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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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"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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"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": "\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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"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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"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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"excerpt": "High-Speed Rail Authority board wants to tap bond funds for route through San Joaquin Valley and project in Bay Area. ",
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"nprByline": "\u003cstrong>Juliet Williams\u003cbr />Associated Press\u003c/strong>",
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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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"nprByline": "\u003cstrong>\u003ca href=\"https://www.revealnews.org/author/willevans/\">Will Evans\u003c/a>\u003cbr>\u003ca href=\"https://www.revealnews.org/\">Reveal\u003c/a>\u003c/strong>",
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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>\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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"excerpt": "Its latest update prompts users to allow Uber access to their location, even when the app isn't in use. Uber says it will improve service and safety -- but the move raises worries for privacy advocates.",
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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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"disqusTitle": "SFO Grappling With Emergency Repairs to Eroded Seawall",
"title": "SFO Grappling With Emergency Repairs to Eroded Seawall",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>Amid heightened concerns about rising sea levels around the Bay Area, San Francisco International Airport officials are scrambling to make emergency repairs to a seriously damaged concrete wall that protects SFO's airfield from the bay.\u003c/p>\n\u003cp>The airport's top official called the damage to the seawall along SFO's perimeter \"an imminent threat to airport property\" \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=4732576&GUID=1041EB59-2564-44DE-8144-2B1CC10D691A\" target=\"_blank\">in a letter\u003c/a> to the Airport Commission in September.\u003c/p>\n\u003cp>\"I am declaring an emergency due to unforeseeable and unexpected erosion damages to the seawall,\" wrote SFO Airport Director Ivar Satero.\u003c/p>\n\u003cp>On Wednesday, the San Francisco Board of Supervisors Budget and Finance Committee approved $1.5 million in airport capital improvement funds to pay for emergency construction work to shore up the wall. The full board is expected to vote on the work next Tuesday.\u003c/p>\n\u003cp>The section of seawall in need of repair is located at the end of runways 19L and 19R, which are primarily used for departing flights. The erosion problems are located at the base of the wall, according to SFO spokesman Doug Yakel.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Water is starting to kind of seep into this area, and that's causing some erosion,\" Yakel said. \"We don't want to wait for the wall to fail. We want to make the repairs before it becomes an issue.\"\u003c/p>\n\u003cp>It's unclear if sea level rise is to blame. SFO officials have yet to determine a definitive cause for the erosion, according to Yakel.\u003c/p>\n\u003cfigure id=\"attachment_11198195\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11198195\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/11/sfo-seawall-1920-800x582.jpg\" alt=\"A segment of the damaged seawall at San Francisco International Airport.\" width=\"800\" height=\"582\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-800x582.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-160x116.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-1020x742.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-1180x858.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-960x698.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-240x175.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-375x273.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-520x378.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A segment of the damaged seawall at San Francisco International Airport. \u003ccite>(Courtesy of SFO)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Airport Commission earlier this fall approved the job, which will take place on the northeast section of SFO's property that protects it from flooding, king tides, high waves and storm surges.