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"content": "\u003cp>Just last month, BART -- or should we say \u003ca href=\"https://twitter.com/SFBART\" target=\"_blank\">@SFBART\u003c/a> -- sent out a tweet that rocked the world for social media pundits and at least some customers.\u003c/p>\n\u003cp>Amid a service meltdown in the East Bay, the BART Twitter account let it be known that yes, the system's infrastructure was old, frayed and kind of screwed up.\u003c/p>\n\u003cp>https://twitter.com/SFBART/status/710274963987570689\u003c/p>\n\u003cp>\"This is our reality\" became a mini-meme and hashtag, touched off a mostly thoughtful conversation with the system's riders and made \u003ca href=\"https://twitter.com/iwriterealgood\" target=\"_blank\">Taylor Huckaby\u003c/a>, the BART employee who works the @SFBART account, a bit of a celebrity.\u003c/p>\n\u003cp>The general tenor of \u003ca href=\"http://www.popularmechanics.com/technology/infrastructure/a20019/taylor-huckaby-bart/\" target=\"_blank\">the ensuing coverage\u003c/a> was laudatory: Just imagine a public agency being so real with the public! (Not everyone was buying BART's \"truth bombs,\" though. Daniel Borenstein, a columnist for the \u003ca href=\"http://www.eastbaytimes.com/\" target=\"_blank\">East Bay WhateverYouCallIt\u003c/a> who has long been a bruising critic of BART management, called the tweets \"\u003ca href=\"http://www.mercurynews.com/ci_29704142/borenstein-bart-ratchets-up-diversionary-propaganda-tax-vote\" target=\"_blank\">diversionary propaganda\u003c/a>.\")\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Anyway. That was last month. BART has run for several weeks with its usual crowding, normal delays and \u003ca href=\"http://www.eastbaytimes.com/\" target=\"_blank\">a mishap involving a brand-new train car\u003c/a>. #ThisIsOurReality is all but forgotten.\u003c/p>\n\u003cp>Now another Bay Area transit agency is upping the ante for social media attention.\u003c/p>\n\u003cp>On Thursday, the guy running the official account for Caltrain noticed a tweet from someone who was debating whether to drive up the Peninsula to San Mateo, a trip that would take 48 minutes, or take the train, which would take 18 minutes. Here's how \u003ca href=\"https://twitter.com/Caltrain\" target=\"_blank\">@Caltrain\u003c/a> responded:\u003c/p>\n\u003cp>https://twitter.com/Caltrain/status/725836973923913728\u003c/p>\n\u003cp>The message there, of course, is that \"Caltrain doesn't suck, and you'd be crazy to drive.\"\u003c/p>\n\u003cp>Caltrain's gambit, as explained in a series of exchanges with Twitter followers who expressed amazement that the account had not been hacked, aimed to promote a conversation about its service. And the conversation included some @SFBART-like straight talk about the agency's shortcomings, along with customer surprise and gratitude:\u003c/p>\n\u003cfigure id=\"attachment_10941087\" class=\"wp-caption aligncenter\" style=\"max-width: 633px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Screenshot-2016-04-29-10.33.45.png\">\u003cimg class=\"size-full wp-image-10941087\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Screenshot-2016-04-29-10.33.45.png\" alt=\"Screenshot of Twitter conversation between @Caltrain and some of its followers. \" width=\"633\" height=\"399\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/04/Screenshot-2016-04-29-10.33.45.png 633w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Screenshot-2016-04-29-10.33.45-400x252.png 400w\" sizes=\"(max-width: 633px) 100vw, 633px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Screenshot of Twitter conversation between @Caltrain and some of its followers. \u003ccite>(Twitter screenshot)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Caltrain spokesman Will Reisman confirmed Friday that the @Caltrain tweets were real and originated with the agency's social media officer, \u003ca href=\"https://twitter.com/Calif0rnio\" target=\"_blank\">Jeremy Lipps\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"The point is that Caltrain is a very reliable transportation source,\" Reisman said. \"He was using wry humor and a little sarcasm to make that point.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Anyway. That was last month. BART has run for several weeks with its usual crowding, normal delays and \u003ca href=\"http://www.eastbaytimes.com/\" target=\"_blank\">a mishap involving a brand-new train car\u003c/a>. #ThisIsOurReality is all but forgotten.\u003c/p>\n\u003cp>Now another Bay Area transit agency is upping the ante for social media attention.\u003c/p>\n\u003cp>On Thursday, the guy running the official account for Caltrain noticed a tweet from someone who was debating whether to drive up the Peninsula to San Mateo, a trip that would take 48 minutes, or take the train, which would take 18 minutes. Here's how \u003ca href=\"https://twitter.com/Caltrain\" target=\"_blank\">@Caltrain\u003c/a> responded:\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The message there, of course, is that \"Caltrain doesn't suck, and you'd be crazy to drive.\"\u003c/p>\n\u003cp>Caltrain's gambit, as explained in a series of exchanges with Twitter followers who expressed amazement that the account had not been hacked, aimed to promote a conversation about its service. And the conversation included some @SFBART-like straight talk about the agency's shortcomings, along with customer surprise and gratitude:\u003c/p>\n\u003cfigure id=\"attachment_10941087\" class=\"wp-caption aligncenter\" style=\"max-width: 633px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Screenshot-2016-04-29-10.33.45.png\">\u003cimg class=\"size-full wp-image-10941087\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Screenshot-2016-04-29-10.33.45.png\" alt=\"Screenshot of Twitter conversation between @Caltrain and some of its followers. \" width=\"633\" height=\"399\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/04/Screenshot-2016-04-29-10.33.45.png 633w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Screenshot-2016-04-29-10.33.45-400x252.png 400w\" sizes=\"(max-width: 633px) 100vw, 633px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Screenshot of Twitter conversation between @Caltrain and some of its followers. \u003ccite>(Twitter screenshot)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Caltrain spokesman Will Reisman confirmed Friday that the @Caltrain tweets were real and originated with the agency's social media officer, \u003ca href=\"https://twitter.com/Calif0rnio\" target=\"_blank\">Jeremy Lipps\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"The point is that Caltrain is a very reliable transportation source,\" Reisman said. \"He was using wry humor and a little sarcasm to make that point.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART Explains Mishap Involving 'Fleet of the Future' Car",
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"content": "\u003cp>It was just 19 days ago that BART \u003ca href=\"https://www.youtube.com/watch?v=O4Mm9zEKVKE\" target=\"_blank\">showed off the first car\u003c/a> of its long-awaited \"fleet of the future.\" It didn't take long for that shiny new vehicle to make the wrong kind of news for the transit agency.\u003c/p>\n\u003cp>On Friday, the vehicle plowed into a sand barrier at the end of a test track in Hayward. No one was hurt, and the only thing that was damaged, apparently, was BART's message of better times coming for its hundreds of thousands of daily riders.\u003c/p>\n\u003cp>Wednesday, the agency called reporters and camera crews to its downtown Oakland headquarters to explain what happened. Friday's failure was due to a mishap involving a piece of testing equipment, a wire, a cabinet door, an auxiliary power source and a short circuit that came together to foul up the $2 million car's braking system.\u003c/p>\n\u003cp>Tamar Allen, BART's chief maintenance and engineering officer, and John Garnham, who's overseeing the agency's fleet of the future program, said that train operators were on a training run on a 2-mile test track.\u003c/p>\n\u003cp>They'd gotten the car up to 15 mph and were slowing down as they neared the end of the track, Garnham said. The car's braking system seemed to be working the way it was supposed to, he said. But then, the operators were unable to engage the friction braking system designed to bring the car to a gradual stop.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The problem?\u003c/p>\n\u003cp>A piece of testing equipment on the car had been connected to an auxiliary power system that runs the car's lights, air conditioning and brakes. A wire from the testing equipment had been damaged when a cabinet door was slammed on it. The damaged wire, in turn, shorted out the auxiliary power system. That cut off electricity to a pump that maintains the hydraulic pressure needed to operate the brakes.\u003c/p>\n\u003cp>None of that was apparent, Garnham said, until the operators tried to stop the car. The vehicle hit a sand berm at the end of the rails at about 5 mph.\u003c/p>\n\u003cp>Garnham and Allen both said that neither the operators nor the new train car could be faulted for the episode.\u003c/p>\n\u003cp>The operators \"did their proper procedure,\" Garnham said. \"They went through their training -- they're highly skilled people.\"\u003c/p>\n\u003cp>\"There was no failure of the vehicle itself,\" Allen said. \"The vehicle performed as it was designed.\"\u003c/p>\n\u003cp>She added that \"the testing process is lengthy and deliberate. We expect to have unexpected things happen, and we see those as opportunities to make improvements.\"\u003c/p>\n\u003cp>As a result of the incident, Allen and Garnham said, BART plans so update operating procedures on the new cars and add additional training. The agency hopes to quickly resume testing on the new cars.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Sara Hossaini contributed to this post. \u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It was just 19 days ago that BART \u003ca href=\"https://www.youtube.com/watch?v=O4Mm9zEKVKE\" target=\"_blank\">showed off the first car\u003c/a> of its long-awaited \"fleet of the future.\" It didn't take long for that shiny new vehicle to make the wrong kind of news for the transit agency.\u003c/p>\n\u003cp>On Friday, the vehicle plowed into a sand barrier at the end of a test track in Hayward. No one was hurt, and the only thing that was damaged, apparently, was BART's message of better times coming for its hundreds of thousands of daily riders.\u003c/p>\n\u003cp>Wednesday, the agency called reporters and camera crews to its downtown Oakland headquarters to explain what happened. Friday's failure was due to a mishap involving a piece of testing equipment, a wire, a cabinet door, an auxiliary power source and a short circuit that came together to foul up the $2 million car's braking system.\u003c/p>\n\u003cp>Tamar Allen, BART's chief maintenance and engineering officer, and John Garnham, who's overseeing the agency's fleet of the future program, said that train operators were on a training run on a 2-mile test track.\u003c/p>\n\u003cp>They'd gotten the car up to 15 mph and were slowing down as they neared the end of the track, Garnham said. The car's braking system seemed to be working the way it was supposed to, he said. But then, the operators were unable to engage the friction braking system designed to bring the car to a gradual stop.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The problem?\u003c/p>\n\u003cp>A piece of testing equipment on the car had been connected to an auxiliary power system that runs the car's lights, air conditioning and brakes. A wire from the testing equipment had been damaged when a cabinet door was slammed on it. The damaged wire, in turn, shorted out the auxiliary power system. That cut off electricity to a pump that maintains the hydraulic pressure needed to operate the brakes.\u003c/p>\n\u003cp>None of that was apparent, Garnham said, until the operators tried to stop the car. The vehicle hit a sand berm at the end of the rails at about 5 mph.\u003c/p>\n\u003cp>Garnham and Allen both said that neither the operators nor the new train car could be faulted for the episode.\u003c/p>\n\u003cp>The operators \"did their proper procedure,\" Garnham said. \"They went through their training -- they're highly skilled people.\"\u003c/p>\n\u003cp>\"There was no failure of the vehicle itself,\" Allen said. \"The vehicle performed as it was designed.\"\u003c/p>\n\u003cp>She added that \"the testing process is lengthy and deliberate. We expect to have unexpected things happen, and we see those as opportunities to make improvements.