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"disqusTitle": "Facebook Donates $1 Million for Study to Ease Dumbarton Traffic",
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"content": "\u003cp>Facebook is giving San Mateo County transit planners $1 million to look for ways to reduce traffic congestion between the East Bay and Silicon Valley.\u003c/p>\n\u003cp>Under an agreement approved Wednesday, SamTrans will use the grant from the Menlo Park-based social networking giant to brainstorm transit improvements in the corridor used by Dumbarton Bridge commuters.\u003c/p>\n\u003cp>One part of the study will focus on a Dumbarton predecessor -- the dilapidated remnant of the old rail span just south of the current bridge.\u003c/p>\n\u003cp>The San Mateo County Transportation Authority bought the old bridge, part of what's now called the \u003ca href=\"http://www.smcta.com/Projects/Current_Projects/Dumbarton_Rail_Corridor.html\" target=\"_blank\">Dumbarton Rail Corridor\u003c/a>, in 1994, about a decade after it went out of service. That agency and several others have studied transbay rail service across the old structure.\u003c/p>\n\u003cp>\u003ca href=\"http://www.bayrailalliance.org/dumbarton_rail\" target=\"_blank\">Advocates\u003c/a> for using the old bridge for a commuter train line have envisioned a service linking to Caltrain on the Peninsula side of the bay and BART on the east side. But that idea was put on hold in 2014 because it's so expensive, said Tasha Bartholomew, a SamTrans spokeswoman.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>While the Facebook funding will be used to study ways to improve the commute over the current Dumbarton Bridge, planners will also look at creating a bicycle/pedestrian trail or express bus service on the old span, Bartholomew said in an interview.\u003c/p>\n\u003cp>\"Maybe we're not necessarily providing passenger rail service, but maybe we can use that path to provide some sort of bike-pedestrian trail or we look at bus rapid transit along that area.\"\u003c/p>\n\u003cp>SamTrans wants to explore ways to improve bus service over the existing Dumbarton and make it easier for drivers to get to the bridge from nearby roads.\u003c/p>\n\u003cp>Weekday morning traffic on the bridge \u003ca href=\"http://www.sfchronicle.com/bayarea/article/Bay-Area-commute-analysis-Awful-ride-6647859.php\" target=\"_blank\">has grown 27 percent\u003c/a> since 2010. SamTrans' Bartholomew lives on the Alameda County side of the bridge and is one of the thousands who suffers through that commute.\u003c/p>\n\u003cp>\"When I do have to drive over, you can definitely see the shift that's happened getting across the bridge, whether it's the Dumbarton or the San Mateo Bridge,\" said Bartholomew. \"They're much more crowded than they used to be.\"\u003c/p>\n\u003cp>One critic of Bay Area transit planning says Facebook's funding of the study raises serious concerns about who is setting the agenda for a crucial public service.\u003c/p>\n\u003cp>\"Kudos to Facebook for stepping up, but this is an awfully bad precedent,\" Jason Henderson, a San Francisco State professor specializing in transportation, said in an email.\u003c/p>\n\u003cp>Henderson said local transit leaders have neglected future planning for the Dumbarton corridor.\u003c/p>\n\u003cp>\"The end result: a large corporation donating money to study a much needed regional rail and bus connection,\" Henderson said. \"That is a sad commentary on the sorry state of regional planning in the Bay Area. It raises long-term questions of accountability -- who does the study? Is it just to benefit Facebook or the region?\"\u003c/p>\n\u003cp>Facebook, whose employees are bound to benefit from transit improvements, says the money could help solve a shared local problem.\u003c/p>\n\u003cp>\"Facebook is committed to supporting initiatives that help reduce regional roadway congestion and is pleased to partner with SamTrans to explore ways of improving traffic and transit options on the Dumbarton corridor,\" said the company's campus facilities director, Fergus O'Shea, in a joint \u003ca href=\"http://www.samtrans.com/about/MediaRelations/news/SamTrans_and_Facebook_Launch_Dumbarton_Corridor_Study.html\" target=\"_blank\">statement\u003c/a> with the transit district.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Dumbarton funding deal comes a month after \u003ca href=\"http://ww2.kqed.org/news/2015/12/21/facebooks-10-mile-10000-solution-to-workers-commute-problem\" target=\"_blank\">reports\u003c/a> surfaced that Facebook has begun offering its employees bonuses of $10,000 or more to move closer to its Menlo Park campus.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Facebook is giving San Mateo County transit planners $1 million to look for ways to reduce traffic congestion between the East Bay and Silicon Valley.\u003c/p>\n\u003cp>Under an agreement approved Wednesday, SamTrans will use the grant from the Menlo Park-based social networking giant to brainstorm transit improvements in the corridor used by Dumbarton Bridge commuters.\u003c/p>\n\u003cp>One part of the study will focus on a Dumbarton predecessor -- the dilapidated remnant of the old rail span just south of the current bridge.\u003c/p>\n\u003cp>The San Mateo County Transportation Authority bought the old bridge, part of what's now called the \u003ca href=\"http://www.smcta.com/Projects/Current_Projects/Dumbarton_Rail_Corridor.html\" target=\"_blank\">Dumbarton Rail Corridor\u003c/a>, in 1994, about a decade after it went out of service. That agency and several others have studied transbay rail service across the old structure.\u003c/p>\n\u003cp>\u003ca href=\"http://www.bayrailalliance.org/dumbarton_rail\" target=\"_blank\">Advocates\u003c/a> for using the old bridge for a commuter train line have envisioned a service linking to Caltrain on the Peninsula side of the bay and BART on the east side. But that idea was put on hold in 2014 because it's so expensive, said Tasha Bartholomew, a SamTrans spokeswoman.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>While the Facebook funding will be used to study ways to improve the commute over the current Dumbarton Bridge, planners will also look at creating a bicycle/pedestrian trail or express bus service on the old span, Bartholomew said in an interview.