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"excerpt": "Company agrees to pay $25 million for making misleading claims about its background checks for drivers.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c!--more-->The district attorneys of San Francisco and Los Angeles have settled an unlawful business practice lawsuit against Uber over claims the company \u003ca href=\"http://ww2.kqed.org/news/2014/09/25/george-gascon-threatens-action-against-uber-lyft-sidecar\" target=\"_blank\">made misleading statements\u003c/a> about its background checks for drivers.\u003c/p>\n\u003cp>The suit, filed in late 2014, alleged that Uber made untrue claims when it said it offered \"the safest ride on the road\" and that its drivers undergo rigorous background checks that are \"industry-leading.\"\u003c/p>\n\u003cp>According to a press release from San Francisco District Attorney George Gascón and Los Angeles District Attorney Jackie Lacey, Uber and its subsidiary, Raiser, agreed to pay as much as a $25 million civil penalty.\u003c/p>\n\u003cp>\"It sends a clear message to all businesses, and to startups in particular, that in the quest to quickly obtain market share, laws designed to protect consumers cannot be ignored,\" Gascón said in a statement.\u003c/p>\n\u003cp>Uber's background checks have been criticized as not being as thorough as fingerprint background checks, which taxicab drivers in most large American cities are required to pass.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Both Uber and Lyft -- which settled a similar suit with the L.A. and S.F. district attorneys -- have claimed that no background check is perfect, and that theirs are just as good as the taxi industry's. Uber has also claimed fingerprint background checks are discriminatory.\u003c/p>\n\u003cp>\"No means of transportation can ever be 100 percent safe. Accidents and incidents do happen. That's why we need to ensure that the language used to describe safety at Uber is clear and precise. So we've agreed to not use terms like 'safest ride on the road' or describe our background checks as 'the gold standard,' \" an Uber spokeswoman said in a statement.\u003c/p>\n\u003cp>In August, when prosecutors filed an amended complaint against Uber, they reported uncovering at least 25 cases in Los Angeles where Uber's background checks failed to stop registered sex offenders, burglars and a convicted murderer from becoming drivers.\u003c/p>\n\u003cp>The prosecutors argue that Uber's background checks do not have access to state and federal databases, and say fingerprint background checks are \"the gold standard.\" Uber recently agreed to settle \u003ca href=\"https://www.washingtonpost.com/news/the-switch/wp/2016/02/11/uber-is-about-to-pay-its-u-s-riders-28-5-million-heres-why/\" target=\"_blank\">two federal class-action lawsuits\u003c/a> in California over similar allegations.\u003c/p>\n\u003cp>The two district attorneys say their suit against Uber \"led to an overhaul of Uber's safety advertising in which Uber no longer makes a wide variety of representations calculated to convince the public that its background checks are the 'best' in the industry.\"\u003c/p>\n\u003cp>As part of the settlement, the company also agreed not to operate at California airports unless it has permission to do so. \u003c/p>\n\u003cp>Uber agreed to pay $10 million within 60 days, with the amount being evenly split between San Francisco and Los Angeles. Officials said the remaining $15 million would be waived in two years, if the company has complied with the terms of the settlement. An Uber spokeswoman said the company has complied with \"most\" of the terms.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The California Public Utilities Commission is currently considering \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 all ride-service drivers in California.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "L.A. and S.F. Want to Regulate Ride Services if State Won't",
"title": "L.A. and S.F. Want to Regulate Ride Services if State Won't",
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"content": "\u003cp>California was the first state in the country to regulate ride services, but 2½ years later, the head of the California Public Utilities Commission is questioning whether his agency is the right one for the job.\u003c/p>\n\u003cp>\"The real question is: Should we be doing this?\" CPUC President Michael Picker said in a recent interview with KQED, echoing comments he made at two legislative hearings in Sacramento last month.\u003c/p>\n\u003cp>\"It's a very, very, very frustrating job, and I expect it will only slowly get better,\" he said.\u003c/p>\n\u003cp>When \u003ca href=\"http://www.latimes.com/politics/essential/la-pol-sac-essential-politics-20160301-htmlstory.html#4580\" target=\"_blank\">he told a state Senate committee\u003c/a> that no other state agency wanted to regulate ride services, he said he was pointing out \"that this didn't seem to be something that was well-suited to the modern role of the CPUC.\"\u003c/p>\n\u003cp>Picker's remarks come at a time when the CPUC is \u003ca href=\"http://www.kqed.org/a/forum/R201602090900\" target=\"_blank\">under scrutiny\u003c/a> on several fronts. The commission was scheduled to \u003ca href=\"http://ww2.kqed.org/news/2016/03/17/cpuc-regulators-still-hashing-out-more-rules-for-uber-and-lyft\" target=\"_blank\">vote on a new round of ride-service rules Thursday\u003c/a>, but delayed the vote until April 21. It is also currently considering whether to require fingerprint background checks for Uber and Lyft drivers.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Safety Concerns\u003c/strong>\u003c/p>\n\u003cp>In cities across the country, Uber and Lyft have been fighting efforts to require more stringent background checks, insisting that their current methods are sufficient.\u003c/p>\n\u003cp>Most major American cities have been regulating taxicabs for decades. But as reports surface in cities about passenger safety problems with the ride services, some are making a move to craft their own regulations, such as fingerprinting Uber and Lyft drivers, said Dave Sutton, the head of \u003ca href=\"http://www.whosdrivingyou.org/\" target=\"_blank\">Who's Driving You\u003c/a>, an organization representing the taxi, limousine and paratransit industries.\u003c/p>\n\u003cp>\"Uber is pushing at the state level to basically preempt that local control, and avoid things like fingerprint background checks, which they believe slows their business development down,\" Sutton said.\u003c/p>\n\u003cp>In Los Angeles, Mayor Eric Garcetti and two city councilmen, Paul Krekorian and Herb Wesson, recently sent a letter to the CPUC asking the agency to allow the city to do a fingerprint background check pilot program. Current CPUC regulations do not require fingerprint background checks, which are required for taxicab drivers in many large cities.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/2016/03/25/state-regulators-deny-l-a-s-request-to-fingerprint-uber-lyft-drivers\" target=\"_blank\">Their request was denied\u003c/a> by CPUC Commissioner Liane Randolph, who said she wanted to first consider whether fingerprint background checks should be required by the CPUC. She wrote that she hoped to provide some direction on the issue by this fall.\u003c/p>\n\u003cp>\u003cstrong>San Francisco Enforcement\u003c/strong>\u003c/p>\n\u003cp>In the hometown of Uber and Lyft, the San Francisco Municipal Transportation Agency would like to enforce state ride-service regulations, since the CPUC doesn't seem to have the ability to do so.\u003c/p>\n\u003cp>“I can’t imagine that would be too controversial, given that the rules are already in place,\" said Kate Toran, head of the SFMTA's taxi division. “We’re not talking about establishing new rules, although I’d be happy to do that as well.”\u003c/p>\n\u003cp>The SFMTA currently has seven taxi investigators, and the agency would theoretically hire more to enforce state rules on ride services. The penalties and other details about how the program would work haven't been discussed.\u003c/p>\n\u003cp>Some estimates have put the number of ride-service vehicles in San Francisco at 20,000, although it's hard to peg an exact number. Both Uber and Lyft are protective of their trip data, which might indicate how all those ride-service cars are impacting transit, congestion and the environment.\u003c/p>\n\u003cp>\u003cstrong>Cities vs. States\u003c/strong>\u003c/p>\n\u003cp>Since California first adopted its ride-service rules in 2013, 29 states and 40 cities have enacted regulations, according to an Uber spokeswoman.\u003c/p>\n\u003cp>Uber officials have argued that rather than deal with a patchwork of local regulations, they prefer a uniform statewide policy. Some trips, they say, may also cross over several jurisdictions.\u003c/p>\n\u003cp>In California, whether the CPUC even has the authority to regulate Uber and Lyft at the state level is a question currently being argued in federal court, where San Francisco-based\u003ca href=\"http://www.sfexaminer.com/flywheel-taxi-sues-state-says-cities-should-regulate-uber-lyft/\" target=\"_blank\"> Flywheel Taxi has sued the agency\u003c/a>, contending ride services should be regulated by cities.\u003c/p>\n\u003cp>The crux of Flywheel's argument that cities have regulatory authority is its contention that ride services are not \"prearranged\" but are rather \"on-demand,\" like taxicabs, which can be hailed on the streets, and are overseen by local agencies.\u003c/p>\n\u003cp>\"This lawsuit is intended to make sure everyone gets to compete, while playing by the same rules,\" said Flywheel's president, Hansu Kim.\u003c/p>\n\u003cp>The CPUC's lawyers recently moved to dismiss the suit, arguing that the agency does have authority under the Public Utilities Code. They say that was blessed by the Legislature when it \u003ca href=\"http://asmdc.org/members/a14/news-room/press-releases/bonilla-s-groundbreaking-bill-defining-insurance-coverage-for-uber-and-lyft-signed-by-governor\" target=\"_blank\">passed a bill by Assemblywoman Susan Bonilla\u003c/a> clarifying insurance coverage and \"ensuring oversight\" of ride services by the CPUC.\u003c/p>\n\u003cp>\u003cstrong>CPUC Reform\u003c/strong>\u003c/p>\n\u003cp>State lawmakers, meanwhile, are considering another round of legislation to reform the CPUC, and to enact tougher rules on ride services. One bill, by Assemblyman Ben Hueso, \u003ca href=\"http://www.sacbee.com/news/politics-government/capitol-alert/article70089442.html\" target=\"_blank\">passed its first committee test\u003c/a> Tuesday. It calls on the CPUC to oversee prices, do more stringent background checks and look into how ride services can better serve people with disabilities.\u003c/p>\n\u003cp>A reform measure, proposed as a constitutional amendment, would give the Legislature the authority to break up the CPUC. Some lawmakers say the agency is stretched too thin.\u003c/p>\n\u003cp>According to a 2014 report by the state auditor, the CPUC's Transportation Enforcement Branch has 45 staffers overseeing ride services, limousines, charter buses, airport shuttles, moving companies, light-rail public transit, railroads and ferries.\u003c/p>\n\u003cp>Some consumer advocates, though, aren't so sure the regulation of ride services should be taken away from the CPUC.\u003c/p>\n\u003cp>\"I think it's never good when a regulator doesn't want to regulate an industry that they regulate,\" said Jamie Court, head of Consumer Watchdog. He said he thinks the CPUC is the \"appropriate umpire\" to oversee ride services.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"While they can defer to localities' restrictions, which they should, there also needs to be a baseline for rural areas and other cities that haven't gotten into the fray, or where the political will isn't there to regulate the companies,\" he said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California was the first state in the country to regulate ride services, but 2½ years later, the head of the California Public Utilities Commission is questioning whether his agency is the right one for the job.\u003c/p>\n\u003cp>\"The real question is: Should we be doing this?\" CPUC President Michael Picker said in a recent interview with KQED, echoing comments he made at two legislative hearings in Sacramento last month.\u003c/p>\n\u003cp>\"It's a very, very, very frustrating job, and I expect it will only slowly get better,\" he said.\u003c/p>\n\u003cp>When \u003ca href=\"http://www.latimes.com/politics/essential/la-pol-sac-essential-politics-20160301-htmlstory.html#4580\" target=\"_blank\">he told a state Senate committee\u003c/a> that no other state agency wanted to regulate ride services, he said he was pointing out \"that this didn't seem to be something that was well-suited to the modern role of the CPUC.\"\u003c/p>\n\u003cp>Picker's remarks come at a time when the CPUC is \u003ca href=\"http://www.kqed.org/a/forum/R201602090900\" target=\"_blank\">under scrutiny\u003c/a> on several fronts. The commission was scheduled to \u003ca href=\"http://ww2.kqed.org/news/2016/03/17/cpuc-regulators-still-hashing-out-more-rules-for-uber-and-lyft\" target=\"_blank\">vote on a new round of ride-service rules Thursday\u003c/a>, but delayed the vote until April 21. It is also currently considering whether to require fingerprint background checks for Uber and Lyft drivers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Safety Concerns\u003c/strong>\u003c/p>\n\u003cp>In cities across the country, Uber and Lyft have been fighting efforts to require more stringent background checks, insisting that their current methods are sufficient.\u003c/p>\n\u003cp>Most major American cities have been regulating taxicabs for decades. But as reports surface in cities about passenger safety problems with the ride services, some are making a move to craft their own regulations, such as fingerprinting Uber and Lyft drivers, said Dave Sutton, the head of \u003ca href=\"http://www.whosdrivingyou.org/\" target=\"_blank\">Who's Driving You\u003c/a>, an organization representing the taxi, limousine and paratransit industries.\u003c/p>\n\u003cp>\"Uber is pushing at the state level to basically preempt that local control, and avoid things like fingerprint background checks, which they believe slows their business development down,\" Sutton said.\u003c/p>\n\u003cp>In Los Angeles, Mayor Eric Garcetti and two city councilmen, Paul Krekorian and Herb Wesson, recently sent a letter to the CPUC asking the agency to allow the city to do a fingerprint background check pilot program. Current CPUC regulations do not require fingerprint background checks, which are required for taxicab drivers in many large cities.