\"\u003c/p>\n\u003cp>As a result of the incident, Allen and Garnham said, BART plans so update operating procedures on the new cars and add additional training. The agency hopes to quickly resume testing on the new cars.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Sara Hossaini contributed to this post. \u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>We want to hear from Uber drivers how much they made in a recent week. Drivers, it's information you can see on the app, when you review your weekly ride summary. Send us a screen shot — email \u003ca href=\"mailto:tech@npr.org\">tech@npr.org\u003c/a> — and tell us how we can reach you.\u003c/em>\u003c/p>\n\u003cp>Uber is waiting for a federal judge to approve a \u003ca href=\"http://www.npr.org/sections/thetwo-way/2016/04/22/475210901/uber-settles-two-lawsuits-wont-have-to-treat-drivers-as-employees\" target=\"_blank\">major legal settlemen\u003c/a>t, reached on two cases brought in California and Massachusetts. It would require the ride-hailing company to pay up to $100 million to drivers and, in exchange, continue to treat the drivers as independent contractors, not employees.\u003c/p>\n\u003cp>As contractors, drivers will keep getting paid for hours worked with no benefits. We've heard \u003ca href=\"http://www.npr.org/2016/04/22/475311890/uber-reaches-tentative-settlement-with-drivers-in-class-action-suits\" target=\"_blank\">mixed reviews\u003c/a> from drivers in California.\u003c/p>\n\u003cp>\u003cstrong>But here's what we want to know: How much do Uber drivers make, \u003cem>really\u003c/em>?\u003c/strong>\u003c/p>\n\u003cp>When Uber wants to fill a city with drivers — say for the Super Bowl or New Year's Eve — the company advertises $35 (!) an hour. And in some very limited circumstances, the company even guarantees that rate.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>For the most part, drivers are not making $35 an hour. Are they making minimum wage? There aren't reliable numbers or surveys that can help us analyze driver wages. Uber has released data on driver sentiment — for instance, how many people like being their own boss — but not on income and expenses.\u003c/p>\n\u003cp>Where the information does exist is right on the drivers' app. Uber drivers get a really easy-to-read weekly breakdown: how many hours they worked, how much they took home for it.\u003c/p>\n\u003cp>\u003cstrong>Send us a screen shot of a recent week.\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>If you're an Uber driver (Uber passengers, you can share this with the driver) — email the screen shot to us at \u003ca href=\"mailto:tech@npr.org\">tech@npr.org\u003c/a> and let us know how we can reach you.\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=How+Much+Money+Do+Uber+Drivers+Really+Make%3F+Send+Us+Your+Screenshots&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>We want to hear from Uber drivers how much they made in a recent week. Drivers, it's information you can see on the app, when you review your weekly ride summary. Send us a screen shot — email \u003ca href=\"mailto:tech@npr.org\">tech@npr.org\u003c/a> — and tell us how we can reach you.\u003c/em>\u003c/p>\n\u003cp>Uber is waiting for a federal judge to approve a \u003ca href=\"http://www.npr.org/sections/thetwo-way/2016/04/22/475210901/uber-settles-two-lawsuits-wont-have-to-treat-drivers-as-employees\" target=\"_blank\">major legal settlemen\u003c/a>t, reached on two cases brought in California and Massachusetts. It would require the ride-hailing company to pay up to $100 million to drivers and, in exchange, continue to treat the drivers as independent contractors, not employees.\u003c/p>\n\u003cp>As contractors, drivers will keep getting paid for hours worked with no benefits. We've heard \u003ca href=\"http://www.npr.org/2016/04/22/475311890/uber-reaches-tentative-settlement-with-drivers-in-class-action-suits\" target=\"_blank\">mixed reviews\u003c/a> from drivers in California.\u003c/p>\n\u003cp>\u003cstrong>But here's what we want to know: How much do Uber drivers make, \u003cem>really\u003c/em>?\u003c/strong>\u003c/p>\n\u003cp>When Uber wants to fill a city with drivers — say for the Super Bowl or New Year's Eve — the company advertises $35 (!) an hour. And in some very limited circumstances, the company even guarantees that rate.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>San Francisco's Muni is launching a major expansion in bus and Metro light-rail service this weekend that officials say is a response to both the city's increasing population and changes in how people work and play here. \u003c/p>\n\u003cp>San Francisco Municipal Transportation Agency officials say more frequent service will start Saturday on Muni's six light-rail lines as well as on 14 bus routes. The agency is expanding service hours on eight bus lines and creating connections to BART on two other routes. It's also adding overnight \"owl\" service on two lines.\u003c/p>\n\u003cp>Saturday will mark the fourth and largest service increase that's part of what the agency calls \u003ca href=\"https://www.sfmta.com/projects-planning/projects/muni-forward-0\" target=\"_blank\">Muni Forward\u003c/a>, a project that began in January 2015.\u003c/p>\n\u003cp>But the real expansion will be seen on Monday, the first weekday in the new schedule, said John Haley, Muni's director of transit.\u003c/p>\n\u003cp>\"We will have more service out on the streets than we've ever had in the history of the agency,\" Haley said in an interview. \"We're responding to a need when people are living and working differently than they were 20 years ago.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>With an influx of new riders stemming from San Francisco's recent boom, SFMTA is responding to new commute patterns.\u003c/p>\n\u003cp>\"We're no longer all going downtown,\" Haley said. \"The demographics, the job market in the city is changing.\" \u003c/p>\n\u003cp>He pointed to examples like Mission Bay and Bayview-Hunters Point, areas of the city that have seen an influx of new workers and residents, that Muni hopes to serve better. \u003c/p>\n\u003cp>Among the lines that will see new runs and increased frequency are major routes, like the 1-California and 47-Van Ness, as well as less-trafficked ones, like the 2-Clement and the 31-Balboa.\u003c/p>\n\u003cp>Muni is putting two dozen more buses on the street and had to hire more than 40 operators, Haley said.\u003c/p>\n\u003cp>Improved service is a \"nudge\" in the right direction, says Jason Henderson, a San Francisco State University professor who specializes in urban transportation. But he says Muni should be trying to do more. \u003c/p>\n\u003cp>The city should be looking at doubling Muni ridership and creating major expansions in service instead of making incremental changes, Henderson said. \u003c/p>\n\u003cp>\"There should be service increases to all areas,\" Henderson said in an email.\u003c/p>\n\u003cp>\"Hopefully these late-night routes and expansion of weekend service will inspire more,\" Henderson said. \"The more Muni works for people, the higher their expectations will get, the more willing they'll be for supporting politics and financing that make Muni an excellent system citywide.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The increased service will cost $20 million from the SFMTA operating budget which is drawn from the city's general fund, fare and parking revenues.\u003c/p>\n\n",
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"disqusTitle": "Uber Settles Class-Action Suits with California, Massachusetts Drivers",
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"content": "\u003cp>Uber has reached a tentative settlement in two sprawling class-action federal lawsuits brought by drivers in California and Massachusetts for as much as $100 million, agreeing to make \"significant changes\" that the drivers' attorney says will result in improved work lives.\u003c/p>\n\u003cp>Boston-based labor attorney Shannon Liss-Riordan, who represents the drivers, called the settlement historic. The lawsuits hinged on whether drivers were misclassified as independent contractors, instead of employees.\u003c/p>\n\u003cp>In \u003ca href=\"https://newsroom.uber.com/growing-and-growing-up/\" target=\"_blank\">a blog post\u003c/a> titled \"Growing and growing up,\" Uber CEO Travis Kalanick announced the settlement and admitted the company hasn't \"always done a good job working with drivers.\"\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/260446315\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>Under the terms, drivers will remain independent contractors -- a big win for Uber, if the settlement stands -- but can no longer be dismissed at will. As the motion for settlement filed Thursday (and \u003ca href=\"#ubersettlement\">embedded below\u003c/a>) explains:\u003c/p>\n\u003cblockquote>\u003cp>\"Uber will only be able to deactivate drivers from the Uber platform for sufficient cause, and drivers will be provided with at least two warnings prior to many types of deactivations, a written explanation of the reasons for any deactivation, and an appeals process overseen by fellow drivers for certain types of deactivations. Should a driver not be satisfied with the result of the appeals process, the driver may arbitrate her claim at Uber’s expense.\"\u003c/p>\u003c/blockquote>\n\u003cp>\"We have heard many complaints from drivers about being deactivated without good cause and frustrations about pay issues that they have not been able to get addressed by Uber management,\" Liss-Riordan said in a written statement.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Kalanick announced that Uber was publishing a new deactivation policy in multiple languages.\u003c/p>\n\u003cp>\"As we’ve grown we’ve gotten a lot right, but certainly not everything,\" Kalanick wrote. \"This new deactivation policy is an important step forward when it comes to working with drivers.\"\u003c/p>\n\u003cp>Uber has also agreed to fund and oversee the formation of a driver association which will have leaders elected by Uber drivers \"who will engage in good faith discussions about issues of concerns to drivers,\" according to Liss-Riordan.\u003c/p>\n\u003cp>Uber will also make it clear to riders, Liss-Riordan wrote, that tips aren't part of the fares but \"would be appreciated.\"\u003c/p>\n\u003cp>The San Francisco case had been set to go to trial in June, but plaintiffs faced a number of risks, according to Liss-Riordan, including that a jury in the city \"where Uber is everywhere and quite popular\" may not side with drivers.\u003c/p>\n\u003cp>\"If we had not settled, there were some serious risks that all we have fought for -- and have achieved -- could be taken away,\" she wrote.\u003c/p>\n\u003cp>Uber agreed to pay $84 million, and another $16 million if Uber goes public and its December 2015 valuation increases by one-and-a-half times within a year of the IPO.\u003c/p>\n\u003cp>The settlement covers approximately 385,000 drivers in California and Massachusetts. Drivers who have the most miles driven with passengers would receive the largest settlement amounts, Liss-Riordan wrote. Depending on how many drivers participate in the settlement, court documents say, some California drivers could get as much as $8,000.\u003c/p>\n\u003cp>The agreement, reached with an arbitrator over three days in March and April, must still be approved by U.S. District Court Judge Edward Chen. A hearing is set for June 2 in San Francisco federal court.\u003c/p>\n\u003cp>Both suits had the potential to shatter Uber's business model because recognizing drivers as employees would have substantially increased the company's costs.\u003c/p>\n\u003cp>A San Francisco-based federal judge \u003ca href=\"http://www.reuters.com/article/us-classaction-lyft-idUSKCN0X42MN\" target=\"_blank\">rejected a similar settlement\u003c/a> involving Uber competitor Lyft earlier this month, ruling that the settlement \"short-changed\" drivers.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca id=\"ubersettlement\">\u003c/a>\u003cbr>\n[scribd id=310035754 key=key-q3kuCSQpRHUonB8NeeJy mode=scroll]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Uber has reached a tentative settlement in two sprawling class-action federal lawsuits brought by drivers in California and Massachusetts for as much as $100 million, agreeing to make \"significant changes\" that the drivers' attorney says will result in improved work lives.\u003c/p>\n\u003cp>Boston-based labor attorney Shannon Liss-Riordan, who represents the drivers, called the settlement historic. The lawsuits hinged on whether drivers were misclassified as independent contractors, instead of employees.