\u003c/p>\n\u003cp>\"Maybe we're not necessarily providing passenger rail service, but maybe we can use that path to provide some sort of bike-pedestrian trail or we look at bus rapid transit along that area.\"\u003c/p>\n\u003cp>SamTrans wants to explore ways to improve bus service over the existing Dumbarton and make it easier for drivers to get to the bridge from nearby roads.\u003c/p>\n\u003cp>Weekday morning traffic on the bridge \u003ca href=\"http://www.sfchronicle.com/bayarea/article/Bay-Area-commute-analysis-Awful-ride-6647859.php\" target=\"_blank\">has grown 27 percent\u003c/a> since 2010. SamTrans' Bartholomew lives on the Alameda County side of the bridge and is one of the thousands who suffers through that commute.\u003c/p>\n\u003cp>\"When I do have to drive over, you can definitely see the shift that's happened getting across the bridge, whether it's the Dumbarton or the San Mateo Bridge,\" said Bartholomew. \"They're much more crowded than they used to be.\"\u003c/p>\n\u003cp>One critic of Bay Area transit planning says Facebook's funding of the study raises serious concerns about who is setting the agenda for a crucial public service.\u003c/p>\n\u003cp>\"Kudos to Facebook for stepping up, but this is an awfully bad precedent,\" Jason Henderson, a San Francisco State professor specializing in transportation, said in an email.\u003c/p>\n\u003cp>Henderson said local transit leaders have neglected future planning for the Dumbarton corridor.\u003c/p>\n\u003cp>\"The end result: a large corporation donating money to study a much needed regional rail and bus connection,\" Henderson said. \"That is a sad commentary on the sorry state of regional planning in the Bay Area. It raises long-term questions of accountability -- who does the study? Is it just to benefit Facebook or the region?\"\u003c/p>\n\u003cp>Facebook, whose employees are bound to benefit from transit improvements, says the money could help solve a shared local problem.\u003c/p>\n\u003cp>\"Facebook is committed to supporting initiatives that help reduce regional roadway congestion and is pleased to partner with SamTrans to explore ways of improving traffic and transit options on the Dumbarton corridor,\" said the company's campus facilities director, Fergus O'Shea, in a joint \u003ca href=\"http://www.samtrans.com/about/MediaRelations/news/SamTrans_and_Facebook_Launch_Dumbarton_Corridor_Study.html\" target=\"_blank\">statement\u003c/a> with the transit district.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Dumbarton funding deal comes a month after \u003ca href=\"http://ww2.kqed.org/news/2015/12/21/facebooks-10-mile-10000-solution-to-workers-commute-problem\" target=\"_blank\">reports\u003c/a> surfaced that Facebook has begun offering its employees bonuses of $10,000 or more to move closer to its Menlo Park campus.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "In Reversal, Some Drivers Ditching Uber and Lyft for Cabs",
"title": "In Reversal, Some Drivers Ditching Uber and Lyft for Cabs",
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"content": "\u003cp>As you will quickly discover if you ask your cab driver what he or she thinks about Uber and Lyft, those who work in the taxi industry consider the ride-service companies to be four-letter words of another order.\u003c/p>\n\u003cp>Still, over the past few years, San Francisco taxi companies have had trouble filling their shifts. That's because drivers have jumped ship to work for the upstarts, and new drivers entering the profession have opted for the ride services as well.\u003c/p>\n\u003cp>The San Francisco Examiner reported on Wednesday that Yellow Cab, the largest taxi company in the city, \u003ca href=\"http://www.sfexaminer.com/yellow-cab-to-file-for-bankruptcy/\" target=\"_blank\">will soon file for bankruptcy\u003c/a> in order to restructure its business.\u003c/p>\n\u003cp>\"On background, multiple sources told the Examiner that cab companies are having a tough time hiring competent drivers and may be hiring drivers with spotty driving records,\" the paper said.\u003c/p>\n\u003cp>Yet, there are other drivers who have taken the opposite route, going from Uber and Lyft to driving a cab.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Mickey Kelley operates the San Francisco Taxi School, which offers prospective cab drivers the courses they must take to get licensed. Classes range from five to 15 students each week. He estimates that from one-third to one-half of his students over the last six months have been former Uber and Lyft drivers.\u003c/p>\n\u003cp>“It started longer than six months ago, but about six months ago it really picked up,” he said.\u003c/p>\n\u003cp>Some of those were former cab drivers who had let their licenses expire when they moved on to the ride-service companies but now wanted to return to taxi work, Kelley says.\u003c/p>\n\u003cp>\"We’ve had cab drivers that quit driving a cab [to work for a ride-service firm], and a lot of those guys have come back and had to drive a cab again,“ he said.\u003c/p>\n\u003cp>Hansu Kim, owner of Flywheel Cab, said he's seen the same thing.\u003c/p>\n\u003cp>“We’re seeing a stream of UberX and Lyft drivers looking to drive a taxi now,\" Kim said. \"It used to be a trickle, now it’s more of a stream. Not the floodgates, yet.”\u003c/p>\n\u003cp>Flywheel referred me to Abdallah Hammad, 49, who has been driving for the company for about three years. To supplement his income, he drove on the side for both Uber and Lyft for about a year, but stopped around seven or eight months ago. The main reason: the extra cost and \"wear and tear\" of using his own car to do business.\u003c/p>\n\u003cp>(Note: Ride-service drivers can get partial relief from this expense by using the standard mileage-rate deduction on their tax returns.)\u003c/p>\n\u003cp>Hammad said that twice during Uber calls, customers became angry at the inflated fares they had to pay during a \u003ca href=\"https://www.google.com/search?q=surge+pricing+ube\" target=\"_blank\">surge pricing period\u003c/a> and slammed his car door so hard he had to have his automatic windows repaired.