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/2016/03/25/state-regulators-deny-l-a-s-request-to-fingerprint-uber-lyft-drivers\" target=\"_blank\">Their request was denied\u003c/a> by CPUC Commissioner Liane Randolph, who said she wanted to first consider whether fingerprint background checks should be required by the CPUC. She wrote that she hoped to provide some direction on the issue by this fall.\u003c/p>\n\u003cp>\u003cstrong>San Francisco Enforcement\u003c/strong>\u003c/p>\n\u003cp>In the hometown of Uber and Lyft, the San Francisco Municipal Transportation Agency would like to enforce state ride-service regulations, since the CPUC doesn't seem to have the ability to do so.\u003c/p>\n\u003cp>“I can’t imagine that would be too controversial, given that the rules are already in place,\" said Kate Toran, head of the SFMTA's taxi division. “We’re not talking about establishing new rules, although I’d be happy to do that as well.”\u003c/p>\n\u003cp>The SFMTA currently has seven taxi investigators, and the agency would theoretically hire more to enforce state rules on ride services. The penalties and other details about how the program would work haven't been discussed.\u003c/p>\n\u003cp>Some estimates have put the number of ride-service vehicles in San Francisco at 20,000, although it's hard to peg an exact number. Both Uber and Lyft are protective of their trip data, which might indicate how all those ride-service cars are impacting transit, congestion and the environment.\u003c/p>\n\u003cp>\u003cstrong>Cities vs. States\u003c/strong>\u003c/p>\n\u003cp>Since California first adopted its ride-service rules in 2013, 29 states and 40 cities have enacted regulations, according to an Uber spokeswoman.\u003c/p>\n\u003cp>Uber officials have argued that rather than deal with a patchwork of local regulations, they prefer a uniform statewide policy. Some trips, they say, may also cross over several jurisdictions.\u003c/p>\n\u003cp>In California, whether the CPUC even has the authority to regulate Uber and Lyft at the state level is a question currently being argued in federal court, where San Francisco-based\u003ca href=\"http://www.sfexaminer.com/flywheel-taxi-sues-state-says-cities-should-regulate-uber-lyft/\" target=\"_blank\"> Flywheel Taxi has sued the agency\u003c/a>, contending ride services should be regulated by cities.\u003c/p>\n\u003cp>The crux of Flywheel's argument that cities have regulatory authority is its contention that ride services are not \"prearranged\" but are rather \"on-demand,\" like taxicabs, which can be hailed on the streets, and are overseen by local agencies.\u003c/p>\n\u003cp>\"This lawsuit is intended to make sure everyone gets to compete, while playing by the same rules,\" said Flywheel's president, Hansu Kim.\u003c/p>\n\u003cp>The CPUC's lawyers recently moved to dismiss the suit, arguing that the agency does have authority under the Public Utilities Code. They say that was blessed by the Legislature when it \u003ca href=\"http://asmdc.org/members/a14/news-room/press-releases/bonilla-s-groundbreaking-bill-defining-insurance-coverage-for-uber-and-lyft-signed-by-governor\" target=\"_blank\">passed a bill by Assemblywoman Susan Bonilla\u003c/a> clarifying insurance coverage and \"ensuring oversight\" of ride services by the CPUC.\u003c/p>\n\u003cp>\u003cstrong>CPUC Reform\u003c/strong>\u003c/p>\n\u003cp>State lawmakers, meanwhile, are considering another round of legislation to reform the CPUC, and to enact tougher rules on ride services. One bill, by Assemblyman Ben Hueso, \u003ca href=\"http://www.sacbee.com/news/politics-government/capitol-alert/article70089442.html\" target=\"_blank\">passed its first committee test\u003c/a> Tuesday. It calls on the CPUC to oversee prices, do more stringent background checks and look into how ride services can better serve people with disabilities.\u003c/p>\n\u003cp>A reform measure, proposed as a constitutional amendment, would give the Legislature the authority to break up the CPUC. Some lawmakers say the agency is stretched too thin.\u003c/p>\n\u003cp>According to a 2014 report by the state auditor, the CPUC's Transportation Enforcement Branch has 45 staffers overseeing ride services, limousines, charter buses, airport shuttles, moving companies, light-rail public transit, railroads and ferries.\u003c/p>\n\u003cp>Some consumer advocates, though, aren't so sure the regulation of ride services should be taken away from the CPUC.\u003c/p>\n\u003cp>\"I think it's never good when a regulator doesn't want to regulate an industry that they regulate,\" said Jamie Court, head of Consumer Watchdog. He said he thinks the CPUC is the \"appropriate umpire\" to oversee ride services.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"While they can defer to localities' restrictions, which they should, there also needs to be a baseline for rural areas and other cities that haven't gotten into the fray, or where the political will isn't there to regulate the companies,\" he said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Federal Court Says Uber Can Appeal Class-Action Suit Filed by California Drivers",
"title": "Federal Court Says Uber Can Appeal Class-Action Suit Filed by California Drivers",
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"content": "\u003cp>A San Francisco federal appeals court says Uber can appeal the class-action status of a lawsuit filed by drivers that challenges their status as independent contractors and argues they should be employees instead.\u003c/p>\n\u003cp>The Ninth U.S. Circuit Court of Appeals on Tuesday agreed to hear the appeal in June, around the same time the federal suit by Uber drivers is slated to go to trial. However, Uber's lawyers are now seeking to delay it. \u003c/p>\n\u003cp>In their appeal, the company's lawyers argue that a ruling by U.S. District Court Judge Edward Chen granting class-action status to more than 150,000 Uber drivers in California violated federal arbitration rules.\u003c/p>\n\u003cp>They say nearly all of those drivers agreed not to participate in the class action and to instead arbitrate disputes on an individual basis, but Chen ruled the arbitration clauses were unenforceable, and eventually agreed to expand the class from 8,000 to 150,000 drivers.\u003c/p>\n\u003cp>\"The district court ran roughshod over Uber's arbitration agreements and set this case for an improper class trial,\" Uber's lawyers argued in their brief, calling the ruling \"deeply flawed.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In a statement, an Uber spokesman said: \"We are pleased that the Ninth Circuit has granted this petition to review the lower court's order.\"\u003c/p>\n\u003cp>Uber lawyers have appealed six of Chen's decisions, and say that if any of them succeed, the class-action certification rulings would \"crumble.\"\u003c/p>\n\u003cp>In her response, Shannon Liss-Riordan, the labor attorney representing the drivers, said the appeal was unnecessary, considering Uber has already appealed similar rulings.\u003c/p>\n\u003cp>\"The Court should object to Uber's backdoor attempt to stay proceedings in this case,\" she wrote, and \"allow Uber's existing appeals to sort out the ultimate scope of class while the case proceeds to trial.\"\u003c/p>\n\u003cp>On Wednesday, Uber filed a motion asking Chen to put the trial on hold until the appeal is decided, and confidently claimed \"it is likely to succeed.\" \u003c/p>\n\u003cp>In December, Chen \u003ca href=\"http://ww2.kqed.org/news/2015/12/18/judge-orders-uber-to-limit-communication-with-drivers-in-lawsuit\" target=\"_blank\">ordered Uber to limit communication with drivers\u003c/a> who are part of the lawsuit, saying revised arbitration agreements that the company sent out were likely to \"engender confusion.\"\u003c/p>\n\u003cp>The company issued the agreements two days after \u003ca href=\"http://ww2.kqed.org/news/2015/12/10/uber-drivers-class-action-lawsuit-expanded\" target=\"_blank\">Chen agreed to expand the class of drivers\u003c/a>.\u003c/p>\n\u003cp>The lawsuit by California Uber drivers, filed in August 2013, argues that they are employees, entitled to business expenses that include gas and vehicle maintenance costs.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>If the suit is successful, it could put a damper on Uber's business model of relying on drivers as independent contractors who pay their own expenses.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A San Francisco federal appeals court says Uber can appeal the class-action status of a lawsuit filed by drivers that challenges their status as independent contractors and argues they should be employees instead.\u003c/p>\n\u003cp>The Ninth U.S. Circuit Court of Appeals on Tuesday agreed to hear the appeal in June, around the same time the federal suit by Uber drivers is slated to go to trial. However, Uber's lawyers are now seeking to delay it. \u003c/p>\n\u003cp>In their appeal, the company's lawyers argue that a ruling by U.S. District Court Judge Edward Chen granting class-action status to more than 150,000 Uber drivers in California violated federal arbitration rules.\u003c/p>\n\u003cp>They say nearly all of those drivers agreed not to participate in the class action and to instead arbitrate disputes on an individual basis, but Chen ruled the arbitration clauses were unenforceable, and eventually agreed to expand the class from 8,000 to 150,000 drivers.\u003c/p>\n\u003cp>\"The district court ran roughshod over Uber's arbitration agreements and set this case for an improper class trial,\" Uber's lawyers argued in their brief, calling the ruling \"deeply flawed.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In a statement, an Uber spokesman said: \"We are pleased that the Ninth Circuit has granted this petition to review the lower court's order.\"\u003c/p>\n\u003cp>Uber lawyers have appealed six of Chen's decisions, and say that if any of them succeed, the class-action certification rulings would \"crumble.\"\u003c/p>\n\u003cp>In her response, Shannon Liss-Riordan, the labor attorney representing the drivers, said the appeal was unnecessary, considering Uber has already appealed similar rulings.\u003c/p>\n\u003cp>\"The Court should object to Uber's backdoor attempt to stay proceedings in this case,\" she wrote, and \"allow Uber's existing appeals to sort out the ultimate scope of class while the case proceeds to trial.\"\u003c/p>\n\u003cp>On Wednesday, Uber filed a motion asking Chen to put the trial on hold until the appeal is decided, and confidently claimed \"it is likely to succeed.\" \u003c/p>\n\u003cp>In December, Chen \u003ca href=\"http://ww2.kqed.org/news/2015/12/18/judge-orders-uber-to-limit-communication-with-drivers-in-lawsuit\" target=\"_blank\">ordered Uber to limit communication with drivers\u003c/a> who are part of the lawsuit, saying revised arbitration agreements that the company sent out were likely to \"engender confusion.\"\u003c/p>\n\u003cp>The company issued the agreements two days after \u003ca href=\"http://ww2.kqed.org/news/2015/12/10/uber-drivers-class-action-lawsuit-expanded\" target=\"_blank\">Chen agreed to expand the class of drivers\u003c/a>.\u003c/p>\n\u003cp>The lawsuit by California Uber drivers, filed in August 2013, argues that they are employees, entitled to business expenses that include gas and vehicle maintenance costs.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>If the suit is successful, it could put a damper on Uber's business model of relying on drivers as independent contractors who pay their own expenses.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Caltrain is making more room for bicycles on some of its trains starting today. A third bike car will be added to the system’s Bombardier-style trains, increasing bike capacity from 48 bikes to 72. The move will mean fewer cyclists getting left behind at stations due to overcrowding.\u003c/p>\n\u003cp>“We know that people who ride their bikes and try to bring them on board are often bumped and unable to bring them on the train,” says Chris Cassidy with the San Francisco Bicycle Coalition. “That impacts their life dramatically. They’re late getting home, late to pick up their kids, late to make dinner and late to meet their love ones.”\u003c/p>\n\u003cfigure id=\"attachment_10919815\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-thumbnail wp-image-10919815\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/config-400x577.jpg\" alt=\"New Bombardier train configuration.\" width=\"400\" height=\"577\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/config-400x577.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/config-800x1153.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/config-1180x1701.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/config-960x1384.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/config.jpg 1200w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003cfigcaption class=\"wp-caption-text\">New Bombardier train configuration. \u003ccite>(Courtesy of Caltrain)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The third bike car will be positioned next to the existing bike car on the southern side of the train. This effectively adds a sixth car to the train, and does not reduce overall seating capacity at all.\u003c/p>\n\u003cp>Caltrain officials say more than 7,000 bikes are brought aboard their trains each day, about triple what they were seeing in 2004.\u003c/p>\n\u003cp>Cassidy sees Caltrain’s addition as a promising step forward for the biking community.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We recently did a survey of people who bike to and from Caltrain and learned that 45 percent of people who seek to bring their bikes on board would drive if they couldn’t get their bikes on Caltrain,” he says. “Caltrain is encouraging active transportation and better air quality for everyone who breathes in the Bay Area.”\u003c/p>\n\u003cp>The system’s gallery train sets, which already accommodate up to 80 onboard bicycles, will continue to have two bike cars.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Caltrain will increase bike capacity even further when it electrifies its fleet in coming years.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Caltrain is making more room for bicycles on some of its trains starting today. A third bike car will be added to the system’s Bombardier-style trains, increasing bike capacity from 48 bikes to 72. The move will mean fewer cyclists getting left behind at stations due to overcrowding.\u003c/p>\n\u003cp>“We know that people who ride their bikes and try to bring them on board are often bumped and unable to bring them on the train,” says Chris Cassidy with the San Francisco Bicycle Coalition. “That impacts their life dramatically. They’re late getting home, late to pick up their kids, late to make dinner and late to meet their love ones.”\u003c/p>\n\u003cfigure id=\"attachment_10919815\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-thumbnail wp-image-10919815\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/04/config-400x577.jpg\" alt=\"New Bombardier train configuration.\" width=\"400\" height=\"577\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/config-400x577.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/config-800x1153.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/config-1180x1701.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/config-960x1384.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/04/config.jpg 1200w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003cfigcaption class=\"wp-caption-text\">New Bombardier train configuration. \u003ccite>(Courtesy of Caltrain)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The third bike car will be positioned next to the existing bike car on the southern side of the train. This effectively adds a sixth car to the train, and does not reduce overall seating capacity at all.\u003c/p>\n\u003cp>Caltrain officials say more than 7,000 bikes are brought aboard their trains each day, about triple what they were seeing in 2004.\u003c/p>\n\u003cp>Cassidy sees Caltrain’s addition as a promising step forward for the biking community.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Senators Ask Tough Questions About High-Speed Rail",
