively new precision of Lidar, or Light Detection and Ranging, utilizing laser technology, that has truly been a game changer.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Hill said it is impossible to say exactly how many tickets are issued each year by aircraft. That kind of data isn’t tracked in their database. But he admits it’s not many.\u003c/p>\n\u003cp>There are around 1 million traffic tickets issued annually in the Golden Gate District, so I asked: Is the number that comes from aircraft 10 or 10,000?\u003c/p>\n\u003cp>“It’s closer to 10,” said Hill.\u003c/p>\n\u003cp>And as long as there’s any chance it could happen, those “speed enforced by aircraft” signs aren’t just a scare tactic. They legally have to be posted, no matter how remote the possibility.\u003c/p>\n\u003ch3>Fighting Back\u003c/h3>\n\u003cp>“In the Bay Area, the only place I’ve ever dealt with it is out on 280,” said John Stanko, a traffic defense attorney in the Bay Area for the last 20 years. He’s defended a few clients who were ticketed by aircraft in that area, and said it’s most common in rural areas.\u003c/p>\n\u003cp>It’s possible to fight an aircraft-issued ticket, just as it’s possible to fight a regular one.\u003c/p>\n\u003caside class=\"alignright\">\n\u003ch2>Things That Must Happen for a Ticket to Hold Up in Court\u003c/h2>\n\u003cul>\n\u003cli>The speedometers in CHP cars must be calibrated every three months. Radar and Lidar devices must also be checked before each patrol.\u003c/li>\n\u003cli>Officers must complete three days of radar training, in addition to Lidar and visual estimation training. To be certified, they have to accurately estimate within 5 mph the speed of multiple cars during a test.\u003c/li>\n\u003cli>To use radar or Lidar for ticketing on non-highway roads, there also must be an up-to-date traffic and engineering survey for that road on file. Those surveys determine the 85th percentile of speed for all cars driving on that road. The speed limit then has to be set within the nearest 5 mph increment of that 85th percentile. You can see how on surface roads, where almost everyone drives significantly faster than the current posted speed limit, this can be problematic, Stanko pointed out.\u003c/li>\n\u003cli>If officials want to set the speed limit higher than the 85th percentile, they have to “justify where they set the speed,” said Stanko, meaning arguments must be made for unique or unsafe conditions.\u003c/li>\n\u003c/ul>\n\u003c/aside>\n\u003cp>Again, both the air and ground officers have to appear in court if you choose to take the issue to court. Stanko also objects to the calculation of speed using a stopwatch from the helicopter and believes it’s more challenging for officers to identify a driver from the air, or to prove that they have the right person once the officer on the ground writes the ticket.\u003c/p>\n\u003cp>“There are a lot of arguments against these tickets,” he said, though he acknowledges they can be hard to win.\u003c/p>\n\u003cp>There also have to be signs posted at specific heights and sizes — those signs that our question-asker, Aaron Perry-Zucker, sees on Highway 5.\u003c/p>\n\u003ch3>Why Fly At All?\u003c/h3>\n\u003cp>If budgets are tight and speed enforcement by air is rare, then why use the aircraft at all?\u003c/p>\n\u003cp>“We’re patrolling the whole Bay Area,” Andrews said in the helicopter. “We’re available 24 hours a day, seven days a week.” The CHP aircraft can respond to incidents that local police or agencies don’t have the resources for.\u003c/p>\n\u003cp>The entire time we’re in the helicopter, Andrews keeps saying “anything can happen” when he’s on patrol, and you never know what’s coming.\u003c/p>\n\u003cp>I’m skeptical. How much can happen on a brief speed enforcement helicopter ride? What can they \u003cem>really \u003c/em>do on patrol from up here?\u003c/p>\n\u003cp>But then a call comes in over the radio. It involves codes and numbers and the stilted shorthand of emergency personnel and law enforcement, but I do catch a few details: 10-year-old male down, possible hit-and-run, juvenile on bike hit by a car, med-evac requested, someone is en route.\u003c/p>\n\u003cfigure id=\"attachment_10975831\" class=\"wp-caption alignleft\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter4.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-10975831 size-medium\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/06/helicopter4-800x530.png\" alt=\"Andrews and a hospital medic discuss the situation on the roof of John Muir Medical Center.\" width=\"800\" height=\"530\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter4-800x530.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter4-400x265.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter4.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter4-1180x781.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/06/helicopter4-960x636.png 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Andrews and a hospital medic discuss the situation on the roof of John Muir Medical Center. \u003ccite>(Kelly O'Mara/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Andrews responds: This is CHP, we’re closer than whoever’s already been called, one minute out and available. Wave us in if needed.\u003c/p>\n\u003cp>Suddenly we’re descending into a parking lot in Richmond as the paramedic leans out the open helicopter door to guide Andrews into the painted asphalt circle that serves as a landing pad — while I try not to throw up and make things worse.\u003c/p>\n\u003cp>The chairs and equipment are quickly pulled out and rearranged, and a boy — conscious and without any obvious major injuries — is strapped to a stretcher across the floor of the helicopter. I wedge myself back behind the pilot’s seat and within 25 minutes from when the call came in, we’ve delivered him to the roof of the John Muir Medical Center in Walnut Creek.\u003c/p>\n\u003cp>After it’s over and we’re back at the CHP’s air enforcement office at Napa County Airport, I ask about a sign on the wall: “Speed enforced by drone.” It was a joke made by a Marin resident and gifted to the office. But don’t worry, said Andrews: “I don’t believe that’s ever going to happen.”\u003c/p>\n\u003cp>Drones capable of monitoring traffic would be even less cost-effective than helicopters, he said, and a drone wouldn’t be able to med-evac anyone.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "dirtbag-challenge-shows-what-two-wheels-a-wrench-and-your-wits-can-do",
"title": "Dirtbag Challenge Shows What Two Wheels, a Wrench and Your Wits Can Do",
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"content": "\u003cp>\u003cspan style=\"font-weight: 400\">In a San Jose auto shop, gold sparks dart as Felicia Chen cuts a metal motorcycle seat to size with an electric hand saw. She’s part of a team competing in this year’s\u003ca href=\"http://www.dirtbagchallenge.com/\"> Dirtbag Challenge\u003c/a>, an annual motorcycle build-off based in San Francisco. Chen’s team has been working tirelessly, using every spare moment to build a home-built bike. \u003c/span>\u003cspan style=\"font-weight: 400\">“Dirtbag delirium dude,” Chen says. “Two hours of sleep.”\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12487291\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12487291 size-medium\" src=\"http://ww2.kqed.org/arts/wp-content/uploads/sites/2/2016/12/RS23321_Felicia-Chen-qut-800x600.jpg\" alt=\"rs23321_felicia-chen-qut\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23321_Felicia-Chen-qut-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23321_Felicia-Chen-qut-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23321_Felicia-Chen-qut-768x576.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23321_Felicia-Chen-qut-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23321_Felicia-Chen-qut-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23321_Felicia-Chen-qut-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23321_Felicia-Chen-qut-240x180.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23321_Felicia-Chen-qut-375x281.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23321_Felicia-Chen-qut-520x390.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23321_Felicia-Chen-qut.jpg 1632w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Felicia Chen fabricates a custom motorcycle seat for the Dirtbag bike she’s helping build. \u003ccite>(Tiffany Camhi)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400\">The competition, which is now in its 13th year, began the first week of November via a social media announcement on the Dirtbag Challenge’s \u003ca href=\"https://www.facebook.com/DirtbagChallenge/\">Facebook account\u003c/a>.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“Three-and-a-half weeks ago we started collecting parts and planning,” Chen says, who has been competing in the event for three years. “For us that’s pretty much standard; we’ve always just had our bike and kind of just winged it.” \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The bike itself, built out of a salvaged Triumph motorcycle, is a beast. It features lots of parts that were either custom-made by the team or pulled off of other motorcycles. Basically, it’s a “Franken-bike.” The team has come up with some clever ways to make the thing run, like attaching skateboard wheels to the frame.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“It’s to keep the chain from hitting the frame and slapping around too much,” team member Aaron O’Brien says. “Around here, we call it uncommon sense.”\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12487292\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12487292 size-medium\" src=\"http://ww2.kqed.org/arts/wp-content/uploads/sites/2/2016/12/RS23320_Triumph-frankenbike-qut-800x600.jpg\" alt=\"rs23320_triumph-frankenbike-qut\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23320_Triumph-frankenbike-qut-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23320_Triumph-frankenbike-qut-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23320_Triumph-frankenbike-qut-768x576.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23320_Triumph-frankenbike-qut-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23320_Triumph-frankenbike-qut-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23320_Triumph-frankenbike-qut-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23320_Triumph-frankenbike-qut-240x180.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23320_Triumph-frankenbike-qut-375x281.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23320_Triumph-frankenbike-qut-520x390.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23320_Triumph-frankenbike-qut.jpg 1632w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The silver beast, nicknamed Bertha by the team, features unconventional motorcycle parts like an ammo can, a Nalgene bottle and skateboard wheels. \u003ccite>(Tiffany Camhi)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch3>It’s not called the Dirtbag Challenge for nothing\u003c/h3>\n\u003cp>\u003cspan style=\"font-weight: 400\">Competition co-founder Poll Brown says the Dirtbag Challenge is open to everyone — if you are prepared to use your wits instead of your wallet. And the competition demands \u003cem>all\u003c/em> the wits you have.\u003c/span>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“You have one month to build your motorcycle, you can spend up to $2,000 and you must come on this ride which is going to be at least 200 miles,” Brown says.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">This is not easy, and the rules, unsurprisingly, tend to scare many would-be Dirtbaggers off. Motorcycles are complicated machines. People can sometimes spend years fixing them up. Many bikes, both used and new, cost well over the competition’s paltry $2,000 spending limit. And just one loose screw or engine misfire can spell disaster on the road.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“We don’t call it the Dirtbag Easy,” Brown says. “We call it the Dirtbag Challenge for a reason.”\u003c/span>\u003c/p>\n\u003ch3>Riders hit the road\u003c/h3>\n\u003cp>\u003cspan style=\"font-weight: 400\">On the first weekend of December, after a month of building, six competitors put their machines to the test: a 300 mile-plus overnight camp-out ride from San Francisco to Mendocino National Forest and back. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">After some fits and starts on my Yamaha, I meet up with the Dirtbaggers in Calistoga. The ride is beautiful, but at times rough. Headlights stop working, a weld breaks on one of the bikes, and then there’s the four-mile long dirt trail where I get stuck in the mud.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12487293\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12487293 size-medium\" src=\"http://ww2.kqed.org/arts/wp-content/uploads/sites/2/2016/12/DB-repair-800x532.jpg\" alt=\"db-repair\" width=\"800\" height=\"532\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/DB-repair-800x532.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/DB-repair-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/DB-repair-768x511.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/DB-repair-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/DB-repair-1180x785.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/DB-repair-960x639.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/DB-repair-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/DB-repair-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/DB-repair-520x346.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/DB-repair.jpg 1500w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Competitors help a fellow Dirtbagger fix a broken weld on his bike on the way to Deer Valley Campground in Mendocino National Forest. \u003ccite>(Heidi Zumbrun)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400\">Many of these home-built choppers aren’t built for dirt roads, including the bike Chen and her team built. There’s only a four-inch clearance between the bottom of the frame and the ground. But miraculously, that bike and all the others make it through.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Though the group somehow manages to lose group leader Brown on the muddy trail. He rolls into camp about 15 minutes after everyone else. Later, around the campfire, we chat about what happened. \u003c/span>\u003cspan style=\"font-weight: 400\">“Well, he drives really fast and the road is really bumpy,” competitor Justin Martens says. “And it was dark.”\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">In the morning after tightening loose nuts and bolts, we’re all ready to head back to San Francisco where hundreds of Dirtbag fans are waiting for our return.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12487295\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12487295 size-medium\" src=\"http://ww2.kqed.org/arts/wp-content/uploads/sites/2/2016/12/RS23322_Poll-leading-ride-qut-800x532.jpg\" alt=\"rs23322_poll-leading-ride-qut\" width=\"800\" height=\"532\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23322_Poll-leading-ride-qut-800x532.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23322_Poll-leading-ride-qut-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23322_Poll-leading-ride-qut-768x511.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23322_Poll-leading-ride-qut-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23322_Poll-leading-ride-qut-1180x785.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23322_Poll-leading-ride-qut-960x639.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23322_Poll-leading-ride-qut-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23322_Poll-leading-ride-qut-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23322_Poll-leading-ride-qut-520x346.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23322_Poll-leading-ride-qut.jpg 1500w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Co-founder Poll Brown leads the Dirtbaggers back to San Francisco on his own home-built bike. \u003ccite>(Heidi Zumbrun)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch3>Zen and the art of Dirtbagging\u003c/h3>\n\u003cp>\u003cspan style=\"font-weight: 400\">But after the beer is flowing, and individual riders win titles like “prettiest bike” and “sketchiest chopper,” it’s easy to forget the countless hours of planning, building and tinkering that go into this feat. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Chen says the challenge has taught her to be more resourceful. \u003c/span>\u003cspan style=\"font-weight: 400\">“If it’s broken, you can fix it,” Chen says. “And if something doesn’t work, you can make something that will.”\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Brown says that is really what the Dirtbag Challenge is all about: developing the wherewithal to solve problems as they arise. \u003c/span>\u003cspan style=\"font-weight: 400\">“Struggle has value and adds value to something,” Brown says. “Don’t get me wrong; easy is nice. But to me that’s a little empty.” \u003c/span>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">And you can take it from this reporter, whose motorcycle got stuck in the mud only a few times, that pushing yourself outside of your comfort zone does make your final destination taste that much sweeter.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12487296\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12487296 size-medium\" src=\"http://ww2.kqed.org/arts/wp-content/uploads/sites/2/2016/12/RS23325_DB-Tiffany-qut-800x532.jpg\" alt=\"rs23325_db-tiffany-qut\" width=\"800\" height=\"532\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23325_DB-Tiffany-qut-800x532.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23325_DB-Tiffany-qut-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23325_DB-Tiffany-qut-768x511.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23325_DB-Tiffany-qut-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23325_DB-Tiffany-qut-1180x785.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23325_DB-Tiffany-qut-960x639.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23325_DB-Tiffany-qut-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23325_DB-Tiffany-qut-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23325_DB-Tiffany-qut-520x346.