\u003c/p>\n\u003cp>The emergency declaration allows the airport to fast-track repair work. SFO officials are in the process of getting permit approvals from the U.S. Army Corps of Engineers and the San Francisco Bay Conservation and Development Commission.\u003c/p>\n\u003cp>In July, airport staff observed the damage. Several weeks later a geotechnical consultant found \"seepage problems\" and a potential sinkhole, Satero's letter states. \"If this repair is not completed before the rain season, the seawall may fail and flooding is likely to occur,\" Satero said. The letter also said the repair work should have been completed by Nov. 30.\u003c/p>\n\u003cp>According to AGS, a San Francisco-based engineering firm hired by SFO, the section of seawall was in \"critical condition\" and repairs were needed before the rainy season when \"the seawall was likely to fail and allow flooding,\" according to a \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=4805188&GUID=73F0A245-56F7-4C8F-B142-EA3729FE4180\" target=\"_blank\">memo \u003c/a>written by the Board of Supervisors' budget and legislative analyst.\u003c/p>\n\u003cp>That flooding could occur on all eight of the airport's runways and taxiways, according to Geri Rayca, the manager of SFO's Planning, Design and Construction Division.\u003c/p>\n\u003cp>Airport officials say putting the contract for the work up for competitive bidding would take too long. They selected the Dutra Group, a marine construction and dredging firm, to make the repairs.\u003c/p>\n\u003cp>The short-term emergency work involves placing 2,000 feet of riprap, a layer of stones and concrete chunks, at the site, as well as repairs to the seawall's asphalt pavement.\u003c/p>\n\u003cp>Airport officials expect the repairs to take a month to be completed. A crane on the bay side of the seawall will do the work, and SFO operations are \u003cem>not\u003c/em> expected to be affected, Cathy Widener, SFO's manager of government affairs, said during Wednesday's hearing.\u003c/p>\n\u003cp>Long-term work to prevent flooding at the airport from sea level rise, a decade-long project called the Shoreline Protection Project, will cost $60 million, according to SFO.\u003c/p>\n\u003cp>In the meantime, airport officials are working on increasing inspections of the entirety of SFO's 8-mile perimeter seawall.\u003c/p>\n\u003cp>Right now those inspections are done intermittently, Widener said. \"Airport staff ... are currently working developing a more rigorous program.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Peter Jon Shuler contributed reporting to this post.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Amid heightened concerns about rising sea levels around the Bay Area, San Francisco International Airport officials are scrambling to make emergency repairs to a seriously damaged concrete wall that protects SFO's airfield from the bay.\u003c/p>\n\u003cp>The airport's top official called the damage to the seawall along SFO's perimeter \"an imminent threat to airport property\" \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=4732576&GUID=1041EB59-2564-44DE-8144-2B1CC10D691A\" target=\"_blank\">in a letter\u003c/a> to the Airport Commission in September.\u003c/p>\n\u003cp>\"I am declaring an emergency due to unforeseeable and unexpected erosion damages to the seawall,\" wrote SFO Airport Director Ivar Satero.\u003c/p>\n\u003cp>On Wednesday, the San Francisco Board of Supervisors Budget and Finance Committee approved $1.5 million in airport capital improvement funds to pay for emergency construction work to shore up the wall. The full board is expected to vote on the work next Tuesday.\u003c/p>\n\u003cp>The section of seawall in need of repair is located at the end of runways 19L and 19R, which are primarily used for departing flights. The erosion problems are located at the base of the wall, according to SFO spokesman Doug Yakel.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Water is starting to kind of seep into this area, and that's causing some erosion,\" Yakel said. \"We don't want to wait for the wall to fail. We want to make the repairs before it becomes an issue.\"\u003c/p>\n\u003cp>It's unclear if sea level rise is to blame. SFO officials have yet to determine a definitive cause for the erosion, according to Yakel.\u003c/p>\n\u003cfigure id=\"attachment_11198195\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11198195\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/11/sfo-seawall-1920-800x582.jpg\" alt=\"A segment of the damaged seawall at San Francisco International Airport.\" width=\"800\" height=\"582\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-800x582.