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"content": "\u003cp>A California Senate committee got its chance today to take a closer look at the status of the state's high-speed rail project. The High-Speed Rail Authority recently released a \u003ca href=\"http://www.hsr.ca.gov/docs/about/business_plans/DRAFT_2016_Business_Plan_0201816.pdf\" target=\"_blank\">draft business plan\u003c/a>.\u003c/p>\n\u003cp>At the hearing, High-Speed Rail Authority Chair Dan Richard said construction on the first segment was shifted from a southern route between the Central Valley and Los Angeles to a northern route between the Central Valley and San Jose because it was less expensive and could generate significant private investment. But he says the train needs to be running to attract investors.\u003c/p>\n\u003cp>\"They're looking for that first operating line,\" he says.\u003c/p>\n\u003cp>The Rail Authority estimates it will cost about $20 billion to build the northern route, which Richard says could generate $8 billion to $10 billion in private investment. He said the segment could be operational by 2025.\u003c/p>\n\u003cp>[contextly_sidebar id=\"yy6JDdo9X8DiVujUPaTJGOSQsO5m0m0M\"]\u003c/p>\n\u003cp>But while the Rail Authority was touting the progress being made on the project, senators of both parties expressed concerns about financing. Republican Jim Nielsen says the evolution of the project make him uneasy.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"There have been so many changes, how can we find comfort?\" he asked. \"It seems like it's almost careening down the tracks.\"\u003c/p>\n\u003cp>Democrat Richard Roth questioned what the Rail Authority will do if the \u003ca href=\"http://www.lao.ca.gov/Publications/Report/3328#Post.20132020\" target=\"_blank\">cap-and-trade\u003c/a> program is not extended beyond 2020. According to the \u003ca href=\"http://lao.ca.gov/Publications/Report/3394\" target=\"_blank\">Legislative Analyst's Office\u003c/a>, the authority is counting on nearly $18 billion in cap-and-trade revenues through 2050.\u003c/p>\n\u003cp>\"If in fact cap-and-trade goes away or is substantially changed to interfere with your ability to access the $17.8 billion or $18 billion that you need, what will we be left with at that point in time?\" Roth asked.\u003c/p>\n\u003cp>Richard said that's a question the project has always faced. He says even if the first segment is the only one to ultimately get built, it would still serve a purpose by increasing passenger rail service and freeing up freight capacity.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The authority estimates it will take $64 billion to complete all of Phase I, which would run between San Francisco and Anaheim. The Initial Operating Segment -- the first part of Phase I -- would run between San Jose and Shafter. Phase II of the project is planned to connect the system to Sacramento in the north and San Diego in the south, but cost estimates and a schedule have not been released.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A California Senate committee got its chance today to take a closer look at the status of the state's high-speed rail project. The High-Speed Rail Authority recently released a \u003ca href=\"http://www.hsr.ca.gov/docs/about/business_plans/DRAFT_2016_Business_Plan_0201816.pdf\" target=\"_blank\">draft business plan\u003c/a>.\u003c/p>\n\u003cp>At the hearing, High-Speed Rail Authority Chair Dan Richard said construction on the first segment was shifted from a southern route between the Central Valley and Los Angeles to a northern route between the Central Valley and San Jose because it was less expensive and could generate significant private investment. But he says the train needs to be running to attract investors.\u003c/p>\n\u003cp>\"They're looking for that first operating line,\" he says.\u003c/p>\n\u003cp>The Rail Authority estimates it will cost about $20 billion to build the northern route, which Richard says could generate $8 billion to $10 billion in private investment. He said the segment could be operational by 2025.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>But while the Rail Authority was touting the progress being made on the project, senators of both parties expressed concerns about financing. Republican Jim Nielsen says the evolution of the project make him uneasy.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"There have been so many changes, how can we find comfort?\" he asked. \"It seems like it's almost careening down the tracks.\"\u003c/p>\n\u003cp>Democrat Richard Roth questioned what the Rail Authority will do if the \u003ca href=\"http://www.lao.ca.gov/Publications/Report/3328#Post.20132020\" target=\"_blank\">cap-and-trade\u003c/a> program is not extended beyond 2020. According to the \u003ca href=\"http://lao.ca.gov/Publications/Report/3394\" target=\"_blank\">Legislative Analyst's Office\u003c/a>, the authority is counting on nearly $18 billion in cap-and-trade revenues through 2050.\u003c/p>\n\u003cp>\"If in fact cap-and-trade goes away or is substantially changed to interfere with your ability to access the $17.8 billion or $18 billion that you need, what will we be left with at that point in time?\" Roth asked.\u003c/p>\n\u003cp>Richard said that's a question the project has always faced. He says even if the first segment is the only one to ultimately get built, it would still serve a purpose by increasing passenger rail service and freeing up freight capacity.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The authority estimates it will take $64 billion to complete all of Phase I, which would run between San Francisco and Anaheim. The Initial Operating Segment -- the first part of Phase I -- would run between San Jose and Shafter. Phase II of the project is planned to connect the system to Sacramento in the north and San Diego in the south, but cost estimates and a schedule have not been released.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Alaska Air Buys Virgin America to Expand West Coast Flights",
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"content": "\u003cp>\u003cstrong>Updated, 2:50 p.m. Monday:\u003c/strong>\u003cbr>\nEmployees working at the company's headquarters will be needed through the close of the merger, which is expected to take several months, says Dave Arnold, Virgin's director of communications. He says some of those employees may be needed beyond that point as well. Virgin's pilots, in-flight teammates, guest services teammates and maintenance technicians will be protected.\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong>\u003cbr>\nAlaska Air Group Inc. is buying Burlingame-based Virgin America in a deal worth $2.6 billion, making Alaska the biggest carrier on the West Coast and reigniting the debate over airline consolidation.\u003c/p>\n\u003cp>The proposed merger also would give Seattle-based Alaska a foothold in key airports in New York and Washington, D.C., increasing the airline's appeal to business travelers.\u003c/p>\n\u003cp>\"Our goal is to be the premier airline for people along the West Coast,\" Alaska CEO Brad Tilden told investors on a call Monday morning.\u003c/p>\n\u003cp>Alaska currently flies only to Seattle and Portland out of San Francisco International Airport. Following the merger, it also would fly from San Francisco to several key markets, including New York, Los Angeles, Las Vegas, Chicago, Boston, San Diego, Denver and Washington, D.C.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>A press release from Virgin America says its pilots, in-flight teammates, guest services teammates and maintenance technicians will be protected in the combination.\u003c/p>\n\u003cp>The merger pushes Alaska ahead of JetBlue Airways — which had also bid for Virgin — to become the fifth-largest carrier in the U.S. based on passengers. The combined airline would control 5.5 percent of domestic passengers, compared to New York-based JetBlue's 4.2 percent. By comparison, the four largest U.S. airlines -- American Airlines, Delta Air Lines, Southwest Airlines and United Airlines -- controlled a combined 83 percent of domestic seats in the past year, according to an AP analysis of data from Diio, an airline-schedule tracking service.\u003c/p>\n\u003cp>Alaska said the deal will add Virgin's 200 daily departures to its existing 1,000 daily flights. The airline currently serves 112 destinations in the U.S., Canada and Mexico.\u003c/p>\n\u003caside class=\"pullquote alignright\">'Our goal is to be the premier airline for people along the West Coast.'\u003cbr>\n\u003ccite>Alaska CEO Brad Tilden\u003c/cite>\u003c/aside>\n\u003cp>Both airlines have very loyal followings in their respective hometowns. Virgin quickly won over passengers with its new jets, friendly crews, trendy mood lighting, extensive seatback entertainment systems and meals on demand. All of that could go away if Alaska chooses to fly a uniform fleet, a decision company executives say they are still debating.\u003c/p>\n\u003cp>Alaska fliers are just as loyal, loving the airline's compassion. Like other carriers, it charges for bag fees but was the first to add a service guarantee: If a bag doesn't make it to the claim area within 20 minutes, fliers get $25 off a future trip or 2,500 bonus miles.\u003c/p>\n\u003cp>Virgin America's Elevate loyalty program members will become part of Alaska Air's Mileage Plan. The two loyalty programs will remain separate until the acquisition closes.\u003c/p>\n\u003cp>Virgin America got off the ground with support from minority owner Richard Branson and began flying in 2007. It went public in November 2014 with an initial stock offering priced at $23 per share. Virgin, which turned profitable — barely — in 2013, earned a record $340.5 million last year. The airline slowed down its rapid growth and got help from low fuel prices. Virgin is being forced to restart that growth this year as it takes delivery of new jets ordered years ago that can't easily be canceled. New routes often start at a loss.\u003c/p>\n\u003cp>[contextly_auto_sidebar id=\"nw4PklF2qeLmIxkv7VIXYYDFmul28OE4\"]\u003c/p>\n\u003cp>Alaska first approached Virgin about a sale in the fall and — pending approval by Virgin shareholders in June and by government regulators — hopes to close by the end of this year.\u003c/p>\n\u003cp>The combined business will be based in Seattle, with Tilden as its CEO. It will have about 280 aircraft, including regional planes. Alaska has been a loyal Boeing customer for years, flying almost entirely a fleet of 737s, manufactured just a few miles from its headquarters. Virgin uses only Airbus jets.\u003c/p>\n\u003cp>The deal marks a shift in the size of consolidations within the airline industry. For more than a decade consolidation swept through the major players, reducing the largest nine carriers in 2005 to four airlines by the end of 2013. The Alaska buyout of Virgin indicates that consolidation has shifted to smaller players.\u003c/p>\n\u003cp>While Virgin has experienced growth in Dallas and added new service to Hawaii and Denver, the airline was having trouble getting enough takeoff and landing slots at busy New York airports, where access is restricted by government limits. Its smaller size and schedule made it difficult for the company to compete with bigger carriers for lucrative business travelers.\u003c/p>\n\u003cp>The deal is anticipated to add to adjusted earnings per share in the first full year, excluding integration costs, and boost annual revenues 27 percent to more than $7 billion. Alaska Air said that it expects about $300 million to $350 million in one-time integration costs.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Virgin America Inc.'s stock jumped 40.6 percent Monday morning, to $54.70. Alaska Air Group Inc., shares fell 4.5 percent, to $78.36.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Updated, 2:50 p.m. Monday:\u003c/strong>\u003cbr>\nEmployees working at the company's headquarters will be needed through the close of the merger, which is expected to take several months, says Dave Arnold, Virgin's director of communications. He says some of those employees may be needed beyond that point as well. Virgin's pilots, in-flight teammates, guest services teammates and maintenance technicians will be protected.\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong>\u003cbr>\nAlaska Air Group Inc. is buying Burlingame-based Virgin America in a deal worth $2.6 billion, making Alaska the biggest carrier on the West Coast and reigniting the debate over airline consolidation.\u003c/p>\n\u003cp>The proposed merger also would give Seattle-based Alaska a foothold in key airports in New York and Washington, D.C., increasing the airline's appeal to business travelers.\u003c/p>\n\u003cp>\"Our goal is to be the premier airline for people along the West Coast,\" Alaska CEO Brad Tilden told investors on a call Monday morning.