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23325_DB-Tiffany-qut.jpg 1500w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">KQED Reporter Tiffany Camhi taking up the rear while riding with the Dirtbag competitors. \u003ccite>(Heidi Zumbrun)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan style=\"font-weight: 400\">In a San Jose auto shop, gold sparks dart as Felicia Chen cuts a metal motorcycle seat to size with an electric hand saw. She’s part of a team competing in this year’s\u003ca href=\"http://www.dirtbagchallenge.com/\"> Dirtbag Challenge\u003c/a>, an annual motorcycle build-off based in San Francisco. Chen’s team has been working tirelessly, using every spare moment to build a home-built bike. \u003c/span>\u003cspan style=\"font-weight: 400\">“Dirtbag delirium dude,” Chen says. “Two hours of sleep.”\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12487291\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12487291 size-medium\" src=\"http://ww2.kqed.org/arts/wp-content/uploads/sites/2/2016/12/RS23321_Felicia-Chen-qut-800x600.jpg\" alt=\"rs23321_felicia-chen-qut\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23321_Felicia-Chen-qut-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23321_Felicia-Chen-qut-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23321_Felicia-Chen-qut-768x576.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23321_Felicia-Chen-qut-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23321_Felicia-Chen-qut-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23321_Felicia-Chen-qut-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23321_Felicia-Chen-qut-240x180.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23321_Felicia-Chen-qut-375x281.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23321_Felicia-Chen-qut-520x390.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23321_Felicia-Chen-qut.jpg 1632w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Felicia Chen fabricates a custom motorcycle seat for the Dirtbag bike she’s helping build. \u003ccite>(Tiffany Camhi)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400\">The competition, which is now in its 13th year, began the first week of November via a social media announcement on the Dirtbag Challenge’s \u003ca href=\"https://www.facebook.com/DirtbagChallenge/\">Facebook account\u003c/a>.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“Three-and-a-half weeks ago we started collecting parts and planning,” Chen says, who has been competing in the event for three years. “For us that’s pretty much standard; we’ve always just had our bike and kind of just winged it.” \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The bike itself, built out of a salvaged Triumph motorcycle, is a beast. It features lots of parts that were either custom-made by the team or pulled off of other motorcycles. Basically, it’s a “Franken-bike.” The team has come up with some clever ways to make the thing run, like attaching skateboard wheels to the frame.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“It’s to keep the chain from hitting the frame and slapping around too much,” team member Aaron O’Brien says. “Around here, we call it uncommon sense.”\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12487292\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12487292 size-medium\" src=\"http://ww2.kqed.org/arts/wp-content/uploads/sites/2/2016/12/RS23320_Triumph-frankenbike-qut-800x600.jpg\" alt=\"rs23320_triumph-frankenbike-qut\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23320_Triumph-frankenbike-qut-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23320_Triumph-frankenbike-qut-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23320_Triumph-frankenbike-qut-768x576.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23320_Triumph-frankenbike-qut-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23320_Triumph-frankenbike-qut-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23320_Triumph-frankenbike-qut-960x720.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23320_Triumph-frankenbike-qut-240x180.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23320_Triumph-frankenbike-qut-375x281.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23320_Triumph-frankenbike-qut-520x390.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23320_Triumph-frankenbike-qut.jpg 1632w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The silver beast, nicknamed Bertha by the team, features unconventional motorcycle parts like an ammo can, a Nalgene bottle and skateboard wheels. \u003ccite>(Tiffany Camhi)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch3>It’s not called the Dirtbag Challenge for nothing\u003c/h3>\n\u003cp>\u003cspan style=\"font-weight: 400\">Competition co-founder Poll Brown says the Dirtbag Challenge is open to everyone — if you are prepared to use your wits instead of your wallet. And the competition demands \u003cem>all\u003c/em> the wits you have.\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“You have one month to build your motorcycle, you can spend up to $2,000 and you must come on this ride which is going to be at least 200 miles,” Brown says.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">This is not easy, and the rules, unsurprisingly, tend to scare many would-be Dirtbaggers off. Motorcycles are complicated machines. People can sometimes spend years fixing them up. Many bikes, both used and new, cost well over the competition’s paltry $2,000 spending limit. And just one loose screw or engine misfire can spell disaster on the road.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“We don’t call it the Dirtbag Easy,” Brown says. “We call it the Dirtbag Challenge for a reason.”\u003c/span>\u003c/p>\n\u003ch3>Riders hit the road\u003c/h3>\n\u003cp>\u003cspan style=\"font-weight: 400\">On the first weekend of December, after a month of building, six competitors put their machines to the test: a 300 mile-plus overnight camp-out ride from San Francisco to Mendocino National Forest and back. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">After some fits and starts on my Yamaha, I meet up with the Dirtbaggers in Calistoga. The ride is beautiful, but at times rough. Headlights stop working, a weld breaks on one of the bikes, and then there’s the four-mile long dirt trail where I get stuck in the mud.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12487293\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12487293 size-medium\" src=\"http://ww2.kqed.org/arts/wp-content/uploads/sites/2/2016/12/DB-repair-800x532.jpg\" alt=\"db-repair\" width=\"800\" height=\"532\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/DB-repair-800x532.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/DB-repair-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/DB-repair-768x511.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/DB-repair-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/DB-repair-1180x785.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/DB-repair-960x639.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/DB-repair-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/DB-repair-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/DB-repair-520x346.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/DB-repair.jpg 1500w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Competitors help a fellow Dirtbagger fix a broken weld on his bike on the way to Deer Valley Campground in Mendocino National Forest. \u003ccite>(Heidi Zumbrun)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400\">Many of these home-built choppers aren’t built for dirt roads, including the bike Chen and her team built. There’s only a four-inch clearance between the bottom of the frame and the ground. But miraculously, that bike and all the others make it through.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Though the group somehow manages to lose group leader Brown on the muddy trail. He rolls into camp about 15 minutes after everyone else. Later, around the campfire, we chat about what happened. \u003c/span>\u003cspan style=\"font-weight: 400\">“Well, he drives really fast and the road is really bumpy,” competitor Justin Martens says. “And it was dark.”\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">In the morning after tightening loose nuts and bolts, we’re all ready to head back to San Francisco where hundreds of Dirtbag fans are waiting for our return.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12487295\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12487295 size-medium\" src=\"http://ww2.kqed.org/arts/wp-content/uploads/sites/2/2016/12/RS23322_Poll-leading-ride-qut-800x532.jpg\" alt=\"rs23322_poll-leading-ride-qut\" width=\"800\" height=\"532\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23322_Poll-leading-ride-qut-800x532.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23322_Poll-leading-ride-qut-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23322_Poll-leading-ride-qut-768x511.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23322_Poll-leading-ride-qut-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23322_Poll-leading-ride-qut-1180x785.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23322_Poll-leading-ride-qut-960x639.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23322_Poll-leading-ride-qut-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23322_Poll-leading-ride-qut-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23322_Poll-leading-ride-qut-520x346.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23322_Poll-leading-ride-qut.jpg 1500w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Co-founder Poll Brown leads the Dirtbaggers back to San Francisco on his own home-built bike. \u003ccite>(Heidi Zumbrun)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch3>Zen and the art of Dirtbagging\u003c/h3>\n\u003cp>\u003cspan style=\"font-weight: 400\">But after the beer is flowing, and individual riders win titles like “prettiest bike” and “sketchiest chopper,” it’s easy to forget the countless hours of planning, building and tinkering that go into this feat. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Chen says the challenge has taught her to be more resourceful. \u003c/span>\u003cspan style=\"font-weight: 400\">“If it’s broken, you can fix it,” Chen says. “And if something doesn’t work, you can make something that will.”\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Brown says that is really what the Dirtbag Challenge is all about: developing the wherewithal to solve problems as they arise. \u003c/span>\u003cspan style=\"font-weight: 400\">“Struggle has value and adds value to something,” Brown says. “Don’t get me wrong; easy is nice. But to me that’s a little empty.” \u003c/span>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">And you can take it from this reporter, whose motorcycle got stuck in the mud only a few times, that pushing yourself outside of your comfort zone does make your final destination taste that much sweeter.\u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12487296\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12487296 size-medium\" src=\"http://ww2.kqed.org/arts/wp-content/uploads/sites/2/2016/12/RS23325_DB-Tiffany-qut-800x532.jpg\" alt=\"rs23325_db-tiffany-qut\" width=\"800\" height=\"532\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23325_DB-Tiffany-qut-800x532.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23325_DB-Tiffany-qut-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23325_DB-Tiffany-qut-768x511.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23325_DB-Tiffany-qut-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23325_DB-Tiffany-qut-1180x785.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23325_DB-Tiffany-qut-960x639.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23325_DB-Tiffany-qut-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23325_DB-Tiffany-qut-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23325_DB-Tiffany-qut-520x346.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/2/2016/12/RS23325_DB-Tiffany-qut.jpg 1500w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">KQED Reporter Tiffany Camhi taking up the rear while riding with the Dirtbag competitors. \u003ccite>(Heidi Zumbrun)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Uber Says It Will Keep Operating Self-Driving Cars in San Francisco",
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"content": "\u003cp>Uber's self-driving cars will keep ferrying passengers around San Francisco, the ride-hailing company said Friday, despite California regulators threatening legal action if the service is not suspended.\u003c/p>\n\u003cp>Uber began the pilot project Wednesday with a few Volvo SUVs that are tricked out with a suite of sensors allowing them to steer, brake and accelerate. A person sits behind the wheel, just in case.\u003c/p>\n\u003cp>The California Department of Motor Vehicles condemned the launch, demanding the company pull the cars unless the state grants a special permit.\u003c/p>\n\u003cp>[contextly_sidebar id=\"4VeyMhVmezkV81ul9RY7GSFvaxlzE0rz\"]\u003c/p>\n\u003cp>San Francisco Mayor Ed Lee sided with regulators. But showing the level of interest in the technology, the mayor of Beverly Hills on Friday voiced his support for Uber testing without the state permit.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Officials with Uber and the state have talked several times this week in what the leader of the company's self-driving program described as \"frank conversations.\" Anthony Levandowski's comments in a Friday conference call with reporters show that Uber is not swayed.\u003c/p>\n\u003cp>State lawyers insist that Uber's cars are \"autonomous vehicles\" that require a permit to ply public roads.\u003c/p>\n\u003cp>Levandowski said he respectfully disagrees, arguing Uber does not need the permit that 20 other companies testing the technology in California have gotten because it has backup drivers behind the wheel monitoring the cars. That means the Volvos are not \"autonomous vehicles\" under the state's definition, he said.\u003c/p>\n\u003cp>Levandowski likened the Volvos' abilities to those of Tesla cars that have the Autopilot feature allowing them to keep their lane, brake and accelerate without a person touching the wheel. He wondered why the thousands of Teslas on California roads don't need a permit if Uber's cars do.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>State officials did not immediately respond to requests for comment Friday. In a letter Wednesday, the DMV wrote, \"If Uber does not confirm immediately that it will stop its launch and seek a testing permit, DMV will initiate legal action,\" without elaborating on what that might entail.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Uber's self-driving cars will keep ferrying passengers around San Francisco, the ride-hailing company said Friday, despite California regulators threatening legal action if the service is not suspended.\u003c/p>\n\u003cp>Uber began the pilot project Wednesday with a few Volvo SUVs that are tricked out with a suite of sensors allowing them to steer, brake and accelerate. A person sits behind the wheel, just in case.\u003c/p>\n\u003cp>The California Department of Motor Vehicles condemned the launch, demanding the company pull the cars unless the state grants a special permit.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>San Francisco Mayor Ed Lee sided with regulators. But showing the level of interest in the technology, the mayor of Beverly Hills on Friday voiced his support for Uber testing without the state permit.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Officials with Uber and the state have talked several times this week in what the leader of the company's self-driving program described as \"frank conversations.\" Anthony Levandowski's comments in a Friday conference call with reporters show that Uber is not swayed.\u003c/p>\n\u003cp>State lawyers insist that Uber's cars are \"autonomous vehicles\" that require a permit to ply public roads.\u003c/p>\n\u003cp>Levandowski said he respectfully disagrees, arguing Uber does not need the permit that 20 other companies testing the technology in California have gotten because it has backup drivers behind the wheel monitoring the cars. That means the Volvos are not \"autonomous vehicles\" under the state's definition, he said.\u003c/p>\n\u003cp>Levandowski likened the Volvos' abilities to those of Tesla cars that have the Autopilot feature allowing them to keep their lane, brake and accelerate without a person touching the wheel. He wondered why the thousands of Teslas on California roads don't need a permit if Uber's cars do.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>State officials did not immediately respond to requests for comment Friday. In a letter Wednesday, the DMV wrote, \"If Uber does not confirm immediately that it will stop its launch and seek a testing permit, DMV will initiate legal action,\" without elaborating on what that might entail.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Editor's note: This post \u003ca href=\"http://www.sfbike.org/news/a-warning-to-people-who-bike-self-driving-ubers-and-right-hook-turns/#petition\" target=\"_blank\">originally appeared\u003c/a> on the SF Bike Coalition blog. \u003c/em>\u003c/p>\n\u003cp>Before the surprise launch of Uber’s autonomous vehicles on San Francisco streets this week, I rode in one. I can tell you firsthand: Those vehicles are not yet ready for our streets.\u003c/p>\n\u003cp>I was at one of the demonstrations \u003ca href=\"http://www.sfexaminer.com/uber-offered-self-driving-rides-state-lawmakers-days-illegal-sf-launch/\" target=\"_blank\">covered in the San Francisco Examiner\u003c/a>, along with others who Uber hoped to impress with their new technology. None of us were told that just two days later, Uber would be releasing this technology on our streets on a large scale. I did tell Uber some things about the shortcomings of that technology, however.\u003c/p>\n\u003cp>In the ride I took through the streets of SoMa on Monday, the autonomous vehicle in “self-driving” mode, as well as the one in front of it, took an unsafe right-hook-style turn through a bike lane. Twice. This kind of turn is one featured in \u003ca href=\"https://www.sfbike.org/news/bike-lanes-and-right-turns/\" target=\"_blank\">a 2013 blog post\u003c/a> that is known to be one of the primary causes of collisions between cars and people who bike, resulting in serious injury or fatality. It’s also an unsafe practice that we address in all of the safety curriculum we offer to professional drivers, including \u003ca href=\"https://www.sfbike.org/news/driver-education-now-reaching-hundreds-of-thousands/\" target=\"_blank\">the videos we consulted on\u003c/a> for Uber as recently as this fall.\u003c/p>\n\u003cp>I told staff from Uber’s policy and engineering teams about the safety hazards of their autonomous vehicle technology. They told me they would work on it. Then, two days later, they unleashed that technology on San Francisco’s streets. Your streets.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Since Wednesday, we have been told that “safety drivers” in these vehicles have been instructed to disengage from self-driving mode when approaching right turns on a street with a bike lane and that engineers are continuing to work on the problem. In the meantime, Uber is continuing to operate autonomous vehicles for passenger service in San Francisco.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>There’s no other way to put it: Launching autonomous vehicle technology before it’s regulated and safe for our streets is unacceptable.\u003c/p>\n\n",