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-160x116.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-1020x742.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-1180x858.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-960x698.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-240x175.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-375x273.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2016/11/sfo-seawall-1920-520x378.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A segment of the damaged seawall at San Francisco International Airport. \u003ccite>(Courtesy of SFO)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Airport Commission earlier this fall approved the job, which will take place on the northeast section of SFO's property that protects it from flooding, king tides, high waves and storm surges.\u003c/p>\n\u003cp>The emergency declaration allows the airport to fast-track repair work. SFO officials are in the process of getting permit approvals from the U.S. Army Corps of Engineers and the San Francisco Bay Conservation and Development Commission.\u003c/p>\n\u003cp>In July, airport staff observed the damage. Several weeks later a geotechnical consultant found \"seepage problems\" and a potential sinkhole, Satero's letter states. \"If this repair is not completed before the rain season, the seawall may fail and flooding is likely to occur,\" Satero said. The letter also said the repair work should have been completed by Nov. 30.\u003c/p>\n\u003cp>According to AGS, a San Francisco-based engineering firm hired by SFO, the section of seawall was in \"critical condition\" and repairs were needed before the rainy season when \"the seawall was likely to fail and allow flooding,\" according to a \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=4805188&GUID=73F0A245-56F7-4C8F-B142-EA3729FE4180\" target=\"_blank\">memo \u003c/a>written by the Board of Supervisors' budget and legislative analyst.\u003c/p>\n\u003cp>That flooding could occur on all eight of the airport's runways and taxiways, according to Geri Rayca, the manager of SFO's Planning, Design and Construction Division.\u003c/p>\n\u003cp>Airport officials say putting the contract for the work up for competitive bidding would take too long. They selected the Dutra Group, a marine construction and dredging firm, to make the repairs.\u003c/p>\n\u003cp>The short-term emergency work involves placing 2,000 feet of riprap, a layer of stones and concrete chunks, at the site, as well as repairs to the seawall's asphalt pavement.\u003c/p>\n\u003cp>Airport officials expect the repairs to take a month to be completed. A crane on the bay side of the seawall will do the work, and SFO operations are \u003cem>not\u003c/em> expected to be affected, Cathy Widener, SFO's manager of government affairs, said during Wednesday's hearing.\u003c/p>\n\u003cp>Long-term work to prevent flooding at the airport from sea level rise, a decade-long project called the Shoreline Protection Project, will cost $60 million, according to SFO.\u003c/p>\n\u003cp>In the meantime, airport officials are working on increasing inspections of the entirety of SFO's 8-mile perimeter seawall.\u003c/p>\n\u003cp>Right now those inspections are done intermittently, Widener said. \"Airport staff ... are currently working developing a more rigorous program.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Peter Jon Shuler contributed reporting to this post.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "What's Next For S.F. Taxi Industry?",
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"content": "\u003cp>The blows keep coming for San Francisco's struggling taxi industry. The city's largest taxi company, the bankrupt Yellow Cab Cooperative, is up for sale.\u003c/p>\n\u003cp>A series of large personal injury lawsuits against the company, combined with the growing popularity of \u003ca href=\"https://ww2.kqed.org/news/09/17/2014/taxi_rides_san_francisco/\" target=\"_blank\">ride-hailing companies\u003c/a> like Uber and Lyft, pushed Yellow Cab into financial insolvency.\u003c/p>\n\u003cp>Taxi operator CityWide has already submitted a bid to buy Yellow Cab and its 500 or so cabs. Flywheel, formerly DeSoto Cab, is expected to follow suit.\u003c/p>\n\u003cp>So what does this mean for the state of taxis in San Francisco? Is this a sign of darker days ahead? Or is it just part of the new ride-share reality?\u003c/p>\n\u003cp>Mark Gruberg drives for Green Cab and is a board member of the San Francisco Taxi Worker Alliance. Count him among those who see the Yellow Cab sale as particularly bad news.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"I think it's a very dire warning to everybody else,\" he said. \"The loss of Yellow does not bode well for the rest of the industry.