\u003c/p>\n\u003cp>Alaska currently flies only to Seattle and Portland out of San Francisco International Airport. Following the merger, it also would fly from San Francisco to several key markets, including New York, Los Angeles, Las Vegas, Chicago, Boston, San Diego, Denver and Washington, D.C.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>A press release from Virgin America says its pilots, in-flight teammates, guest services teammates and maintenance technicians will be protected in the combination.\u003c/p>\n\u003cp>The merger pushes Alaska ahead of JetBlue Airways — which had also bid for Virgin — to become the fifth-largest carrier in the U.S. based on passengers. The combined airline would control 5.5 percent of domestic passengers, compared to New York-based JetBlue's 4.2 percent. By comparison, the four largest U.S. airlines -- American Airlines, Delta Air Lines, Southwest Airlines and United Airlines -- controlled a combined 83 percent of domestic seats in the past year, according to an AP analysis of data from Diio, an airline-schedule tracking service.\u003c/p>\n\u003cp>Alaska said the deal will add Virgin's 200 daily departures to its existing 1,000 daily flights. The airline currently serves 112 destinations in the U.S., Canada and Mexico.\u003c/p>\n\u003caside class=\"pullquote alignright\">'Our goal is to be the premier airline for people along the West Coast.'\u003cbr>\n\u003ccite>Alaska CEO Brad Tilden\u003c/cite>\u003c/aside>\n\u003cp>Both airlines have very loyal followings in their respective hometowns. Virgin quickly won over passengers with its new jets, friendly crews, trendy mood lighting, extensive seatback entertainment systems and meals on demand. All of that could go away if Alaska chooses to fly a uniform fleet, a decision company executives say they are still debating.\u003c/p>\n\u003cp>Alaska fliers are just as loyal, loving the airline's compassion. Like other carriers, it charges for bag fees but was the first to add a service guarantee: If a bag doesn't make it to the claim area within 20 minutes, fliers get $25 off a future trip or 2,500 bonus miles.\u003c/p>\n\u003cp>Virgin America's Elevate loyalty program members will become part of Alaska Air's Mileage Plan. The two loyalty programs will remain separate until the acquisition closes.\u003c/p>\n\u003cp>Virgin America got off the ground with support from minority owner Richard Branson and began flying in 2007. It went public in November 2014 with an initial stock offering priced at $23 per share. Virgin, which turned profitable — barely — in 2013, earned a record $340.5 million last year. The airline slowed down its rapid growth and got help from low fuel prices. Virgin is being forced to restart that growth this year as it takes delivery of new jets ordered years ago that can't easily be canceled. New routes often start at a loss.\u003c/p>\n\u003cp>[contextly_auto_sidebar id=\"nw4PklF2qeLmIxkv7VIXYYDFmul28OE4\"]\u003c/p>\n\u003cp>Alaska first approached Virgin about a sale in the fall and — pending approval by Virgin shareholders in June and by government regulators — hopes to close by the end of this year.\u003c/p>\n\u003cp>The combined business will be based in Seattle, with Tilden as its CEO. It will have about 280 aircraft, including regional planes. Alaska has been a loyal Boeing customer for years, flying almost entirely a fleet of 737s, manufactured just a few miles from its headquarters. Virgin uses only Airbus jets.\u003c/p>\n\u003cp>The deal marks a shift in the size of consolidations within the airline industry. For more than a decade consolidation swept through the major players, reducing the largest nine carriers in 2005 to four airlines by the end of 2013. The Alaska buyout of Virgin indicates that consolidation has shifted to smaller players.\u003c/p>\n\u003cp>While Virgin has experienced growth in Dallas and added new service to Hawaii and Denver, the airline was having trouble getting enough takeoff and landing slots at busy New York airports, where access is restricted by government limits. Its smaller size and schedule made it difficult for the company to compete with bigger carriers for lucrative business travelers.\u003c/p>\n\u003cp>The deal is anticipated to add to adjusted earnings per share in the first full year, excluding integration costs, and boost annual revenues 27 percent to more than $7 billion. Alaska Air said that it expects about $300 million to $350 million in one-time integration costs.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Virgin America Inc.'s stock jumped 40.6 percent Monday morning, to $54.70. Alaska Air Group Inc., shares fell 4.5 percent, to $78.36.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Labor Dispute Shuts Down Port of Oakland's Largest Terminal",
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"content": "\u003cp>Thirty unionized dockworkers at the Port of Oakland were fired this morning for showing up for work 15 minutes after their employer asked them to arrive, a dispute that resulted in the suspension of daytime operations at the facility's largest terminal.\u003c/p>\n\u003cp>The employees, represented by the \u003ca href=\"https://www.ilwu.org/\" target=\"_blank\">International Longshore and Warehouse Union\u003c/a> (ILWU), arrived at work at the \u003ca href=\"http://www.ssamarine.com/locations/pacificsw/oakland.asp\" target=\"_blank\">Oakland International Container Terminal\u003c/a> at 7 a.m., ILWU spokesman Craig Merrilees said.\u003c/p>\n\u003cp>Last week, the company that operates that terminal, \u003ca href=\"http://www.ssamarine.com/company/index.html\" target=\"_blank\">SSA Marine\u003c/a>, told its dockworkers to show up at 6:45 a.m., Merrilees said, adding that 7 a.m. is the time designated for ILWU members to arrive, according to their contract.\u003c/p>\n\u003cp>\"We're arguing with these folks over 15 minutes, but it's a matter of respecting the word that they gave in writing and making sure that people honor their word,\" Merrilees said in an interview. \"The operator of the dock decided that they would no longer observe and respect the contract and would start requiring workers to come in earlier than the contract specified.\"\u003c/p>\n\u003cp>An arbitrator is working with the ILWU and the Pacific Maritime Association, which represents the port's shipping companies, to resolve the conflict.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The maritime association has yet to comment. Wade Gates, a spokesman for the group, said in an email that he has yet to learn about the details of the conflict.\u003c/p>\n\u003cp>Operations at the terminal are expected to resume for evening shifts, Mike Zampa, communications director at the Port of Oakland, said in an email. All other terminals at the port are operating normally, Zampa said.\u003c/p>\n\u003cp>The dispute comes a year after \u003ca href=\"http://ww2.kqed.org/news/2015/02/17/shipping-operations-to-resume-at-port-of-oakland-amid-ongoing-labor-dispute/\" target=\"_blank\">a labor conflict\u003c/a> between the ILWU and the shipping companies affected traffic at ports throughout the West Coast.\u003c/p>\n\u003cp>Merrilees said Monday's conflict occurred after relations between the two sides had improved.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"This is very strange,\" Merrilees said. \"Things had been getting better, and the companies and the union have been able to work out problems, at least with most companies.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Thirty unionized dockworkers at the Port of Oakland were fired this morning for showing up for work 15 minutes after their employer asked them to arrive, a dispute that resulted in the suspension of daytime operations at the facility's largest terminal.\u003c/p>\n\u003cp>The employees, represented by the \u003ca href=\"https://www.ilwu.org/\" target=\"_blank\">International Longshore and Warehouse Union\u003c/a> (ILWU), arrived at work at the \u003ca href=\"http://www.ssamarine.com/locations/pacificsw/oakland.asp\" target=\"_blank\">Oakland International Container Terminal\u003c/a> at 7 a.m., ILWU spokesman Craig Merrilees said.\u003c/p>\n\u003cp>Last week, the company that operates that terminal, \u003ca href=\"http://www.ssamarine.com/company/index.html\" target=\"_blank\">SSA Marine\u003c/a>, told its dockworkers to show up at 6:45 a.m., Merrilees said, adding that 7 a.m. is the time designated for ILWU members to arrive, according to their contract.\u003c/p>\n\u003cp>\"We're arguing with these folks over 15 minutes, but it's a matter of respecting the word that they gave in writing and making sure that people honor their word,\" Merrilees said in an interview. \"The operator of the dock decided that they would no longer observe and respect the contract and would start requiring workers to come in earlier than the contract specified.\"\u003c/p>\n\u003cp>An arbitrator is working with the ILWU and the Pacific Maritime Association, which represents the port's shipping companies, to resolve the conflict.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The maritime association has yet to comment. Wade Gates, a spokesman for the group, said in an email that he has yet to learn about the details of the conflict.\u003c/p>\n\u003cp>Operations at the terminal are expected to resume for evening shifts, Mike Zampa, communications director at the Port of Oakland, said in an email. All other terminals at the port are operating normally, Zampa said.\u003c/p>\n\u003cp>The dispute comes a year after \u003ca href=\"http://ww2.kqed.org/news/2015/02/17/shipping-operations-to-resume-at-port-of-oakland-amid-ongoing-labor-dispute/\" target=\"_blank\">a labor conflict\u003c/a> between the ILWU and the shipping companies affected traffic at ports throughout the West Coast.\u003c/p>\n\u003cp>Merrilees said Monday's conflict occurred after relations between the two sides had improved.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"This is very strange,\" Merrilees said. \"Things had been getting better, and the companies and the union have been able to work out problems, at least with most companies.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>SACRAMENTO -- State lawmakers will have their first opportunity to quiz the officials responsible for California's $64 billion \u003ca href=\"http://ww2.kqed.org/news/2016/01/27/high-speed-rail-officials-seek-to-reassure-lawmakers\" target=\"_blank\" rel=\"noopener\">high-speed rail plan\u003c/a> at a committee hearing Monday to review a new business plan that calls for overhauling its proposed route and postponing the first service by three years.\u003c/p>\n\u003cp>Those overseeing the project are expected to face tough questions about the plan to shift construction to the Bay Area rather than head first to Southern California, an acknowledgement of the financial and political challenges that have plagued the project.\u003c/p>\n\u003cp>[contextly_sidebar id=\"GgWt5c8Fhr2bYq24QVU7IQQ4eRXnq7pf\"]\u003c/p>\n\u003cp>The new plan calls for building the first 250-mile segment from the rural town of Shafter to San Jose at a cost of nearly $21 billion. The first leg would begin operating in 2025 — three years later and 50 miles shorter than the original planned route that would have sent trains to the San Fernando Valley.\u003c/p>\n\u003cp>Project backers are touting it as the first plan to build a fully operable line using only available funding. But a briefing prepared for lawmakers ahead of Monday's meeting notes: \"The funding outlined by the authority is far from guaranteed and associated risks remain high.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The Legislature approved the first long-term funding source for high-speed rail in the 2014-15 budget, giving it a quarter of funds from fees charged to polluters, about $500 million a year. The rail project also has about $3.2 billion in federal stimulus funds and nearly $10 billion in bond money approved by California voters in 2008.\u003c/p>\n\u003cp>Public concern has increased as land acquisition got underway in the Central Valley. A poll last week by the Public Policy Institute of California, however, found a slim majority of Californians still support high-speed rail -- though support is much more enthusiastic with a lower price tag.\u003c/p>\n\u003cp>Lawmakers so far have played only a limited role in high-speed rail.\u003c/p>\n\u003cp>The state's independent legislative analyst this month urged the Legislature to become more involved, suggesting that it require more detailed planning on the cost, scope and schedule of each high-speed rail segment.\u003c/p>\n\u003cp>Some Southern California lawmakers are also concerned about the decision to bring service north before it heads south.\u003c/p>\n\u003cp>Monday's meeting of the Assembly Transportation Committee is expected to allow more time for public comment than an Assembly hearing in January that left critics incensed. However, no critics of the project are among the seven speakers scheduled to testify Monday.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In a letter to the committee, Citizens for High-Speed Rail Accountability urged lawmakers to reconsider all funding for bullet trains. \"There is not enough money available to put a functional financially sound high-speed train on what they are building,\" the group wrote.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>SACRAMENTO -- State lawmakers will have their first opportunity to quiz the officials responsible for California's $64 billion \u003ca href=\"http://ww2.kqed.org/news/2016/01/27/high-speed-rail-officials-seek-to-reassure-lawmakers\" target=\"_blank\" rel=\"noopener\">high-speed rail plan\u003c/a> at a committee hearing Monday to review a new business plan that calls for overhauling its proposed route and postponing the first service by three years.\u003c/p>\n\u003cp>Those overseeing the project are expected to face tough questions about the plan to shift construction to the Bay Area rather than head first to Southern California, an acknowledgement of the financial and political challenges that have plagued the project.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The new plan calls for building the first 250-mile segment from the rural town of Shafter to San Jose at a cost of nearly $21 billion. The first leg would begin operating in 2025 — three years later and 50 miles shorter than the original planned route that would have sent trains to the San Fernando Valley.\u003c/p>\n\u003cp>Project backers are touting it as the first plan to build a fully operable line using only available funding. But a briefing prepared for lawmakers ahead of Monday's meeting notes: \"The funding outlined by the authority is far from guaranteed and associated risks remain high.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Legislature approved the first long-term funding source for high-speed rail in the 2014-15 budget, giving it a quarter of funds from fees charged to polluters, about $500 million a year. The rail project also has about $3.2 billion in federal stimulus funds and nearly $10 billion in bond money approved by California voters in 2008.\u003c/p>\n\u003cp>Public concern has increased as land acquisition got underway in the Central Valley. A poll last week by the Public Policy Institute of California, however, found a slim majority of Californians still support high-speed rail -- though support is much more enthusiastic with a lower price tag.\u003c/p>\n\u003cp>Lawmakers so far have played only a limited role in high-speed rail.\u003c/p>\n\u003cp>The state's independent legislative analyst this month urged the Legislature to become more involved, suggesting that it require more detailed planning on the cost, scope and schedule of each high-speed rail segment.\u003c/p>\n\u003cp>Some Southern California lawmakers are also concerned about the decision to bring service north before it heads south.\u003c/p>\n\u003cp>Monday's meeting of the Assembly Transportation Committee is expected to allow more time for public comment than an Assembly hearing in January that left critics incensed. However, no critics of the project are among the seven speakers scheduled to testify Monday.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>In a letter to the committee, Citizens for High-Speed Rail Accountability urged lawmakers to reconsider all funding for bullet trains. \"There is not enough money available to put a functional financially sound high-speed train on what they are building,\" the group wrote.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "State Regulators Deny L.A.'s Request to Fingerprint Uber, Lyft Drivers",