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"nprByline": "\u003cstrong>\u003ca href=\"http://www.sfbike.org/news/a-warning-to-people-who-bike-self-driving-ubers-and-right-hook-turns/\" target=\"_blank\">Brian Wiedenmeier\u003cbr />San Francisco Bicycle Coalition\u003c/a>\u003c/strong>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Editor's note: This post \u003ca href=\"http://www.sfbike.org/news/a-warning-to-people-who-bike-self-driving-ubers-and-right-hook-turns/#petition\" target=\"_blank\">originally appeared\u003c/a> on the SF Bike Coalition blog. \u003c/em>\u003c/p>\n\u003cp>Before the surprise launch of Uber’s autonomous vehicles on San Francisco streets this week, I rode in one. I can tell you firsthand: Those vehicles are not yet ready for our streets.\u003c/p>\n\u003cp>I was at one of the demonstrations \u003ca href=\"http://www.sfexaminer.com/uber-offered-self-driving-rides-state-lawmakers-days-illegal-sf-launch/\" target=\"_blank\">covered in the San Francisco Examiner\u003c/a>, along with others who Uber hoped to impress with their new technology. None of us were told that just two days later, Uber would be releasing this technology on our streets on a large scale. I did tell Uber some things about the shortcomings of that technology, however.\u003c/p>\n\u003cp>In the ride I took through the streets of SoMa on Monday, the autonomous vehicle in “self-driving” mode, as well as the one in front of it, took an unsafe right-hook-style turn through a bike lane. Twice. This kind of turn is one featured in \u003ca href=\"https://www.sfbike.org/news/bike-lanes-and-right-turns/\" target=\"_blank\">a 2013 blog post\u003c/a> that is known to be one of the primary causes of collisions between cars and people who bike, resulting in serious injury or fatality. It’s also an unsafe practice that we address in all of the safety curriculum we offer to professional drivers, including \u003ca href=\"https://www.sfbike.org/news/driver-education-now-reaching-hundreds-of-thousands/\" target=\"_blank\">the videos we consulted on\u003c/a> for Uber as recently as this fall.\u003c/p>\n\u003cp>I told staff from Uber’s policy and engineering teams about the safety hazards of their autonomous vehicle technology. They told me they would work on it. Then, two days later, they unleashed that technology on San Francisco’s streets. Your streets.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Since Wednesday, we have been told that “safety drivers” in these vehicles have been instructed to disengage from self-driving mode when approaching right turns on a street with a bike lane and that engineers are continuing to work on the problem. In the meantime, Uber is continuing to operate autonomous vehicles for passenger service in San Francisco.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>There’s no other way to put it: Launching autonomous vehicle technology before it’s regulated and safe for our streets is unacceptable.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "DMV Orders Uber's Self-Driving Cars Off S.F. Streets",
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"content": "\u003cp>\u003cstrong>Update, 3:30 p.m. Thursday:\u003c/strong> California regulators are meeting privately with officials from Uber to hammer home their demand that the ride-service company immediately stop picking up San Francisco passengers in self-driving cars -- or face legal action.\u003c/p>\n\u003cp>Safety was sure to be front and center: Dash cam video posted online showed a self-driving Uber run a red light Wednesday, the same day the company launched the pilot program with several Volvo SUVs.\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=_CdJ4oae8f4\u003c/p>\n\u003cp>Publicly, both sides have dug into opposing positions. The state insists Uber must shut down the new self-driving service until it obtains a special permit for testing on public roads, while Uber says the cars are exempt from the permit requirement because they have a backup driver behind the wheel who must monitor the car's performance.\u003c/p>\n\u003cp>Uber attributed the red light infraction to \"human error\" and said the driver had been suspended.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Update, 10:30 a.m. Thursday:\u003c/strong> The California Department of Motor Vehicles has ordered Uber to halt use of self-driving vehicles, a service the company launched in San Francisco early Wednesday.\u003c/p>\n\u003cp>In a letter sent Wednesday afternoon to Anthony Levandowski, the chief of Uber's Advanced Technology Group, DMV Chief Counsel Brian Soublet noted the company did not seek the required state permit for autonomous vehicles. He said the agency is prepared to go to court if Uber fails to immediately pull its self-driving cars -- a group of Volvo XC90s -- off the road.\u003c/p>\n\u003cp>\"It is illegal for the company to operate its self-driving vehicles on public roads until it receives an autonomous vehicle testing permit,\" Soublet wrote.\u003c/p>\n\u003cp>In announcing the launch of the self-driving cars, Uber conceded it had not sought a state permit. The company said that's because its vehicles, which carry a human operator on board to intervene in emergencies, don't meet the state's strict definition of autonomous vehicles.\u003c/p>\n\u003cp>In \u003ca href=\"https://newsroom.uber.com/san-francisco-your-self-driving-uber-is-arriving-now/\" target=\"_blank\">a blog post\u003c/a>, Levandowski also argued that the state should not stand in the way of its experimental vehicles.\u003c/p>\n\u003cp>Soublet's letter made it clear the DMV disagrees.\u003c/p>\n\u003cp>\"If Uber does not confirm immediately that it will stop its launch and seek a testing permit, DMV will initiate legal action, including, but not limited to, seeking injunctive relief,\" the letter said.\u003c/p>\n\u003cp>Uber had no immediate comment on the DMV's letter.\u003c/p>\n\u003cp>Thursday morning, the DMV said it had not heard from Uber and that no meetings had been set up with the company to discuss the self-driving cars.\u003c/p>\n\u003cp>\u003cstrong>Original post (Wednesday):\u003c/strong> The next chapter of humanity's Uber future is dawning, complete with a hint of the regulatory controversy the ride-service company is known for.\u003c/p>\n\u003cp>Self-driving Uber vehicles have been sighted on San Francisco streets since at least October, working on mapping and refining technology launched in Pittsburgh late last summer, and on Wednesday the company announced self-driving Volvo XC90 SUVs will be picking up passengers in the city.\u003c/p>\n\u003cp>If you're an UberX customer, you'll be alerted through the ride service's app if a self-driving vehicle has been dispatched to pick you up. You can opt for a standard ride, with driver, if the self-driving thing doesn't appeal to you.\u003c/p>\n\u003cp>[contextly_sidebar id=\"mQwVlsCIDLeD9c8cpOd3uc66EQkefyUu\"]\u003c/p>\n\u003cp>The company says the ride experience will be a little different from its standard UberX service: Passengers won't be able to change destinations once a trip starts, for instance, and the Volvos come with an interior camera system to record customers so the company can \"learn more about how we can improve the self-driving experience for our riders.\"\u003c/p>\n\u003cp>The camera system will also reportedly allow passengers to take selfies of themselves to share with the social media universe.\u003c/p>\n\u003cp>The cars aren't truly driverless: A human operator is on board during the service and sits in the driver's seat, making sure the automated system behaves itself.\u003c/p>\n\u003cp>The launch, coming \u003ca href=\"https://ww2.kqed.org/news/2016/12/13/s-f-transportation-officials-blame-uber-lyft-for-traffic-congestion/\" target=\"_blank\">amid complaints\u003c/a> from city officials that tens of thousands of ride-service cars are adding to traffic congestion, was accompanied by a video showing an idyllic, gridlock-free San Francisco (with a cameo appearance from Sausalito).\u003c/p>\n\u003cp>[http_redir]\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/OKJK3_XIGD4\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>So after looking at the video -- music by Chicago's GoldFord, by the way -- what's the controversy?\u003c/p>\n\u003cp>It's not clear that Uber, famous for not asking regulators' permission or forgiveness when it wants to do something on the public byways, has gotten an OK from the California Department of Motor Vehicles to run its self-driving service here.\u003c/p>\n\u003cp>The New York Times summarizes the issue and Uber's stance:\u003c/p>\n\u003cblockquote>\u003cp>“All of our vehicles are compliant with applicable federal and state laws,” an Uber spokeswoman said in a statement.\u003c/p>\n\u003cp>The company said that under California’s DMV definition, autonomous vehicles are those that drive “without the active physical control or monitoring of a natural person.” Uber said its self-driving cars, which require a human behind the wheel to monitor or control them, did not fall under that strict definition.\u003c/p>\u003c/blockquote>\n\u003cp>The DMV, which has granted permits to Google, General Motors and Tesla among others to test autonomous vehicles in the state, issued a statement in response to questions about Uber's self-driving service:\u003c/p>\n\u003cblockquote>\u003cp>\"The California DMV encourages the responsible exploration of self-driving cars. We have a permitting process in place to ensure public safety as this technology is being tested. Twenty manufacturers have already obtained permits to test hundreds of cars on California roads. Uber shall do the same.\"\u003c/p>\u003c/blockquote>\n\u003cp>In \u003ca href=\"https://newsroom.uber.com/san-francisco-your-self-driving-uber-is-arriving-now/\" target=\"_blank\">a blog post\u003c/a> published Wednesday, Anthony Levandowski, the chief of Uber's Advanced Technology Group, argued that the state should get on board with the company's program:\u003c/p>\n\u003cblockquote>\u003cp>... There is a more fundamental point — how and when companies should be able to engineer and operate self-driving technology. We have seen different approaches to this question. Most states see the potential benefits, especially when it comes to road safety. And several cities and states have recognized that complex rules and requirements could have the unintended consequence of slowing innovation. Pittsburgh, Arizona, Nevada and Florida in particular have been leaders in this way, and by doing so have made clear that they are pro technology. Our hope is that California, our home state and a leader in much of the world’s dynamism, will take a similar view.\u003c/p>\u003c/blockquote>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>This post includes reporting from The Associated Press.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, 3:30 p.m. Thursday:\u003c/strong> California regulators are meeting privately with officials from Uber to hammer home their demand that the ride-service company immediately stop picking up San Francisco passengers in self-driving cars -- or face legal action.\u003c/p>\n\u003cp>Safety was sure to be front and center: Dash cam video posted online showed a self-driving Uber run a red light Wednesday, the same day the company launched the pilot program with several Volvo SUVs.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/_CdJ4oae8f4'\n title='//www.youtube.com/embed/_CdJ4oae8f4'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>Publicly, both sides have dug into opposing positions. The state insists Uber must shut down the new self-driving service until it obtains a special permit for testing on public roads, while Uber says the cars are exempt from the permit requirement because they have a backup driver behind the wheel who must monitor the car's performance.\u003c/p>\n\u003cp>Uber attributed the red light infraction to \"human error\" and said the driver had been suspended.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Update, 10:30 a.m. Thursday:\u003c/strong> The California Department of Motor Vehicles has ordered Uber to halt use of self-driving vehicles, a service the company launched in San Francisco early Wednesday.\u003c/p>\n\u003cp>In a letter sent Wednesday afternoon to Anthony Levandowski, the chief of Uber's Advanced Technology Group, DMV Chief Counsel Brian Soublet noted the company did not seek the required state permit for autonomous vehicles. He said the agency is prepared to go to court if Uber fails to immediately pull its self-driving cars -- a group of Volvo XC90s -- off the road.\u003c/p>\n\u003cp>\"It is illegal for the company to operate its self-driving vehicles on public roads until it receives an autonomous vehicle testing permit,\" Soublet wrote.\u003c/p>\n\u003cp>In announcing the launch of the self-driving cars, Uber conceded it had not sought a state permit. The company said that's because its vehicles, which carry a human operator on board to intervene in emergencies, don't meet the state's strict definition of autonomous vehicles.\u003c/p>\n\u003cp>In \u003ca href=\"https://newsroom.uber.com/san-francisco-your-self-driving-uber-is-arriving-now/\" target=\"_blank\">a blog post\u003c/a>, Levandowski also argued that the state should not stand in the way of its experimental vehicles.\u003c/p>\n\u003cp>Soublet's letter made it clear the DMV disagrees.\u003c/p>\n\u003cp>\"If Uber does not confirm immediately that it will stop its launch and seek a testing permit, DMV will initiate legal action, including, but not limited to, seeking injunctive relief,\" the letter said.\u003c/p>\n\u003cp>Uber had no immediate comment on the DMV's letter.\u003c/p>\n\u003cp>Thursday morning, the DMV said it had not heard from Uber and that no meetings had been set up with the company to discuss the self-driving cars.\u003c/p>\n\u003cp>\u003cstrong>Original post (Wednesday):\u003c/strong> The next chapter of humanity's Uber future is dawning, complete with a hint of the regulatory controversy the ride-service company is known for.\u003c/p>\n\u003cp>Self-driving Uber vehicles have been sighted on San Francisco streets since at least October, working on mapping and refining technology launched in Pittsburgh late last summer, and on Wednesday the company announced self-driving Volvo XC90 SUVs will be picking up passengers in the city.\u003c/p>\n\u003cp>If you're an UberX customer, you'll be alerted through the ride service's app if a self-driving vehicle has been dispatched to pick you up. You can opt for a standard ride, with driver, if the self-driving thing doesn't appeal to you.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The company says the ride experience will be a little different from its standard UberX service: Passengers won't be able to change destinations once a trip starts, for instance, and the Volvos come with an interior camera system to record customers so the company can \"learn more about how we can improve the self-driving experience for our riders.\"\u003c/p>\n\u003cp>The camera system will also reportedly allow passengers to take selfies of themselves to share with the social media universe.\u003c/p>\n\u003cp>The cars aren't truly driverless: A human operator is on board during the service and sits in the driver's seat, making sure the automated system behaves itself.\u003c/p>\n\u003cp>The launch, coming \u003ca href=\"https://ww2.kqed.org/news/2016/12/13/s-f-transportation-officials-blame-uber-lyft-for-traffic-congestion/\" target=\"_blank\">amid complaints\u003c/a> from city officials that tens of thousands of ride-service cars are adding to traffic congestion, was accompanied by a video showing an idyllic, gridlock-free San Francisco (with a cameo appearance from Sausalito).\u003c/p>\n\u003cp>[http_redir]\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/OKJK3_XIGD4\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>So after looking at the video -- music by Chicago's GoldFord, by the way -- what's the controversy?\u003c/p>\n\u003cp>It's not clear that Uber, famous for not asking regulators' permission or forgiveness when it wants to do something on the public byways, has gotten an OK from the California Department of Motor Vehicles to run its self-driving service here.\u003c/p>\n\u003cp>The New York Times summarizes the issue and Uber's stance:\u003c/p>\n\u003cblockquote>\u003cp>“All of our vehicles are compliant with applicable federal and state laws,” an Uber spokeswoman said in a statement.\u003c/p>\n\u003cp>The company said that under California’s DMV definition, autonomous vehicles are those that drive “without the active physical control or monitoring of a natural person.” Uber said its self-driving cars, which require a human behind the wheel to monitor or control them, did not fall under that strict definition.\u003c/p>\u003c/blockquote>\n\u003cp>The DMV, which has granted permits to Google, General Motors and Tesla among others to test autonomous vehicles in the state, issued a statement in response to questions about Uber's self-driving service:\u003c/p>\n\u003cblockquote>\u003cp>\"The California DMV encourages the responsible exploration of self-driving cars. We have a permitting process in place to ensure public safety as this technology is being tested. Twenty manufacturers have already obtained permits to test hundreds of cars on California roads. Uber shall do the same.\"\u003c/p>\u003c/blockquote>\n\u003cp>In \u003ca href=\"https://newsroom.uber.com/san-francisco-your-self-driving-uber-is-arriving-now/\" target=\"_blank\">a blog post\u003c/a> published Wednesday, Anthony Levandowski, the chief of Uber's Advanced Technology Group, argued that the state should get on board with the company's program:\u003c/p>\n\u003cblockquote>\u003cp>... There is a more fundamental point — how and when companies should be able to engineer and operate self-driving technology. We have seen different approaches to this question. Most states see the potential benefits, especially when it comes to road safety. And several cities and states have recognized that complex rules and requirements could have the unintended consequence of slowing innovation. Pittsburgh, Arizona, Nevada and Florida in particular have been leaders in this way, and by doing so have made clear that they are pro technology. Our hope is that California, our home state and a leader in much of the world’s dynamism, will take a similar view.