\"\u003c/p>\n\u003cp>He's worried about whether the rest of the city's cabbies will be able to absorb the hundreds of taxi medallions that Yellow Cab is currently operating.\u003c/p>\n\u003cp>Gruberg also says drivers are \"on tenterhooks\" about what this means for them.\u003c/p>\n\u003cp>\"They're concerned for their livelihood,\" he said. \"Drivers have taken an enormous hit since Uber and Lyft have come into play.\"\u003c/p>\n\u003cp>Ashwani Aeri, who has been driving for Yellow Cab for 28 years, agrees and disagrees.\u003c/p>\n\u003cp>He says he's definitely felt the impact of the influx of \u003ca href=\"http://www.sfexaminer.com/45000-uber-lyft-drivers-may-now-operate-san-francisco-drivers-continue-multiply/\" target=\"_blank\">tens of thousands\u003c/a> of Uber and Lyft drivers flooding San Francisco streets, but he's not worried about getting a new boss. He's hopeful that whoever the buyer is, they will take steps to keep the company going.\u003c/p>\n\u003cp>\"If somebody is going to spend millions of dollars to buy Yellow Cab and not care for the business, that would be bad for them,\" he said. He said other drivers are confident that the company's strong foothold in the city will mean little disruption will come with the sale.\u003c/p>\n\u003cp>Carl Macmurdo, the president of the Medallion Holders Association, agrees.\u003c/p>\n\u003cp>\"It really won't change a whole lot,\" he said of the sale. \"All the cabs will still be on the road.\"\u003c/p>\n\u003cp>Macmurdo drove for Yellow Cab for more than a decade before switching over to Flywheel two years ago. He thinks the sale will be wrapped up by the end of the year, with either Citywide or Flywheel taking over the business.\u003c/p>\n\u003cp>\"There is a future for taxis,\" said Susan Shaheen, co-director of the \u003ca href=\"http://tsrc.berkeley.edu/\" target=\"_blank\">Transportation Sustainability Research Center\u003c/a> at UC Berkeley and a leading expert on the evolving ride-share world.\u003c/p>\n\u003cp>Shaheen says taxis play a crucial role by providing transportation to people who don't have credit cards or smartphones and can't access Uber or Lyft.\u003c/p>\n\u003cp>\"These types of services need to be preserved,\" she said. \"It's imperative we provide equitable transportation services to all individuals.\"\u003c/p>\n\u003cp>She's encouraged by moves some in the taxi industry are making toward incorporating new \u003ca href=\"http://www.sfexaminer.com/tale-two-taxis-flywheel-yellow-cab-diverge-strategies/\" target=\"_blank\">app-based technologies\u003c/a> as well as self-driving technology.\u003c/p>\n\u003cp>\"We're still going to need people,\" Shaheen said about the evolving industry, \"but the skills required may change dramatically.\" She said those jobs could include caretakers and monitors who would act as human support staff for automated taxis.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"It could create more opportunities,\" she said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The blows keep coming for San Francisco's struggling taxi industry. The city's largest taxi company, the bankrupt Yellow Cab Cooperative, is up for sale.\u003c/p>\n\u003cp>A series of large personal injury lawsuits against the company, combined with the growing popularity of \u003ca href=\"https://ww2.kqed.org/news/09/17/2014/taxi_rides_san_francisco/\" target=\"_blank\">ride-hailing companies\u003c/a> like Uber and Lyft, pushed Yellow Cab into financial insolvency.\u003c/p>\n\u003cp>Taxi operator CityWide has already submitted a bid to buy Yellow Cab and its 500 or so cabs. Flywheel, formerly DeSoto Cab, is expected to follow suit.\u003c/p>\n\u003cp>So what does this mean for the state of taxis in San Francisco? Is this a sign of darker days ahead? Or is it just part of the new ride-share reality?\u003c/p>\n\u003cp>Mark Gruberg drives for Green Cab and is a board member of the San Francisco Taxi Worker Alliance. Count him among those who see the Yellow Cab sale as particularly bad news.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"I think it's a very dire warning to everybody else,\" he said. \"The loss of Yellow does not bode well for the rest of the industry.\"\u003c/p>\n\u003cp>He's worried about whether the rest of the city's cabbies will be able to absorb the hundreds of taxi medallions that Yellow Cab is currently operating.\u003c/p>\n\u003cp>Gruberg also says drivers are \"on tenterhooks\" about what this means for them.\u003c/p>\n\u003cp>\"They're concerned for their livelihood,\" he said. \"Drivers have taken an enormous hit since Uber and Lyft have come into play.\"\u003c/p>\n\u003cp>Ashwani Aeri, who has been driving for Yellow Cab for 28 years, agrees and disagrees.