\u003c/p>\n\u003cp>But hadn't those customers agreed to accept the surge price when they ordered the ride?\u003c/p>\n\u003cp>“[Passengers] are \u003ca href=\"http://thegrio.com/2016/01/03/ubers-new-years-eve-surge-pricing-outrages-passengers-worldwide/\" target=\"_blank\">still mad\u003c/a>, even though they know in advance,” he said.\u003c/p>\n\u003cp>Hammad said passengers who had to fork over during a surge also tended to give him a lower rating. Uber drivers must maintain a 4.6 passenger rating or be \u003ca href=\"http://observer.com/2015/02/uber-drivers-the-punishment-for-bad-ratings-is-costly-training-courses/\" target=\"_blank\">suspended from driving\u003c/a>.\u003c/p>\n\u003cp>Kelly Dessaint, 44, who chronicles his \u003ca href=\"http://www.sfexaminer.com/author/k_dessaint/\" target=\"_blank\">adventures as a cab driver\u003c/a> for the San Francisco Examiner, started his professional driving career working for Uber and Lyft in 2014. But he quit early last year, went to taxi school, and has been driving for National Veterans Cab in San Francisco since February. He says he likes the feeling of community among cab drivers and that he makes more money driving a taxi than he did for Uber and Lyft.\u003c/p>\n\u003cp>“You’re doing all these $5 rides, you’re not getting tipped,” he said about driving for the ride services. “With a cab you can talk it up and people will tip you really well.”\u003c/p>\n\u003cp>Uber doesn’t \u003ca href=\"http://www.scpr.org/news/2015/10/21/55137/uber-tips-policy-causing-confusion-possibly-lower/\">allow tipping\u003c/a>, and Dessaint says \"you can tip on Lyft but nobody does. It’s so rare.” (Lyft says passengers collectively \u003ca href=\"http://thehub.lyft.com/blog/2015-highlights-for-drivers?utm_medium=Email&utm_source=ExactTarget&utm_campaign=82821259\" target=\"_blank\">gave more than $40 million in tips\u003c/a> to its 100,000 drivers in 2015. That's an average of $400 for each driver.)\u003c/p>\n\u003cp>Kelley, of the San Francisco Taxi School, believes that ride-service drivers who do the math discover that after maintenance and depreciation on their vehicle, they can do better driving a cab, which hasn't always been the case.\u003c/p>\n\u003cp>\"If you go back two years ago, it used to be pretty profitable to drive for [the ride services],\" he said. \"It’s just not anymore.\"\u003c/p>\n\u003cp>A price war between Uber and Lyft has contributed to a \u003ca href=\"http://fortune.com/2014/05/28/in-price-wars-some-uber-and-lyft-drivers-feel-the-crunch/\" target=\"_blank\">decline in driver pay\u003c/a>. Michael Banko, for instance, who has been driving for Lyft in San Francisco since 2012, said the lower rates that Lyft now charges have cut his driving income in half. He did say, however, that he gets tips from passengers “all the time.”\u003c/p>\n\u003cp>\u003cstrong>How Much Do Ride Service Drivers Really Make? \u003c/strong>\u003c/p>\n\u003cp>Nobody has really figured out, empirically, whether taxi or TNC (transportation network company) drivers make more money. Early last year, Uber released data that showed their drivers having the advantage.\u003c/p>\n\u003cp>\"A lot of former taxi drivers have decided they wanted to work for themselves and become self-employed,” the company wrote in an April 2015 \u003ca href=\"https://newsroom.uber.com/taxi-driver-jobs-vs-driving-with-uber/\">Uber Newsroom post\u003c/a>. \"These ex-taxicab drivers are choosing Uber because they like making more money and having a much more flexible schedule.” The post included this graphic: \u003cimg class=\"aligncenter size-full wp-image-10815071\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/uberEarnings.jpg\" alt=\"uberEarnings\" width=\"788\" height=\"525\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings.jpg 788w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings-400x266.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings-768x512.jpg 768w\" sizes=\"(max-width: 788px) 100vw, 788px\">\u003c/p>\n\u003cp>That $19.04 per hour figure comes from a \u003ca href=\"http://www.bsgco.com/insights/uber-the-driver-roadmap\" target=\"_blank\">December 2014 survey\u003c/a> by Benenson Strategy Group of 601 Uber \"driver partners\" in 20 markets. An Uber \u003ca href=\"https://s3.amazonaws.com/uber-static/comms/PDF/Uber_Driver-Partners_Hall_Kreuger_2015.pdf\" target=\"_blank\">analysis\u003c/a>, put together in conjunction with economist Alan B. Krueger, also cited data in a \u003ca href=\"http://stats.bls.gov/oes/2013/may/oes533041.htm\" target=\"_blank\">May 2013 Occupational Employment Statistics Survey\u003c/a> by the U.S. Bureau of Labor Statistics to show that taxi and limo drivers in six key markets made a median wage of $12.90 per hour, compared with Uber drivers' $19.19. But the Uber earnings figures \u003ca href=\"https://www.washingtonpost.com/news/the-switch/wp/2015/01/22/the-missing-data-point-from-ubers-driver-analysis-how-far-they-drive/\" target=\"_blank\">do not subtract the cost of gas, insurance and other expenses, like repairs\u003c/a>. (Newsweek \u003ca href=\"http://www.newsweek.com/thousands-drivers-declined-take-uber-survey-which-claims-78-drivers-satisfied-301252\" target=\"_blank\">also noted \u003c/a>that Uber price cuts went into effect soon after the survey. )\u003c/p>\n\u003cp>A similar survey released by Uber last month notably didn't address \u003ca href=\"http://www.sfgate.com/business/article/Uber-survey-highlights-driver-happiness-ignores-6676872.php\" target=\"_blank\">how much\u003c/a> drivers make.\u003c/p>\n\u003cp>Another data point: In September and October 2015, Sherpashare, a company that helps ride-service drivers track their earnings, surveyed 963 Uber and Lyft drivers. You can see self-reported gross income in this \u003ca href=\"https://www.sherpashare.com/share/the-top-demographic-trends-of-the-on-demand-workforce-appendix/\" target=\"_blank\">chart\u003c/a>.\u003c/p>\n\u003cp>The data found a big discrepancy in earnings between drivers over and under 55. Those who worked 31 to 40 hours per week and were 55 or under made an average of $2,162 gross per month, while those over 55 made $1,662.