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cem>This post includes reporting from The Associated Press.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>People across the Bay Area woke up Wednesday morning to the same email I did from one of our hometown ride-hailing services. It told us that \u003ca href=\"http://ww2.kqed.org/news/2016/12/14/uber-launches-self-driving-car-service-in-san-francisco/\" target=\"_blank\">self-driving Ubers\u003c/a> would start picking up passengers in San Francisco as part of a pilot program.\u003c/p>\n\u003cp>\"Self-driving cars have been picking up and dropping off riders on the streets of Pittsburgh for the last 3 months, and now we're excited to bring them to our hometown,\" the email read.\u003c/p>\n\u003cfigure id=\"attachment_11219736\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11219736\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/12/30037518720_3b22fa4525_o-800x600.jpg\" alt=\"A test vehicle in Uber's self-driving car fleet explored San Francisco's streets in October. \" width=\"800\" height=\"600\">\u003cfigcaption class=\"wp-caption-text\">A test vehicle in Uber's self-driving car fleet explored San Francisco's streets in October. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>One might expect that San Francisco Uber drivers -- who have often had a \u003ca href=\"https://ww2.kqed.org/news/2016/08/18/federal-judge-denies-proposed-settlement-in-uber-class-action-suit/\" target=\"_blank\">contentious relationship\u003c/a> with their corporate bosses -- wouldn't be all that excited about the move that many see as a first step that will eventually lead to Uber drivers being put out of their jobs (and that the California Department of Motor Vehicles has said \"must cease\" until Uber gets the proper permit).\u003c/p>\n\u003cp>But at least three Uber drivers giving rides around the Mission and South of Market on Wednesday morning didn't seem too worried about their potential obsolescence.\u003c/p>\n\u003cp>Jason Bow has been driving part time for Uber for the past two years. He's taking a \"what will be, will be\" approach to the driverless car situation.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"If [Uber with drivers] phases out, then it won't be there,\" Bow said. \"If it goes on longer, then I'll still do it until it's phased out.\"\u003c/p>\n\u003cp>Bow says he drives for Uber only a few hours each week, and he looks at the few hundred dollars a week he earns as \"a cushion.\" But he says things would be different if he relied on Uber for a full-time income.\u003c/p>\n\u003cp>\"I would definitely be concerned if this was my main gig,\" he said. \"I would be very worried.\"\u003c/p>\n\u003cp>Although Uber is Muaad Almaliki's main gig, he says he's not worried. He says as long as Uber stays popular, there will be enough demand to keep drivers like him in a job, regardless of a driverless option.\u003c/p>\n\u003cp>\"The business is still the same,\" Almaliki said. \"We're going to still get good money for a full-time job anyway.\"\u003c/p>\n\u003cp>Almaliki says he has faith that God -- and the corporate heads at Uber -- will look out for him and his fellow drivers.\u003c/p>\n\u003cp>\"I believe Uber won't leave us alone,\" he said. \"They're going to do something to make us happy, to make good money same as before.\"\u003c/p>\n\u003cp>Terra Brown isn't looking for any divine or corporate intervention to save her job -- she thinks the whole driverless car thing is going to fail because it will cut out the human interaction that she says people want when they use Uber.\u003c/p>\n\u003cp>\"With a self-driving car, it's not going to be able to do that,\" Brown said. \"You can't get conversation with a car. What's it going to say to you?\"\u003c/p>\n\u003cp>She says just as cashiers have survived self-checkout, humans will be necessary to make services like UberEATS keep functioning.\u003c/p>\n\u003cp>\"Who's going to pick up the food? The car?\" she asked while laughing. \"Who's going to walk the food up those five flights of stairs? The car? No, it's going to be a human being.\"\u003c/p>\n\u003cp>Not everyone is as copacetic about the move as these three.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"First, Uber has attempted to avoid labor laws by denying that its drivers are employees,\" said Shannon Liss-Riordan, a Boston-based lawyer who has filed class-action lawsuits against Uber and Lyft on behalf of drivers. \"Next, it is moving to eliminate the drivers altogether, which would be a pretty surefire way not to have to deal with all those pesky worker protections.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>People across the Bay Area woke up Wednesday morning to the same email I did from one of our hometown ride-hailing services. It told us that \u003ca href=\"http://ww2.kqed.org/news/2016/12/14/uber-launches-self-driving-car-service-in-san-francisco/\" target=\"_blank\">self-driving Ubers\u003c/a> would start picking up passengers in San Francisco as part of a pilot program.\u003c/p>\n\u003cp>\"Self-driving cars have been picking up and dropping off riders on the streets of Pittsburgh for the last 3 months, and now we're excited to bring them to our hometown,\" the email read.\u003c/p>\n\u003cfigure id=\"attachment_11219736\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11219736\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/12/30037518720_3b22fa4525_o-800x600.jpg\" alt=\"A test vehicle in Uber's self-driving car fleet explored San Francisco's streets in October. \" width=\"800\" height=\"600\">\u003cfigcaption class=\"wp-caption-text\">A test vehicle in Uber's self-driving car fleet explored San Francisco's streets in October. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>One might expect that San Francisco Uber drivers -- who have often had a \u003ca href=\"https://ww2.kqed.org/news/2016/08/18/federal-judge-denies-proposed-settlement-in-uber-class-action-suit/\" target=\"_blank\">contentious relationship\u003c/a> with their corporate bosses -- wouldn't be all that excited about the move that many see as a first step that will eventually lead to Uber drivers being put out of their jobs (and that the California Department of Motor Vehicles has said \"must cease\" until Uber gets the proper permit).\u003c/p>\n\u003cp>But at least three Uber drivers giving rides around the Mission and South of Market on Wednesday morning didn't seem too worried about their potential obsolescence.\u003c/p>\n\u003cp>Jason Bow has been driving part time for Uber for the past two years. He's taking a \"what will be, will be\" approach to the driverless car situation.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"If [Uber with drivers] phases out, then it won't be there,\" Bow said. \"If it goes on longer, then I'll still do it until it's phased out.\"\u003c/p>\n\u003cp>Bow says he drives for Uber only a few hours each week, and he looks at the few hundred dollars a week he earns as \"a cushion.\" But he says things would be different if he relied on Uber for a full-time income.\u003c/p>\n\u003cp>\"I would definitely be concerned if this was my main gig,\" he said. \"I would be very worried.\"\u003c/p>\n\u003cp>Although Uber is Muaad Almaliki's main gig, he says he's not worried. He says as long as Uber stays popular, there will be enough demand to keep drivers like him in a job, regardless of a driverless option.\u003c/p>\n\u003cp>\"The business is still the same,\" Almaliki said. \"We're going to still get good money for a full-time job anyway.\"\u003c/p>\n\u003cp>Almaliki says he has faith that God -- and the corporate heads at Uber -- will look out for him and his fellow drivers.\u003c/p>\n\u003cp>\"I believe Uber won't leave us alone,\" he said. \"They're going to do something to make us happy, to make good money same as before.\"\u003c/p>\n\u003cp>Terra Brown isn't looking for any divine or corporate intervention to save her job -- she thinks the whole driverless car thing is going to fail because it will cut out the human interaction that she says people want when they use Uber.\u003c/p>\n\u003cp>\"With a self-driving car, it's not going to be able to do that,\" Brown said. \"You can't get conversation with a car. What's it going to say to you?\"\u003c/p>\n\u003cp>She says just as cashiers have survived self-checkout, humans will be necessary to make services like UberEATS keep functioning.\u003c/p>\n\u003cp>\"Who's going to pick up the food? The car?\" she asked while laughing. \"Who's going to walk the food up those five flights of stairs? The car? No, it's going to be a human being.\"\u003c/p>\n\u003cp>Not everyone is as copacetic about the move as these three.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"First, Uber has attempted to avoid labor laws by denying that its drivers are employees,\" said Shannon Liss-Riordan, a Boston-based lawyer who has filed class-action lawsuits against Uber and Lyft on behalf of drivers. \"Next, it is moving to eliminate the drivers altogether, which would be a pretty surefire way not to have to deal with all those pesky worker protections.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "S.F. Transportation Officials Blame Uber, Lyft for Traffic Congestion",
"title": "S.F. Transportation Officials Blame Uber, Lyft for Traffic Congestion",
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"content": "\u003cp>San Francisco's top taxi regulator says there should be a cap on the number of Uber and Lyft drivers operating on city streets because ride services are to blame for much of the increase in traffic congestion.\u003c/p>\n\u003cp>\"I would say that common sense would tell you: Wow, there's a lot of vehicles acting commercially in San Francisco, and it's having an impact,\" said Kate Toran, the director of taxis and accessible services at the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>Stand on a busy street corner, Toran says, and it's not uncommon to see every third or fourth vehicle with Uber and Lyft insignia, and that doesn't count drivers who don't use signage, which state regulations require.\u003c/p>\n\u003cp>The city treasurer's office says there are up to 45,000 ride-service drivers operating in San Francisco. The city is a magnet for ride-service drivers who come from Sacramento and as far away as San Diego and even out of state, Toran says.\u003c/p>\n\u003cp>As \u003ca href=\"http://www.sfexaminer.com/sf-blasts-uber-lyft-downtown-traffic-congestion/\">the San Francisco Examiner first reported\u003c/a> last week, the SFMTA has \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Efile/G000/M170/K774/170774103.PDF\">submitted comments\u003c/a> to the California Public Utilities Commission, which regulates Uber and Lyft, calling on the agency to conduct an environmental review of ride services, saying they have had a \"significant environmental impact.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"In 2016, San Francisco was rated as having the third worst traffic congestion in the nation,\" the city's submission says. \"Much of the increase San Francisco has experienced in vehicular traffic can be attributed to the huge increase in the number of transportation network company (TNC) vehicles operating on city streets.\"\u003c/p>\n\u003cp>So far, however, the evidence that ride services are the main source of worsening congestion is mostly anecdotal. The increased traffic could also be a symptom of a better economy, job growth and the city's construction boom, says Randy Rentschler, a spokesman for the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>\"There's so many factors to traffic,\" Rentschler said. \"Assigning downtown congestion to Uber and Lyft is probably giving them more credit than they deserve and putting more blame on them than they've earned.\"\u003c/p>\n\u003cp>Tilly Chang, executive director of the San Francisco County Transportation Authority, says she doesn't doubt the impact ride services are having, but agrees the rise in congestion is probably due to many factors.\u003c/p>\n\u003cp>\"It's one of the hardest questions out there,\" she said.\u003c/p>\n\u003cp>A boom in street construction is another consideration, says Chang. The city has been making safety improvements to slow traffic and create better conditions for transit and for people to walk and bike.\u003c/p>\n\u003cp>\"There's more mixed-mode traffic, which is a function of more people wanting to use those modes in a growing city, but it's also a response to policies we have implemented to promote those modes,\" says Chang. \"It's going to add up, where you have a capacity that's finite in terms of road space.\"\u003c/p>\n\u003cp>Uber officials say their data don't support the SFMTA's claim that ride services are to blame for rising congestion, but the company won't make statistics public or share them with local agencies because they say trade secrets would be revealed. However, they point out that a typical Uber driver works less than 10 hours a week, and 45,000 drivers are not on the streets at one time.\u003c/p>\n\u003cp>Toran says she would like to explore a cap on ride-service vehicles in San Francisco. But since the city doesn't have the power to regulate ride services, she says she hasn't studied that possibility in depth.\u003c/p>\n\u003cp>Toran adds that she'd like the CPUC to consider how ride-service vehicles, which have no clean air requirements, are contributing to pollution, and how the impact stacks up with the state's greenhouse gas emission goals and Vision Zero, the city's program to end all traffic deaths by 2024.\u003c/p>\n\u003cp>\"They're using infrastructure, curb space and our city streets, and there's a cost to that,\" she said. \"This is an important conversation we need to be having.\"\u003c/p>\n\u003cp>Harry Campbell, a ride-service driver who writes a blog called \u003ca href=\"http://therideshareguy.com/\">The Rideshare Guy\u003c/a>, also doesn't doubt that Uber and Lyft have increased congestion. And he says he would support a cap. While 1,800 taxicabs in San Francisco aren't enough, 45,000 ride-service drivers are just too much, he says.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"I think drivers would also benefit from a cap, since it would force Uber to care more about providing a positive driving experience,\" he said via email. \"Uber has had a major problem with driver retention, with half of all drivers quitting after just one year, but since they have a near infinite supply of potential drivers, they've always been able to just hire more.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco's top taxi regulator says there should be a cap on the number of Uber and Lyft drivers operating on city streets because ride services are to blame for much of the increase in traffic congestion.\u003c/p>\n\u003cp>\"I would say that common sense would tell you: Wow, there's a lot of vehicles acting commercially in San Francisco, and it's having an impact,\" said Kate Toran, the director of taxis and accessible services at the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>Stand on a busy street corner, Toran says, and it's not uncommon to see every third or fourth vehicle with Uber and Lyft insignia, and that doesn't count drivers who don't use signage, which state regulations require.\u003c/p>\n\u003cp>The city treasurer's office says there are up to 45,000 ride-service drivers operating in San Francisco. The city is a magnet for ride-service drivers who come from Sacramento and as far away as San Diego and even out of state, Toran says.\u003c/p>\n\u003cp>As \u003ca href=\"http://www.sfexaminer.com/sf-blasts-uber-lyft-downtown-traffic-congestion/\">the San Francisco Examiner first reported\u003c/a> last week, the SFMTA has \u003ca href=\"http://docs.cpuc.ca.gov/PublishedDocs/Efile/G000/M170/K774/170774103.PDF\">submitted comments\u003c/a> to the California Public Utilities Commission, which regulates Uber and Lyft, calling on the agency to conduct an environmental review of ride services, saying they have had a \"significant environmental impact.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"In 2016, San Francisco was rated as having the third worst traffic congestion in the nation,\" the city's submission says. \"Much of the increase San Francisco has experienced in vehicular traffic can be attributed to the huge increase in the number of transportation network company (TNC) vehicles operating on city streets.\"\u003c/p>\n\u003cp>So far, however, the evidence that ride services are the main source of worsening congestion is mostly anecdotal. The increased traffic could also be a symptom of a better economy, job growth and the city's construction boom, says Randy Rentschler, a spokesman for the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>\"There's so many factors to traffic,\" Rentschler said. \"Assigning downtown congestion to Uber and Lyft is probably giving them more credit than they deserve and putting more blame on them than they've earned.\"\u003c/p>\n\u003cp>Tilly Chang, executive director of the San Francisco County Transportation Authority, says she doesn't doubt the impact ride services are having, but agrees the rise in congestion is probably due to many factors.\u003c/p>\n\u003cp>\"It's one of the hardest questions out there,\" she said.\u003c/p>\n\u003cp>A boom in street construction is another consideration, says Chang. The city has been making safety improvements to slow traffic and create better conditions for transit and for people to walk and bike.\u003c/p>\n\u003cp>\"There's more mixed-mode traffic, which is a function of more people wanting to use those modes in a growing city, but it's also a response to policies we have implemented to promote those modes,\" says Chang. \"It's going to add up, where you have a capacity that's finite in terms of road space.\"\u003c/p>\n\u003cp>Uber officials say their data don't support the SFMTA's claim that ride services are to blame for rising congestion, but the company won't make statistics public or share them with local agencies because they say trade secrets would be revealed. However, they point out that a typical Uber driver works less than 10 hours a week, and 45,000 drivers are not on the streets at one time.\u003c/p>\n\u003cp>Toran says she would like to explore a cap on ride-service vehicles in San Francisco. But since the city doesn't have the power to regulate ride services, she says she hasn't studied that possibility in depth.\u003c/p>\n\u003cp>Toran adds that she'd like the CPUC to consider how ride-service vehicles, which have no clean air requirements, are contributing to pollution, and how the impact stacks up with the state's greenhouse gas emission goals and Vision Zero, the city's program to end all traffic deaths by 2024.\u003c/p>\n\u003cp>\"They're using infrastructure, curb space and our city streets, and there's a cost to that,\" she said. \"This is an important conversation we need to be having.\"\u003c/p>\n\u003cp>Harry Campbell, a ride-service driver who writes a blog called \u003ca href=\"http://therideshareguy.com/\">The Rideshare Guy\u003c/a>, also doesn't doubt that Uber and Lyft have increased congestion. And he says he would support a cap. While 1,800 taxicabs in San Francisco aren't enough, 45,000 ride-service drivers are just too much, he says.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"I think drivers would also benefit from a cap, since it would force Uber to care more about providing a positive driving experience,\" he said via email. \"Uber has had a major problem with driver retention, with half of all drivers quitting after just one year, but since they have a near infinite supply of potential drivers, they've always been able to just hire more.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Agency OKs $3.2 Billion in Bullet-Train Spending; New Lawsuit Filed",