\u003c/p>\n\u003cp>He says he's definitely felt the impact of the influx of \u003ca href=\"http://www.sfexaminer.com/45000-uber-lyft-drivers-may-now-operate-san-francisco-drivers-continue-multiply/\" target=\"_blank\">tens of thousands\u003c/a> of Uber and Lyft drivers flooding San Francisco streets, but he's not worried about getting a new boss. He's hopeful that whoever the buyer is, they will take steps to keep the company going.\u003c/p>\n\u003cp>\"If somebody is going to spend millions of dollars to buy Yellow Cab and not care for the business, that would be bad for them,\" he said. He said other drivers are confident that the company's strong foothold in the city will mean little disruption will come with the sale.\u003c/p>\n\u003cp>Carl Macmurdo, the president of the Medallion Holders Association, agrees.\u003c/p>\n\u003cp>\"It really won't change a whole lot,\" he said of the sale. \"All the cabs will still be on the road.\"\u003c/p>\n\u003cp>Macmurdo drove for Yellow Cab for more than a decade before switching over to Flywheel two years ago. He thinks the sale will be wrapped up by the end of the year, with either Citywide or Flywheel taking over the business.\u003c/p>\n\u003cp>\"There is a future for taxis,\" said Susan Shaheen, co-director of the \u003ca href=\"http://tsrc.berkeley.edu/\" target=\"_blank\">Transportation Sustainability Research Center\u003c/a> at UC Berkeley and a leading expert on the evolving ride-share world.\u003c/p>\n\u003cp>Shaheen says taxis play a crucial role by providing transportation to people who don't have credit cards or smartphones and can't access Uber or Lyft.\u003c/p>\n\u003cp>\"These types of services need to be preserved,\" she said. \"It's imperative we provide equitable transportation services to all individuals.\"\u003c/p>\n\u003cp>She's encouraged by moves some in the taxi industry are making toward incorporating new \u003ca href=\"http://www.sfexaminer.com/tale-two-taxis-flywheel-yellow-cab-diverge-strategies/\" target=\"_blank\">app-based technologies\u003c/a> as well as self-driving technology.\u003c/p>\n\u003cp>\"We're still going to need people,\" Shaheen said about the evolving industry, \"but the skills required may change dramatically.\" She said those jobs could include caretakers and monitors who would act as human support staff for automated taxis.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"It could create more opportunities,\" she said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>[audio mp3=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/11/0011dc77.mp3\"][/audio]\u003c/p>\n\u003cp>These days at Santa Clara University, you can get a glimpse of how the automated future will unroll. Yesterday the school started offering a driverless shuttle service.\u003c/p>\n\u003cp>I took a ride on the shuttle, which is believed to be the first self-driving service on a college campus. It basically looks like a pimped-out golf cart.\u003c/p>\n\u003cp>“That’s exactly what it is. It’s an off-the-shelf golf cart that we’ve retrofitted with our drive-by-wire computerized units and sensors,” said \u003ca href=\"https://twitter.com/benstinnett\" target=\"_blank\" rel=\"noopener\">Ben Stinnett\u003c/a>, a hardware engineer at \u003ca href=\"http://www.auro.ai/\" target=\"_blank\" rel=\"noopener\">Auro\u003c/a>, the Sunnyvale startup that built this self-driving shuttle.\u003c/p>\n\u003cp>The shuttle service is part of a two-month pilot program. During that time, an Auro engineer sits in the front seat ready to take over if systems fail. The shuttle took me on a 1-mile loop at its maximum speed of 7 mph. And rather than maneuver around pedestrians, it slows down to follow them at their speed to ensure safety. All this makes for a very slow ride.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>While Google and Tesla are grabbing headlines for plans to bring self-driving cars to the open road, it could be another decade before consumers can buy them. In the meantime, there’s a cottage industry of startups deploying similar technology, but in more controlled settings.\u003c/p>\n\u003cp>\u003ca href=\"https://www.crunchbase.com/person/srinivas-reddy-2\" target=\"_blank\" rel=\"noopener\">Srinivas Reddy\u003c/a>, a co-founder of Auro, says mapping cities and counties is an expensive endeavor, but mapping a college campus is within a startup’s budget.\u003c/p>\n\u003cp>“And hence, we deploy these much faster than the other companies that are eyeing for the passenger car market,” he said.