\u003c/p>\n\u003cp>Another \u003ca href=\"https://www.sherpashare.com/share/what-uber-lyft-drivers-earn-per-trip/\" target=\"_blank\">SherpaShare study\u003c/a>, “based on millions of UberX and Lyft trips tracked by drivers on the SherpaShare platform,” reported the average gross earnings per trip in May 2015 for each company in major cities.\u003c/p>\n\u003cp>In San Francisco, the average trip earned UberX drivers -- and again, these are gross earnings --- $14.65. Lyft drivers grossed $13.42 a trip.\u003c/p>\n\u003cp>And yet another set of numbers: \u003ca href=\"http://ww2.kqed.org/news/2015/11/16/california-regulators-offer-a-tiny-glimpse-of-data-from-uber-and-lyft\" target=\"_blank\">Aggregated data for all ride-service trips\u003c/a> in California presented at a Nov. 5 meeting of the California Public Utilities Commission and obtained by KQED combine stats submitted by UberX, Lyft, Sidecar, Summon, Wings and Shuddle. It shows the distribution of rides by the amount that passengers paid over 2014-15. Almost half of all fares were under $10, with an additional 23 percent between $10 to $15. A driver's share would be less than that after Uber and Lyft took their cut.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.bls.gov/oes/current/oes533041.htm\" target=\"_blank\">May 2014 Occupational Employment Statistics Survey\u003c/a> found 178,000 cab drivers and chauffeurs in the country made an average of almost $26,000, or $12.35 per hour. In California, the average was $28,190 and $13.56 per hour.\u003c/p>\n\u003cp>\u003cstrong>A Former Cab Driver Who Loves Uber\u003c/strong>\u003c/p>\n\u003cp>In response to taxi driver Abdallah Hammad's negative experience driving for Uber, company spokeswoman Eva Behrend referred me to current UberX driver Tammy Johnson, of East Oakland.\u003c/p>\n\u003cp>Johnson, 38, told me she loves working for Uber, after driving for cab companies in San Leandro and Walnut Creek, where she experienced \"harassment in different forms. Everyone trying to hit on you.\"\u003c/p>\n\u003cp>Financial concerns also compelled her to switch. In general, every time taxi drivers go out on a shift, there's a chance they'll actually \u003cem>lose\u003c/em> money, because most of them lease their vehicles from the cab companies. Combine that with the cost of gas, and drivers start every shift in the hole. Johnson says that at least five times she didn't make enough money in fares to cover her daily costs.\u003c/p>\n\u003cp>She also said there was \"too much favoritism. Family members and insiders got the best calls.\" She felt compelled to buy dispatchers lunch or a bottle of wine to gain favor.\u003c/p>\n\u003cp>To be sure, the taxi industry has long had a reputation as a place where drivers \u003ca href=\"http://ww2.kqed.org/news/2013/12/11/taxi-drivers-and-whos-taking-money-out-of-their-pockets\" target=\"_blank\">have to pay cab company employees\u003c/a>. The San Francisco Transportation Code prohibits these payments, which some in the industry call tips, and others refer to as bribes, but the rule is unenforced.\u003c/p>\n\u003cp>While the amounts may seem small, they can add up. For example, John Han, a longtime San Francisco cab driver, told me he switched back to working at Yellow Cab in part because dispatchers at another company, which he didn't want to name, were demanding a total of $10 per day instead of the $6 he had been paying at Yellow.\u003c/p>\n\u003cp>Drivers are generally split over the fairness of this tipping system -- some don't mind, some say it's onerous. Either way, even $10 a day over the course of a year can easily add up to a couple of thousand dollars in a job that doesn't pay much to begin with. In 2014, one cab driver I talked to told me he was quitting to go to work for a ride service specifically because of having to pay taxi dispatchers.\u003c/p>\n\u003cp>\u003cstrong>New Taxi Meters: Leveling the Playing Field?\u003c/strong>\u003c/p>\n\u003cp>Last month, California's Division of Measurement Standards \u003ca href=\"http://www.sfchronicle.com/business/article/Flywheel-aims-to-replace-taxi-meters-with-6713925.php\" target=\"_blank\">approved TaxiOS\u003c/a> from Redwood City's Flywheel, a new GPS-based taxicab metering system. That's the same Flywheel that enables passengers to request cabs, track their location and pay, all via smartphones, just like Uber and Lyft.\u003c/p>\n\u003cp>Flywheel says about 80 percent of San Francisco cabs now accept calls from its app. The requests go out to every taxi that uses the system regardless of which company they work for.\u003c/p>\n\u003cp>Susan Shaheen, co-director of the \u003ca href=\"http://tsrc.berkeley.edu/\" target=\"_blank\">Transportation Sustainability Research Center\u003c/a> at UC Berkeley, last month \u003ca href=\"https://soundcloud.com/kqed/california-allows-smartphone-metered-taxis\" target=\"_blank\">told KQED's Mina Kim\u003c/a> that TaxiOS, which works with Android phones, will add \"an additional layer of flexibility to the taxi industry,\" allowing fare-splitting among customers and dynamic prices based on demand.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/238752982\" 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>Hansu Kim -- who likes Flywheel's e-hailing system so much he \u003ca href=\"http://www.sfgate.com/business/article/DeSoto-S-F-s-oldest-taxi-firm-rebrands-6087480.php\" target=\"_blank\">renamed his company\u003c/a> after it -- thinks the new TaxiOS meters will further enable cabbies to compete with Uber and Lyft drivers. About 50 Flywheel cabs participated in a recent two-month pilot program of the new meters.\u003c/p>\n\u003cp>Kim believes the abundance of San Francisco cabs that have adopted Flywheel's convenient e-hailing system leaves Uber and Lyft with the sole advantage of lower prices. He says the new meters will offer his drivers the ability to compete on cost, too.\u003c/p>\n\u003cp>\"With our [new] system we can now go to lower rates, more competitive rates ... where they’re appropriate,\" he said.\u003c/p>\n\u003cp>Flywheel -- the smartphone platform, not the cab company -- will create an algorithm that lowers prices when demand is low, Kim said. Those calls will be offered to cab drivers, who can decide whether to take them or not.