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"content": "\u003cp>The California Public Utilities Commission has denied a request by Los Angeles Mayor Eric Garcetti and two City Council members to launch a pilot fingerprint background check for Uber and Lyft drivers.\u003c/p>\n\u003cp>In a letter dated March 22, addressed to Garcetti and City Council members Paul Krekorian and Herb Wesson, CPUC Commissioner Liane Randolph said she \u003ca href=\"http://ww2.kqed.org/news/2016/02/26/california-to-reconsider-fingerprint-checks-for-uber-lyft-drivers\" target=\"_blank\">was planning to issue a ruling\u003c/a> asking a series of questions about the use of fingerprint background checks for ride-service drivers.\u003c/p>\n\u003cp>\"While I appreciate the City of Los Angeles's innovation in setting out the framework for a pilot, I would prefer to consider statewide options before launching a city-specific program,\" she wrote.\u003c/p>\n\u003cp>The CPUC is currently considering whether to require fingerprint background checks, as part of its ongoing proceedings to regulate ride services.\u003c/p>\n\u003cp>Randolph said she hoped the CPUC would be able to provide direction on the issue \"by fall of this year.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In their \u003ca href=\"http://www.scribd.com/doc/305119721/City-of-LA-to-CPUC-on-Fingerprinting-Pilot-Program\" target=\"_blank\">letter to Randolph\u003c/a>, the L.A. officials said that the current \"protocols and practices\" on background checks are \"a cause for concern to the riding public.\"\u003c/p>\n\u003cp>[contextly_sidebar id=\"Q90b1gSGwYwonDSbeCDiqfDy81SUsZxb\"]\u003c/p>\n\u003cp>Even if \"TNC (transportation network company) claims of safety and security are to be believed, their best practices are subject to change at any time without the backstop of law or regulation,\" the letter said.\u003c/p>\n\u003cp>The pilot program would have also applied to limo, van and shuttle service drivers. It would have required the services “to reveal how and why they deny drivers employment, what the appeals processes are and how fingerprinting requirements impact the number of drivers they accept or reject.”\u003c/p>\n\u003cp>Los Angeles taxicab drivers have been required to submit fingerprints for decades. They are also required to do it in most other major cities.\u003c/p>\n\u003cp>Current CPUC regulations do not require fingerprint background checks. Law enforcement officials have said they are the \"gold standard.\" Ride services counter that no background check is perfect, and argue their checks are just as good.\u003c/p>\n\u003cp>Uber uses Checkr, which tracks criminal history for the past seven years. The company says hundreds of drivers who passed fingerprint background checks have not cleared their checks. They've also argued that fingerprint checks are discriminatory.\u003c/p>\n\u003cp>But the L.A. city officials point to \u003ca href=\"http://www.latimes.com/local/lanow/la-me-ln-uber-criminal-records-20150804-story.html\" target=\"_blank\">an L.A. Times investigation\u003c/a> that found some Uber drivers at LAX had lengthy criminal records, despite being vetted by the company.\u003c/p>\n\u003cp>A Lyft spokeswoman said drivers \"undergo a comprehensive screening process, which includes an independent, professionally administered background check mandated by the State of California, as well as an in-person session where their credentials are confirmed.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>[scribd id=305951839 key=key-6XZsXdpuzb5tFdLDurMz mode=scroll]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The California Public Utilities Commission has denied a request by Los Angeles Mayor Eric Garcetti and two City Council members to launch a pilot fingerprint background check for Uber and Lyft drivers.\u003c/p>\n\u003cp>In a letter dated March 22, addressed to Garcetti and City Council members Paul Krekorian and Herb Wesson, CPUC Commissioner Liane Randolph said she \u003ca href=\"http://ww2.kqed.org/news/2016/02/26/california-to-reconsider-fingerprint-checks-for-uber-lyft-drivers\" target=\"_blank\">was planning to issue a ruling\u003c/a> asking a series of questions about the use of fingerprint background checks for ride-service drivers.\u003c/p>\n\u003cp>\"While I appreciate the City of Los Angeles's innovation in setting out the framework for a pilot, I would prefer to consider statewide options before launching a city-specific program,\" she wrote.\u003c/p>\n\u003cp>The CPUC is currently considering whether to require fingerprint background checks, as part of its ongoing proceedings to regulate ride services.\u003c/p>\n\u003cp>Randolph said she hoped the CPUC would be able to provide direction on the issue \"by fall of this year.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In their \u003ca href=\"http://www.scribd.com/doc/305119721/City-of-LA-to-CPUC-on-Fingerprinting-Pilot-Program\" target=\"_blank\">letter to Randolph\u003c/a>, the L.A. officials said that the current \"protocols and practices\" on background checks are \"a cause for concern to the riding public.\"\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Even if \"TNC (transportation network company) claims of safety and security are to be believed, their best practices are subject to change at any time without the backstop of law or regulation,\" the letter said.\u003c/p>\n\u003cp>The pilot program would have also applied to limo, van and shuttle service drivers. It would have required the services “to reveal how and why they deny drivers employment, what the appeals processes are and how fingerprinting requirements impact the number of drivers they accept or reject.”\u003c/p>\n\u003cp>Los Angeles taxicab drivers have been required to submit fingerprints for decades. They are also required to do it in most other major cities.\u003c/p>\n\u003cp>Current CPUC regulations do not require fingerprint background checks. Law enforcement officials have said they are the \"gold standard.\" Ride services counter that no background check is perfect, and argue their checks are just as good.\u003c/p>\n\u003cp>Uber uses Checkr, which tracks criminal history for the past seven years. The company says hundreds of drivers who passed fingerprint background checks have not cleared their checks. They've also argued that fingerprint checks are discriminatory.\u003c/p>\n\u003cp>But the L.A. city officials point to \u003ca href=\"http://www.latimes.com/local/lanow/la-me-ln-uber-criminal-records-20150804-story.html\" target=\"_blank\">an L.A. Times investigation\u003c/a> that found some Uber drivers at LAX had lengthy criminal records, despite being vetted by the company.\u003c/p>\n\u003cp>A Lyft spokeswoman said drivers \"undergo a comprehensive screening process, which includes an independent, professionally administered background check mandated by the State of California, as well as an in-person session where their credentials are confirmed.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003ciframe\n class=\"scribd_iframe_embed\"\n src=\"//www.scribd.com/embeds/305951839/content?start_page=1&view_mode=&access_key=key-6XZsXdpuzb5tFdLDurMz\"\n title=\"http://www.scribd.com/doc/305951839\"\n data-auto-height=\"true\" scrolling=\"no\" id=\"scribd_305951839\"\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/305951839\"\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": "Utah Governor Signs Bill to Advance Oakland Coal Plan",
"title": "Utah Governor Signs Bill to Advance Oakland Coal Plan",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>Utah Gov. Gary Herbert has signed a bill that approves $53 million in state funds to aid construction of a new \u003ca href=\"http://ww2.kqed.org/news/2015/09/21/oakland-moves-to-block-coal-at-new-terminal\" target=\"_blank\">Oakland cargo terminal\u003c/a> that backers hope to use to export coal.\u003c/p>\n\u003cp>Herbert on Tuesday signed \u003ca href=\"http://www.eastbayexpress.com/SevenDays/archives/2016/03/10/utah-lawmakers-voting-to-spend-public-funds-on-oakland-coal-terminal-took-29000-from-company-that-stands-to-profit\" target=\"_blank\">legislation\u003c/a> authored by Republican state Sen. J. Stuart Adams that would help finance the project so Utah coal and other products reach overseas markets more easily.\u003c/p>\n\u003cp>Herbert's spokesman linked the governor's support for the bill to the national political debate over the future of the coal industry.\u003c/p>\n\u003cp>\"Gov. Herbert is alarmed to hear the comments from presidential candidate Hillary Clinton when she said 'We're going to put a lot of coal miners and coal companies out of business,'\" the spokesman, Jon Cox, said in a statement to KQED.\u003c/p>\n\u003cp>Cox was referencing remarks Clinton made earlier this month when \u003ca href=\"http://bigstory.ap.org/article/255ab210cd0c4229bf4036cb3f6cb715/facing-backlash-clinton-says-coal-still-has-future\" target=\"_blank\">she emphasized her commitment to policies that promote renewable energy\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Utah will continue to pursue an all-of-the-above approach to energy development including one of, if not the largest, growth of solar development in America over the past two years,\" Cox said.\u003c/p>\n\u003cp>The terminal and Utah's role in financing it has outraged local environmentalists who have been working to stop the project. They say it will increase air pollution in West Oakland, which already has high asthma rates.\u003c/p>\n\u003cp>\"They're already experiencing a lot of health effects, so to bring a project that can worsen the effects of residents and potentially the workers -- we're opposed to that,\" said Brittany King, a conservation program coordinator at the Sierra Club's Bay Area chapter, in an interview.\u003c/p>\n\u003cp>Critics also say the project perpetuates dependence on fossil fuels, contributing to high levels of carbon dioxide in the atmosphere that scientists have identified as a key driver of climate change.\u003c/p>\n\u003cp>\"I'm deeply disappointed in the decision by Utah's lawmakers to use public funds to prop up a dying industry that will only pollute our planet and contribute to global warming,\" East Bay State Senator Loni Hancock said in an email.\u003c/p>\n\u003cp>But Adams said the project will help in the global environmental battle.\u003c/p>\n\u003cp>\"Utah has the cleanest coal on the planet,\" Adams said in an interview earlier this month. \"You actually may be improving the environment by allowing this.\"\u003c/p>\n\u003cp>Adams said if India and China burned more clean coal from Utah, the earth's environment could get better.\u003c/p>\n\u003cp>\"As long as the rest of the world is using it, you ought to use a better product than dirty coal,\" Adams said.\u003c/p>\n\u003cp>One of the Bay Area's top energy experts disagrees.\u003c/p>\n\u003cp>\"There is no such thing as clean coal,\" said Daniel Kammen, a UC Berkeley professor of energy and co-director of the Berkeley Institute of the Environment, in an email. \"When you burn coal you get carbon dioxide, no getting around that. Poison is poison. Adams is wrong.\"\u003c/p>\n\u003cp>\"Burning coal with less trace toxin elements in it is better than injecting it into a vein, but far worse than the many clean energy options that are available,\" Kammen said.\u003c/p>\n\u003cp>Adams said California should return favors that Utah has done for the Golden State in years past.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"When there were power generation lines that needed to be run through Utah from Wyoming to California, we allowed those lines to be run through,\" he said. \"Most of the goods that come from the rest of the world come into California and travel through Utah through our freeways, with trucks and whatever else may pollute our air. And we've actually tried to accommodate California, tried to be neighborly.\"\u003c/p>\n\n",