\u003c/p>\n\u003cp>In \u003ca href=\"https://newsroom.uber.com/growing-and-growing-up/\" target=\"_blank\">a blog post\u003c/a> titled \"Growing and growing up,\" Uber CEO Travis Kalanick announced the settlement and admitted the company hasn't \"always done a good job working with drivers.\"\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/260446315&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/260446315'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Under the terms, drivers will remain independent contractors -- a big win for Uber, if the settlement stands -- but can no longer be dismissed at will. As the motion for settlement filed Thursday (and \u003ca href=\"#ubersettlement\">embedded below\u003c/a>) explains:\u003c/p>\n\u003cblockquote>\u003cp>\"Uber will only be able to deactivate drivers from the Uber platform for sufficient cause, and drivers will be provided with at least two warnings prior to many types of deactivations, a written explanation of the reasons for any deactivation, and an appeals process overseen by fellow drivers for certain types of deactivations. Should a driver not be satisfied with the result of the appeals process, the driver may arbitrate her claim at Uber’s expense.\"\u003c/p>\u003c/blockquote>\n\u003cp>\"We have heard many complaints from drivers about being deactivated without good cause and frustrations about pay issues that they have not been able to get addressed by Uber management,\" Liss-Riordan said in a written statement.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Kalanick announced that Uber was publishing a new deactivation policy in multiple languages.\u003c/p>\n\u003cp>\"As we’ve grown we’ve gotten a lot right, but certainly not everything,\" Kalanick wrote. \"This new deactivation policy is an important step forward when it comes to working with drivers.\"\u003c/p>\n\u003cp>Uber has also agreed to fund and oversee the formation of a driver association which will have leaders elected by Uber drivers \"who will engage in good faith discussions about issues of concerns to drivers,\" according to Liss-Riordan.\u003c/p>\n\u003cp>Uber will also make it clear to riders, Liss-Riordan wrote, that tips aren't part of the fares but \"would be appreciated.\"\u003c/p>\n\u003cp>The San Francisco case had been set to go to trial in June, but plaintiffs faced a number of risks, according to Liss-Riordan, including that a jury in the city \"where Uber is everywhere and quite popular\" may not side with drivers.\u003c/p>\n\u003cp>\"If we had not settled, there were some serious risks that all we have fought for -- and have achieved -- could be taken away,\" she wrote.\u003c/p>\n\u003cp>Uber agreed to pay $84 million, and another $16 million if Uber goes public and its December 2015 valuation increases by one-and-a-half times within a year of the IPO.\u003c/p>\n\u003cp>The settlement covers approximately 385,000 drivers in California and Massachusetts. Drivers who have the most miles driven with passengers would receive the largest settlement amounts, Liss-Riordan wrote. Depending on how many drivers participate in the settlement, court documents say, some California drivers could get as much as $8,000.\u003c/p>\n\u003cp>The agreement, reached with an arbitrator over three days in March and April, must still be approved by U.S. District Court Judge Edward Chen. A hearing is set for June 2 in San Francisco federal court.\u003c/p>\n\u003cp>Both suits had the potential to shatter Uber's business model because recognizing drivers as employees would have substantially increased the company's costs.\u003c/p>\n\u003cp>A San Francisco-based federal judge \u003ca href=\"http://www.reuters.com/article/us-classaction-lyft-idUSKCN0X42MN\" target=\"_blank\">rejected a similar settlement\u003c/a> involving Uber competitor Lyft earlier this month, ruling that the settlement \"short-changed\" drivers.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca id=\"ubersettlement\">\u003c/a>\u003cbr>\n\u003c/p>\u003cp>\u003ciframe\n class=\"scribd_iframe_embed\"\n src=\"//www.scribd.com/embeds/310035754/content?start_page=1&view_mode=&access_key=key-q3kuCSQpRHUonB8NeeJy\"\n title=\"http://www.scribd.com/doc/310035754\"\n data-auto-height=\"true\" scrolling=\"no\" id=\"scribd_310035754\"\n width=\"100%\" height=\"500\" frameborder=\"0\">\u003c/iframe>\n \u003ca class=\"utils-parseShortcode-shortcodes-__scribdShortcode__scribd_footer\"\n href=\"http://www.scribd.com/doc/310035754\"\n target=\"_blank\" rel=\"noopener noreferrer\">View this document on Scribd\u003c/a>\u003c/p>\u003cp>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "California Regulators Adopt Updated Rules for Ride Services",
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"content": "\u003cp>The California Public Utilities Commission adopted \u003ca href=\"http://ww2.kqed.org/news/2016/03/17/cpuc-regulators-still-hashing-out-more-rules-for-uber-and-lyft\" target=\"_blank\">an updated set of rules\u003c/a> for ride services Thursday but put off a decision on regulations that would have dealt a blow to some vehicle rental programs currently offered to Uber and Lyft drivers. \u003c/p>\n\u003cp>The updated rules strengthen some of the original regulations adopted by the commission in 2013, when California became the first state to regulate transportation network companies. They would tighten vehicle inspection requirements and mandate proof of commercial liability insurance. \u003c/p>\n\u003cp>The rules, approved on a 4-1 vote, give the CPUC's blessing to fare-splitting, allowing passengers who take ride services like UberPool and Lyft Line to share the cost of a trip to a common destination. \u003c/p>\n\u003cp>But it was this regulation, in particular, that sparked the only no vote on the new rules, with Commissioner Mike Florio questioning whether it's legal.\u003c/p>\n\u003cp>\"I think we'll have a lot of trouble justifying it in court,\" Florio told commissioners, calling the proposal \"a creative interpretation.\" \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>He said the Legislature has determined \"that an individual fare is an individual fare and we cannot go with this approach.\" \u003c/p>\n\u003cp>But CPUC President Michael Picker said while the regulation may need further legal analysis, the commission needed to adopt a policy even though \"we're left not completely sure.\" \u003c/p>\n\u003cp>Uber and Lyft report that more than half of their rides in San Francisco are for their carpooling services. Regulators are requiring ride service companies to report within 60 days on how the services are affecting traffic injuries and impacting the environment. \u003c/p>\n\u003cp>At Commissioner Carla Peterman's request, the CPUC voted to continue studying the issue of whether Uber and Lyft drivers should be allowed to lease vehicles, and for how long. At question is the definition of a personal vehicle. \u003c/p>\n\u003cp>Under the proposal, drivers would have been able to lease vehicles, but only for periods longer than four months. Commissioner Liane Randolph explained that the proposal was meant, in part, to ensure proper vehicle inspections and that drivers' vehicles met all regulations.\u003c/p>\n\u003cp>Though Uber officials said the regulation wouldn't affect its long-term leasing program, XChange, it would have barred the company's short-term rentals through Enterprise Rent-A-Car. The rule would also have blocked Lyft's two short-term leasing programs, with General Motors and Evercar.\u003c/p>\n\u003cp>Some drivers testified at the meeting Thursday that the short-term rentals have been crucial at times when they weren't able to use their own vehicles or couldn't afford one. \u003c/p>\n\u003cp>Peterman said the CPUC received \"thousands of emails\" about the regulation -- many of them \"robo emails,\" she said -- but also hundreds of personal emails that were \"almost evenly split\" on whether to change the definition of personal vehicles to allow leased vehicles. Uber sent an email to drivers encouraging them to send messages opposing the regulation. \u003c/p>\n\u003cp>Even though the companies have tried to assure regulators that leased vehicles would be properly inspected and meet regulations, Peterman said: \"I don't feel that we have the assurances that that is true for everyone, nor necessarily the guidance to be clear about what the best practice is.\" \u003c/p>\n\u003cp>The commission plans to study the issue some more and make a decision in its next round of regulations. Both Uber and Lyft officials were pleased with the postponement. \u003c/p>\n\u003cp>\"These programs help people quickly and easily become a rideshare driver as a flexible way to make ends meet, and also help the state meet its environmental goals,\" said Lyft spokeswoman Chelsea Wilson. \"We look forward to continuing to work with the commission to ensure that modern transportation options like ridesharing can grow across the state.\" \u003c/p>\n\u003cp>CPUC officials also plan to consider in the next phase of regulations \u003ca href=\"http://ww2.kqed.org/news/2016/02/26/california-to-reconsider-fingerprint-checks-for-uber-lyft-drivers\" target=\"_blank\">whether to require fingerprint background checks\u003c/a> for drivers. Commissioner Liane Randolph \u003ca href=\"http://ww2.kqed.org/news/2016/03/25/state-regulators-deny-l-a-s-request-to-fingerprint-uber-lyft-drivers\" target=\"_blank\">recently declined a request\u003c/a> from Los Angeles officials to do a pilot fingerprint background check for ride service drivers operating in the city. \u003c/p>\n\u003cp>On Thursday, L.A. City Councilman Paul Krekorian sent a letter to the commission urging it to act quickly on the issue and reconsider the city's proposal.\u003c/p>\n\u003cp>\"No doubt, the commission will face tremendous pressure to omit fingerprint-based background checks again, or to further delay action on this important passenger and public safety concern,\" he wrote. \"Any such delay will only serve to increase the known risk to the public.\" \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Both Uber and Lyft oppose fingerprint background checks and say their own checks are sufficient to screen drivers. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The California Public Utilities Commission adopted \u003ca href=\"http://ww2.kqed.org/news/2016/03/17/cpuc-regulators-still-hashing-out-more-rules-for-uber-and-lyft\" target=\"_blank\">an updated set of rules\u003c/a> for ride services Thursday but put off a decision on regulations that would have dealt a blow to some vehicle rental programs currently offered to Uber and Lyft drivers. \u003c/p>\n\u003cp>The updated rules strengthen some of the original regulations adopted by the commission in 2013, when California became the first state to regulate transportation network companies. They would tighten vehicle inspection requirements and mandate proof of commercial liability insurance. \u003c/p>\n\u003cp>The rules, approved on a 4-1 vote, give the CPUC's blessing to fare-splitting, allowing passengers who take ride services like UberPool and Lyft Line to share the cost of a trip to a common destination. \u003c/p>\n\u003cp>But it was this regulation, in particular, that sparked the only no vote on the new rules, with Commissioner Mike Florio questioning whether it's legal.\u003c/p>\n\u003cp>\"I think we'll have a lot of trouble justifying it in court,\" Florio told commissioners, calling the proposal \"a creative interpretation.\" \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>He said the Legislature has determined \"that an individual fare is an individual fare and we cannot go with this approach.\" \u003c/p>\n\u003cp>But CPUC President Michael Picker said while the regulation may need further legal analysis, the commission needed to adopt a policy even though \"we're left not completely sure.\" \u003c/p>\n\u003cp>Uber and Lyft report that more than half of their rides in San Francisco are for their carpooling services. Regulators are requiring ride service companies to report within 60 days on how the services are affecting traffic injuries and impacting the environment. \u003c/p>\n\u003cp>At Commissioner Carla Peterman's request, the CPUC voted to continue studying the issue of whether Uber and Lyft drivers should be allowed to lease vehicles, and for how long. At question is the definition of a personal vehicle. \u003c/p>\n\u003cp>Under the proposal, drivers would have been able to lease vehicles, but only for periods longer than four months. Commissioner Liane Randolph explained that the proposal was meant, in part, to ensure proper vehicle inspections and that drivers' vehicles met all regulations.\u003c/p>\n\u003cp>Though Uber officials said the regulation wouldn't affect its long-term leasing program, XChange, it would have barred the company's short-term rentals through Enterprise Rent-A-Car. The rule would also have blocked Lyft's two short-term leasing programs, with General Motors and Evercar.