\u003c/p>\n\u003cp>Cabs will still not be able to charge more during periods of high demand, as Uber has \u003ca href=\"http://bgr.com/2016/01/04/new-years-eve-uber-surge-pricing-reactions/\" target=\"_blank\">notoriously done\u003c/a>, because the San Francisco Municipal Transportation Agency has to approve any higher fares. However, Kim says, customers can lure cabs when they appear to be scarce through a pre-tipping component on the Flywheel app.\u003c/p>\n\u003cp>\"A passenger through their app can say I’m going to tip you 10 bucks, or 20 percent, and that creates a tremendous incentive for someone to ... go pick up that fare.\"\u003c/p>\n\u003cp>Kim said TaxiOS will also allow him to offer drivers a \"split meter system,\" in which the problem that former cab driver Tammy Johnson described -- leasing a cab and then not making enough money to cover the cost of the rental -- wouldn't be a risk, because the cab company will take only a portion of what the driver makes, the same business model that Uber and Lyft use.\u003c/p>\n\u003cp>\"I need to be able to lease vehicles to drivers who want to drive just a few hours a week part time,\" Kim said. \"So the traditional payment system, where you pay a lease for a cab for a certain amount of time, that needs to change.\"\u003c/p>\n\u003cp>The two taxi drivers I spoke to about the new TaxiOS meters were less than enthusiastic, if not downright suspicious.\u003c/p>\n\u003cp>\"Ultimately, the new Flywheel meters are fixing a problem that doesn’t exist,\" said Kelly Dessaint. He said his customers already split fares and negotiate for lower fares on slow nights. And he considers the algorithmic ability to decrease prices to be a bug, not a feature.\u003c/p>\n\u003cp>\"It becomes a race to the bottom,\" he said. \"And that's how Uber and Lyft screw their drivers.\"\u003c/p>\n\u003cp>(Uber has \u003ca href=\"https://newsroom.uber.com/beating-the-winter-slump-price-cuts-for-riders-with-guaranteed-earnings-for-drivers/\" target=\"_blank\">claimed\u003c/a> drivers actually make more in \u003ca href=\"https://ww2.kqed.org/wp-content/uploads/2015/01/uber_PriceCuts_BlogInfographic-01.png\" target=\"_blank\">some cities\u003c/a> under the price cuts.)\u003c/p>\n\u003cp>John Han, who drives for Yellow Cab, echoed Dessaint's concern.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“I think that’s just participating in a race to the bottom,\" Han said. \"I don't want to compete for these lesser fares. It would be another reason to hand in my keys as a taxi driver.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As you will quickly discover if you ask your cab driver what he or she thinks about Uber and Lyft, those who work in the taxi industry consider the ride-service companies to be four-letter words of another order.\u003c/p>\n\u003cp>Still, over the past few years, San Francisco taxi companies have had trouble filling their shifts. That's because drivers have jumped ship to work for the upstarts, and new drivers entering the profession have opted for the ride services as well.\u003c/p>\n\u003cp>The San Francisco Examiner reported on Wednesday that Yellow Cab, the largest taxi company in the city, \u003ca href=\"http://www.sfexaminer.com/yellow-cab-to-file-for-bankruptcy/\" target=\"_blank\">will soon file for bankruptcy\u003c/a> in order to restructure its business.\u003c/p>\n\u003cp>\"On background, multiple sources told the Examiner that cab companies are having a tough time hiring competent drivers and may be hiring drivers with spotty driving records,\" the paper said.\u003c/p>\n\u003cp>Yet, there are other drivers who have taken the opposite route, going from Uber and Lyft to driving a cab.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Mickey Kelley operates the San Francisco Taxi School, which offers prospective cab drivers the courses they must take to get licensed. Classes range from five to 15 students each week. He estimates that from one-third to one-half of his students over the last six months have been former Uber and Lyft drivers.\u003c/p>\n\u003cp>“It started longer than six months ago, but about six months ago it really picked up,” he said.\u003c/p>\n\u003cp>Some of those were former cab drivers who had let their licenses expire when they moved on to the ride-service companies but now wanted to return to taxi work, Kelley says.\u003c/p>\n\u003cp>\"We’ve had cab drivers that quit driving a cab [to work for a ride-service firm], and a lot of those guys have come back and had to drive a cab again,“ he said.\u003c/p>\n\u003cp>Hansu Kim, owner of Flywheel Cab, said he's seen the same thing.\u003c/p>\n\u003cp>“We’re seeing a stream of UberX and Lyft drivers looking to drive a taxi now,\" Kim said. \"It used to be a trickle, now it’s more of a stream. Not the floodgates, yet.”\u003c/p>\n\u003cp>Flywheel referred me to Abdallah Hammad, 49, who has been driving for the company for about three years. To supplement his income, he drove on the side for both Uber and Lyft for about a year, but stopped around seven or eight months ago. The main reason: the extra cost and \"wear and tear\" of using his own car to do business.\u003c/p>\n\u003cp>(Note: Ride-service drivers can get partial relief from this expense by using the standard mileage-rate deduction on their tax returns.)\u003c/p>\n\u003cp>Hammad said that twice during Uber calls, customers became angry at the inflated fares they had to pay during a \u003ca href=\"https://www.google.com/search?q=surge+pricing+ube\" target=\"_blank\">surge pricing period\u003c/a> and slammed his car door so hard he had to have his automatic windows repaired.\u003c/p>\n\u003cp>But hadn't those customers agreed to accept the surge price when they ordered the ride?\u003c/p>\n\u003cp>“[Passengers] are \u003ca href=\"http://thegrio.com/2016/01/03/ubers-new-years-eve-surge-pricing-outrages-passengers-worldwide/\" target=\"_blank\">still mad\u003c/a>, even though they know in advance,” he said.\u003c/p>\n\u003cp>Hammad said passengers who had to fork over during a surge also tended to give him a lower rating. Uber drivers must maintain a 4.6 passenger rating or be \u003ca href=\"http://observer.com/2015/02/uber-drivers-the-punishment-for-bad-ratings-is-costly-training-courses/\" target=\"_blank\">suspended from driving\u003c/a>.