\u003c/p>\n\u003cp>That means Auro can get to market faster. In nearby \u003ca href=\"http://kron4.com/2016/11/13/redwood-city-officials-approve-robot-delivery-pilot-program/\" target=\"_blank\" rel=\"noopener\">Redwood City, Starship Technologies\u003c/a> recently won approval to run a pilot program where robots deliver groceries and food from restaurants to homes and businesses in a 5-mile radius. \u003ca href=\"https://www.gsb.stanford.edu/faculty-research/faculty/robert-e-siegel\" target=\"_blank\" rel=\"noopener\">Robert Siegel\u003c/a>, who teaches at Stanford’s Graduate School of Business, says the move to automation will be incremental.\u003c/p>\n\u003cp>“We are gonna continue to see more and more examples of autonomous systems touch every part of our lives,” Siegel said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>He says sticking to controlled settings with low stakes also allows consumers to become more comfortable with autonomous systems.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>These days at Santa Clara University, you can get a glimpse of how the automated future will unroll. Yesterday the school started offering a driverless shuttle service.\u003c/p>\n\u003cp>I took a ride on the shuttle, which is believed to be the first self-driving service on a college campus. It basically looks like a pimped-out golf cart.\u003c/p>\n\u003cp>“That’s exactly what it is. It’s an off-the-shelf golf cart that we’ve retrofitted with our drive-by-wire computerized units and sensors,” said \u003ca href=\"https://twitter.com/benstinnett\" target=\"_blank\" rel=\"noopener\">Ben Stinnett\u003c/a>, a hardware engineer at \u003ca href=\"http://www.auro.ai/\" target=\"_blank\" rel=\"noopener\">Auro\u003c/a>, the Sunnyvale startup that built this self-driving shuttle.\u003c/p>\n\u003cp>The shuttle service is part of a two-month pilot program. During that time, an Auro engineer sits in the front seat ready to take over if systems fail. The shuttle took me on a 1-mile loop at its maximum speed of 7 mph. And rather than maneuver around pedestrians, it slows down to follow them at their speed to ensure safety. All this makes for a very slow ride.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>While Google and Tesla are grabbing headlines for plans to bring self-driving cars to the open road, it could be another decade before consumers can buy them. In the meantime, there’s a cottage industry of startups deploying similar technology, but in more controlled settings.\u003c/p>\n\u003cp>\u003ca href=\"https://www.crunchbase.com/person/srinivas-reddy-2\" target=\"_blank\" rel=\"noopener\">Srinivas Reddy\u003c/a>, a co-founder of Auro, says mapping cities and counties is an expensive endeavor, but mapping a college campus is within a startup’s budget.\u003c/p>\n\u003cp>“And hence, we deploy these much faster than the other companies that are eyeing for the passenger car market,” he said.\u003c/p>\n\u003cp>That means Auro can get to market faster. In nearby \u003ca href=\"http://kron4.com/2016/11/13/redwood-city-officials-approve-robot-delivery-pilot-program/\" target=\"_blank\" rel=\"noopener\">Redwood City, Starship Technologies\u003c/a> recently won approval to run a pilot program where robots deliver groceries and food from restaurants to homes and businesses in a 5-mile radius. \u003ca href=\"https://www.gsb.stanford.edu/faculty-research/faculty/robert-e-siegel\" target=\"_blank\" rel=\"noopener\">Robert Siegel\u003c/a>, who teaches at Stanford’s Graduate School of Business, says the move to automation will be incremental.\u003c/p>\n\u003cp>“We are gonna continue to see more and more examples of autonomous systems touch every part of our lives,” Siegel said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>He says sticking to controlled settings with low stakes also allows consumers to become more comfortable with autonomous systems.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "high-speed-rail-reality-and-hyperloop-dreams",
"title": "High-Speed Rail Reality and Hyperloop Dreams",
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"content": "\u003cp>[http_redir]\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/fze5spdN3nU\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>It’s kind of startling. Out there in the San Joaquin Valley, \u003ca href=\"http://www.hsr.ca.gov/docs/programs/construction/road_closure/2016_October_Construction_Update.pdf\" target=\"_blank\" rel=\"noopener\">work is proceeding\u003c/a> on California’s first high-speed rail route. And by work, I mean actual concrete and steel. Workers are creating tangible infrastructure — for instance, a series of bridges designed to carry a future bullet train across the San Joaquin and Fresno rivers and other waterways.\u003c/p>\n\u003cp>The slow and steady progress of construction in the valley is startling mostly because the actual presence of a train I could climb on and ride, even for a trip between beautiful Madera and even-more-beautiful Bakersfield, seems so far in the future. The state’s high-speed rail agency says in \u003ca href=\"https://www.hsr.ca.gov/docs/about/business_plans/2016_BusinessPlan.pdf\" target=\"_blank\" rel=\"noopener\">its 2016 business plan\u003c/a> that service could begin, somewhere, by the middle of the next decade.