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"content": "\u003cp>SACRAMENTO— The board that oversees California's $24 billion high-speed rail project approved plans Tuesday that pave the way for the first major sale of voter-approved construction bonds for the project in years, as opponents announced the filing of another lawsuit that could again stall construction.\u003c/p>\n\u003cp>The high-speed rail board approved $3.2 billion in funding Tuesday for two segments: $2.6 billion for a 119-mile leg connecting Fresno to Madera and $600 million to electrify a 55-mile stretch of existing Caltrain tracks from Santa Clara County to downtown San Francisco that will eventually connect with high-speed rail. The money is needed so the state meets its obligation to \"match\" federal funding, but had been tied up in litigation for several years.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/297919984\" params=\"auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false&visual=true\" width=\"100%\" height=\"400\" iframe=\"true\" /]\u003c/p>\n\u003cp>The funding will come from nearly $10 billion that voters approved for a California high-speed rail project as part of Proposition 1A in 2008, then projected to cost $40 billion.\u003c/p>\n\u003cp>At the public board meeting, though, attorney Stuart Flashman announced he had submitted a new lawsuit challenging the legality of AB 1889, a bill rushed through the Legislature last year that changed previous laws to allow high-speed rail bonds to be spent on electrification. That funding use fell outside the scope of what voters approved, Flashman said, and only voters can change it.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The lawsuit submitted Tuesday in Sacramento County Court on behalf of Kings County, the town of Atherton and several residents, alleges the legislation was unconstitutional, Flashman said.\u003c/p>\n\u003cp>The constitution says \"that when voters approve a bond, if you materially change it, you've got to go back to the voters,\" Flashman told the board. \"We think you should have done that. If you weren't going to go back to the voters, we have.\"\u003c/p>\n\u003cfigure id=\"attachment_11219983\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11219983\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/12/DanRichard-800x523.jpg\" alt=\"Dan Richard, chairman of the California High-Speed Rail Authority.\" width=\"800\" height=\"523\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-800x523.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-160x105.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-1020x667.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-1180x772.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-960x628.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-240x157.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-375x245.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-520x340.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Dan Richard, chairman of the California High-Speed Rail Authority. \u003ccite>(Kevork Djansezian/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The legislation by Assemblyman Kevin Mullin, D-South San Francisco, and signed by high-speed rail proponent Gov. Jerry Brown, allows rail money to be spent on electrification of a 55-mile corridor of track from south of San Jose to San Francisco. Mullin's policy director, Andrew Zingale, said Tuesday that the legislation was vetted by the Legislature's attorneys and thus was constitutional.\u003c/p>\n\u003cp>\"We do understand that the opponents continue to look for ways to continue to challenge the expenditure of these funds, but they've consistently failed in that and the direction of the Legislature has continually been upheld. And we feel confident that this will still be upheld,\" Zingale said.\u003c/p>\n\u003cp>Mullin's office had previously characterized AB 1889 as clarifying legislation that authorized $1.1 billion for transit improvements at both ends of the high-speed rail project to ensure that the money could be spent before high-speed rail was up and running.\u003c/p>\n\u003cp>Voters approved nearly $10 billion in high-speed rail funding in 2008, but support for the project has since softened. The state treasurer's office initially sold about $1.1 billion in high-speed rail bonds, but the bonds were encumbered for years as the project was tied up in court.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The plaintiffs in the biggest case lost their challenge and opted earlier this year not to appeal, finally freeing up financing for the project.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>SACRAMENTO— The board that oversees California's $24 billion high-speed rail project approved plans Tuesday that pave the way for the first major sale of voter-approved construction bonds for the project in years, as opponents announced the filing of another lawsuit that could again stall construction.\u003c/p>\n\u003cp>The high-speed rail board approved $3.2 billion in funding Tuesday for two segments: $2.6 billion for a 119-mile leg connecting Fresno to Madera and $600 million to electrify a 55-mile stretch of existing Caltrain tracks from Santa Clara County to downtown San Francisco that will eventually connect with high-speed rail. The money is needed so the state meets its obligation to \"match\" federal funding, but had been tied up in litigation for several years.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='400'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/297919984&visual=true&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false&visual=true'\n title='https://api.soundcloud.com/tracks/297919984'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The funding will come from nearly $10 billion that voters approved for a California high-speed rail project as part of Proposition 1A in 2008, then projected to cost $40 billion.\u003c/p>\n\u003cp>At the public board meeting, though, attorney Stuart Flashman announced he had submitted a new lawsuit challenging the legality of AB 1889, a bill rushed through the Legislature last year that changed previous laws to allow high-speed rail bonds to be spent on electrification. That funding use fell outside the scope of what voters approved, Flashman said, and only voters can change it.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The lawsuit submitted Tuesday in Sacramento County Court on behalf of Kings County, the town of Atherton and several residents, alleges the legislation was unconstitutional, Flashman said.\u003c/p>\n\u003cp>The constitution says \"that when voters approve a bond, if you materially change it, you've got to go back to the voters,\" Flashman told the board. \"We think you should have done that. If you weren't going to go back to the voters, we have.\"\u003c/p>\n\u003cfigure id=\"attachment_11219983\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11219983\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/12/DanRichard-800x523.jpg\" alt=\"Dan Richard, chairman of the California High-Speed Rail Authority.\" width=\"800\" height=\"523\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-800x523.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-160x105.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-1020x667.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-1180x772.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-960x628.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-240x157.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-375x245.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/DanRichard-520x340.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Dan Richard, chairman of the California High-Speed Rail Authority. \u003ccite>(Kevork Djansezian/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The legislation by Assemblyman Kevin Mullin, D-South San Francisco, and signed by high-speed rail proponent Gov. Jerry Brown, allows rail money to be spent on electrification of a 55-mile corridor of track from south of San Jose to San Francisco. Mullin's policy director, Andrew Zingale, said Tuesday that the legislation was vetted by the Legislature's attorneys and thus was constitutional.\u003c/p>\n\u003cp>\"We do understand that the opponents continue to look for ways to continue to challenge the expenditure of these funds, but they've consistently failed in that and the direction of the Legislature has continually been upheld. And we feel confident that this will still be upheld,\" Zingale said.\u003c/p>\n\u003cp>Mullin's office had previously characterized AB 1889 as clarifying legislation that authorized $1.1 billion for transit improvements at both ends of the high-speed rail project to ensure that the money could be spent before high-speed rail was up and running.\u003c/p>\n\u003cp>Voters approved nearly $10 billion in high-speed rail funding in 2008, but support for the project has since softened. The state treasurer's office initially sold about $1.1 billion in high-speed rail bonds, but the bonds were encumbered for years as the project was tied up in court.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The plaintiffs in the biggest case lost their challenge and opted earlier this year not to appeal, finally freeing up financing for the project.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Uber Said It Protects You From Spying, But Security Sources Say Otherwise",
"title": "Uber Said It Protects You From Spying, But Security Sources Say Otherwise",
"headTitle": "The California Report | KQED News",
"content": "\u003cp class=\"p1\">\u003cspan class=\"s1\">\u003ci>This story was produced by Reveal from The Center for Investigative Reporting, a nonprofit news organization based in the San Francisco Bay Area. Learn more at\u003c/i>\u003ca href=\"http://revealnews.org/\">\u003ci> \u003c/i>\u003cspan class=\"s3\">\u003ci>revealnews.org\u003c/i>\u003c/span>\u003c/a>\u003ci> and subscribe to the Reveal podcast, produced with PRX, at\u003c/i>\u003ca href=\"http://revealnews.org/podcast\">\u003ci> \u003c/i>\u003cspan class=\"s3\">\u003ci>revealnews.org/podcast\u003c/i>\u003c/span>\u003c/a>\u003ci>.\u003c/i>\u003c/span>\u003c/p>\n\u003cp>For anyone who’s snagged a ride with Uber, Ward Spangenberg has a warning: Your personal information is not safe.\u003c/p>\n\u003cp>Internal Uber employees helped ex-boyfriends stalk their ex-girlfriends and searched for the trip information of celebrities such as \u003ca href=\"http://www.beyonce.com/\">Beyoncé\u003c/a>, the company’s former forensic investigator said.\u003c/p>\n\u003cp>“Uber’s lack of security regarding its customer data was resulting in Uber employees being able to track high profile politicians, celebrities, and even personal acquaintances of Uber employees, including ex-boyfriends/girlfriends, and ex-spouses,” Spangenberg wrote in a \u003ca href=\"https://www.documentcloud.org/documents/3227535-Spangenberg-Declaration.html\">court declaration\u003c/a>, signed in October under penalty of perjury.\u003c/p>\n\u003cp>After news broke two years ago that executives were using the company’s “God View” feature to track customers in real time without their permission, Uber insisted it had strict policies that prohibited employees from accessing users’ trip information with limited exceptions.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But five former Uber security professionals told Reveal from The Center for Investigative Reporting that the company continued to allow broad access even after those assurances.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/297542697\" params=\"auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false&visual=true\" width=\"100%\" height=\"450\" iframe=\"true\" /]\u003c/p>\n\u003cp>Thousands of employees throughout the company, they said, could get details of where and when each customer travels. Those revelations could be especially relevant now that Uber has begun collecting location information \u003ca href=\"https://techcrunch.com/2016/11/28/uber-background-location-data-collection/\">even after a trip ends\u003c/a>.\u003c/p>\n\u003cp>Spangenberg is suing the San Francisco-based ride-hailing behemoth for age discrimination (he’s 45) and whistleblower retaliation. He has worked information security jobs for a variety of tech companies. Uber \u003ca href=\"https://www.documentcloud.org/documents/3229992-Spangenberg-v-Uber-Wegley-Declaration.html#document/p3/a330016\">tasked\u003c/a> him with helping develop security procedures and responding to problems from around the world.\u003c/p>\n\u003cp>In addition to the security vulnerabilities, Spangenberg said Uber deleted files it was legally obligated to keep. And during government raids of foreign Uber offices, he said the company remotely encrypted its computers to prevent authorities from gathering information.\u003c/p>\n\u003cp>After beginning in March 2015, Spangenberg said he frequently objected to what he believed were reckless and illegal practices, and Uber fired him 11 months later.\u003c/p>\n\u003caside class=\"pullquote alignright\">'When I was at the company, you could stalk an ex or look up anyone’s ride with the flimsiest of justifications... It didn’t require anyone’s approval.'\u003ccite>Ward Spangenberg\u003c/cite>\u003c/aside>\n\u003cp>“I also reported that Uber's lack of security, and allowing all employees to access this information (as opposed to a small security team) was resulting in a violation of governmental regulations regarding data protection and consumer privacy rights,” he stated in the declaration, referring to requirements that companies notify consumers of any breach of personal information.\u003c/p>\n\u003cp>Michael Sierchio, a tech industry veteran who was a senior security engineer at Uber from early 2015 until June of this year, agreed that Uber had particularly weak protections for private information.\u003c/p>\n\u003cp>“When I was at the company, you could stalk an ex or look up anyone’s ride with the flimsiest of justifications,” he said. “It didn’t require anyone’s approval.\"\u003c/p>\n\u003cp>In a statement, Uber said it maintains strict policies to protect customer data and comply with legal proceedings. It acknowledged that it had fired employees for improper access, putting the number at “fewer than 10.”\u003c/p>\n\u003cp>“We have hundreds of security and privacy experts working around the clock to protect our data,” Uber said in a statement.\u003c/p>\n\u003cfigure id=\"attachment_11217352\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11217352\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/12/Ward-800x1030.jpg\" alt=\"Ward Spangenberg, who was hired by Uber in March 2015, says he frequently objected to what he believed were reckless and illegal practices. Spangenberg was fired and is now suing the ride-hailing behemoth.\" width=\"800\" height=\"1030\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/12/Ward-800x1030.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/Ward-160x206.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/Ward-1020x1313.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/Ward.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/Ward-1180x1519.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/Ward-960x1236.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/Ward-240x309.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/Ward-375x483.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/Ward-520x670.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Ward Spangenberg, who was hired by Uber in March 2015, says he frequently objected to what he believed were reckless and illegal practices. Spangenberg was fired and is now suing the ride-hailing behemoth. \u003ccite>(Courtesy of Ward Spangenberg/Reveal)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This includes enforcing strict policies and technical controls to limit access to user data to authorized employees solely for purposes of their job responsibilities, and all potential violations are quickly and thoroughly investigated,” the company said.\u003c/p>\n\u003cp>Uber would not give more details on its technical controls. In practice, the security sources said, Uber’s policy basically relies on the honor system. Employees must agree not to abuse their access. But the company doesn’t actually prevent employees from getting and misusing the private information in the first place, the security sources said.\u003c/p>\n\u003cp>\u003cstrong>Uber has a history of data problems\u003c/strong>\u003c/p>\n\u003cp>As Uber has rapidly grown to \u003ca href=\"http://fortune.com/2016/10/20/uber-app-riders/\">more than 40 million users\u003c/a> worldwide, the gig-economy giant has also been dogged by leaks, hacks and privacy scandals.\u003c/p>\n\u003cp>In 2014, BuzzFeed \u003ca href=\"https://www.buzzfeed.com/johanabhuiyan/uber-is-investigating-its-top-new-york-executive-for-privacy?utm_term=.li5brZd0wd#.qs5GAa7dV7\">reported\u003c/a> that an Uber official had tracked its reporter’s movements without her permission, around the same time another executive\u003ca href=\"https://www.buzzfeed.com/bensmith/uber-executive-suggests-digging-up-dirt-on-journalists?utm_term=.mr97kE6Ya#.rpn57o41a\"> suggested\u003c/a> digging up dirt on critical journalists. The controversy -- and an entrepreneur’s\u003ca href=\"http://www.forbes.com/sites/kashmirhill/2014/10/03/god-view-uber-allegedly-stalked-users-for-party-goers-viewing-pleasure\"> claim\u003c/a> that he was tracked as well -- drew attention to the company’s internal God View tool, which provided a real-time aerial view of Uber cars in a city and details of who was inside of them.