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"headline": "Utah Governor Signs Bill to Advance Oakland Coal Plan",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Utah Gov. Gary Herbert has signed a bill that approves $53 million in state funds to aid construction of a new \u003ca href=\"http://ww2.kqed.org/news/2015/09/21/oakland-moves-to-block-coal-at-new-terminal\" target=\"_blank\">Oakland cargo terminal\u003c/a> that backers hope to use to export coal.\u003c/p>\n\u003cp>Herbert on Tuesday signed \u003ca href=\"http://www.eastbayexpress.com/SevenDays/archives/2016/03/10/utah-lawmakers-voting-to-spend-public-funds-on-oakland-coal-terminal-took-29000-from-company-that-stands-to-profit\" target=\"_blank\">legislation\u003c/a> authored by Republican state Sen. J. Stuart Adams that would help finance the project so Utah coal and other products reach overseas markets more easily.\u003c/p>\n\u003cp>Herbert's spokesman linked the governor's support for the bill to the national political debate over the future of the coal industry.\u003c/p>\n\u003cp>\"Gov. Herbert is alarmed to hear the comments from presidential candidate Hillary Clinton when she said 'We're going to put a lot of coal miners and coal companies out of business,'\" the spokesman, Jon Cox, said in a statement to KQED.\u003c/p>\n\u003cp>Cox was referencing remarks Clinton made earlier this month when \u003ca href=\"http://bigstory.ap.org/article/255ab210cd0c4229bf4036cb3f6cb715/facing-backlash-clinton-says-coal-still-has-future\" target=\"_blank\">she emphasized her commitment to policies that promote renewable energy\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Utah will continue to pursue an all-of-the-above approach to energy development including one of, if not the largest, growth of solar development in America over the past two years,\" Cox said.\u003c/p>\n\u003cp>The terminal and Utah's role in financing it has outraged local environmentalists who have been working to stop the project. They say it will increase air pollution in West Oakland, which already has high asthma rates.\u003c/p>\n\u003cp>\"They're already experiencing a lot of health effects, so to bring a project that can worsen the effects of residents and potentially the workers -- we're opposed to that,\" said Brittany King, a conservation program coordinator at the Sierra Club's Bay Area chapter, in an interview.\u003c/p>\n\u003cp>Critics also say the project perpetuates dependence on fossil fuels, contributing to high levels of carbon dioxide in the atmosphere that scientists have identified as a key driver of climate change.\u003c/p>\n\u003cp>\"I'm deeply disappointed in the decision by Utah's lawmakers to use public funds to prop up a dying industry that will only pollute our planet and contribute to global warming,\" East Bay State Senator Loni Hancock said in an email.\u003c/p>\n\u003cp>But Adams said the project will help in the global environmental battle.\u003c/p>\n\u003cp>\"Utah has the cleanest coal on the planet,\" Adams said in an interview earlier this month. \"You actually may be improving the environment by allowing this.\"\u003c/p>\n\u003cp>Adams said if India and China burned more clean coal from Utah, the earth's environment could get better.\u003c/p>\n\u003cp>\"As long as the rest of the world is using it, you ought to use a better product than dirty coal,\" Adams said.\u003c/p>\n\u003cp>One of the Bay Area's top energy experts disagrees.\u003c/p>\n\u003cp>\"There is no such thing as clean coal,\" said Daniel Kammen, a UC Berkeley professor of energy and co-director of the Berkeley Institute of the Environment, in an email. \"When you burn coal you get carbon dioxide, no getting around that. Poison is poison. Adams is wrong.\"\u003c/p>\n\u003cp>\"Burning coal with less trace toxin elements in it is better than injecting it into a vein, but far worse than the many clean energy options that are available,\" Kammen said.\u003c/p>\n\u003cp>Adams said California should return favors that Utah has done for the Golden State in years past.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"When there were power generation lines that needed to be run through Utah from Wyoming to California, we allowed those lines to be run through,\" he said. \"Most of the goods that come from the rest of the world come into California and travel through Utah through our freeways, with trucks and whatever else may pollute our air. And we've actually tried to accommodate California, tried to be neighborly.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART: Limited Train Service Resumes to Pittsburg/Bay Point During Commute Hours",
"title": "BART: Limited Train Service Resumes to Pittsburg/Bay Point During Commute Hours",
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"content": "\u003cp>\u003cstrong>Update, 4 p.m. Monday:\u003c/strong> BART resumed limited train service Monday between the Pittsburg/Bay Point and North Concord/Martinez stations during commute hours, the agency said in a \u003ca href=\"https://www.bart.gov/news/articles/2016/news20160316-0\" target=\"_blank\">news release\u003c/a>.\u003c/p>\n\u003cp>Buses will continue to shuttle passengers between the stations during off-peak hours, while crews continue to search for the cause of an electrical power surge that damaged 58 train cars last Wednesday.\u003c/p>\n\u003cp>One train will make trips between the two stations every 15 minutes from 4 a.m. to 9 a.m and then from 3 p.m. to 8 p.m. The bus bridge between the stations will not operate during these hours.\u003c/p>\n\u003cp>From 9 a.m. to 3 p.m. and from 8 p.m. to closing, only bus shuttle service will be available between the stations.\u003c/p>\n\u003cp>Passengers traveling from Pittsburg/Bay Point Station will need to transfer at the North Concord/Martinez Station if they wish to continue westward. Passengers heading to the Pittsburg/Bay Point station will also need to catch a transfer train at North Concord/Martinez station.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>BART officials said there are no safety concerns for riders taking trains between the stations.\u003c/p>\n\u003cp>Follow Twitter updates from BART below.\u003c/p>\n\u003cp>[twitterbart]\u003c/p>\n\u003cp>\u003cstrong>Update, 12:05 p.m. Monday:\u003c/strong> BART will continue to operate a bus shuttle service between the Pittsburg/Bay Point and North Concord/Martinez stations, while crews try to determine the cause of an electrical power surge along one stretch of track that damaged 58 cars on Wednesday.\u003c/p>\n\u003cp>The transit system is also running a test train between the stations periodically with riders on board. BART began those tests last night.\u003c/p>\n\u003cp>\"Where we're at right now, and where we've been for the last couple of days, we've used some fairly sophisticated instrumentation that we've put on board a test train, and we've been running back and forth, both in that area and elsewhere in the system in the hopes that we would have a repeat and could get some recorded data that would allow us to analyze and come to a conclusion on what exactly the problem was,\" Paul Oversier, assistant general manager of BART, said on \u003ca href=\"http://www.kqed.org/a/forum/R201603211000\" target=\"_blank\">KQED's Forum Monday\u003c/a>.\u003c/p>\n\u003cp>Oversier said that the cause of the electrical surge was still not known, but that the damage to the cars was caused by \"extreme voltage transients.\" Those voltage spikes damaged semiconductor components known as thyristors, mostly on \"C\" cars. Oversier called \"C\" cars some of the most versatile because they can operate in the lead, end or middle of the train.\u003c/p>\n\u003cp>Oversier said BART made improvements to cars over the weekend and has returned 36 to service since Friday. He said BART requires 579 cars to operate morning service, but the transit system was running 557 cars Monday.\u003c/p>\n\u003cp>\"In terms of car availability, we're moving forward.\" Oversier said. \"We've got a plan that hopefully over the next week or two will allow that trend to continue, barring, of course, problems like this appearing elsewhere in the system.\"\u003c/p>\n\u003cp>Tom Radulovich, president of the BART Board of Directors, said the system, which was designed in the 1960s, is vulnerable to disruption.\u003c/p>\n\u003cp>\"We have four lines in the East Bay, and they converge and run in one single line from West Oakland to the city,\" Radulovich said. \"So when anything happens on that one line, (it) very quickly replicates throughout the entire system. The saying is that 'when BART goes down, it goes down big.' \"\u003c/p>\n\u003cp>Radulovich said there's not a lot of resiliency built into BART, but said the system is trying to implement it as it can.\u003c/p>\n\u003cp>Listen to the full Forum episode here below.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/253897076\" 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>\u003cstrong>Update, 4 p.m. Friday:\u003c/strong> BART says it's conducting intensive testing of a stretch of track where electrical power surges damaged dozens of cars on Wednesday.\u003c/p>\n\u003cp>But the agency says that section of the system, between North Concord and Pittsburg/Bay Point, will remain closed and that a bus bridge between those stations is expected to continue at least through Monday.\u003c/p>\n\u003cp>BART spokeswoman Alicia Trost said Friday afternoon that a test train equipped with special measuring gear is being run across the affected stretch of track to try to find the source of the rogue voltage.\u003c/p>\n\u003cp>\"A specialist who has been flown in from the East Coast is on that train as well, and we're trying to pinpoint the exact location this spike in voltage is occurring and get to the bottom of why it's happening,\" Trost told KQED's Tara Siler.\u003c/p>\n\u003cp>The specialist \"understands high-voltage and electrical systems and has helped other transit systems troubleshoot and identify complex problems like this,\" Trost said. \"So we’re hoping he and our experts can get to the bottom of this today.”\u003c/p>\n\u003cp>But she cautioned passengers not to get their hopes up about a return to normal service over the weekend.\u003c/p>\n\u003cp>\"It will be great if we get service back up and running, but we would rather people plan to expect bus bridge to the end of Monday,\" she said.\u003c/p>\n\u003cp>Trost said the number of train cars in service had fallen from 534 on Thursday to 521 Friday. That compares with the 590 the district says run on a typical weekday.\u003c/p>\n\u003cp>But she added that BART mechanics hoped to have about 40 of the 58 cars sidelined by the Wednesday power surges back in service over the next couple of weeks. That would be possible, she said, by borrowing intact components from some out-of-service train cars to repair some of the vehicles damaged this week.\u003c/p>\n\u003cp>\"So there's some good news in terms of the crowding\" on the system, Trost said.\u003c/p>\n\u003cp>\u003cstrong>Original post (Thursday):\u003c/strong> BART says it's trying to cope with a shortage of train cars throughout its 104-mile system after a still undetermined electrical problem knocked 50 cars out of service Wednesday and shut down operations between the North Concord and Pittsburg/Bay Point stations.\u003c/p>\n\u003cp>The agency said Thursday afternoon that the bus bridge that's been ferrying passengers between the two Contra Costa County stations will be running at least into Friday's morning commute.\u003c/p>\n\u003cp>Meantime, crews will continue investigating what caused the electrical problem that damaged the cars less than a month after a similar issue near downtown Oakland and the Transbay Tube damaged propulsion systems on dozens of train cars.\u003c/p>\n\u003cp>BART spokeswoman Alicia Trost described the problem between Pittsburgh/Bay Point and North Concord as \"extreme voltage spikes that damage cars at any given moment.\"\u003c/p>\n\u003cp>She said BART was operating with 534 cars on Thursday instead of the normal complement of 590. That forced the agency to run shorter trains than usual and to simply suspend some scheduled runs. Trost said that 11 trains were missing one car, five trains were missing two cars and three trains were \"out of circulation.\"\u003c/p>\n\u003cp>https://twitter.com/mgafni/status/710593621544669184\u003c/p>\n\u003cp>Maintenance workers spent Thursday assessing the condition of the affected cars, which suffered damage to a variety of electrical components.\u003c/p>\n\u003cp>BART Chief Maintenance Officer Dave Hardt said one crucial part that failed on the cars is called a thyristor -- \"THIGH-wrister\" if you're trying to pronounce that at home -- a semiconductor that regulates power to the traction motors that make the cars go faster and slower.\u003c/p>\n\u003cp>In an interview with KQED's Tara Siler, Hardt said the the power spikes essentially fried the thyristors and disabled the cars' propulsion systems.\u003c/p>\n\u003cp>Hardt said between 50 and 100 of the thyristors, which cost $1,000 each, failed during Wednesday's episode. Replacing them is a challenge, he said. While some used thryristors can be cannibalized from out-of-service cars, BART will need to order new ones, too, and it typically takes the district's supplier 22 weeks to fill an order for the parts. Hardt said that means some cars damaged in the power surges may not be returned to service until summer.\u003c/p>\n\u003cp>But Hardt said the biggest problem BART faces right now is finding the source of the power spikes that damaged the cars, and he admits he's baffled.\u003c/p>\n\u003cp>\"Based on what I know, having spent until after midnight in our operations control center with my partners and engineers and some maintenance personnel trying to isolate the failure, we just plain don't know\" what's causing the power surges, Hardt said. \"We know, though, that the current problem has not gone away -- it didn't disappear.\"\u003c/p>\n\u003cp>He added that the problem is \"very localized\" to a certain part of the trackway and that PG&E is working side by side with BART to troubleshoot the problem.\u003c/p>\n\u003cfigure id=\"attachment_10899064\" class=\"wp-caption alignleft\" style=\"max-width: 550px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/03/bart-infographic.png\" rel=\"attachment wp-att-10899064\">\u003cimg class=\"size-full wp-image-10899064\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/03/bart-infographic.png\" alt=\"BART infographic explaining logistics behind putting its daily trains together.\" width=\"550\" height=\"690\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/03/bart-infographic.png 550w, https://ww2.kqed.org/app/uploads/sites/10/2016/03/bart-infographic-400x502.png 400w\" sizes=\"(max-width: 550px) 100vw, 550px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART infographic explaining logistics behind putting its daily trains together. \u003ccite>(BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Trost said that crews have been examining the trackway between the two Contra Costa County stations looking for the source of the power spikes.\u003c/p>\n\u003cp>\"We did field testing all day (Wednesday), inch-by-inch inspections of the wayside equipment, and we found no abnormalities in that inspection,\" Trost said in a statement. \"We are flying in outside experts to help get to the bottom of what's causing this problem.