\u003c/p>\n\u003cp>Kelly Dessaint, 44, who chronicles his \u003ca href=\"http://www.sfexaminer.com/author/k_dessaint/\" target=\"_blank\">adventures as a cab driver\u003c/a> for the San Francisco Examiner, started his professional driving career working for Uber and Lyft in 2014. But he quit early last year, went to taxi school, and has been driving for National Veterans Cab in San Francisco since February. He says he likes the feeling of community among cab drivers and that he makes more money driving a taxi than he did for Uber and Lyft.\u003c/p>\n\u003cp>“You’re doing all these $5 rides, you’re not getting tipped,” he said about driving for the ride services. “With a cab you can talk it up and people will tip you really well.”\u003c/p>\n\u003cp>Uber doesn’t \u003ca href=\"http://www.scpr.org/news/2015/10/21/55137/uber-tips-policy-causing-confusion-possibly-lower/\">allow tipping\u003c/a>, and Dessaint says \"you can tip on Lyft but nobody does. It’s so rare.” (Lyft says passengers collectively \u003ca href=\"http://thehub.lyft.com/blog/2015-highlights-for-drivers?utm_medium=Email&utm_source=ExactTarget&utm_campaign=82821259\" target=\"_blank\">gave more than $40 million in tips\u003c/a> to its 100,000 drivers in 2015. That's an average of $400 for each driver.)\u003c/p>\n\u003cp>Kelley, of the San Francisco Taxi School, believes that ride-service drivers who do the math discover that after maintenance and depreciation on their vehicle, they can do better driving a cab, which hasn't always been the case.\u003c/p>\n\u003cp>\"If you go back two years ago, it used to be pretty profitable to drive for [the ride services],\" he said. \"It’s just not anymore.\"\u003c/p>\n\u003cp>A price war between Uber and Lyft has contributed to a \u003ca href=\"http://fortune.com/2014/05/28/in-price-wars-some-uber-and-lyft-drivers-feel-the-crunch/\" target=\"_blank\">decline in driver pay\u003c/a>. Michael Banko, for instance, who has been driving for Lyft in San Francisco since 2012, said the lower rates that Lyft now charges have cut his driving income in half. He did say, however, that he gets tips from passengers “all the time.”\u003c/p>\n\u003cp>\u003cstrong>How Much Do Ride Service Drivers Really Make? \u003c/strong>\u003c/p>\n\u003cp>Nobody has really figured out, empirically, whether taxi or TNC (transportation network company) drivers make more money. Early last year, Uber released data that showed their drivers having the advantage.\u003c/p>\n\u003cp>\"A lot of former taxi drivers have decided they wanted to work for themselves and become self-employed,” the company wrote in an April 2015 \u003ca href=\"https://newsroom.uber.com/taxi-driver-jobs-vs-driving-with-uber/\">Uber Newsroom post\u003c/a>. \"These ex-taxicab drivers are choosing Uber because they like making more money and having a much more flexible schedule.” The post included this graphic: \u003cimg class=\"aligncenter size-full wp-image-10815071\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/uberEarnings.jpg\" alt=\"uberEarnings\" width=\"788\" height=\"525\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings.jpg 788w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings-400x266.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/uberEarnings-768x512.jpg 768w\" sizes=\"(max-width: 788px) 100vw, 788px\">\u003c/p>\n\u003cp>That $19.04 per hour figure comes from a \u003ca href=\"http://www.bsgco.com/insights/uber-the-driver-roadmap\" target=\"_blank\">December 2014 survey\u003c/a> by Benenson Strategy Group of 601 Uber \"driver partners\" in 20 markets. An Uber \u003ca href=\"https://s3.amazonaws.com/uber-static/comms/PDF/Uber_Driver-Partners_Hall_Kreuger_2015.pdf\" target=\"_blank\">analysis\u003c/a>, put together in conjunction with economist Alan B. Krueger, also cited data in a \u003ca href=\"http://stats.bls.gov/oes/2013/may/oes533041.htm\" target=\"_blank\">May 2013 Occupational Employment Statistics Survey\u003c/a> by the U.S. Bureau of Labor Statistics to show that taxi and limo drivers in six key markets made a median wage of $12.90 per hour, compared with Uber drivers' $19.19. But the Uber earnings figures \u003ca href=\"https://www.washingtonpost.com/news/the-switch/wp/2015/01/22/the-missing-data-point-from-ubers-driver-analysis-how-far-they-drive/\" target=\"_blank\">do not subtract the cost of gas, insurance and other expenses, like repairs\u003c/a>. (Newsweek \u003ca href=\"http://www.newsweek.com/thousands-drivers-declined-take-uber-survey-which-claims-78-drivers-satisfied-301252\" target=\"_blank\">also noted \u003c/a>that Uber price cuts went into effect soon after the survey. )\u003c/p>\n\u003cp>A similar survey released by Uber last month notably didn't address \u003ca href=\"http://www.sfgate.com/business/article/Uber-survey-highlights-driver-happiness-ignores-6676872.php\" target=\"_blank\">how much\u003c/a> drivers make.\u003c/p>\n\u003cp>Another data point: In September and October 2015, Sherpashare, a company that helps ride-service drivers track their earnings, surveyed 963 Uber and Lyft drivers. You can see self-reported gross income in this \u003ca href=\"https://www.sherpashare.com/share/the-top-demographic-trends-of-the-on-demand-workforce-appendix/\" target=\"_blank\">chart\u003c/a>.\u003c/p>\n\u003cp>The data found a big discrepancy in earnings between drivers over and under 55. Those who worked 31 to 40 hours per week and were 55 or under made an average of $2,162 gross per month, while those over 55 made $1,662.\u003c/p>\n\u003cp>Another \u003ca href=\"https://www.sherpashare.com/share/what-uber-lyft-drivers-earn-per-trip/\" target=\"_blank\">SherpaShare study\u003c/a>, “based on millions of UberX and Lyft trips tracked by drivers on the SherpaShare platform,” reported the average gross earnings per trip in May 2015 for each company in major cities.\u003c/p>\n\u003cp>In San Francisco, the average trip earned UberX drivers -- and again, these are gross earnings --- $14.65. Lyft drivers grossed $13.42 a trip.