\u003c/p>\n\u003cp>It later came out that a data breach that year exposed the personal information of\u003ca href=\"https://newsroom.uber.com/statement-update/\"> more than 100,000\u003c/a> drivers.\u003c/p>\n\u003cp>After the embarrassments of 2014, Uber hired chief security officer Joe Sullivan, a \u003ca href=\"http://www.recode.net/2016/4/14/11586130/potus-taps-uber-chief-security-officer-to-be-a-part-of-a-cyber\">prominent\u003c/a> tech figure who previously held that post at Facebook and used to be a federal prosecutor. His team drew heavily from Facebook, including chief information security officer John “Four” Flynn.\u003c/p>\n\u003cp>The Federal Trade Commission, the consumer protection agency, is investigating Uber’s information security practices and recently deposed Sullivan, according to security sources.\u003c/p>\n\u003cp>Spangenberg and Sierchio -- as well as three other former Uber security professionals granted anonymity to confirm their accounts -- describe a startup culture that pushed back against security protections in favor of unbridled growth.\u003c/p>\n\u003cp>“Early on, ‘growth at all costs’ was the mantra, so you can imagine that security was an afterthought,” said Sierchio, whose tech career includes designing video games for Atari in the early 1980s.\u003c/p>\n\u003cp>Even after Uber assembled a security team, the pushback continued when employees raised concerns, he said.\u003c/p>\n\u003cp>“One of the things I was told is, ‘It’s not a security company,’ ” Sierchio said. Spangenberg said he was told the same thing.\u003c/p>\n\u003cp>As disclosures about God View sizzled on the internet in 2014, the company posted a\u003ca href=\"https://newsroom.uber.com/ubers-data-privacy-policy/\"> statement\u003c/a> saying that, “Uber has a strict policy prohibiting all employees at every level from accessing a rider or driver’s data. The only exception to this policy is for a limited set of legitimate business purposes.\"\u003c/p>\n\u003cfigure id=\"attachment_11217361\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11217361\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/12/GodView800-800x528.jpg\" alt=\"Uber came under fire in 2014 for its internal “God View” feature, which provided a real-time aerial view of citywide Uber cars and details of who was inside of them.\" width=\"800\" height=\"528\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/12/GodView800.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/GodView800-160x106.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/GodView800-240x158.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/GodView800-375x248.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/GodView800-520x343.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Uber came under fire in 2014 for its internal “God View” feature, which provided a real-time aerial view of citywide Uber cars and details of who was inside them. \u003ccite>(Courtesy Uber)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Lawmakers, including Sen. Al Franken, D-Minnesota, \u003ca href=\"https://www.franken.senate.gov/files/letter/141119UberLetter.pdf\">demanded\u003c/a> details about those “legitimate business purposes.” Franken later\u003ca href=\"https://www.franken.senate.gov/?p=press_release&id=3005\"> wrote\u003c/a> he was “concerned about the surprising lack of detail in their response.”\u003c/p>\n\u003cp>Sierchio, who said he was pushed out in June, said the company’s policy limiting access was “never enforced.”\u003c/p>\n\u003cp>After an investigation by New York Attorney General Eric Schneiderman, Uber\u003ca href=\"http://www.ag.ny.gov/press-release/ag-schneiderman-announces-settlement-uber-enhance-rider-privacy\"> settled\u003c/a> in January and \u003ca href=\"https://www.documentcloud.org/documents/3227663-NY-Attorney-General-Uber-AOD.html\">promised\u003c/a> to \u003cstrong>“\u003c/strong>limit access\u003cstrong>” \u003c/strong>to real-time trip data “to designated employees with a legitimate business purpose.”\u003c/p>\n\u003cp>Even after the attorney general settlement, Spangenberg and Sierchio said thousands of employees could still search Uber’s database to get real-time ride information. The company said it complies with the settlement.\u003c/p>\n\u003cp>Uber did adopt some reforms. There was a pop-up message warning employees that their activity was being monitored, but few took it seriously, Spangenberg said. Another change flagged searches for customers considered “MVPs.” But that didn’t protect anyone not labeled an MVP, Spangenberg said.\u003c/p>\n\u003cp>It also changed the name of God View to Heaven View, Spangenberg said.\u003c/p>\n\u003cp>An internal audit team searched for abnormalities in all the database activity to nab employees tracking customer data illicitly, said Spangenberg, who assisted the investigations. Those they caught were referred to HR to be fired, he said\u003c/p>\n\u003cp>“If you knew what you were doing, you could get away with it forever,” Spangenberg said. “The access is always there, so it was a matter of whether you got caught in the noise.”\u003c/p>\n\u003cp>Many employees, Uber said, need access for reasons such as providing customer refunds and investigating traffic accidents. The company added that it blocks some teams of employees from getting the data without approval, though it did not specify which teams or how the approval process works.\u003c/p>\n\u003cp>Drivers’ personal details, including Social Security numbers, were also available to all Uber employees, Spangenberg said in his declaration.\u003c/p>\n\u003cp>[contextly_sidebar id=\"1iKVIb5o3LO7lXA26U50MLETzptTCxXl\"]\u003c/p>\n\u003cp>Spangenberg said he argued for shutting off access to sensitive data for those who didn’t need it.\u003c/p>\n\u003cp>“I would say, ‘We can’t keep this information, you can’t allow this information to be stored like this, you can’t leave it all connected like this,’ ” he said.\u003c/p>\n\u003cp>Uber, in its statement, said, “We have made significant investment in tightening our access controls during the past several years. Allegations that simply acknowledging our policy in a pop-up window would provide access to customer data for unauthorized employees are not correct in our current environment.”\u003c/p>\n\u003cp>According to his \u003ca href=\"https://www.documentcloud.org/documents/3227662-Spangenberg-v-Uber.html\">lawsuit\u003c/a>, Uber told Spangenberg he was fired for violating a code of conduct and reformatting his computer, which erases everything on it. He said he deleted and began rebuilding his laptop because it had crashed, and that it was common practice.\u003c/p>\n\u003cp>He also got in trouble for accessing emails that dealt with his own job performance review. Spangenberg said he was only testing out a program to search company emails. The whole thing was a pretext, he said, to get rid of him.\u003c/p>\n\u003cp>In court \u003ca href=\"https://www.documentcloud.org/documents/3234776-Spangenberg-v-Uber-Response.html\">filings\u003c/a>, Uber responded that it “generally denies each and every allegation” made by Spangenberg.\u003c/p>\n\u003cp>\u003cstrong>Lawsuit says Uber destroyed documents\u003c/strong>\u003c/p>\n\u003cp>Spangenberg accuses Uber of destroying information he believed it was obligated to preserve. “Uber routinely deleted files which were subject to litigation holds, which was another practice I objected to,” his declaration says.\u003c/p>\n\u003cp>A company can face legal penalties or be held in contempt of court for scrubbing evidence it was supposed to keep.\u003c/p>\n\u003cp>Among his duties, Spangenberg said he was also a point person when foreign government agencies raided company offices abroad.\u003c/p>\n\u003cp>“Uber would lock down the office and immediately cut all connectivity so that law enforcement could not access Uber's information,” his declaration states.\u003c/p>\n\u003cp>In May 2015, for example, the tax agency Revenu Quebec raided Uber’s Montreal office to gather evidence of tax evasion. Spangenberg said he worked from San Francisco to encrypt the office’s computers\u003cstrong>.\u003c/strong>\u003c/p>\n\u003cp>“My job was to just make sure that any time a laptop was seized, the protocol locked the laptops up,” he said.\u003c/p>\n\u003cp>Indeed, Quebec investigators -- armed with a warrant to copy information from Uber computers -- went back to a judge to say the computers had been remotely restarted and apparently encrypted, according to \u003ca href=\"https://www.documentcloud.org/documents/3227561-Uber-Montreal-Superior-Court-Judgment.html#document/p4/a330341\">court records\u003c/a>. They got permission to take the computers with them, but the machines are of little value if the information on them stays encrypted.\u003c/p>\n\u003cp>Efforts to encrypt data once a government search is in process “raises red flags and serious concerns,” said Judith Germano, a cybersecurity expert and former federal prosecutor.\u003c/p>\n\u003cp>A company could argue it was protecting sensitive information, she said. But if a judge determined it was a deliberate effort to hide evidence, the judge could impose legal sanctions or fines\u003cstrong>,\u003c/strong> and order the company to decrypt the data.\u003c/p>\n\u003cp>In its statement, Uber said, “We’ve had robust litigation hold procedures in place from our very first lawsuit to prevent deletion of emails relevant to ongoing litigation.” Uber said it has an obligation to protect personal information and that “we cooperate with authorities when they come to us with appropriate legal process.”\u003c/p>\n\u003cp>Uber challenged the Quebec search warrants in court, but in May, a Canadian judge \u003ca href=\"https://www.documentcloud.org/documents/3227561-Uber-Montreal-Superior-Court-Judgment.html#document/p37/a330342\">wrote\u003c/a> in French that Uber’s actions had “all the characteristics of an attempt to obstruct justice,” suggesting that “Uber wanted to shield evidence of its illegal conduct.” Uber is still appealing.\u003c/p>\n\u003cp>Looking back, Spangenberg describes a tangle of questionable practices and gaping vulnerabilities.\u003c/p>\n\u003cp>“The only information, truthfully, that I ever felt was safe inside of Uber is your credit card information,” he said. “Because it’s not stored by Uber.”\u003c/p>\n\u003cp>\u003cem>This story was edited by Andy Donohue and copy edited by Nadia Wynter.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>You can reach Will Evans at \u003c/em>\u003ca href=\"mailto:wevans@revealnews.org\">\u003cem>wevans@revealnews.org\u003c/em>\u003c/a>\u003cem>. Follow him on Twitter: \u003c/em>\u003ca href=\"http://twitter.com/willcir\">\u003cem>@WillCIR\u003c/em>\u003c/a>\u003cem>.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp class=\"p1\">\u003cspan class=\"s1\">\u003ci>This story was produced by Reveal from The Center for Investigative Reporting, a nonprofit news organization based in the San Francisco Bay Area. Learn more at\u003c/i>\u003ca href=\"http://revealnews.org/\">\u003ci> \u003c/i>\u003cspan class=\"s3\">\u003ci>revealnews.org\u003c/i>\u003c/span>\u003c/a>\u003ci> and subscribe to the Reveal podcast, produced with PRX, at\u003c/i>\u003ca href=\"http://revealnews.org/podcast\">\u003ci> \u003c/i>\u003cspan class=\"s3\">\u003ci>revealnews.org/podcast\u003c/i>\u003c/span>\u003c/a>\u003ci>.\u003c/i>\u003c/span>\u003c/p>\n\u003cp>For anyone who’s snagged a ride with Uber, Ward Spangenberg has a warning: Your personal information is not safe.\u003c/p>\n\u003cp>Internal Uber employees helped ex-boyfriends stalk their ex-girlfriends and searched for the trip information of celebrities such as \u003ca href=\"http://www.beyonce.com/\">Beyoncé\u003c/a>, the company’s former forensic investigator said.\u003c/p>\n\u003cp>“Uber’s lack of security regarding its customer data was resulting in Uber employees being able to track high profile politicians, celebrities, and even personal acquaintances of Uber employees, including ex-boyfriends/girlfriends, and ex-spouses,” Spangenberg wrote in a \u003ca href=\"https://www.documentcloud.org/documents/3227535-Spangenberg-Declaration.html\">court declaration\u003c/a>, signed in October under penalty of perjury.\u003c/p>\n\u003cp>After news broke two years ago that executives were using the company’s “God View” feature to track customers in real time without their permission, Uber insisted it had strict policies that prohibited employees from accessing users’ trip information with limited exceptions.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But five former Uber security professionals told Reveal from The Center for Investigative Reporting that the company continued to allow broad access even after those assurances.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='450'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/297542697&visual=true&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false&visual=true'\n title='https://api.soundcloud.com/tracks/297542697'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Thousands of employees throughout the company, they said, could get details of where and when each customer travels. Those revelations could be especially relevant now that Uber has begun collecting location information \u003ca href=\"https://techcrunch.com/2016/11/28/uber-background-location-data-collection/\">even after a trip ends\u003c/a>.\u003c/p>\n\u003cp>Spangenberg is suing the San Francisco-based ride-hailing behemoth for age discrimination (he’s 45) and whistleblower retaliation. He has worked information security jobs for a variety of tech companies. Uber \u003ca href=\"https://www.documentcloud.org/documents/3229992-Spangenberg-v-Uber-Wegley-Declaration.html#document/p3/a330016\">tasked\u003c/a> him with helping develop security procedures and responding to problems from around the world.\u003c/p>\n\u003cp>In addition to the security vulnerabilities, Spangenberg said Uber deleted files it was legally obligated to keep. And during government raids of foreign Uber offices, he said the company remotely encrypted its computers to prevent authorities from gathering information.\u003c/p>\n\u003cp>After beginning in March 2015, Spangenberg said he frequently objected to what he believed were reckless and illegal practices, and Uber fired him 11 months later.\u003c/p>\n\u003caside class=\"pullquote alignright\">'When I was at the company, you could stalk an ex or look up anyone’s ride with the flimsiest of justifications... It didn’t require anyone’s approval.'\u003ccite>Ward Spangenberg\u003c/cite>\u003c/aside>\n\u003cp>“I also reported that Uber's lack of security, and allowing all employees to access this information (as opposed to a small security team) was resulting in a violation of governmental regulations regarding data protection and consumer privacy rights,” he stated in the declaration, referring to requirements that companies notify consumers of any breach of personal information.\u003c/p>\n\u003cp>Michael Sierchio, a tech industry veteran who was a senior security engineer at Uber from early 2015 until June of this year, agreed that Uber had particularly weak protections for private information.\u003c/p>\n\u003cp>“When I was at the company, you could stalk an ex or look up anyone’s ride with the flimsiest of justifications,” he said. “It didn’t require anyone’s approval.\"\u003c/p>\n\u003cp>In a statement, Uber said it maintains strict policies to protect customer data and comply with legal proceedings. It acknowledged that it had fired employees for improper access, putting the number at “fewer than 10.”\u003c/p>\n\u003cp>“We have hundreds of security and privacy experts working around the clock to protect our data,” Uber said in a statement.\u003c/p>\n\u003cfigure id=\"attachment_11217352\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11217352\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/12/Ward-800x1030.jpg\" alt=\"Ward Spangenberg, who was hired by Uber in March 2015, says he frequently objected to what he believed were reckless and illegal practices. Spangenberg was fired and is now suing the ride-hailing behemoth.\" width=\"800\" height=\"1030\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/12/Ward-800x1030.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/Ward-160x206.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/Ward-1020x1313.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/Ward.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/Ward-1180x1519.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/Ward-960x1236.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/Ward-240x309.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/Ward-375x483.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/Ward-520x670.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Ward Spangenberg, who was hired by Uber in March 2015, says he frequently objected to what he believed were reckless and illegal practices. Spangenberg was fired and is now suing the ride-hailing behemoth. \u003ccite>(Courtesy of Ward Spangenberg/Reveal)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This includes enforcing strict policies and technical controls to limit access to user data to authorized employees solely for purposes of their job responsibilities, and all potential violations are quickly and thoroughly investigated,” the company said.\u003c/p>\n\u003cp>Uber would not give more details on its technical controls. In practice, the security sources said, Uber’s policy basically relies on the honor system. Employees must agree not to abuse their access. But the company doesn’t actually prevent employees from getting and misusing the private information in the first place, the security sources said.\u003c/p>\n\u003cp>\u003cstrong>Uber has a history of data problems\u003c/strong>\u003c/p>\n\u003cp>As Uber has rapidly grown to \u003ca href=\"http://fortune.com/2016/10/20/uber-app-riders/\">more than 40 million users\u003c/a> worldwide, the gig-economy giant has also been dogged by leaks, hacks and privacy scandals.