\"\u003c/p>\n\u003cp>\"PG&E has also been on site with us to see if there' s something they can help us identify, because we know it is an electrical issue of some sort,\" she said.\u003c/p>\n\u003cp>As it did Wednesday night, BART set up a bus bridge Thursday morning between the Pittsburg/Bay Point and North Concord stations a day after service between the two stations was brought to a halt.\u003c/p>\n\u003cp>The trip between the two stations usually takes six minutes, but travel on the buses, which must use busy Highway 4 between the stations, took 15 minutes or more Wednesday evening.\u003c/p>\n\u003cp>https://twitter.com/3rdERH/status/710494176991780865\u003c/p>\n\u003cp>Westbound commuters Thursday morning were reporting bus rides of about 10 minutes from Pittsburg/Bay Point to North Concord, where riders catch trains to Oakland, San Francisco and San Francisco International Airport.\u003c/p>\n\u003cp>The early Thursday commute was going less than smoothly.\u003c/p>\n\u003cp>The agency said service on the line was suffering 10-minute delays. And because the the system is running with fewer cars, crowding on the system's already jampacked trains is likely to be worse than usual.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>Tara Siler of KQED News contributed to this post.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, 4 p.m. Monday:\u003c/strong> BART resumed limited train service Monday between the Pittsburg/Bay Point and North Concord/Martinez stations during commute hours, the agency said in a \u003ca href=\"https://www.bart.gov/news/articles/2016/news20160316-0\" target=\"_blank\">news release\u003c/a>.\u003c/p>\n\u003cp>Buses will continue to shuttle passengers between the stations during off-peak hours, while crews continue to search for the cause of an electrical power surge that damaged 58 train cars last Wednesday.\u003c/p>\n\u003cp>One train will make trips between the two stations every 15 minutes from 4 a.m. to 9 a.m and then from 3 p.m. to 8 p.m. The bus bridge between the stations will not operate during these hours.\u003c/p>\n\u003cp>From 9 a.m. to 3 p.m. and from 8 p.m. to closing, only bus shuttle service will be available between the stations.\u003c/p>\n\u003cp>Passengers traveling from Pittsburg/Bay Point Station will need to transfer at the North Concord/Martinez Station if they wish to continue westward. Passengers heading to the Pittsburg/Bay Point station will also need to catch a transfer train at North Concord/Martinez station.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>BART officials said there are no safety concerns for riders taking trains between the stations.\u003c/p>\n\u003cp>Follow Twitter updates from BART below.\u003c/p>\n\u003cp>[twitterbart]\u003c/p>\n\u003cp>\u003cstrong>Update, 12:05 p.m. Monday:\u003c/strong> BART will continue to operate a bus shuttle service between the Pittsburg/Bay Point and North Concord/Martinez stations, while crews try to determine the cause of an electrical power surge along one stretch of track that damaged 58 cars on Wednesday.\u003c/p>\n\u003cp>The transit system is also running a test train between the stations periodically with riders on board. BART began those tests last night.\u003c/p>\n\u003cp>\"Where we're at right now, and where we've been for the last couple of days, we've used some fairly sophisticated instrumentation that we've put on board a test train, and we've been running back and forth, both in that area and elsewhere in the system in the hopes that we would have a repeat and could get some recorded data that would allow us to analyze and come to a conclusion on what exactly the problem was,\" Paul Oversier, assistant general manager of BART, said on \u003ca href=\"http://www.kqed.org/a/forum/R201603211000\" target=\"_blank\">KQED's Forum Monday\u003c/a>.\u003c/p>\n\u003cp>Oversier said that the cause of the electrical surge was still not known, but that the damage to the cars was caused by \"extreme voltage transients.\" Those voltage spikes damaged semiconductor components known as thyristors, mostly on \"C\" cars. Oversier called \"C\" cars some of the most versatile because they can operate in the lead, end or middle of the train.\u003c/p>\n\u003cp>Oversier said BART made improvements to cars over the weekend and has returned 36 to service since Friday. He said BART requires 579 cars to operate morning service, but the transit system was running 557 cars Monday.\u003c/p>\n\u003cp>\"In terms of car availability, we're moving forward.\" Oversier said. \"We've got a plan that hopefully over the next week or two will allow that trend to continue, barring, of course, problems like this appearing elsewhere in the system.\"\u003c/p>\n\u003cp>Tom Radulovich, president of the BART Board of Directors, said the system, which was designed in the 1960s, is vulnerable to disruption.\u003c/p>\n\u003cp>\"We have four lines in the East Bay, and they converge and run in one single line from West Oakland to the city,\" Radulovich said. \"So when anything happens on that one line, (it) very quickly replicates throughout the entire system. The saying is that 'when BART goes down, it goes down big.' \"\u003c/p>\n\u003cp>Radulovich said there's not a lot of resiliency built into BART, but said the system is trying to implement it as it can.\u003c/p>\n\u003cp>Listen to the full Forum episode here below.\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/253897076&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/253897076'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Update, 4 p.m. Friday:\u003c/strong> BART says it's conducting intensive testing of a stretch of track where electrical power surges damaged dozens of cars on Wednesday.\u003c/p>\n\u003cp>But the agency says that section of the system, between North Concord and Pittsburg/Bay Point, will remain closed and that a bus bridge between those stations is expected to continue at least through Monday.\u003c/p>\n\u003cp>BART spokeswoman Alicia Trost said Friday afternoon that a test train equipped with special measuring gear is being run across the affected stretch of track to try to find the source of the rogue voltage.\u003c/p>\n\u003cp>\"A specialist who has been flown in from the East Coast is on that train as well, and we're trying to pinpoint the exact location this spike in voltage is occurring and get to the bottom of why it's happening,\" Trost told KQED's Tara Siler.\u003c/p>\n\u003cp>The specialist \"understands high-voltage and electrical systems and has helped other transit systems troubleshoot and identify complex problems like this,\" Trost said. \"So we’re hoping he and our experts can get to the bottom of this today.”\u003c/p>\n\u003cp>But she cautioned passengers not to get their hopes up about a return to normal service over the weekend.\u003c/p>\n\u003cp>\"It will be great if we get service back up and running, but we would rather people plan to expect bus bridge to the end of Monday,\" she said.\u003c/p>\n\u003cp>Trost said the number of train cars in service had fallen from 534 on Thursday to 521 Friday. That compares with the 590 the district says run on a typical weekday.\u003c/p>\n\u003cp>But she added that BART mechanics hoped to have about 40 of the 58 cars sidelined by the Wednesday power surges back in service over the next couple of weeks. That would be possible, she said, by borrowing intact components from some out-of-service train cars to repair some of the vehicles damaged this week.\u003c/p>\n\u003cp>\"So there's some good news in terms of the crowding\" on the system, Trost said.\u003c/p>\n\u003cp>\u003cstrong>Original post (Thursday):\u003c/strong> BART says it's trying to cope with a shortage of train cars throughout its 104-mile system after a still undetermined electrical problem knocked 50 cars out of service Wednesday and shut down operations between the North Concord and Pittsburg/Bay Point stations.\u003c/p>\n\u003cp>The agency said Thursday afternoon that the bus bridge that's been ferrying passengers between the two Contra Costa County stations will be running at least into Friday's morning commute.\u003c/p>\n\u003cp>Meantime, crews will continue investigating what caused the electrical problem that damaged the cars less than a month after a similar issue near downtown Oakland and the Transbay Tube damaged propulsion systems on dozens of train cars.\u003c/p>\n\u003cp>BART spokeswoman Alicia Trost described the problem between Pittsburgh/Bay Point and North Concord as \"extreme voltage spikes that damage cars at any given moment.\"\u003c/p>\n\u003cp>She said BART was operating with 534 cars on Thursday instead of the normal complement of 590. That forced the agency to run shorter trains than usual and to simply suspend some scheduled runs. Trost said that 11 trains were missing one car, five trains were missing two cars and three trains were \"out of circulation.\"\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Maintenance workers spent Thursday assessing the condition of the affected cars, which suffered damage to a variety of electrical components.\u003c/p>\n\u003cp>BART Chief Maintenance Officer Dave Hardt said one crucial part that failed on the cars is called a thyristor -- \"THIGH-wrister\" if you're trying to pronounce that at home -- a semiconductor that regulates power to the traction motors that make the cars go faster and slower.\u003c/p>\n\u003cp>In an interview with KQED's Tara Siler, Hardt said the the power spikes essentially fried the thyristors and disabled the cars' propulsion systems.\u003c/p>\n\u003cp>Hardt said between 50 and 100 of the thyristors, which cost $1,000 each, failed during Wednesday's episode. Replacing them is a challenge, he said. While some used thryristors can be cannibalized from out-of-service cars, BART will need to order new ones, too, and it typically takes the district's supplier 22 weeks to fill an order for the parts. Hardt said that means some cars damaged in the power surges may not be returned to service until summer.\u003c/p>\n\u003cp>But Hardt said the biggest problem BART faces right now is finding the source of the power spikes that damaged the cars, and he admits he's baffled.\u003c/p>\n\u003cp>\"Based on what I know, having spent until after midnight in our operations control center with my partners and engineers and some maintenance personnel trying to isolate the failure, we just plain don't know\" what's causing the power surges, Hardt said. \"We know, though, that the current problem has not gone away -- it didn't disappear.\"\u003c/p>\n\u003cp>He added that the problem is \"very localized\" to a certain part of the trackway and that PG&E is working side by side with BART to troubleshoot the problem.\u003c/p>\n\u003cfigure id=\"attachment_10899064\" class=\"wp-caption alignleft\" style=\"max-width: 550px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/03/bart-infographic.png\" rel=\"attachment wp-att-10899064\">\u003cimg class=\"size-full wp-image-10899064\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/03/bart-infographic.png\" alt=\"BART infographic explaining logistics behind putting its daily trains together.\" width=\"550\" height=\"690\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/03/bart-infographic.png 550w, https://ww2.kqed.org/app/uploads/sites/10/2016/03/bart-infographic-400x502.png 400w\" sizes=\"(max-width: 550px) 100vw, 550px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART infographic explaining logistics behind putting its daily trains together. \u003ccite>(BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Trost said that crews have been examining the trackway between the two Contra Costa County stations looking for the source of the power spikes.\u003c/p>\n\u003cp>\"We did field testing all day (Wednesday), inch-by-inch inspections of the wayside equipment, and we found no abnormalities in that inspection,\" Trost said in a statement. \"We are flying in outside experts to help get to the bottom of what's causing this problem.\"\u003c/p>\n\u003cp>\"PG&E has also been on site with us to see if there' s something they can help us identify, because we know it is an electrical issue of some sort,\" she said.\u003c/p>\n\u003cp>As it did Wednesday night, BART set up a bus bridge Thursday morning between the Pittsburg/Bay Point and North Concord stations a day after service between the two stations was brought to a halt.\u003c/p>\n\u003cp>The trip between the two stations usually takes six minutes, but travel on the buses, which must use busy Highway 4 between the stations, took 15 minutes or more Wednesday evening.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Westbound commuters Thursday morning were reporting bus rides of about 10 minutes from Pittsburg/Bay Point to North Concord, where riders catch trains to Oakland, San Francisco and San Francisco International Airport.\u003c/p>\n\u003cp>The early Thursday commute was going less than smoothly.\u003c/p>\n\u003cp>The agency said service on the line was suffering 10-minute delays. And because the the system is running with fewer cars, crowding on the system's already jampacked trains is likely to be worse than usual.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cem>Tara Siler of KQED News contributed to this post.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The California Public Utilities Commission met today to talk about the latest phase of regulations for ride services, just two days after its president told a state Senate committee hearing that no state agency -- including his, apparently -- wants to oversee Uber and Lyft.\u003c/p>\n\u003cp>The commissioners were scheduled to vote today on \u003ca href=\"http://ww2.kqed.org/news/2016/01/26/california-regulators-propose-new-round-of-rules-for-uber-lyft\" target=\"_blank\">tightening ride-service guidelines\u003c/a>, but postponed the decision until April 7 so that regulators could clear up some issues over leased vehicles, get more input on fingerprint background checks and clarify rules for transporting unaccompanied minors.\u003c/p>\n\u003cp>Commissioner Liane Randolph, charged with drafting the latest regulations, said she needed clarity over differing state codes about leased vehicles. Uber has a leasing program for its drivers, and Lyft \u003ca href=\"http://www.latimes.com/business/autos/la-fi-hy-lyft-gm-rentals-20160315-story.html\" target=\"_blank\">recently announced\u003c/a> it is partnering with GM on a lease program.