\u003c/p>\n\u003cp>And yet another set of numbers: \u003ca href=\"http://ww2.kqed.org/news/2015/11/16/california-regulators-offer-a-tiny-glimpse-of-data-from-uber-and-lyft\" target=\"_blank\">Aggregated data for all ride-service trips\u003c/a> in California presented at a Nov. 5 meeting of the California Public Utilities Commission and obtained by KQED combine stats submitted by UberX, Lyft, Sidecar, Summon, Wings and Shuddle. It shows the distribution of rides by the amount that passengers paid over 2014-15. Almost half of all fares were under $10, with an additional 23 percent between $10 to $15. A driver's share would be less than that after Uber and Lyft took their cut.\u003c/p>\n\u003cp>The \u003ca href=\"http://www.bls.gov/oes/current/oes533041.htm\" target=\"_blank\">May 2014 Occupational Employment Statistics Survey\u003c/a> found 178,000 cab drivers and chauffeurs in the country made an average of almost $26,000, or $12.35 per hour. In California, the average was $28,190 and $13.56 per hour.\u003c/p>\n\u003cp>\u003cstrong>A Former Cab Driver Who Loves Uber\u003c/strong>\u003c/p>\n\u003cp>In response to taxi driver Abdallah Hammad's negative experience driving for Uber, company spokeswoman Eva Behrend referred me to current UberX driver Tammy Johnson, of East Oakland.\u003c/p>\n\u003cp>Johnson, 38, told me she loves working for Uber, after driving for cab companies in San Leandro and Walnut Creek, where she experienced \"harassment in different forms. Everyone trying to hit on you.\"\u003c/p>\n\u003cp>Financial concerns also compelled her to switch. In general, every time taxi drivers go out on a shift, there's a chance they'll actually \u003cem>lose\u003c/em> money, because most of them lease their vehicles from the cab companies. Combine that with the cost of gas, and drivers start every shift in the hole. Johnson says that at least five times she didn't make enough money in fares to cover her daily costs.\u003c/p>\n\u003cp>She also said there was \"too much favoritism. Family members and insiders got the best calls.\" She felt compelled to buy dispatchers lunch or a bottle of wine to gain favor.\u003c/p>\n\u003cp>To be sure, the taxi industry has long had a reputation as a place where drivers \u003ca href=\"http://ww2.kqed.org/news/2013/12/11/taxi-drivers-and-whos-taking-money-out-of-their-pockets\" target=\"_blank\">have to pay cab company employees\u003c/a>. The San Francisco Transportation Code prohibits these payments, which some in the industry call tips, and others refer to as bribes, but the rule is unenforced.\u003c/p>\n\u003cp>While the amounts may seem small, they can add up. For example, John Han, a longtime San Francisco cab driver, told me he switched back to working at Yellow Cab in part because dispatchers at another company, which he didn't want to name, were demanding a total of $10 per day instead of the $6 he had been paying at Yellow.\u003c/p>\n\u003cp>Drivers are generally split over the fairness of this tipping system -- some don't mind, some say it's onerous. Either way, even $10 a day over the course of a year can easily add up to a couple of thousand dollars in a job that doesn't pay much to begin with. In 2014, one cab driver I talked to told me he was quitting to go to work for a ride service specifically because of having to pay taxi dispatchers.\u003c/p>\n\u003cp>\u003cstrong>New Taxi Meters: Leveling the Playing Field?\u003c/strong>\u003c/p>\n\u003cp>Last month, California's Division of Measurement Standards \u003ca href=\"http://www.sfchronicle.com/business/article/Flywheel-aims-to-replace-taxi-meters-with-6713925.php\" target=\"_blank\">approved TaxiOS\u003c/a> from Redwood City's Flywheel, a new GPS-based taxicab metering system. That's the same Flywheel that enables passengers to request cabs, track their location and pay, all via smartphones, just like Uber and Lyft.\u003c/p>\n\u003cp>Flywheel says about 80 percent of San Francisco cabs now accept calls from its app. The requests go out to every taxi that uses the system regardless of which company they work for.\u003c/p>\n\u003cp>Susan Shaheen, co-director of the \u003ca href=\"http://tsrc.berkeley.edu/\" target=\"_blank\">Transportation Sustainability Research Center\u003c/a> at UC Berkeley, last month \u003ca href=\"https://soundcloud.com/kqed/california-allows-smartphone-metered-taxis\" target=\"_blank\">told KQED's Mina Kim\u003c/a> that TaxiOS, which works with Android phones, will add \"an additional layer of flexibility to the taxi industry,\" allowing fare-splitting among customers and dynamic prices based on demand.\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/238752982&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/238752982'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Hansu Kim -- who likes Flywheel's e-hailing system so much he \u003ca href=\"http://www.sfgate.com/business/article/DeSoto-S-F-s-oldest-taxi-firm-rebrands-6087480.php\" target=\"_blank\">renamed his company\u003c/a> after it -- thinks the new TaxiOS meters will further enable cabbies to compete with Uber and Lyft drivers. About 50 Flywheel cabs participated in a recent two-month pilot program of the new meters.\u003c/p>\n\u003cp>Kim believes the abundance of San Francisco cabs that have adopted Flywheel's convenient e-hailing system leaves Uber and Lyft with the sole advantage of lower prices. He says the new meters will offer his drivers the ability to compete on cost, too.\u003c/p>\n\u003cp>\"With our [new] system we can now go to lower rates, more competitive rates ... where they’re appropriate,\" he said.\u003c/p>\n\u003cp>Flywheel -- the smartphone platform, not the cab company -- will create an algorithm that lowers prices when demand is low, Kim said. Those calls will be offered to cab drivers, who can decide whether to take them or not.\u003c/p>\n\u003cp>Cabs will still not be able to charge more during periods of high demand, as Uber has \u003ca href=\"http://bgr.com/2016/01/04/new-years-eve-uber-surge-pricing-reactions/\" target=\"_blank\">notoriously done\u003c/a>, because the San Francisco Municipal Transportation Agency has to approve any higher fares. However, Kim says, customers can lure cabs when they appear to be scarce through a pre-tipping component on the Flywheel app.