\u003c/p>\n\u003cp>In the meantime, the project remains fraught with \u003ca href=\"http://www.cahsrblog.com/2016/11/california-hsr-2016-election-preview/\" target=\"_blank\" rel=\"noopener\">political\u003c/a> and \u003ca href=\"http://www.economist.com/news/science-and-technology/21695237-taxpayers-could-pay-dearly-californias-high-speed-dreams-biting-bullet\" target=\"_blank\" rel=\"noopener\">practical\u003c/a> hurdles. By this point, many Americans have gotten to ride on very, very fast trains in Japan, France, Germany and elsewhere, and are wondering why something similar can’t happen here.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>As the bullet train’s route takes shape in Madera, Fresno and Kern counties, another high-speed travel dream is unfolding: the Hyperloop.\u003c/p>\n\u003cp>Yes, that’s \u003ca href=\"http://www.spacex.com/hyperloop\" target=\"_blank\" rel=\"noopener\">Elon Musk’s vision\u003c/a> for a system that would be able to propel passenger pods at near-supersonic speeds through closed tubes. The system would make it possible to travel from San Francisco to Los Angeles in half an hour. If that’s not an amazing enough travel value, the pods will be sealed so tightly and going so fast that you’d never smell Harris Ranch, aka \u003ca href=\"https://pando.com/2015/09/07/journey-through-oligarch-valley-pt-6-cowschwitz-exit-334/\" target=\"_blank\" rel=\"noopener\">Cowschwitz\u003c/a>, as you whiz past.\u003c/p>\n\u003cp>Hyperloop believers say it will not only be much faster than high-speed rail, but that it will be cheaper and faster to build. Already, one startup, Los Angeles-based \u003ca href=\"https://hyperloop-one.com/\" target=\"_blank\" rel=\"noopener\">Hyperloop One\u003c/a>, has \u003ca href=\"https://youtu.be/1e-Po9C8Kj8\" target=\"_blank\" rel=\"noopener\">begun open-air testing\u003c/a> of its technology at a research facility near Las Vegas.\u003c/p>\n\u003cp>But just as the California bullet train has been subject to criticism that it will turn out to be an expensive boondoggle, skeptics have argued the Hyperloop is little more than a costly, \u003ca href=\"http://www.citylab.com/tech/2015/12/the-hyperloop-is-not-superior-to-high-speed-rail/419592/\" target=\"_blank\" rel=\"noopener\">harsh-riding\u003c/a> distraction from building more \u003ca href=\"http://www.citylab.com/work/2013/10/another-reason-not-build-hyperloop/7163/\" target=\"_blank\" rel=\"noopener\">basic and technologically accessible infrastructure\u003c/a>.\u003c/p>\n\u003cp>This is the point where I say, “We’ll see.” — Meaning yeah, sure, maybe this will happen. Just like \u003ca href=\"http://archive.fortune.com/magazines/fortune/fortune_archive/1986/12/08/68392/index.htm\" target=\"_blank\" rel=\"noopener\">hypersonic airline travel\u003c/a>.\u003c/p>\n\u003cp>But in this case, there’s a possibility that we’ll see some version of a system before another two or three decades have passed. Hyperloop One is moving ahead with \u003ca href=\"https://techcrunch.com/2016/11/08/hyperloop-one-will-build-the-first-hyperloop-system-to-go-from-dubai-to-abu-dhabi-in-twelve-minutes/\" target=\"_blank\" rel=\"noopener\">a feasibility study\u003c/a> for a system that would run the 100 miles from Dubai to Abu Dhabi in the United Arab Emirates, a trip that would take about 12 minutes.\u003c/p>\n\u003cp>There’s one Achilles’ heel on display in the vision: It suggests pods will merge into city traffic to complete their trips. Maybe they don’t have gridlock in the U.A.E.\u003c/p>\n\u003cp>The video above shows Hyperloop One’s concept for its Abu Dhabi-Dubai route. The one below shows my favorite visualization of future travel.\u003c/p>\n\u003cp>[http_redir]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/q3oHmVhviO8\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>[http_redir]\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/fze5spdN3nU\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>It’s kind of startling. Out there in the San Joaquin Valley, \u003ca href=\"http://www.hsr.ca.gov/docs/programs/construction/road_closure/2016_October_Construction_Update.pdf\" target=\"_blank\" rel=\"noopener\">work is proceeding\u003c/a> on California’s first high-speed rail route. And by work, I mean actual concrete and steel. Workers are creating tangible infrastructure — for instance, a series of bridges designed to carry a future bullet train across the San Joaquin and Fresno rivers and other waterways.