\u003c/p>\n\u003cp>Some drivers testified at the meeting Thursday that the short-term rentals have been crucial at times when they weren't able to use their own vehicles or couldn't afford one. \u003c/p>\n\u003cp>Peterman said the CPUC received \"thousands of emails\" about the regulation -- many of them \"robo emails,\" she said -- but also hundreds of personal emails that were \"almost evenly split\" on whether to change the definition of personal vehicles to allow leased vehicles. Uber sent an email to drivers encouraging them to send messages opposing the regulation. \u003c/p>\n\u003cp>Even though the companies have tried to assure regulators that leased vehicles would be properly inspected and meet regulations, Peterman said: \"I don't feel that we have the assurances that that is true for everyone, nor necessarily the guidance to be clear about what the best practice is.\" \u003c/p>\n\u003cp>The commission plans to study the issue some more and make a decision in its next round of regulations. Both Uber and Lyft officials were pleased with the postponement. \u003c/p>\n\u003cp>\"These programs help people quickly and easily become a rideshare driver as a flexible way to make ends meet, and also help the state meet its environmental goals,\" said Lyft spokeswoman Chelsea Wilson. \"We look forward to continuing to work with the commission to ensure that modern transportation options like ridesharing can grow across the state.\" \u003c/p>\n\u003cp>CPUC officials also plan to consider in the next phase of regulations \u003ca href=\"http://ww2.kqed.org/news/2016/02/26/california-to-reconsider-fingerprint-checks-for-uber-lyft-drivers\" target=\"_blank\">whether to require fingerprint background checks\u003c/a> for drivers. Commissioner Liane Randolph \u003ca href=\"http://ww2.kqed.org/news/2016/03/25/state-regulators-deny-l-a-s-request-to-fingerprint-uber-lyft-drivers\" target=\"_blank\">recently declined a request\u003c/a> from Los Angeles officials to do a pilot fingerprint background check for ride service drivers operating in the city. \u003c/p>\n\u003cp>On Thursday, L.A. City Councilman Paul Krekorian sent a letter to the commission urging it to act quickly on the issue and reconsider the city's proposal.\u003c/p>\n\u003cp>\"No doubt, the commission will face tremendous pressure to omit fingerprint-based background checks again, or to further delay action on this important passenger and public safety concern,\" he wrote. \"Any such delay will only serve to increase the known risk to the public.\" \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Both Uber and Lyft oppose fingerprint background checks and say their own checks are sufficient to screen drivers. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>San Francisco State University students overwhelmingly approved a referendum last week to add a $180 per semester mandatory campus fee in exchange for unlimited Muni use and a 25 percent BART discount for trips starting or ending at the Daly City stop.\u003c/p>\n\u003cp>Just under 10 percent of the school's student body voted in this year's Associated Students elections, which ended last Friday. \u003ca href=\"https://eballot4.votenet.com/sfsu/admin/images/reports/D332022/PDFReport.pdf?CFID=1592456&CFTOKEN=71879886\">Almost three-quarters\u003c/a> of voters supported the new fee to implement a \"Gator Pass\" in fall 2017.\u003c/p>\n\u003cp>The fee must still be approved by the Associated Students president and California State University Chancellor Timothy White. Backers of the Gator Pass say they hope for final approval by the end of May. \u003c/p>\n\u003cp>“If students decide they don’t want the pass, we have the power to stop it,” said Naeemah Charles, Associated Students vice president of external affairs, who says she's worked on creating the transit pass for two and a half years. \"It is a student-led fee.”\u003c/p>\n\u003cp>If the Gator Pass gets a final green light, SFSU will become the latest Bay Area university to provide students with discounted transportation and the first to land cheaper BART fare, although that's limited to just the Daly City station.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003ca href=\"http://archives.sfmta.com/cms/cmta/documents/mx070402_v5.pdf\">University of San Francisco students\u003c/a> held Muni passes since 2000, and \u003ca href=\"http://www.actransit.org/wp-content/uploads/UCB-Class-Pass-User-Guide-Web-0111.pdf\">UC Berkeley students\u003c/a> have had discounted AC Transit since 2006. But neither of those arrangements include BART.\u003c/p>\n\u003cp>For SFSU, a transit pass without BART would have been a tough sell. The school's \u003ca href=\"http://parking.sfsu.edu/sites/sites7.sfsu.edu.parking/files/forms/SF%20State%20Transportation%20Survey%202014%20FINAL.pdf\">2014 Transportation Survey\u003c/a> shows 26 percent of students use BART and nearly half use Muni for at least part of their commute. Though the rest of the students on campus use neither system, they'll still pay the $180 fee.\u003c/p>\n\u003cp>Freshman Kevin Catalan lives in Daly City's Westlake Center and uses San Mateo County's SamTrans to commute to school, but uses Muni and BART to visit family in Concord.\u003c/p>\n\u003cp>\"I was bummed there wasn't SamTrans, but I take Muni,\" Catalan said. \"It would save me a lot of money.\"\u003c/p>\n\u003cp>The referendum approved last week says that the fee is likely to go up in the future:\u003c/p>\n\u003cp>\"It is anticipated that the fee will increase by $5 annually (i.e., Fall 2018: $185; Fall 2019: $190) to account for Muni and BART fare increases, which will be subject to review by a team of SFSU students and administrators who will regularly evaluate the program’s efficacy and determine appropriate cost escalation, if any,\" the measure said. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The effort also got help from campus administrators, San Francisco Supervisor Scott Wiener, BART District 8 Director Nick Josefowitz and U.S. Rep. Jackie Speier.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco State University students overwhelmingly approved a referendum last week to add a $180 per semester mandatory campus fee in exchange for unlimited Muni use and a 25 percent BART discount for trips starting or ending at the Daly City stop.\u003c/p>\n\u003cp>Just under 10 percent of the school's student body voted in this year's Associated Students elections, which ended last Friday. \u003ca href=\"https://eballot4.votenet.com/sfsu/admin/images/reports/D332022/PDFReport.pdf?CFID=1592456&CFTOKEN=71879886\">Almost three-quarters\u003c/a> of voters supported the new fee to implement a \"Gator Pass\" in fall 2017.\u003c/p>\n\u003cp>The fee must still be approved by the Associated Students president and California State University Chancellor Timothy White. Backers of the Gator Pass say they hope for final approval by the end of May. \u003c/p>\n\u003cp>“If students decide they don’t want the pass, we have the power to stop it,” said Naeemah Charles, Associated Students vice president of external affairs, who says she's worked on creating the transit pass for two and a half years. \"It is a student-led fee.”\u003c/p>\n\u003cp>If the Gator Pass gets a final green light, SFSU will become the latest Bay Area university to provide students with discounted transportation and the first to land cheaper BART fare, although that's limited to just the Daly City station.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>After some uncertainty about the winds, the Solar Impulse team has taken off from Hawaii, venturing off on another leg of their solar-powered, around-the-world journey nearly 10 months after landing in the state.\u003c/p>\n\u003cp>The aircraft landed in Hawaii last July but was forced to stay in the islands after the plane’s battery system sustained heat damage on its trip from Japan.\u003c/p>\n\u003cp>[contextly_sidebar id=”p9oQOTG1a3PYHqszMsA2jzrSPjdHxUlC”]The Swiss-made Solar Impulse 2 left Hawaii early Thursday and was on course to land in Mountain View, California, in about three days.\u003c/p>\n\u003cp>The aircraft started its journey in March 2015 from Abu Dhabi, the capital of the United Arab Emirates, then made stops in Oman, Myanmar, China and Japan. It’s on the ninth leg of its circumnavigation.\u003c/p>\n\u003cp>Piccard said the idea of crossing the ocean in a solar-powered plane a few years ago stressed him out, but Thursday morning he was confident things would go according to plan.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Piccard also said the flight’s destination, in the heart of Silicon Valley, is fitting. He said on his way to the airfield that when the plane lands there, it will land “in the middle of the pioneering spirit.”\u003c/p>\n\u003cp>Piccard’s co-pilot Andre Borschberg, who flew the leg from Japan to Hawaii, told Piccard he greatly admires his dedication and strength.\u003c/p>\n\u003cp>He said the plane “represents what we could do on the ground in our communities, in our cities.”\u003c/p>\n\u003cp>The team was delayed in Asia, as well. When first attempting to fly from Nanjing, China, to Hawaii, the crew had to end their trip early and divert to Japan because of unfavorable weather and a damaged wing.\u003c/p>\n\u003cp>A month later, when the weather conditions were right, the plane departed from an airport in Nagoya in central Japan for Hawaii.\u003c/p>\n\u003cp>That trans-Pacific leg was the riskiest part of the plane’s global travels, as there was nowhere for it to land in an emergency. The same is true for the trip from Hawaii to the U.S. mainland.\u003c/p>\n\u003cp>The plane’s ideal flight speed is about 28 mph, though that can double during the day when the sun’s rays are strongest. The carbon-fiber aircraft weighs more than 5,000 pounds, or about as much as a minivan or midsize truck.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The wings of Solar Impulse 2, which stretch wider than those of a Boeing 747, are equipped with 17,000 solar cells that power propellers and charge batteries. The plane runs on stored energy at night.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After some uncertainty about the winds, the Solar Impulse team has taken off from Hawaii, venturing off on another leg of their solar-powered, around-the-world journey nearly 10 months after landing in the state.\u003c/p>\n\u003cp>The aircraft landed in Hawaii last July but was forced to stay in the islands after the plane’s battery system sustained heat damage on its trip from Japan.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>The Swiss-made Solar Impulse 2 left Hawaii early Thursday and was on course to land in Mountain View, California, in about three days.\u003c/p>\n\u003cp>The aircraft started its journey in March 2015 from Abu Dhabi, the capital of the United Arab Emirates, then made stops in Oman, Myanmar, China and Japan. It’s on the ninth leg of its circumnavigation.\u003c/p>\n\u003cp>Piccard said the idea of crossing the ocean in a solar-powered plane a few years ago stressed him out, but Thursday morning he was confident things would go according to plan.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Piccard also said the flight’s destination, in the heart of Silicon Valley, is fitting. He said on his way to the airfield that when the plane lands there, it will land “in the middle of the pioneering spirit.”\u003c/p>\n\u003cp>Piccard’s co-pilot Andre Borschberg, who flew the leg from Japan to Hawaii, told Piccard he greatly admires his dedication and strength.\u003c/p>\n\u003cp>He said the plane “represents what we could do on the ground in our communities, in our cities.”\u003c/p>\n\u003cp>The team was delayed in Asia, as well. When first attempting to fly from Nanjing, China, to Hawaii, the crew had to end their trip early and divert to Japan because of unfavorable weather and a damaged wing.\u003c/p>\n\u003cp>A month later, when the weather conditions were right, the plane departed from an airport in Nagoya in central Japan for Hawaii.\u003c/p>\n\u003cp>That trans-Pacific leg was the riskiest part of the plane’s global travels, as there was nowhere for it to land in an emergency. The same is true for the trip from Hawaii to the U.S. mainland.\u003c/p>\n\u003cp>The plane’s ideal flight speed is about 28 mph, though that can double during the day when the sun’s rays are strongest. The carbon-fiber aircraft weighs more than 5,000 pounds, or about as much as a minivan or midsize truck.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The wings of Solar Impulse 2, which stretch wider than those of a Boeing 747, are equipped with 17,000 solar cells that power propellers and charge batteries. The plane runs on stored energy at night.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Lawmaker Withdraws Bill That Would Allow Gig Workers to Organize",