\u003c/p>\n\u003cp>In 2014, BuzzFeed \u003ca href=\"https://www.buzzfeed.com/johanabhuiyan/uber-is-investigating-its-top-new-york-executive-for-privacy?utm_term=.li5brZd0wd#.qs5GAa7dV7\">reported\u003c/a> that an Uber official had tracked its reporter’s movements without her permission, around the same time another executive\u003ca href=\"https://www.buzzfeed.com/bensmith/uber-executive-suggests-digging-up-dirt-on-journalists?utm_term=.mr97kE6Ya#.rpn57o41a\"> suggested\u003c/a> digging up dirt on critical journalists. The controversy -- and an entrepreneur’s\u003ca href=\"http://www.forbes.com/sites/kashmirhill/2014/10/03/god-view-uber-allegedly-stalked-users-for-party-goers-viewing-pleasure\"> claim\u003c/a> that he was tracked as well -- drew attention to the company’s internal God View tool, which provided a real-time aerial view of Uber cars in a city and details of who was inside of them.\u003c/p>\n\u003cp>It later came out that a data breach that year exposed the personal information of\u003ca href=\"https://newsroom.uber.com/statement-update/\"> more than 100,000\u003c/a> drivers.\u003c/p>\n\u003cp>After the embarrassments of 2014, Uber hired chief security officer Joe Sullivan, a \u003ca href=\"http://www.recode.net/2016/4/14/11586130/potus-taps-uber-chief-security-officer-to-be-a-part-of-a-cyber\">prominent\u003c/a> tech figure who previously held that post at Facebook and used to be a federal prosecutor. His team drew heavily from Facebook, including chief information security officer John “Four” Flynn.\u003c/p>\n\u003cp>The Federal Trade Commission, the consumer protection agency, is investigating Uber’s information security practices and recently deposed Sullivan, according to security sources.\u003c/p>\n\u003cp>Spangenberg and Sierchio -- as well as three other former Uber security professionals granted anonymity to confirm their accounts -- describe a startup culture that pushed back against security protections in favor of unbridled growth.\u003c/p>\n\u003cp>“Early on, ‘growth at all costs’ was the mantra, so you can imagine that security was an afterthought,” said Sierchio, whose tech career includes designing video games for Atari in the early 1980s.\u003c/p>\n\u003cp>Even after Uber assembled a security team, the pushback continued when employees raised concerns, he said.\u003c/p>\n\u003cp>“One of the things I was told is, ‘It’s not a security company,’ ” Sierchio said. Spangenberg said he was told the same thing.\u003c/p>\n\u003cp>As disclosures about God View sizzled on the internet in 2014, the company posted a\u003ca href=\"https://newsroom.uber.com/ubers-data-privacy-policy/\"> statement\u003c/a> saying that, “Uber has a strict policy prohibiting all employees at every level from accessing a rider or driver’s data. The only exception to this policy is for a limited set of legitimate business purposes.\"\u003c/p>\n\u003cfigure id=\"attachment_11217361\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11217361\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/12/GodView800-800x528.jpg\" alt=\"Uber came under fire in 2014 for its internal “God View” feature, which provided a real-time aerial view of citywide Uber cars and details of who was inside of them.\" width=\"800\" height=\"528\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/12/GodView800.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/GodView800-160x106.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/GodView800-240x158.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/GodView800-375x248.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/GodView800-520x343.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Uber came under fire in 2014 for its internal “God View” feature, which provided a real-time aerial view of citywide Uber cars and details of who was inside them. \u003ccite>(Courtesy Uber)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Lawmakers, including Sen. Al Franken, D-Minnesota, \u003ca href=\"https://www.franken.senate.gov/files/letter/141119UberLetter.pdf\">demanded\u003c/a> details about those “legitimate business purposes.” Franken later\u003ca href=\"https://www.franken.senate.gov/?p=press_release&id=3005\"> wrote\u003c/a> he was “concerned about the surprising lack of detail in their response.”\u003c/p>\n\u003cp>Sierchio, who said he was pushed out in June, said the company’s policy limiting access was “never enforced.”\u003c/p>\n\u003cp>After an investigation by New York Attorney General Eric Schneiderman, Uber\u003ca href=\"http://www.ag.ny.gov/press-release/ag-schneiderman-announces-settlement-uber-enhance-rider-privacy\"> settled\u003c/a> in January and \u003ca href=\"https://www.documentcloud.org/documents/3227663-NY-Attorney-General-Uber-AOD.html\">promised\u003c/a> to \u003cstrong>“\u003c/strong>limit access\u003cstrong>” \u003c/strong>to real-time trip data “to designated employees with a legitimate business purpose.”\u003c/p>\n\u003cp>Even after the attorney general settlement, Spangenberg and Sierchio said thousands of employees could still search Uber’s database to get real-time ride information. The company said it complies with the settlement.\u003c/p>\n\u003cp>Uber did adopt some reforms. There was a pop-up message warning employees that their activity was being monitored, but few took it seriously, Spangenberg said. Another change flagged searches for customers considered “MVPs.” But that didn’t protect anyone not labeled an MVP, Spangenberg said.\u003c/p>\n\u003cp>It also changed the name of God View to Heaven View, Spangenberg said.\u003c/p>\n\u003cp>An internal audit team searched for abnormalities in all the database activity to nab employees tracking customer data illicitly, said Spangenberg, who assisted the investigations. Those they caught were referred to HR to be fired, he said\u003c/p>\n\u003cp>“If you knew what you were doing, you could get away with it forever,” Spangenberg said. “The access is always there, so it was a matter of whether you got caught in the noise.”\u003c/p>\n\u003cp>Many employees, Uber said, need access for reasons such as providing customer refunds and investigating traffic accidents. The company added that it blocks some teams of employees from getting the data without approval, though it did not specify which teams or how the approval process works.\u003c/p>\n\u003cp>Drivers’ personal details, including Social Security numbers, were also available to all Uber employees, Spangenberg said in his declaration.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Spangenberg said he argued for shutting off access to sensitive data for those who didn’t need it.\u003c/p>\n\u003cp>“I would say, ‘We can’t keep this information, you can’t allow this information to be stored like this, you can’t leave it all connected like this,’ ” he said.\u003c/p>\n\u003cp>Uber, in its statement, said, “We have made significant investment in tightening our access controls during the past several years. Allegations that simply acknowledging our policy in a pop-up window would provide access to customer data for unauthorized employees are not correct in our current environment.”\u003c/p>\n\u003cp>According to his \u003ca href=\"https://www.documentcloud.org/documents/3227662-Spangenberg-v-Uber.html\">lawsuit\u003c/a>, Uber told Spangenberg he was fired for violating a code of conduct and reformatting his computer, which erases everything on it. He said he deleted and began rebuilding his laptop because it had crashed, and that it was common practice.\u003c/p>\n\u003cp>He also got in trouble for accessing emails that dealt with his own job performance review. Spangenberg said he was only testing out a program to search company emails. The whole thing was a pretext, he said, to get rid of him.\u003c/p>\n\u003cp>In court \u003ca href=\"https://www.documentcloud.org/documents/3234776-Spangenberg-v-Uber-Response.html\">filings\u003c/a>, Uber responded that it “generally denies each and every allegation” made by Spangenberg.\u003c/p>\n\u003cp>\u003cstrong>Lawsuit says Uber destroyed documents\u003c/strong>\u003c/p>\n\u003cp>Spangenberg accuses Uber of destroying information he believed it was obligated to preserve. “Uber routinely deleted files which were subject to litigation holds, which was another practice I objected to,” his declaration says.\u003c/p>\n\u003cp>A company can face legal penalties or be held in contempt of court for scrubbing evidence it was supposed to keep.\u003c/p>\n\u003cp>Among his duties, Spangenberg said he was also a point person when foreign government agencies raided company offices abroad.\u003c/p>\n\u003cp>“Uber would lock down the office and immediately cut all connectivity so that law enforcement could not access Uber's information,” his declaration states.\u003c/p>\n\u003cp>In May 2015, for example, the tax agency Revenu Quebec raided Uber’s Montreal office to gather evidence of tax evasion. Spangenberg said he worked from San Francisco to encrypt the office’s computers\u003cstrong>.\u003c/strong>\u003c/p>\n\u003cp>“My job was to just make sure that any time a laptop was seized, the protocol locked the laptops up,” he said.\u003c/p>\n\u003cp>Indeed, Quebec investigators -- armed with a warrant to copy information from Uber computers -- went back to a judge to say the computers had been remotely restarted and apparently encrypted, according to \u003ca href=\"https://www.documentcloud.org/documents/3227561-Uber-Montreal-Superior-Court-Judgment.html#document/p4/a330341\">court records\u003c/a>. They got permission to take the computers with them, but the machines are of little value if the information on them stays encrypted.\u003c/p>\n\u003cp>Efforts to encrypt data once a government search is in process “raises red flags and serious concerns,” said Judith Germano, a cybersecurity expert and former federal prosecutor.\u003c/p>\n\u003cp>A company could argue it was protecting sensitive information, she said. But if a judge determined it was a deliberate effort to hide evidence, the judge could impose legal sanctions or fines\u003cstrong>,\u003c/strong> and order the company to decrypt the data.\u003c/p>\n\u003cp>In its statement, Uber said, “We’ve had robust litigation hold procedures in place from our very first lawsuit to prevent deletion of emails relevant to ongoing litigation.” Uber said it has an obligation to protect personal information and that “we cooperate with authorities when they come to us with appropriate legal process.”\u003c/p>\n\u003cp>Uber challenged the Quebec search warrants in court, but in May, a Canadian judge \u003ca href=\"https://www.documentcloud.org/documents/3227561-Uber-Montreal-Superior-Court-Judgment.html#document/p37/a330342\">wrote\u003c/a> in French that Uber’s actions had “all the characteristics of an attempt to obstruct justice,” suggesting that “Uber wanted to shield evidence of its illegal conduct.” Uber is still appealing.\u003c/p>\n\u003cp>Looking back, Spangenberg describes a tangle of questionable practices and gaping vulnerabilities.\u003c/p>\n\u003cp>“The only information, truthfully, that I ever felt was safe inside of Uber is your credit card information,” he said. “Because it’s not stored by Uber.”\u003c/p>\n\u003cp>\u003cem>This story was edited by Andy Donohue and copy edited by Nadia Wynter.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cem>You can reach Will Evans at \u003c/em>\u003ca href=\"mailto:wevans@revealnews.org\">\u003cem>wevans@revealnews.org\u003c/em>\u003c/a>\u003cem>. Follow him on Twitter: \u003c/em>\u003ca href=\"http://twitter.com/willcir\">\u003cem>@WillCIR\u003c/em>\u003c/a>\u003cem>.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "United's 'Basic Economy' Aims to Compete With Discount Airlines",
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"content": "\u003cp>Beginning in 2017, United Airlines will offer cheaper airfares for budget-conscious travelers.\u003c/p>\n\u003cp>\"Basic economy\" will be lower priced than regular fares, allowing United to compete head to head with discount airlines such as Spirit, Frontier and Allegient.\u003c/p>\n\u003cp>But there's a trade-off for passengers who will be giving up some of the few remaining perks of air travel, like putting a carry-on suitcase in the overhead bin or getting an assigned seat.\u003c/p>\n\u003cp>In a company-distributed video touting his airline's new low-fare tier, United CEO Oscar Munoz says that in addition to offering more lavish perks to higher spending business travelers, United needs to \"get the basics right for the price sensitive customer as well.\"\u003c/p>\n\u003cp>\"We will not only be more flexible when it comes to price,\" Munoz says in the video, \"We'll also be more efficient operationally by foregoing pre-assigned seating, priority boarding, upgrading the option for last minute changes.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Sounds good, right? But here's the rub: With basic economy, you can't change flights or choose your seat, not even for a fee; there are no refunds, passengers will board last and the overhead bins for luggage will be off-limits. Passengers will be allowed only a personal item fitting underneath the seat. Anything bigger will have to be checked for a $25 fee.\u003c/p>\n\u003cp>It's a no-frills, bare-bones airfare, but that's fine with some travelers.\u003c/p>\n\u003cp>https://twitter.com/united/status/798511015436701697\u003c/p>\n\u003cp>\"I'd say that's attractive to people like me,\" says Kevin Verre, 27, who recently passed through the United terminal at Chicago's O'Hare airport. \"I don't really care too much about the flight. I'm just trying to get from A to B and if it's cheap, that's fine with me.\"\u003c/p>\n\u003cp>Verre says he doesn't fly very often and when he does, he just wants the lowest fare.\u003c/p>\n\u003cp>Christopher Holliday, 49, of Chicago, is a little more skeptical. \"Hopefully, it's not just a money-saving tactic but it will allow more people to fly, which I think is important.\"\u003c/p>\n\u003cp>But many others, especially frequent fliers, feel differently.\u003c/p>\n\u003cp>Daphne Kenyon of Watertown, Massachusetts, says she's \"not interested\" in the basic economy fare.\u003c/p>\n\u003cp>She flies at least once a week and is willing to pay for some amenities, but she worries the trend of airlines nickel-and-diming for every little thing is getting out of hand.\u003c/p>\n\u003cp>\"The key thing is to have some basics because if people are too crowded and not treated with respect, or if you have to pay to use the bathroom or something, you know, there is a limit\" (to what customers will tolerate), Kenyon says.\u003c/p>\n\u003cp>And she says the carry-on luggage restrictions are especially troubling. \"I think many people would have a hard time adjusting to not being able to bring anything of a reasonable size on board,\" Kenyon adds.\u003c/p>\n\u003cfigure id=\"attachment_11216671\" class=\"wp-caption aligncenter\" style=\"max-width: 657px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/12/united-basic-economy-graphic_wide-1b227905cbae6d78f0de03373b6b6d658f331782.jpg\">\u003cimg class=\"size-full wp-image-11216671\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/12/united-basic-economy-graphic_wide-1b227905cbae6d78f0de03373b6b6d658f331782.jpg\" alt=\"United Airlines fare comparison chart.\" width=\"657\" height=\"370\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/12/united-basic-economy-graphic_wide-1b227905cbae6d78f0de03373b6b6d658f331782.jpg 657w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/united-basic-economy-graphic_wide-1b227905cbae6d78f0de03373b6b6d658f331782-160x90.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/united-basic-economy-graphic_wide-1b227905cbae6d78f0de03373b6b6d658f331782-240x135.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/united-basic-economy-graphic_wide-1b227905cbae6d78f0de03373b6b6d658f331782-375x211.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/united-basic-economy-graphic_wide-1b227905cbae6d78f0de03373b6b6d658f331782-520x293.jpg 520w\" sizes=\"(max-width: 657px) 100vw, 657px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">United Airlines fare comparison chart. \u003ccite>(NPR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>And that is a part of United's new fare structure that really strikes a nerve.\u003c/p>\n\u003cp>Critics from travel blogs and Twitter to the U.S. Senate say the no-frills basic fare really amounts to charging extra to put luggage in the overhead bin.\u003c/p>\n\u003cp>\"The overhead bin is one of the last sacred conveniences of air travel, and the fact that United Airlines — and potentially others — plan to take that convenience away unless you pay up is really troubling,\" said Sen. Charles Schumer (D-NY), a frequent critic of airline fees, in a press release last week.\u003c/p>\n\u003cp>\"What will airlines charge for next, seat cushions?\" asks a the travel blog, Booking Buddy. And a radio station in Iowa tweeted, \"How long before we have to pay for oxygen?\"\u003c/p>\n\u003cp>A spokesman for United insists the airline is not charging a fee for carry-on bags — adding basic economy is just one new fare class that will give customers the lowest available price and it's not for everyone. Passengers wanting to put carry-ons in the overhead bin can still do so by purchasing the regular economy fare. What isn't yet known is if those standard economy fares will now go up because there is a lower fare option.\u003c/p>\n\u003cp>The bottom line is that \"with the basic economy fare, you get some additional savings but you trade off a lot of control and convenience,\" says independent travel industry analyst Henry Harteveldt, founder of the Atmosphere Research Group.\u003c/p>\n\u003cp>\"It will never be 1975 again,\" Harteveldt says. \"You should never expect to get steak meals or things like that in coach. I will tell you having worked for airlines where we have tried these different things, customers vote with their wallets, and they have said, where we have the chance to save money we will do so.\"\u003c/p>\n\u003cp>Delta Airlines already has its own version of the basic economy fare, but without the carry-on restrictions. American Airlines is expected to add a basic fare next year, too.\u003c/p>\n\u003cp>That means travelers on a tight budget have some new considerations to think about when booking.\u003c/p>\n\u003cp>\"You have to ask yourself, how much do I really want to rough it on this trip,\" says DePaul University transportation professor Joe Schwieterman, who used to work in airline pricing and marketing at United.\u003c/p>\n\u003cp>The ultra-low cost carriers, Spirit, Frontier and Allegient in the U.S. and RyanAir, Norwegian and Easy Jet in Europe, \"have been coming on like a storm,\" Schwieterman says. \"The big guys (United, Delta and American) are nervous. They know some people out there just want the lowest fare regardless of what the circumstances or the conditions are, and that's who United is taking aim at here.\"\u003c/p>\n\u003cp>The key to making it work will be making sure customers know what they are getting so there are no surprises with the lack of amenities, Harteveldt says.