\u003c/p>\n\u003cp>The slow and steady progress of construction in the valley is startling mostly because the actual presence of a train I could climb on and ride, even for a trip between beautiful Madera and even-more-beautiful Bakersfield, seems so far in the future. The state’s high-speed rail agency says in \u003ca href=\"https://www.hsr.ca.gov/docs/about/business_plans/2016_BusinessPlan.pdf\" target=\"_blank\" rel=\"noopener\">its 2016 business plan\u003c/a> that service could begin, somewhere, by the middle of the next decade.\u003c/p>\n\u003cp>In the meantime, the project remains fraught with \u003ca href=\"http://www.cahsrblog.com/2016/11/california-hsr-2016-election-preview/\" target=\"_blank\" rel=\"noopener\">political\u003c/a> and \u003ca href=\"http://www.economist.com/news/science-and-technology/21695237-taxpayers-could-pay-dearly-californias-high-speed-dreams-biting-bullet\" target=\"_blank\" rel=\"noopener\">practical\u003c/a> hurdles. By this point, many Americans have gotten to ride on very, very fast trains in Japan, France, Germany and elsewhere, and are wondering why something similar can’t happen here.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>As the bullet train’s route takes shape in Madera, Fresno and Kern counties, another high-speed travel dream is unfolding: the Hyperloop.\u003c/p>\n\u003cp>Yes, that’s \u003ca href=\"http://www.spacex.com/hyperloop\" target=\"_blank\" rel=\"noopener\">Elon Musk’s vision\u003c/a> for a system that would be able to propel passenger pods at near-supersonic speeds through closed tubes. The system would make it possible to travel from San Francisco to Los Angeles in half an hour. If that’s not an amazing enough travel value, the pods will be sealed so tightly and going so fast that you’d never smell Harris Ranch, aka \u003ca href=\"https://pando.com/2015/09/07/journey-through-oligarch-valley-pt-6-cowschwitz-exit-334/\" target=\"_blank\" rel=\"noopener\">Cowschwitz\u003c/a>, as you whiz past.\u003c/p>\n\u003cp>Hyperloop believers say it will not only be much faster than high-speed rail, but that it will be cheaper and faster to build. Already, one startup, Los Angeles-based \u003ca href=\"https://hyperloop-one.com/\" target=\"_blank\" rel=\"noopener\">Hyperloop One\u003c/a>, has \u003ca href=\"https://youtu.be/1e-Po9C8Kj8\" target=\"_blank\" rel=\"noopener\">begun open-air testing\u003c/a> of its technology at a research facility near Las Vegas.\u003c/p>\n\u003cp>But just as the California bullet train has been subject to criticism that it will turn out to be an expensive boondoggle, skeptics have argued the Hyperloop is little more than a costly, \u003ca href=\"http://www.citylab.com/tech/2015/12/the-hyperloop-is-not-superior-to-high-speed-rail/419592/\" target=\"_blank\" rel=\"noopener\">harsh-riding\u003c/a> distraction from building more \u003ca href=\"http://www.citylab.com/work/2013/10/another-reason-not-build-hyperloop/7163/\" target=\"_blank\" rel=\"noopener\">basic and technologically accessible infrastructure\u003c/a>.\u003c/p>\n\u003cp>This is the point where I say, “We’ll see.” — Meaning yeah, sure, maybe this will happen. Just like \u003ca href=\"http://archive.fortune.com/magazines/fortune/fortune_archive/1986/12/08/68392/index.htm\" target=\"_blank\" rel=\"noopener\">hypersonic airline travel\u003c/a>.\u003c/p>\n\u003cp>But in this case, there’s a possibility that we’ll see some version of a system before another two or three decades have passed. Hyperloop One is moving ahead with \u003ca href=\"https://techcrunch.com/2016/11/08/hyperloop-one-will-build-the-first-hyperloop-system-to-go-from-dubai-to-abu-dhabi-in-twelve-minutes/\" target=\"_blank\" rel=\"noopener\">a feasibility study\u003c/a> for a system that would run the 100 miles from Dubai to Abu Dhabi in the United Arab Emirates, a trip that would take about 12 minutes.\u003c/p>\n\u003cp>There’s one Achilles’ heel on display in the vision: It suggests pods will merge into city traffic to complete their trips. Maybe they don’t have gridlock in the U.A.E.\u003c/p>\n\u003cp>The video above shows Hyperloop One’s concept for its Abu Dhabi-Dubai route. The one below shows my favorite visualization of future travel.\u003c/p>\n\u003cp>[http_redir]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/q3oHmVhviO8\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "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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"title": "SOLD OUT: Rethinking Housing in America",
"tagline": "A new future for housing",
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"tagline": "True-life supernatural stories",
"info": "",
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"userAgent": "Mozilla/5.0 AppleWebKit/537.36 (KHTML, like Gecko; compatible; ClaudeBot/1.0; +claudebot@anthropic.com)",
"isBot": true
},
"requestOutcomesReducer": {
"notFound": []
}
}