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"content": "\u003cp>A bill to allow workers in the gig economy to organize and collectively bargain for benefits and workplace protections died in the California Legislature Thursday, a day after a diverse group of businesses voiced their opposition.\u003c/p>\n\u003cp>\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB1727\" target=\"_blank\">AB 1727\u003c/a>, by San Diego Assemblywoman Lorena Gonzalez, would give groups of independent contractors legal standing to negotiate agreements with \"hosting platforms\" -- ride-hailing companies or gig labor services like Thumbtack. \u003c/p>\n\u003cp>“I have no expectation that I’m getting this all the way through this year,\" Gonzalez said Wednesday. \"But we wanted to start a conversation.”\u003c/p>\n\u003cp>On Thursday morning, Gonzalez announced she's pulling the bill from its scheduled hearing before the Assembly Judiciary Committee.\u003c/p>\n\u003cp>\"Now that first impressions are out of the way and we have the attention of the labor and business communities, it's time for us to take the time this issue deserves to get this right,\" Gonzalez said in a statement.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cb>Diverse Business Opposition\u003c/b>\u003c/p>\n\u003cp>The bill’s first hearing, in the Assembly Committee on Labor and Employment on Wednesday, gave opponents a chance to voice their opposition.\u003c/p>\n\u003cp>Groups ranging from the Internet Association, which represents Uber, Lyft and Airbnb, to the Wine Institute, advocating for wineries and growers, spoke out against the bill and its definition of a hosting platform as “a facility for connecting people or entities seeking to hire people for work with people seeking to perform that work.”\u003c/p>\n\u003cp>“This isn’t just limited to the tech industry,” said Jennifer Barrera, with the California Chamber of Commerce. “This could impact a host of industries including health care, construction, agriculture -- across the board. So we are concerned with the scope of this bill and how many industries it would actually impact.”\u003c/p>\n\u003cp>[contextly_sidebar id=\"ZtwaEqjovYQW84Tv6o0fnhZnDz0deweo\"]\u003c/p>\n\u003cp>The chamber included the measure on its \u003ca href=\"http://advocacy.calchamber.com/policy/bill-tracking/job-killers/2016-job-killers/\" target=\"_blank\">yearly list\u003c/a> of “job-killer bills.”\u003c/p>\n\u003cp>Gonzalez responded that without the ability to negotiate for themselves, contract workers are forced to rely on the existing publicly funded social safety net.\u003c/p>\n\u003cp>“We have a growing work force with no protections,” she said. “If you have no rights, the safety net of taxes paid for by taxpayers of the state of California will have to come in and provide for that.”\u003c/p>\n\u003cp>The Assembly Labor committee agreed, approving the bill on a 5-1 vote.\u003c/p>\n\u003cp>\u003cb>Contract Status Still Undecided \u003c/b>\u003c/p>\n\u003cp>The bill did not attempt to define whether workers in the California's \"gig economy\" (a group which Gonzalez said includes between 1.5 and 2 million workers) are independent contractors or employees. That's the subject of an \u003ca href=\"http://ww2.kqed.org/news/2015/12/18/judge-orders-uber-to-limit-communication-with-drivers-in-lawsuit\" target=\"_blank\">ongoing class-action lawsuit\u003c/a> against Uber.\u003c/p>\n\u003cp>Drivers have brought a case in U.S District Court, arguing that the transportation network company wrongly classified them as independent contractors, instead of employees.\u003c/p>\n\u003cp>Earlier this year, Lyft paid $12.25 million to \u003ca href=\"http://www.mercurynews.com/crime-courts/ci_29440428/lyft-reaches-12-25-million-deal-drivers-employment\" target=\"_blank\">settle a similar case\u003c/a> that kept its drivers as independent contractors.\u003c/p>\n\u003cp>The industry group representing Uber and Lyft says AB 1727 still goes too far.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Our number one, number two, and number three priority has to be ensuring that this economy stays robust and flourishing because it is providing so many benefits,” said Robert Callahan, a legislative advocate with the Internet Association. “Not only to the workers, but to consumers who are getting great quality and affordability and convenience. We just think this bill represents too big of a leap.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A bill to allow workers in the gig economy to organize and collectively bargain for benefits and workplace protections died in the California Legislature Thursday, a day after a diverse group of businesses voiced their opposition.\u003c/p>\n\u003cp>\u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB1727\" target=\"_blank\">AB 1727\u003c/a>, by San Diego Assemblywoman Lorena Gonzalez, would give groups of independent contractors legal standing to negotiate agreements with \"hosting platforms\" -- ride-hailing companies or gig labor services like Thumbtack. \u003c/p>\n\u003cp>“I have no expectation that I’m getting this all the way through this year,\" Gonzalez said Wednesday. \"But we wanted to start a conversation.”\u003c/p>\n\u003cp>On Thursday morning, Gonzalez announced she's pulling the bill from its scheduled hearing before the Assembly Judiciary Committee.\u003c/p>\n\u003cp>\"Now that first impressions are out of the way and we have the attention of the labor and business communities, it's time for us to take the time this issue deserves to get this right,\" Gonzalez said in a statement.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cb>Diverse Business Opposition\u003c/b>\u003c/p>\n\u003cp>The bill’s first hearing, in the Assembly Committee on Labor and Employment on Wednesday, gave opponents a chance to voice their opposition.\u003c/p>\n\u003cp>Groups ranging from the Internet Association, which represents Uber, Lyft and Airbnb, to the Wine Institute, advocating for wineries and growers, spoke out against the bill and its definition of a hosting platform as “a facility for connecting people or entities seeking to hire people for work with people seeking to perform that work.”\u003c/p>\n\u003cp>“This isn’t just limited to the tech industry,” said Jennifer Barrera, with the California Chamber of Commerce. “This could impact a host of industries including health care, construction, agriculture -- across the board. So we are concerned with the scope of this bill and how many industries it would actually impact.”\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The chamber included the measure on its \u003ca href=\"http://advocacy.calchamber.com/policy/bill-tracking/job-killers/2016-job-killers/\" target=\"_blank\">yearly list\u003c/a> of “job-killer bills.”\u003c/p>\n\u003cp>Gonzalez responded that without the ability to negotiate for themselves, contract workers are forced to rely on the existing publicly funded social safety net.\u003c/p>\n\u003cp>“We have a growing work force with no protections,” she said. “If you have no rights, the safety net of taxes paid for by taxpayers of the state of California will have to come in and provide for that.”\u003c/p>\n\u003cp>The Assembly Labor committee agreed, approving the bill on a 5-1 vote.\u003c/p>\n\u003cp>\u003cb>Contract Status Still Undecided \u003c/b>\u003c/p>\n\u003cp>The bill did not attempt to define whether workers in the California's \"gig economy\" (a group which Gonzalez said includes between 1.5 and 2 million workers) are independent contractors or employees. That's the subject of an \u003ca href=\"http://ww2.kqed.org/news/2015/12/18/judge-orders-uber-to-limit-communication-with-drivers-in-lawsuit\" target=\"_blank\">ongoing class-action lawsuit\u003c/a> against Uber.\u003c/p>\n\u003cp>Drivers have brought a case in U.S District Court, arguing that the transportation network company wrongly classified them as independent contractors, instead of employees.\u003c/p>\n\u003cp>Earlier this year, Lyft paid $12.25 million to \u003ca href=\"http://www.mercurynews.com/crime-courts/ci_29440428/lyft-reaches-12-25-million-deal-drivers-employment\" target=\"_blank\">settle a similar case\u003c/a> that kept its drivers as independent contractors.\u003c/p>\n\u003cp>The industry group representing Uber and Lyft says AB 1727 still goes too far.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Our number one, number two, and number three priority has to be ensuring that this economy stays robust and flourishing because it is providing so many benefits,” said Robert Callahan, a legislative advocate with the Internet Association. “Not only to the workers, but to consumers who are getting great quality and affordability and convenience. We just think this bill represents too big of a leap.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Benicia’s \u003ca href=\"http://www.ci.benicia.ca.us/index.asp?SEC=44047FFF-931D-4064-A8FE-9D39C8E9F3A1&Type=B_LIST\" target=\"_blank\" rel=\"noopener\">City Council \u003c/a>voted 3-2 Tuesday to postpone a decision on Valero’s plan to build a \u003ca href=\"http://www.beniciacbr.com/\" target=\"_blank\" rel=\"noopener\">railroad terminal\u003c/a> at its refinery near the Suisun Bay.\u003c/p>\n\u003cp>Chris Howe, health and safety director for the Valero refinery, said the company asked to delay the decision until the federal agency that regulates railroads provides some guidance to Benicia officials.\u003c/p>\n\u003cp>“I think they felt that they had a responsibility to be best informed before they made their decision,” Howe said.\u003c/p>\n\u003cp>Valero wants to build a rail terminal to connect the refinery to Union Pacific’s rail line and be able to bring in up to 70,000 barrels of crude a day.\u003c/p>\n\u003cp>Many residents in Benicia and officials in communities along the rail line oppose the plan, saying it poses too many environmental risks and increases the threat of injury or death from a derailment.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But three city council members said Tuesday it’s unclear whether they can reject Valero’s oil-by-rail terminal without violating federal authority over railroads.\u003c/p>\n\u003cp>Vice Mayor Mark Hughes voted to give the \u003ca href=\"http://www.stb.dot.gov/stb/about/overview.html\" target=\"_blank\" rel=\"noopener\">Surface Transportation Board\u003c/a> until Sept. 20 to weigh in on the question of federal preemption.\u003c/p>\n\u003cp>“I don’t like the fact that we don’t have some control — or that somebody’s telling us we don’t have control — of what goes on in or near our city,” Hughes said. “But the fact is, this isn’t about whether I like federal preemption or not. The question is whether it applies to this project.”\u003c/p>\n\u003cp>Valero already imports crude by ship and pipeline.\u003c/p>\n\u003cp>“This project would provide us a third means — primarily offsetting crude that we would have otherwise brought in by ship,” Howe said during a recent tour of the Benicia facility. “It doesn’t change any emissions from the refinery or our throughput here at the refinery.”\u003c/p>\n\u003cp>But opponents of the project say it would expose communities along the railroad to new and greater risks.\u003c/p>\n\u003cfigure id=\"attachment_10935078\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/RS19220_IMG_6595-qut.jpg\" rel=\"attachment wp-att-10935078\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/RS19220_IMG_6595-qut-800x600.jpg\" alt=\"Chris Howe, safety director for Valero's Benicia refinery, points to where trains would come to deliver crude oil during a tour on March 2, 2016.\" width=\"800\" height=\"600\" class=\"size-medium wp-image-10935078\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/RS19220_IMG_6595-qut-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/RS19220_IMG_6595-qut-400x300.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/RS19220_IMG_6595-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/RS19220_IMG_6595-qut-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/RS19220_IMG_6595-qut-960x720.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Chris Howe, safety director for Valero’s Benicia refinery, points to where trains would come to deliver crude oil during a tour on March 2, 2016. \u003ccite>(Julie Small/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>An \u003ca href=\"http://www.ci.benicia.ca.us/index.asp?SEC=B7EDC93A-FFF0-4A14-9B1A-1C8563BC256A&DE=26D88AB1-BB3F-4FF2-9924-D38F31BA0EA4&Type=B_BASIC\" target=\"_blank\" rel=\"noopener\">environmental review\u003c/a> finalized in January found Valero’s plan would have 11 significant and unavoidable impacts. Among them, worsening air quality, increased green house gas emissions and greater risk for injury or death from a train derailment — like the 2013 \u003ca href=\"https://www.youtube.com/watch?v=ykv9Arbrwbg\" target=\"_blank\" rel=\"noopener\">oil train disaster\u003c/a> in Quebec in that killed 47 people.