\u003c/p>\n\u003cp>The original regulations were adopted by the CPUC in 2013. The new rules being considered would toughen restrictions on vehicle inspections, requiring that ride-service vehicles be inspected every year, or every 50,000 miles, at a state-licensed facility. Inspection records for each vehicle would need to be maintained for up to three years. The regulations would also sanction ride-service carpools.\u003c/p>\n\u003cp>Randolph said regulators needed more time to gather evidence about whether all transportation network company drivers should be \u003ca href=\"http://ww2.kqed.org/news/2016/02/26/california-to-reconsider-fingerprint-checks-for-uber-lyft-drivers\" target=\"_blank\">required to do fingerprint background checks\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Taxicab operators have argued vehemently that ride service-drivers should undergo the same kind of background checks they are required to do. But Uber has argued that no background check is foolproof, even though law enforcement officials have said fingerprint checks are the \"gold standard.\"\u003c/p>\n\u003cp>[contextly_sidebar id=\"z82gcfkcdv7944OJd3H2CxC2Kx7dLa9V\"]\u003c/p>\n\u003cp>In Los Angeles today, city officials -- including the mayor -- \u003ca href=\"http://www.laweekly.com/news/la-wants-uber-drivers-to-be-fingerprinted-6725703\" target=\"_blank\">sent a letter to the CPUC asking for permission \u003c/a>to implement a pilot fingerprint background check program.\u003c/p>\n\u003cp>“A fingerprinting pilot program makes sense in LA and will help the Public Utilities Commission gather valuable information as it contemplates implementing a more thorough background check program statewide,” said City Councilman Paul Krekorian in a press release.\u003c/p>\n\u003cp>Commissioner Catherine Sandoval suggested the ride-service companies should submit reports on driver suspensions every six months, instead of annually.\u003c/p>\n\u003cp>\"Twelve-month reporting seems like a long period of time because some of these suspensions are for pretty serious issues,\" said Sandoval.\u003c/p>\n\u003caside class=\"pullquote alignleft\">'Maybe somebody else should do it. I don't know who.'\u003ccite>CPUC President Michael Picker\u003c/cite>\u003c/aside>\n\u003cp>In response, Randolph said Sandoval's suggestion would be considered.\u003c/p>\n\u003cp>\"Part of the idea on collecting suspensions is not because we're going to be out on the sidewalk looking for suspended drivers. But are we seeing trends?\" Randolph said.\u003c/p>\n\u003cp>Sandoval also expressed concern that some ride-service vehicles are operating with new dealer plates, which could make it difficult to track a driver in a collision.\u003c/p>\n\u003cp>Sandoval, who was once hit by a driver who had a new dealer plate, said her biggest question was: \"Who hit me?\" She said she was lucky that the driver did not take off and she was able to get his information.\u003c/p>\n\u003cp>\"That's the big concern, especially when we're requiring (ride-service drivers) not to operate as ordinary citizens, but as TNCs transporting people and also interacting with pedestrians,\" she said.\u003c/p>\n\u003cp>The amended rules would also require vehicles to have trade dress, or signs in both the front and back of ride-service vehicles.\u003c/p>\n\u003cp>[contextly_sidebar id=\"KUTaMRQPHsc7FMJ486HUC4omdANL6NXU\"]\u003c/p>\n\u003cp>The new regulations are being considered at a time when the president of the embattled agency, Michael Picker, has indicated the CPUC is overwhelmed with too many responsibilities, including regulating ride services.\u003c/p>\n\u003cp>\"Maybe somebody else should do it,\" Picker told the state Senate Committee on Energy, Utilities and Communications Tuesday, \u003ca href=\"http://www.latimes.com/politics/essential/la-pol-sac-essential-politics-20160301-htmlstory.html#4580\" target=\"_blank\">according to the Los Angeles Times\u003c/a>. \"I don’t know who.\"\u003c/p>\n\u003cp>Just a week earlier, Picker \u003ca href=\"http://ww2.kqed.org/news/2016/03/08/cpuc-head-suggests-agency-needs-fewer-responsibilities\" target=\"_blank\">told an Assembly committee\u003c/a> that he's \"underwater on a daily basis,\" and he asked whether ride services should be regulated by the Department of Motor Vehicles and the California Highway Patrol.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>While no other state agency may want to take on the job, one local agency that has long been strongly advocating for enforcement of ride services is the San Francisco Municipal Transportation Agency. Although the companies won't say how many ride-service vehicles operate in San Francisco, where Uber and Lyft are headquartered, some estimates have put the number at 20,000.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The California Public Utilities Commission met today to talk about the latest phase of regulations for ride services, just two days after its president told a state Senate committee hearing that no state agency -- including his, apparently -- wants to oversee Uber and Lyft.\u003c/p>\n\u003cp>The commissioners were scheduled to vote today on \u003ca href=\"http://ww2.kqed.org/news/2016/01/26/california-regulators-propose-new-round-of-rules-for-uber-lyft\" target=\"_blank\">tightening ride-service guidelines\u003c/a>, but postponed the decision until April 7 so that regulators could clear up some issues over leased vehicles, get more input on fingerprint background checks and clarify rules for transporting unaccompanied minors.\u003c/p>\n\u003cp>Commissioner Liane Randolph, charged with drafting the latest regulations, said she needed clarity over differing state codes about leased vehicles. Uber has a leasing program for its drivers, and Lyft \u003ca href=\"http://www.latimes.com/business/autos/la-fi-hy-lyft-gm-rentals-20160315-story.html\" target=\"_blank\">recently announced\u003c/a> it is partnering with GM on a lease program.\u003c/p>\n\u003cp>The original regulations were adopted by the CPUC in 2013. The new rules being considered would toughen restrictions on vehicle inspections, requiring that ride-service vehicles be inspected every year, or every 50,000 miles, at a state-licensed facility. Inspection records for each vehicle would need to be maintained for up to three years. The regulations would also sanction ride-service carpools.\u003c/p>\n\u003cp>Randolph said regulators needed more time to gather evidence about whether all transportation network company drivers should be \u003ca href=\"http://ww2.kqed.org/news/2016/02/26/california-to-reconsider-fingerprint-checks-for-uber-lyft-drivers\" target=\"_blank\">required to do fingerprint background checks\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Taxicab operators have argued vehemently that ride service-drivers should undergo the same kind of background checks they are required to do. But Uber has argued that no background check is foolproof, even though law enforcement officials have said fingerprint checks are the \"gold standard.\"\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>In Los Angeles today, city officials -- including the mayor -- \u003ca href=\"http://www.laweekly.com/news/la-wants-uber-drivers-to-be-fingerprinted-6725703\" target=\"_blank\">sent a letter to the CPUC asking for permission \u003c/a>to implement a pilot fingerprint background check program.\u003c/p>\n\u003cp>“A fingerprinting pilot program makes sense in LA and will help the Public Utilities Commission gather valuable information as it contemplates implementing a more thorough background check program statewide,” said City Councilman Paul Krekorian in a press release.\u003c/p>\n\u003cp>Commissioner Catherine Sandoval suggested the ride-service companies should submit reports on driver suspensions every six months, instead of annually.\u003c/p>\n\u003cp>\"Twelve-month reporting seems like a long period of time because some of these suspensions are for pretty serious issues,\" said Sandoval.\u003c/p>\n\u003caside class=\"pullquote alignleft\">'Maybe somebody else should do it. I don't know who.'\u003ccite>CPUC President Michael Picker\u003c/cite>\u003c/aside>\n\u003cp>In response, Randolph said Sandoval's suggestion would be considered.\u003c/p>\n\u003cp>\"Part of the idea on collecting suspensions is not because we're going to be out on the sidewalk looking for suspended drivers. But are we seeing trends?\" Randolph said.\u003c/p>\n\u003cp>Sandoval also expressed concern that some ride-service vehicles are operating with new dealer plates, which could make it difficult to track a driver in a collision.\u003c/p>\n\u003cp>Sandoval, who was once hit by a driver who had a new dealer plate, said her biggest question was: \"Who hit me?\" She said she was lucky that the driver did not take off and she was able to get his information.\u003c/p>\n\u003cp>\"That's the big concern, especially when we're requiring (ride-service drivers) not to operate as ordinary citizens, but as TNCs transporting people and also interacting with pedestrians,\" she said.\u003c/p>\n\u003cp>The amended rules would also require vehicles to have trade dress, or signs in both the front and back of ride-service vehicles.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The new regulations are being considered at a time when the president of the embattled agency, Michael Picker, has indicated the CPUC is overwhelmed with too many responsibilities, including regulating ride services.\u003c/p>\n\u003cp>\"Maybe somebody else should do it,\" Picker told the state Senate Committee on Energy, Utilities and Communications Tuesday, \u003ca href=\"http://www.latimes.com/politics/essential/la-pol-sac-essential-politics-20160301-htmlstory.html#4580\" target=\"_blank\">according to the Los Angeles Times\u003c/a>. \"I don’t know who.\"\u003c/p>\n\u003cp>Just a week earlier, Picker \u003ca href=\"http://ww2.kqed.org/news/2016/03/08/cpuc-head-suggests-agency-needs-fewer-responsibilities\" target=\"_blank\">told an Assembly committee\u003c/a> that he's \"underwater on a daily basis,\" and he asked whether ride services should be regulated by the Department of Motor Vehicles and the California Highway Patrol.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>While no other state agency may want to take on the job, one local agency that has long been strongly advocating for enforcement of ride services is the San Francisco Municipal Transportation Agency. Although the companies won't say how many ride-service vehicles operate in San Francisco, where Uber and Lyft are headquartered, some estimates have put the number at 20,000.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"id": "american-suburb-podcast",
"title": "American Suburb: The Podcast",
"tagline": "The flip side of gentrification, told through one town",
"info": "Gentrification is changing cities across America, forcing people from neighborhoods they have long called home. Call them the displaced. Now those priced out of the Bay Area are looking for a better life in an unlikely place. American Suburb follows this migration to one California town along the Delta, 45 miles from San Francisco. But is this once sleepy suburb ready for them?",
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"order": 19
},
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}
},
"baycurious": {
"id": "baycurious",
"title": "Bay Curious",
"tagline": "Exploring the Bay Area, one question at a time",
"info": "KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.",
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},
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},
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"info": "The day's top stories from BBC News compiled twice daily in the week, once at weekends.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/BBC-World-Service-Podcast-Tile-360x360-1.jpg",
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},
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},
"californiareport": {
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"tagline": "California, day by day",
"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"officialWebsiteLink": "/californiareport",
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"order": 8
},
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},
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"title": "The California Report Magazine",
"tagline": "Your state, your stories",
"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
"airtime": "FRI 4:30pm-5pm, 6:30pm-7pm, 11pm-11:30pm",
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"order": 10
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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},
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"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"order": 1
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"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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}
},
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"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"id": "freakonomics-radio",
"title": "Freakonomics Radio",
"info": "Freakonomics Radio is a one-hour award-winning podcast and public-radio project hosted by Stephen Dubner, with co-author Steve Levitt as a regular guest. It is produced in partnership with WNYC.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
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"id": "fresh-air",
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"hidden-brain": {
"id": "hidden-brain",
"title": "Hidden Brain",
"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"officialWebsiteLink": "https://www.npr.org/series/423302056/hidden-brain",
"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"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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"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"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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"order": 18
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},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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"source": "npr"
},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"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",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
}
},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Masters-of-Scale-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
"site": "radio",
"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"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>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
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