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\"Managing the customers' expectations, making sure they are aware of the restrictions associated with this fare will be paramount for United,\" Harteveldt says. \"And not just when they buy the fare, but during check-in and other times as well. Otherwise, there is a risk for a customer service problem and for this to cause harm to United's brand.\"\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=United%27s+%27Basic+Economy%27+Aims+To+Compete+With+Discount+Airlines&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Beginning in 2017, United Airlines will offer cheaper airfares for budget-conscious travelers.\u003c/p>\n\u003cp>\"Basic economy\" will be lower priced than regular fares, allowing United to compete head to head with discount airlines such as Spirit, Frontier and Allegient.\u003c/p>\n\u003cp>But there's a trade-off for passengers who will be giving up some of the few remaining perks of air travel, like putting a carry-on suitcase in the overhead bin or getting an assigned seat.\u003c/p>\n\u003cp>In a company-distributed video touting his airline's new low-fare tier, United CEO Oscar Munoz says that in addition to offering more lavish perks to higher spending business travelers, United needs to \"get the basics right for the price sensitive customer as well.\"\u003c/p>\n\u003cp>\"We will not only be more flexible when it comes to price,\" Munoz says in the video, \"We'll also be more efficient operationally by foregoing pre-assigned seating, priority boarding, upgrading the option for last minute changes.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Sounds good, right? But here's the rub: With basic economy, you can't change flights or choose your seat, not even for a fee; there are no refunds, passengers will board last and the overhead bins for luggage will be off-limits. Passengers will be allowed only a personal item fitting underneath the seat. Anything bigger will have to be checked for a $25 fee.\u003c/p>\n\u003cp>It's a no-frills, bare-bones airfare, but that's fine with some travelers.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>\"I'd say that's attractive to people like me,\" says Kevin Verre, 27, who recently passed through the United terminal at Chicago's O'Hare airport. \"I don't really care too much about the flight. I'm just trying to get from A to B and if it's cheap, that's fine with me.\"\u003c/p>\n\u003cp>Verre says he doesn't fly very often and when he does, he just wants the lowest fare.\u003c/p>\n\u003cp>Christopher Holliday, 49, of Chicago, is a little more skeptical. \"Hopefully, it's not just a money-saving tactic but it will allow more people to fly, which I think is important.\"\u003c/p>\n\u003cp>But many others, especially frequent fliers, feel differently.\u003c/p>\n\u003cp>Daphne Kenyon of Watertown, Massachusetts, says she's \"not interested\" in the basic economy fare.\u003c/p>\n\u003cp>She flies at least once a week and is willing to pay for some amenities, but she worries the trend of airlines nickel-and-diming for every little thing is getting out of hand.\u003c/p>\n\u003cp>\"The key thing is to have some basics because if people are too crowded and not treated with respect, or if you have to pay to use the bathroom or something, you know, there is a limit\" (to what customers will tolerate), Kenyon says.\u003c/p>\n\u003cp>And she says the carry-on luggage restrictions are especially troubling. \"I think many people would have a hard time adjusting to not being able to bring anything of a reasonable size on board,\" Kenyon adds.\u003c/p>\n\u003cfigure id=\"attachment_11216671\" class=\"wp-caption aligncenter\" style=\"max-width: 657px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/12/united-basic-economy-graphic_wide-1b227905cbae6d78f0de03373b6b6d658f331782.jpg\">\u003cimg class=\"size-full wp-image-11216671\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/12/united-basic-economy-graphic_wide-1b227905cbae6d78f0de03373b6b6d658f331782.jpg\" alt=\"United Airlines fare comparison chart.\" width=\"657\" height=\"370\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/12/united-basic-economy-graphic_wide-1b227905cbae6d78f0de03373b6b6d658f331782.jpg 657w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/united-basic-economy-graphic_wide-1b227905cbae6d78f0de03373b6b6d658f331782-160x90.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/united-basic-economy-graphic_wide-1b227905cbae6d78f0de03373b6b6d658f331782-240x135.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/united-basic-economy-graphic_wide-1b227905cbae6d78f0de03373b6b6d658f331782-375x211.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/united-basic-economy-graphic_wide-1b227905cbae6d78f0de03373b6b6d658f331782-520x293.jpg 520w\" sizes=\"(max-width: 657px) 100vw, 657px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">United Airlines fare comparison chart. \u003ccite>(NPR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>And that is a part of United's new fare structure that really strikes a nerve.\u003c/p>\n\u003cp>Critics from travel blogs and Twitter to the U.S. Senate say the no-frills basic fare really amounts to charging extra to put luggage in the overhead bin.\u003c/p>\n\u003cp>\"The overhead bin is one of the last sacred conveniences of air travel, and the fact that United Airlines — and potentially others — plan to take that convenience away unless you pay up is really troubling,\" said Sen. Charles Schumer (D-NY), a frequent critic of airline fees, in a press release last week.\u003c/p>\n\u003cp>\"What will airlines charge for next, seat cushions?\" asks a the travel blog, Booking Buddy. And a radio station in Iowa tweeted, \"How long before we have to pay for oxygen?\"\u003c/p>\n\u003cp>A spokesman for United insists the airline is not charging a fee for carry-on bags — adding basic economy is just one new fare class that will give customers the lowest available price and it's not for everyone. Passengers wanting to put carry-ons in the overhead bin can still do so by purchasing the regular economy fare. What isn't yet known is if those standard economy fares will now go up because there is a lower fare option.\u003c/p>\n\u003cp>The bottom line is that \"with the basic economy fare, you get some additional savings but you trade off a lot of control and convenience,\" says independent travel industry analyst Henry Harteveldt, founder of the Atmosphere Research Group.\u003c/p>\n\u003cp>\"It will never be 1975 again,\" Harteveldt says. \"You should never expect to get steak meals or things like that in coach. I will tell you having worked for airlines where we have tried these different things, customers vote with their wallets, and they have said, where we have the chance to save money we will do so.\"\u003c/p>\n\u003cp>Delta Airlines already has its own version of the basic economy fare, but without the carry-on restrictions. American Airlines is expected to add a basic fare next year, too.\u003c/p>\n\u003cp>That means travelers on a tight budget have some new considerations to think about when booking.\u003c/p>\n\u003cp>\"You have to ask yourself, how much do I really want to rough it on this trip,\" says DePaul University transportation professor Joe Schwieterman, who used to work in airline pricing and marketing at United.\u003c/p>\n\u003cp>The ultra-low cost carriers, Spirit, Frontier and Allegient in the U.S. and RyanAir, Norwegian and Easy Jet in Europe, \"have been coming on like a storm,\" Schwieterman says. \"The big guys (United, Delta and American) are nervous. They know some people out there just want the lowest fare regardless of what the circumstances or the conditions are, and that's who United is taking aim at here.\"\u003c/p>\n\u003cp>The key to making it work will be making sure customers know what they are getting so there are no surprises with the lack of amenities, Harteveldt says.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Managing the customers' expectations, making sure they are aware of the restrictions associated with this fare will be paramount for United,\" Harteveldt says. \"And not just when they buy the fare, but during check-in and other times as well. Otherwise, there is a risk for a customer service problem and for this to cause harm to United's brand.\"\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2016 NPR. To see more, visit http://www.npr.org/.\u003cimg src=\"http://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=United%27s+%27Basic+Economy%27+Aims+To+Compete+With+Discount+Airlines&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Uber Now Tracks Passengers' Locations Even After They're Dropped Off",
"title": "Uber Now Tracks Passengers' Locations Even After They're Dropped Off",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>Uber's latest update allows the ride-hailing app to \u003ca href=\"https://help.uber.com/h/ba9dd342-158d-421f-a9ea-0e6c7aaad726\" target=\"_blank\">track user location data\u003c/a> even when the application is running in the background. The change in location data gathering is quite apparent — after the update is completed, Uber prompts users to accept the new policy by enabling their phones to make the change.\u003c/p>\n\u003cp>Previously, Uber collected data from the user only if the rider had the application open. Now, if a rider calls for an Uber and closes the app, Uber says it will continue to collect location data up until five minutes after the ride ends. That means Uber can see where you end up after you leave the car.\u003c/p>\n\u003cp>So your secret rendezvous may not be so secret.\u003c/p>\n\u003cp>Uber now will be focused on collecting rider data, rather than just driver and trip data. \"We do this to improve pickups, drop-offs, customer service, and to enhance safety,\" Uber says on its website.\u003c/p>\n\u003cp>Uber hopes to eliminate the most frustrating part of the experience: the game of phone tag that both the rider and driver play when trying to coordinate the pickup spot. By collecting location data when the ride is called, Uber can use the information gathered to gain a better sense of locations at large venues. Hopefully this will lead to less confusion when dropping a pin, or maybe it will improve the chance that users will be picked up on the correct side of the street.\u003c/p>\n\u003cfigure id=\"attachment_11200403\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11200403\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/12/fullsizerender-7b617caf030495e16258bcd3bededb94a1e71b68-800x600.jpg\" alt=\"Uber iOS notification.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/12/fullsizerender-7b617caf030495e16258bcd3bededb94a1e71b68-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/fullsizerender-7b617caf030495e16258bcd3bededb94a1e71b68-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/fullsizerender-7b617caf030495e16258bcd3bededb94a1e71b68-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/fullsizerender-7b617caf030495e16258bcd3bededb94a1e71b68-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/fullsizerender-7b617caf030495e16258bcd3bededb94a1e71b68-520x390.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/fullsizerender-7b617caf030495e16258bcd3bededb94a1e71b68.jpg 899w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">An Uber iOS notification. \u003ccite>(Uber/Screenshot by NPR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The update raises worries for privacy advocates. The \u003ca href=\"https://epic.org/2016/12/uber-expands-data-collection-t.html\" target=\"_blank\">Electronic Privacy Information Center\u003c/a> previously filed a \u003ca href=\"https://epic.org/privacy/internet/ftc/uber/Complaint.pdf\" target=\"_blank\">complaint\u003c/a> with the Federal Trade Commission over Uber's plans to collect more user data. \"The FTC failed to act and Uber is now tracking users non-stop,\" EPIC says on its website.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Sen. Al Franken of Minnesota, \u003ca href=\"http://www.npr.org/sections/alltechconsidered/2014/12/26/373087290/as-uber-expands-it-asks-cities-for-forgivness-instead-of-permission\" target=\"_blank\">who expressed disappointment\u003c/a> with Uber previously, told NPR in a statement that the update \"raises questions\" that the app is requiring users to \"grant permission to track their location at all times.\" Franken said he plans to look at the issue further.\u003c/p>\n\u003cp>One reason this update could be causing a stir is the change in privacy settings necessary to use the Uber app. iOS users' location-sharing choices changed from \"Never\" share location and share location \"While Using the App\" to \"Never\" and \"Always.\" The \"Always\" setting implies that Uber could access riders' locations when they are not on rides. However, Uber says on its site that location data will be collected only from the inception of the ride through five minutes after the end of the trip. iOS and Android users can choose the \"Never\" option, which will require riders to manually enter pickup information.\u003c/p>\n\u003cp>Uber has previously faced issues with location information collection. In January, Uber paid a \u003ca href=\"https://www.buzzfeed.com/johanabhuiyan/uber-settles-godview?utm_term=.sedGNPrmxY#.cwyPV0AXNM\" target=\"_blank\">$20,000 fine\u003c/a> in New York following an investigation into the company's \"God View\" tool. The tool allowed employees to view and track individual riders in real time.\u003c/p>\n\u003cp>\u003cem>Laura Roman is the social media intern at NPR.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Copyright 2016 NPR. To see more, visit \u003ca href=\"http://www.npr.org/\" target=\"_blank\">NPR.org\u003c/a>.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Uber's latest update allows the ride-hailing app to \u003ca href=\"https://help.uber.com/h/ba9dd342-158d-421f-a9ea-0e6c7aaad726\" target=\"_blank\">track user location data\u003c/a> even when the application is running in the background. The change in location data gathering is quite apparent — after the update is completed, Uber prompts users to accept the new policy by enabling their phones to make the change.\u003c/p>\n\u003cp>Previously, Uber collected data from the user only if the rider had the application open. Now, if a rider calls for an Uber and closes the app, Uber says it will continue to collect location data up until five minutes after the ride ends. That means Uber can see where you end up after you leave the car.\u003c/p>\n\u003cp>So your secret rendezvous may not be so secret.\u003c/p>\n\u003cp>Uber now will be focused on collecting rider data, rather than just driver and trip data. \"We do this to improve pickups, drop-offs, customer service, and to enhance safety,\" Uber says on its website.\u003c/p>\n\u003cp>Uber hopes to eliminate the most frustrating part of the experience: the game of phone tag that both the rider and driver play when trying to coordinate the pickup spot. By collecting location data when the ride is called, Uber can use the information gathered to gain a better sense of locations at large venues. Hopefully this will lead to less confusion when dropping a pin, or maybe it will improve the chance that users will be picked up on the correct side of the street.\u003c/p>\n\u003cfigure id=\"attachment_11200403\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11200403\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/12/fullsizerender-7b617caf030495e16258bcd3bededb94a1e71b68-800x600.jpg\" alt=\"Uber iOS notification.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/12/fullsizerender-7b617caf030495e16258bcd3bededb94a1e71b68-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/fullsizerender-7b617caf030495e16258bcd3bededb94a1e71b68-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/fullsizerender-7b617caf030495e16258bcd3bededb94a1e71b68-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/fullsizerender-7b617caf030495e16258bcd3bededb94a1e71b68-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/fullsizerender-7b617caf030495e16258bcd3bededb94a1e71b68-520x390.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2016/12/fullsizerender-7b617caf030495e16258bcd3bededb94a1e71b68.jpg 899w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">An Uber iOS notification. \u003ccite>(Uber/Screenshot by NPR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The update raises worries for privacy advocates. The \u003ca href=\"https://epic.org/2016/12/uber-expands-data-collection-t.html\" target=\"_blank\">Electronic Privacy Information Center\u003c/a> previously filed a \u003ca href=\"https://epic.org/privacy/internet/ftc/uber/Complaint.pdf\" target=\"_blank\">complaint\u003c/a> with the Federal Trade Commission over Uber's plans to collect more user data. \"The FTC failed to act and Uber is now tracking users non-stop,\" EPIC says on its website.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Sen. Al Franken of Minnesota, \u003ca href=\"http://www.npr.org/sections/alltechconsidered/2014/12/26/373087290/as-uber-expands-it-asks-cities-for-forgivness-instead-of-permission\" target=\"_blank\">who expressed disappointment\u003c/a> with Uber previously, told NPR in a statement that the update \"raises questions\" that the app is requiring users to \"grant permission to track their location at all times.\" Franken said he plans to look at the issue further.\u003c/p>\n\u003cp>One reason this update could be causing a stir is the change in privacy settings necessary to use the Uber app. iOS users' location-sharing choices changed from \"Never\" share location and share location \"While Using the App\" to \"Never\" and \"Always.\" The \"Always\" setting implies that Uber could access riders' locations when they are not on rides. However, Uber says on its site that location data will be collected only from the inception of the ride through five minutes after the end of the trip. iOS and Android users can choose the \"Never\" option, which will require riders to manually enter pickup information.\u003c/p>\n\u003cp>Uber has previously faced issues with location information collection. In January, Uber paid a \u003ca href=\"https://www.buzzfeed.com/johanabhuiyan/uber-settles-godview?utm_term=.sedGNPrmxY#.cwyPV0AXNM\" target=\"_blank\">$20,000 fine\u003c/a> in New York following an investigation into the company's \"God View\" tool. The tool allowed employees to view and track individual riders in real time.\u003c/p>\n\u003cp>\u003cem>Laura Roman is the social media intern at NPR.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Copyright 2016 NPR. To see more, visit \u003ca href=\"http://www.npr.org/\" target=\"_blank\">NPR.org\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"soldout": {
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