\u003c/p>\n\u003cp>“I think it’s a foolhardy project,” said Jack Ruszel, who owns a production wood shop down the block from the proposed site for Valero’s rail terminal. “Their trains, which they’re requesting to come in, are going to cross my driveway four times a day.”\u003c/p>\n\u003cp>Valero plans to haul two trains a day — pulling 50 tanker cars a piece — through Sacramento and Davis on the way to the Benicia.\u003c/p>\n\u003cp>The Sacramento Area Council of Governments and Davis city officials have some demands for Valero and Union Pacific. They want the company to provide more training and resources for emergency responders and to load and transport the crude in the safest possible way, using the most modern tanker cars.\u003c/p>\n\u003cp>Benicia’s Planning Commission cited many of those concerns when it unanimously \u003ca href=\"http://beniciaindependent.com/released-benicia-planning-commission-resolution-to-deny-valero-permit/\" target=\"_blank\" rel=\"noopener\">denied Valero’s permit\u003c/a> request in February.\u003c/p>\n\u003cp>The oil company appealed the decision to the City Council and announced plans to petition the Surface Transportation Board to issue an opinion to resolve the controversy.\u003c/p>\n\u003cp>They also asked city officials to delay any decision on the project until the federal agency responds.\u003c/p>\n\u003cp>Valero’s attorneys have argued that any attempt to impose conditions on how the railroad operates — even indirectly by opposing the oil-by-rail terminal — violates interstate commerce laws.\u003c/p>\n\u003cp>California Attorney General Kamala Harris disagreed.\u003c/p>\n\u003cp>In an April 14 letter on behalf of Harris to Benicia officials, Deputy Attorney General Scott Lichtig wrote that federal preemption did not apply to a project proposed by an oil company — not a traditional “rail carrier” as defined in federal law.\u003c/p>\n\u003cp>He wrote that the California Environmental Quality Act actually requires Benicia to consider all the foreseeable environmental impacts of Valero’s oil-by-rail terminal.\u003c/p>\n\u003cp>“For Benicia to turn a blind eye to the most serious of the project’s environmental impacts, merely because they flow from federally regulated rail operations, would be contrary to both state and federal law,” the letter says.\u003c/p>\n\u003cp>Benicia Mayor Elizabeth Patterson opposed delaying a decision on the Valero project.\u003c/p>\n\u003cp>She said three years of environmental review and public testimony on the risks the project poses to the health and welfare of residents provided enough information to reject it.\u003c/p>\n\u003cp>“If you’re suggesting the we should allow the Surface Transportation Board to make an opinion about the land use — and that they could in fact preempt our authority in land use — they’ve got a fight on their hands,” Patterson told the council.\u003c/p>\n\u003cp>Read the letter from the Attorney General’s Office below:\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>[scribd id=309879965 key=key-45Qns8eRmjUDAcWFXwu8 mode=scroll]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Benicia’s \u003ca href=\"http://www.ci.benicia.ca.us/index.asp?SEC=44047FFF-931D-4064-A8FE-9D39C8E9F3A1&Type=B_LIST\" target=\"_blank\" rel=\"noopener\">City Council \u003c/a>voted 3-2 Tuesday to postpone a decision on Valero’s plan to build a \u003ca href=\"http://www.beniciacbr.com/\" target=\"_blank\" rel=\"noopener\">railroad terminal\u003c/a> at its refinery near the Suisun Bay.\u003c/p>\n\u003cp>Chris Howe, health and safety director for the Valero refinery, said the company asked to delay the decision until the federal agency that regulates railroads provides some guidance to Benicia officials.\u003c/p>\n\u003cp>“I think they felt that they had a responsibility to be best informed before they made their decision,” Howe said.\u003c/p>\n\u003cp>Valero wants to build a rail terminal to connect the refinery to Union Pacific’s rail line and be able to bring in up to 70,000 barrels of crude a day.\u003c/p>\n\u003cp>Many residents in Benicia and officials in communities along the rail line oppose the plan, saying it poses too many environmental risks and increases the threat of injury or death from a derailment.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But three city council members said Tuesday it’s unclear whether they can reject Valero’s oil-by-rail terminal without violating federal authority over railroads.\u003c/p>\n\u003cp>Vice Mayor Mark Hughes voted to give the \u003ca href=\"http://www.stb.dot.gov/stb/about/overview.html\" target=\"_blank\" rel=\"noopener\">Surface Transportation Board\u003c/a> until Sept. 20 to weigh in on the question of federal preemption.\u003c/p>\n\u003cp>“I don’t like the fact that we don’t have some control — or that somebody’s telling us we don’t have control — of what goes on in or near our city,” Hughes said. “But the fact is, this isn’t about whether I like federal preemption or not. The question is whether it applies to this project.”\u003c/p>\n\u003cp>Valero already imports crude by ship and pipeline.\u003c/p>\n\u003cp>“This project would provide us a third means — primarily offsetting crude that we would have otherwise brought in by ship,” Howe said during a recent tour of the Benicia facility. “It doesn’t change any emissions from the refinery or our throughput here at the refinery.”\u003c/p>\n\u003cp>But opponents of the project say it would expose communities along the railroad to new and greater risks.\u003c/p>\n\u003cfigure id=\"attachment_10935078\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/RS19220_IMG_6595-qut.jpg\" rel=\"attachment wp-att-10935078\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/RS19220_IMG_6595-qut-800x600.jpg\" alt=\"Chris Howe, safety director for Valero's Benicia refinery, points to where trains would come to deliver crude oil during a tour on March 2, 2016.\" width=\"800\" height=\"600\" class=\"size-medium wp-image-10935078\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/RS19220_IMG_6595-qut-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/RS19220_IMG_6595-qut-400x300.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/RS19220_IMG_6595-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/RS19220_IMG_6595-qut-1180x885.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/RS19220_IMG_6595-qut-960x720.jpg 960w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Chris Howe, safety director for Valero’s Benicia refinery, points to where trains would come to deliver crude oil during a tour on March 2, 2016. \u003ccite>(Julie Small/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>An \u003ca href=\"http://www.ci.benicia.ca.us/index.asp?SEC=B7EDC93A-FFF0-4A14-9B1A-1C8563BC256A&DE=26D88AB1-BB3F-4FF2-9924-D38F31BA0EA4&Type=B_BASIC\" target=\"_blank\" rel=\"noopener\">environmental review\u003c/a> finalized in January found Valero’s plan would have 11 significant and unavoidable impacts. Among them, worsening air quality, increased green house gas emissions and greater risk for injury or death from a train derailment — like the 2013 \u003ca href=\"https://www.youtube.com/watch?v=ykv9Arbrwbg\" target=\"_blank\" rel=\"noopener\">oil train disaster\u003c/a> in Quebec in that killed 47 people.\u003c/p>\n\u003cp>“I think it’s a foolhardy project,” said Jack Ruszel, who owns a production wood shop down the block from the proposed site for Valero’s rail terminal. “Their trains, which they’re requesting to come in, are going to cross my driveway four times a day.”\u003c/p>\n\u003cp>Valero plans to haul two trains a day — pulling 50 tanker cars a piece — through Sacramento and Davis on the way to the Benicia.\u003c/p>\n\u003cp>The Sacramento Area Council of Governments and Davis city officials have some demands for Valero and Union Pacific. They want the company to provide more training and resources for emergency responders and to load and transport the crude in the safest possible way, using the most modern tanker cars.\u003c/p>\n\u003cp>Benicia’s Planning Commission cited many of those concerns when it unanimously \u003ca href=\"http://beniciaindependent.com/released-benicia-planning-commission-resolution-to-deny-valero-permit/\" target=\"_blank\" rel=\"noopener\">denied Valero’s permit\u003c/a> request in February.\u003c/p>\n\u003cp>The oil company appealed the decision to the City Council and announced plans to petition the Surface Transportation Board to issue an opinion to resolve the controversy.\u003c/p>\n\u003cp>They also asked city officials to delay any decision on the project until the federal agency responds.\u003c/p>\n\u003cp>Valero’s attorneys have argued that any attempt to impose conditions on how the railroad operates — even indirectly by opposing the oil-by-rail terminal — violates interstate commerce laws.\u003c/p>\n\u003cp>California Attorney General Kamala Harris disagreed.\u003c/p>\n\u003cp>In an April 14 letter on behalf of Harris to Benicia officials, Deputy Attorney General Scott Lichtig wrote that federal preemption did not apply to a project proposed by an oil company — not a traditional “rail carrier” as defined in federal law.\u003c/p>\n\u003cp>He wrote that the California Environmental Quality Act actually requires Benicia to consider all the foreseeable environmental impacts of Valero’s oil-by-rail terminal.\u003c/p>\n\u003cp>“For Benicia to turn a blind eye to the most serious of the project’s environmental impacts, merely because they flow from federally regulated rail operations, would be contrary to both state and federal law,” the letter says.\u003c/p>\n\u003cp>Benicia Mayor Elizabeth Patterson opposed delaying a decision on the Valero project.\u003c/p>\n\u003cp>She said three years of environmental review and public testimony on the risks the project poses to the health and welfare of residents provided enough information to reject it.\u003c/p>\n\u003cp>“If you’re suggesting the we should allow the Surface Transportation Board to make an opinion about the land use — and that they could in fact preempt our authority in land use — they’ve got a fight on their hands,” Patterson told the council.\u003c/p>\n\u003cp>Read the letter from the Attorney General’s Office below:\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003ciframe\n class=\"scribd_iframe_embed\"\n src=\"//www.scribd.com/embeds/309879965/content?start_page=1&view_mode=&access_key=key-45Qns8eRmjUDAcWFXwu8\"\n title=\"http://www.scribd.com/doc/309879965\"\n data-auto-height=\"true\" scrolling=\"no\" id=\"scribd_309879965\"\n width=\"100%\" height=\"500\" frameborder=\"0\">\u003c/iframe>\n \u003ca class=\"utils-parseShortcode-shortcodes-__scribdShortcode__scribd_footer\"\n href=\"http://www.scribd.com/doc/309879965\"\n target=\"_blank\" rel=\"noopener noreferrer\">View this document on Scribd\u003c/a>\u003c/p>\u003cp>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Three bills to increase inspection of tour buses in California, inspired by a \u003ca href=\"http://ww2.kqed.org/news/2015/11/13/injuries-reported-in-toursit-bus-crash-near-s-f-s-union-square\" target=\"_blank\">high-profile bus crash in San Francisco's Union Square\u003c/a> last November, are advancing in the state Legislature.\u003c/p>\n\u003cp>The Assembly Committee on Transportation approved AB 1677 on Monday, after its author, Assemblyman Phil Ting of San Francisco, removed a portion of the bill that would have allowed local governments to set up their own inspection programs. Those inspections would have supplemented the checks currently carried out by the California Highway Patrol.\u003c/p>\n\u003cp>The same committee also passed AB 1574 from David Chiu, another Democratic assemblyman from San Francisco, which would help the California Public Utilities Commission identify buses to be inspected. A third bill related to tour bus safety, SB 812, authored by state Sen. Jerry Hill, D-San Mateo, was approved by the Senate Committee on Energy, Utilities and Communications on Tuesday.\u003c/p>\n\u003cp>\u003cstrong>Local Inspection Proposal Dropped\u003c/strong>\u003c/p>\n\u003cp>The key provision of AB 1677 was removed after the union representing CHP officers expressed opposition at a hearing last week.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"If there's additional need for additional inspections it should be done by the CHP,\" said Aaron Read, a lobbyist for the California Association of Highway Patrolman. \"Local agencies don't want this. They are strapped, they are hammered with work.\"\u003c/p>\n\u003cp>Instead, interested cities and counties will have to contract with the CHP for further inspections, which Ting says will not be duplicative.\u003c/p>\n\u003cp>\"At any given time, only about 30 percent of the buses on the road are getting inspections annually,\" Ting said. \"So it's not about getting those buses that are inspected additional inspection. It's about getting those 70 percent inspected.\"\u003c/p>\n\u003cp>\u003cstrong>Supervisors Still Support CHP Partnership \u003c/strong>\u003c/p>\n\u003cp>The bills were introduced by the three Bay Area legislators after the Nov. 13 \u003ca href=\"http://ww2.kqed.org/news/2015/11/13/injuries-reported-in-toursit-bus-crash-near-s-f-s-union-square\" target=\"_blank\">tour bus crash\u003c/a> in Union Square that injured 19 people. A \u003ca href=\"http://www.sfgate.com/bayarea/article/Driver-blamed-for-tour-bus-crash-in-SF-s-Union-6994435.php\" target=\"_blank\">subsequent San Francisco police investigation\u003c/a> found the crash was caused by the driver, who was cited for speeding.\u003c/p>\n\u003cp>However, the reforms spurred by the crash moved ahead, and all three advanced past policy committees this week.\u003c/p>\n\u003cp>On Tuesday, members of the city's Board of Supervisors expressed support for AB 1677 even though the provision allowing for local bus inspections was removed.\u003c/p>\n\u003cp>\"Ideally our localities would be able to inspect these tour buses, because we have the greatest stake in making sure that our cities are safe,\" said Supervisor Jane Kim. \"As long as there are triggers and mechanisms to ensure that CHP has the resources to do these inspections on every single tour bus, then I'll have confidence that we will have safer tour buses in San Francisco.\"\u003c/p>\n\u003cp>Supervisor Norman Yee, who co-authored a board resolution supporting Ting's original language, said that contracting out the additional inspections to the CHP could also save the city money.\u003c/p>\n\u003cp>\"It was never our intent that we needed to carry it our ourselves,\" Yee added. \"It's more of getting more inspections done.\"\u003c/p>\n\u003cp>\u003cstrong>Provisions of Other Bus Bills\u003c/strong>\u003c/p>\n\u003cp>Sen. Jerry Hill's bill focuses on the current CHP bus inspection program, prioritizing inspections of operators with historically low ratings, and raising inspection fees that bus carriers pay.\u003c/p>\n\u003cp>\"The goal is for the CHP to focus more of their efforts and limited resources on problematic and unsafe bus operators,\" Hill said.\u003c/p>\n\u003cp>Assemblyman David Chiu's AB 1574 aims to improve communication between state regulators to identify \"ghost buses.\" That's the term given to buses registered with the Department of Motor Vehicles but not the California Public Utilities Commission, the agency that oversees charter buses.\u003c/p>\n\u003cp>The bill would require the DMV to notify the CPUC when a bus is registered and for the agencies to share identifying information.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>All three tour bus safety bills now advance to the Senate and Assembly appropriations committees.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Three bills to increase inspection of tour buses in California, inspired by a \u003ca href=\"http://ww2.kqed.org/news/2015/11/13/injuries-reported-in-toursit-bus-crash-near-s-f-s-union-square\" target=\"_blank\">high-profile bus crash in San Francisco's Union Square\u003c/a> last November, are advancing in the state Legislature.\u003c/p>\n\u003cp>The Assembly Committee on Transportation approved AB 1677 on Monday, after its author, Assemblyman Phil Ting of San Francisco, removed a portion of the bill that would have allowed local governments to set up their own inspection programs. Those inspections would have supplemented the checks currently carried out by the California Highway Patrol.\u003c/p>\n\u003cp>The same committee also passed AB 1574 from David Chiu, another Democratic assemblyman from San Francisco, which would help the California Public Utilities Commission identify buses to be inspected. A third bill related to tour bus safety, SB 812, authored by state Sen. Jerry Hill, D-San Mateo, was approved by the Senate Committee on Energy, Utilities and Communications on Tuesday.\u003c/p>\n\u003cp>\u003cstrong>Local Inspection Proposal Dropped\u003c/strong>\u003c/p>\n\u003cp>The key provision of AB 1677 was removed after the union representing CHP officers expressed opposition at a hearing last week.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"If there's additional need for additional inspections it should be done by the CHP,\" said Aaron Read, a lobbyist for the California Association of Highway Patrolman. \"Local agencies don't want this. They are strapped, they are hammered with work.\"\u003c/p>\n\u003cp>Instead, interested cities and counties will have to contract with the CHP for further inspections, which Ting says will not be duplicative.\u003c/p>\n\u003cp>\"At any given time, only about 30 percent of the buses on the road are getting inspections annually,\" Ting said. \"So it's not about getting those buses that are inspected additional inspection. It's about getting those 70 percent inspected.\"\u003c/p>\n\u003cp>\u003cstrong>Supervisors Still Support CHP Partnership \u003c/strong>\u003c/p>\n\u003cp>The bills were introduced by the three Bay Area legislators after the Nov. 13 \u003ca href=\"http://ww2.kqed.org/news/2015/11/13/injuries-reported-in-toursit-bus-crash-near-s-f-s-union-square\" target=\"_blank\">tour bus crash\u003c/a> in Union Square that injured 19 people. A \u003ca href=\"http://www.sfgate.com/bayarea/article/Driver-blamed-for-tour-bus-crash-in-SF-s-Union-6994435.php\" target=\"_blank\">subsequent San Francisco police investigation\u003c/a> found the crash was caused by the driver, who was cited for speeding.\u003c/p>\n\u003cp>However, the reforms spurred by the crash moved ahead, and all three advanced past policy committees this week.\u003c/p>\n\u003cp>On Tuesday, members of the city's Board of Supervisors expressed support for AB 1677 even though the provision allowing for local bus inspections was removed.\u003c/p>\n\u003cp>\"Ideally our localities would be able to inspect these tour buses, because we have the greatest stake in making sure that our cities are safe,\" said Supervisor Jane Kim. \"As long as there are triggers and mechanisms to ensure that CHP has the resources to do these inspections on every single tour bus, then I'll have confidence that we will have safer tour buses in San Francisco.\"\u003c/p>\n\u003cp>Supervisor Norman Yee, who co-authored a board resolution supporting Ting's original language, said that contracting out the additional inspections to the CHP could also save the city money.\u003c/p>\n\u003cp>\"It was never our intent that we needed to carry it our ourselves,\" Yee added. \"It's more of getting more inspections done.\"\u003c/p>\n\u003cp>\u003cstrong>Provisions of Other Bus Bills\u003c/strong>\u003c/p>\n\u003cp>Sen. Jerry Hill's bill focuses on the current CHP bus inspection program, prioritizing inspections of operators with historically low ratings, and raising inspection fees that bus carriers pay.\u003c/p>\n\u003cp>\"The goal is for the CHP to focus more of their efforts and limited resources on problematic and unsafe bus operators,\" Hill said.\u003c/p>\n\u003cp>Assemblyman David Chiu's AB 1574 aims to improve communication between state regulators to identify \"ghost buses.\" That's the term given to buses registered with the Department of Motor Vehicles but not the California Public Utilities Commission, the agency that oversees charter buses.\u003c/p>\n\u003cp>The bill would require the DMV to notify the CPUC when a bus is registered and for the agencies to share identifying information.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>All three tour bus safety bills now advance to the Senate and Assembly appropriations committees.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Uber Forcing Democrats to Rethink Labor Rules",
"title": "Uber Forcing Democrats to Rethink Labor Rules",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>Organized labor has always counted on Democrats' support for issues like raising the minimum wage and paid sick leave. But in the new gig economy, run on apps for companies like \u003ca href=\"https://www.uber.com/?nav=c\" target=\"_blank\">Uber\u003c/a> and \u003ca href=\"https://www.taskrabbit.com/\" target=\"_blank\">TaskRabbit\u003c/a>, the very nature of work is changing. And the new tech-driven workplace could put some Democrats at odds with their friends in the labor movement.\u003c/p>\n\u003cp>Food service workers, janitors and other low-wage employees staged a protest recently across the street from the headquarters of the tech company Intel in Santa Clara.\u003c/p>\n\u003cp>It was a classic labor action over traditional issues, like wages, benefits and working conditions. The demonstration was organized by \u003ca href=\"http://siliconvalleyrising.org/\" target=\"_blank\">Silicon Valley Rising\u003c/a>. The group is trying to give low-wage workers here more clout and a bigger share of profits in the super successful innovation economy.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/259868419\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>Even though many of the demonstrators worked for a \u003cem>contractor\u003c/em> that runs Intel’s cafeteria, organizer Derecka Meherns is pushing Intel to allow these workers to organize a union. Meherns says tech companies like Intel have tremendous resources to influence this -- and a wide range of public policy issues affecting workers.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"They can put those resources into campaigns and an army of lobbyists that can walk the halls of every city hall, county, state governments -- it’s a resource working people don’t have,\" Meherns says.\u003c/p>\n\u003cp>But organized labor is hardly an underdog. Analysis by \u003ca href=\"http://maplight.org/\" target=\"_blank\">Maplight\u003c/a> shows that in the past two election cycles, unions gave state legislators nearly $6 million in political contributions -- that’s \u003cem>10 times\u003c/em> more than the largest tech firms here. But Doug Bloch, political director for the Teamsters union, sees the tech sector gaining influence in Sacramento.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1.png\" rel=\"attachment wp-att-10920898\">\u003cimg class=\"aligncenter size-medium wp-image-10920898\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-800x369.png\" alt=\"Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder (1)\" width=\"800\" height=\"369\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-800x369.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-400x184.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-1180x544.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-960x443.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1.png 1280w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003c/p>\n\u003cp>After an outcry over low wages and split shifts for drivers of shuttle buses for companies like Google and Apple, the Teamsters worked with those companies to join the union and raise their wages. But given the complexity of the new “gig economy” and the changing nature of work, Bloch wonders if Democrats will start wobbling on some issues labor cares about.\u003c/p>\n\u003cp>\"I think we have Democrats who are with us when it comes to bus drivers, food service workers and security officers,\" Bloch said. \"And when we go talk to them about supposed independent contractors driving for Uber, it’s a different story.\"\u003c/p>\n\u003cp>To some labor unions, Uber -- the transportation upstart that’s crushing the taxi industry -- is corporate enemy number one. They, and other app-based services like TaskRabbit, say they don’t have employees -- just contractors who set their own hours and get \"gigs\" via customers using apps.\u003c/p>\n\u003cp>But Teamsters lobbyist Barry Broad doesn’t buy the notion that these aren't employees. He goes so far as to compare them to African-American sharecroppers after the Civil War.\u003c/p>\n\u003cp>\"They’re working in a field,\" says Broad, sitting in his modest office near the state Capitol. \"The field is an urban area where people need rides. And Uber allows as many people into the field to pick crops, and Uber says this is how much you're getting per pound. They may not even be getting the minimum wage.\u003c/p>\n\u003cp>\"Frankly, their system is from our perspective perfectly designed for exploitation of low-wage workers.\"\u003c/p>\n\u003cp>This friction between labor and tech could create conflict for legislators, especially Democrats. Lt. Gov. Gavin Newsom says organized labor needs to be nimble. Sitting in his office in a SoMa San Francisco startup incubator, Newsom says \"the tech genie is out of the bottle and you can't stuff it back in.\"\u003c/p>\n\u003cp>\"Something big is happening and we’re going through this radical shift in real time, yet we have work rules and labor rules that have been inflexible that were designed for a world that no longer exists,\" Newsom said. The former San Francisco mayor has close ties to the tech industry, but is also considered a strong ally of labor. And he thinks unions will be making a mistake if they resist adapting to the changing workplace.\u003c/p>\n\u003cp>\"If the attitude is, 'No, we’re just going to deny it and everything is going to be fine,' labor and the middle class are in trouble. I'm rooting for labor.\"\u003c/p>\n\u003cp>Democratic Assemblywoman \u003ca href=\"http://asmdc.org/members/a80/\" target=\"_blank\">Lorena Gonzalez \u003c/a>from San Diego understands that the old workplace rules don’t always apply anymore. She’s sponsoring legislation that would extend rights and a safety net to workers in the gig economy -- without involvement from unions.\u003c/p>\n\u003cp>Her bill -- \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB1727\" target=\"_blank\">AB1727 \u003c/a>known as the \"California 1099 Self-Organizing Act\" -- will be heard in the Assembly Labor Committee later this month.\u003c/p>\n\u003cp>Carl Guardino of the \u003ca href=\"http://svlg.org/\" target=\"_blank\">Silicon Valley Leadership Group \u003c/a>says the time is right for this conversation about the gig economy, but he worries about stifling the innovation economy, or what he calls \"the goose that lays the golden egg in California.\"\u003c/p>\n\u003cp>\"Rather than imposing laws on people and companies, let’s sit down and try to figure out what’s best for all concerned,\" Guardino says.\u003c/p>\n\u003cp>As of now anyway, there’s not an app for finding common ground.\u003c/p>\n\u003cp>Search below to see how much companies and their employees donated to state legislators during the last two election cycles.\u003c/p>\n\u003cp>[techUnionDonations]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Methodology: MapLight analysis of campaign contributions to the candidate-controlled committees associated with current members of the California Legislature during the 2013-2014 and 2015-2016 election cycles. Contributor figures are based on itemized records, aggregated by affiliate organization for political action committees. Totals include donations both from organizations and employees of those organizations. All numbers are based on latest data made available by the California secretary of state as of April 4, 2016.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Organized labor has always counted on Democrats' support for issues like raising the minimum wage and paid sick leave. But in the new gig economy, run on apps for companies like \u003ca href=\"https://www.uber.com/?nav=c\" target=\"_blank\">Uber\u003c/a> and \u003ca href=\"https://www.taskrabbit.com/\" target=\"_blank\">TaskRabbit\u003c/a>, the very nature of work is changing. And the new tech-driven workplace could put some Democrats at odds with their friends in the labor movement.\u003c/p>\n\u003cp>Food service workers, janitors and other low-wage employees staged a protest recently across the street from the headquarters of the tech company Intel in Santa Clara.\u003c/p>\n\u003cp>It was a classic labor action over traditional issues, like wages, benefits and working conditions. The demonstration was organized by \u003ca href=\"http://siliconvalleyrising.org/\" target=\"_blank\">Silicon Valley Rising\u003c/a>. The group is trying to give low-wage workers here more clout and a bigger share of profits in the super successful innovation economy.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/259868419&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/259868419'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Even though many of the demonstrators worked for a \u003cem>contractor\u003c/em> that runs Intel’s cafeteria, organizer Derecka Meherns is pushing Intel to allow these workers to organize a union. Meherns says tech companies like Intel have tremendous resources to influence this -- and a wide range of public policy issues affecting workers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"They can put those resources into campaigns and an army of lobbyists that can walk the halls of every city hall, county, state governments -- it’s a resource working people don’t have,\" Meherns says.\u003c/p>\n\u003cp>But organized labor is hardly an underdog. Analysis by \u003ca href=\"http://maplight.org/\" target=\"_blank\">Maplight\u003c/a> shows that in the past two election cycles, unions gave state legislators nearly $6 million in political contributions -- that’s \u003cem>10 times\u003c/em> more than the largest tech firms here. But Doug Bloch, political director for the Teamsters union, sees the tech sector gaining influence in Sacramento.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1.png\" rel=\"attachment wp-att-10920898\">\u003cimg class=\"aligncenter size-medium wp-image-10920898\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-800x369.png\" alt=\"Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder (1)\" width=\"800\" height=\"369\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-800x369.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-400x184.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-1180x544.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1-960x443.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/04/Union_and_Tech_Donations_to_State_Legislators_From_2013_to_2016_Democrat_Republican_chartbuilder-1.png 1280w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003c/p>\n\u003cp>After an outcry over low wages and split shifts for drivers of shuttle buses for companies like Google and Apple, the Teamsters worked with those companies to join the union and raise their wages. But given the complexity of the new “gig economy” and the changing nature of work, Bloch wonders if Democrats will start wobbling on some issues labor cares about.\u003c/p>\n\u003cp>\"I think we have Democrats who are with us when it comes to bus drivers, food service workers and security officers,\" Bloch said. \"And when we go talk to them about supposed independent contractors driving for Uber, it’s a different story.\"\u003c/p>\n\u003cp>To some labor unions, Uber -- the transportation upstart that’s crushing the taxi industry -- is corporate enemy number one. They, and other app-based services like TaskRabbit, say they don’t have employees -- just contractors who set their own hours and get \"gigs\" via customers using apps.\u003c/p>\n\u003cp>But Teamsters lobbyist Barry Broad doesn’t buy the notion that these aren't employees. He goes so far as to compare them to African-American sharecroppers after the Civil War.\u003c/p>\n\u003cp>\"They’re working in a field,\" says Broad, sitting in his modest office near the state Capitol. \"The field is an urban area where people need rides. And Uber allows as many people into the field to pick crops, and Uber says this is how much you're getting per pound. They may not even be getting the minimum wage.\u003c/p>\n\u003cp>\"Frankly, their system is from our perspective perfectly designed for exploitation of low-wage workers.\"\u003c/p>\n\u003cp>This friction between labor and tech could create conflict for legislators, especially Democrats. Lt. Gov. Gavin Newsom says organized labor needs to be nimble. Sitting in his office in a SoMa San Francisco startup incubator, Newsom says \"the tech genie is out of the bottle and you can't stuff it back in.\"\u003c/p>\n\u003cp>\"Something big is happening and we’re going through this radical shift in real time, yet we have work rules and labor rules that have been inflexible that were designed for a world that no longer exists,\" Newsom said. The former San Francisco mayor has close ties to the tech industry, but is also considered a strong ally of labor. And he thinks unions will be making a mistake if they resist adapting to the changing workplace.\u003c/p>\n\u003cp>\"If the attitude is, 'No, we’re just going to deny it and everything is going to be fine,' labor and the middle class are in trouble. I'm rooting for labor.\"\u003c/p>\n\u003cp>Democratic Assemblywoman \u003ca href=\"http://asmdc.org/members/a80/\" target=\"_blank\">Lorena Gonzalez \u003c/a>from San Diego understands that the old workplace rules don’t always apply anymore. She’s sponsoring legislation that would extend rights and a safety net to workers in the gig economy -- without involvement from unions.\u003c/p>\n\u003cp>Her bill -- \u003ca href=\"http://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB1727\" target=\"_blank\">AB1727 \u003c/a>known as the \"California 1099 Self-Organizing Act\" -- will be heard in the Assembly Labor Committee later this month.\u003c/p>\n\u003cp>Carl Guardino of the \u003ca href=\"http://svlg.org/\" target=\"_blank\">Silicon Valley Leadership Group \u003c/a>says the time is right for this conversation about the gig economy, but he worries about stifling the innovation economy, or what he calls \"the goose that lays the golden egg in California.\"\u003c/p>\n\u003cp>\"Rather than imposing laws on people and companies, let’s sit down and try to figure out what’s best for all concerned,\" Guardino says.\u003c/p>\n\u003cp>As of now anyway, there’s not an app for finding common ground.\u003c/p>\n\u003cp>Search below to see how much companies and their employees donated to state legislators during the last two election cycles.\u003c/p>\n\u003cp>[techUnionDonations]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Methodology: MapLight analysis of campaign contributions to the candidate-controlled committees associated with current members of the California Legislature during the 2013-2014 and 2015-2016 election cycles. Contributor figures are based on itemized records, aggregated by affiliate organization for political action committees. Totals include donations both from organizations and employees of those organizations. All numbers are based on latest data made available by the California secretary of state as of April 4, 2016.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"marketplace": {
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"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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"politicalbreakdown": {
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
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"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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"radiolab": {
"id": "radiolab",
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"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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"reveal": {
"id": "reveal",
"title": "Reveal",
"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
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},
"rightnowish": {
"id": "rightnowish",
"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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},
"science-friday": {
"id": "science-friday",
"title": "Science Friday",
"info": "Science Friday is a weekly science talk show, broadcast live over public radio stations nationwide. Each week, the show focuses on science topics that are in the news and tries to bring an educated, balanced discussion to bear on the scientific issues at hand. Panels of expert guests join host Ira Flatow, a veteran science journalist, to discuss science and to take questions from listeners during the call-in portion of the program.",
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"snap-judgment": {
"id": "snap-judgment",
"title": "Snap Judgment",
"tagline": "Real stories with killer beats",
"info": "The Snap Judgment radio show and podcast mixes real stories with killer beats to produce cinematic, dramatic radio. Snap's musical brand of storytelling dares listeners to see the world through the eyes of another. This is storytelling... with a BEAT!! Snap first aired on public radio stations nationwide in July 2010. Today, Snap Judgment airs on over 450 public radio stations and is brought to the airwaves by KQED & PRX.",
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},
"soldout": {
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}