\u003c/p>\n\u003cp>\"A passenger through their app can say I’m going to tip you 10 bucks, or 20 percent, and that creates a tremendous incentive for someone to ... go pick up that fare.\"\u003c/p>\n\u003cp>Kim said TaxiOS will also allow him to offer drivers a \"split meter system,\" in which the problem that former cab driver Tammy Johnson described -- leasing a cab and then not making enough money to cover the cost of the rental -- wouldn't be a risk, because the cab company will take only a portion of what the driver makes, the same business model that Uber and Lyft use.\u003c/p>\n\u003cp>\"I need to be able to lease vehicles to drivers who want to drive just a few hours a week part time,\" Kim said. \"So the traditional payment system, where you pay a lease for a cab for a certain amount of time, that needs to change.\"\u003c/p>\n\u003cp>The two taxi drivers I spoke to about the new TaxiOS meters were less than enthusiastic, if not downright suspicious.\u003c/p>\n\u003cp>\"Ultimately, the new Flywheel meters are fixing a problem that doesn’t exist,\" said Kelly Dessaint. He said his customers already split fares and negotiate for lower fares on slow nights. And he considers the algorithmic ability to decrease prices to be a bug, not a feature.\u003c/p>\n\u003cp>\"It becomes a race to the bottom,\" he said. \"And that's how Uber and Lyft screw their drivers.\"\u003c/p>\n\u003cp>(Uber has \u003ca href=\"https://newsroom.uber.com/beating-the-winter-slump-price-cuts-for-riders-with-guaranteed-earnings-for-drivers/\" target=\"_blank\">claimed\u003c/a> drivers actually make more in \u003ca href=\"https://ww2.kqed.org/wp-content/uploads/2015/01/uber_PriceCuts_BlogInfographic-01.png\" target=\"_blank\">some cities\u003c/a> under the price cuts.)\u003c/p>\n\u003cp>John Han, who drives for Yellow Cab, echoed Dessaint's concern.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I think that’s just participating in a race to the bottom,\" Han said. \"I don't want to compete for these lesser fares. It would be another reason to hand in my keys as a taxi driver.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>DETROIT — General Motors and San Francisco-based ride-hailing company Lyft are forming a partnership they say could help them beat their rivals to the self-driving future.\u003c/p>\n\u003cp>Lyft said Monday that GM invested $500 million in the company as part of a $1 billion round of fundraising.\u003c/p>\n\u003cp>GM gets a seat on Lyft's board and access to the 3-year-old company's software, which matches riders with drivers and automates payments. It also becomes a preferred vehicle provider, with the chance to get many more people behind the wheel of a Chevrolet, Buick, GMC or Cadillac.\u003c/p>\n\u003cp>Lyft gets the expertise of a 108-year-old automaker with decades of experience in making connected and autonomous vehicles. Detroit-based GM also has an enviable global reach; it sells almost 10 million cars each year in more than 100 countries. Lyft operates in 190 U.S. cities, although it recently formed partnerships with ride-sharing services in China and India.\u003c/p>\n\u003cp>Together, the companies plan to open a network of U.S. hubs where Lyft drivers can rent GM vehicles. That could expand Lyft's business by giving people who don't own cars a way to drive and earn money through Lyft. It will also give GM a leg up on competitors like Daimler AG and Ford Motor Co., which are developing their own ride-sharing services.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Longer term, GM and Lyft will work together to develop a fleet of autonomous vehicles that city dwellers could summon using Lyft's mobile app. Partnering with GM could give Lyft a boost over its arch-rival, Uber Technologies Inc., which is working on its own driverless cars.\u003c/p>\n\u003cp>Lyft President John Zimmer and GM President Dan Ammann say the two companies began serious discussions about three months ago. Both see big changes coming in the traditional model of car ownership, and they had similar ideas about how to address it.\u003c/p>\n\u003cp>\"It felt very natural very quickly,\" Zimmer said.\u003c/p>\n\u003cp>Ammann said the resulting partnership is unlike any other in the auto and tech industries.\u003c/p>\n\u003cp>\"Do we want to deploy the resources and people to do everything ourselves, or get there faster by working in partnership?\" Ammann said. \"We see a really compelling, complementary set of capabilities.\"\u003c/p>\n\u003cp>Following its latest round of fundraising — which also included a $100 million investment from Saudi Arabia's Kingdom Holding Co. — privately held Lyft set its value at $5.5 billion. The company expects revenue of around $1 billion this year. By comparison, GM is valued at $53 billion and earned $153 billion in revenue in 2014.\u003c/p>\n\u003cp>But neither company can afford to rest. Uber's value could soon surpass GM's, and newcomers like Apple and Google are also eager to disrupt the traditional auto industry.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We see the world of mobility changing more in the next five years than it has in the last 50,\" Ammann said.\u003c/p>\n\n",
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"nprByline": "\u003cstrong>\u003ca href=\"https://twitter.com/deedurb\" target=\"_blank\">Dee-Ann Durbin\u003c/a>\u003cbr />Associated Press\u003c/strong>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>DETROIT — General Motors and San Francisco-based ride-hailing company Lyft are forming a partnership they say could help them beat their rivals to the self-driving future.\u003c/p>\n\u003cp>Lyft said Monday that GM invested $500 million in the company as part of a $1 billion round of fundraising.\u003c/p>\n\u003cp>GM gets a seat on Lyft's board and access to the 3-year-old company's software, which matches riders with drivers and automates payments. It also becomes a preferred vehicle provider, with the chance to get many more people behind the wheel of a Chevrolet, Buick, GMC or Cadillac.\u003c/p>\n\u003cp>Lyft gets the expertise of a 108-year-old automaker with decades of experience in making connected and autonomous vehicles. Detroit-based GM also has an enviable global reach; it sells almost 10 million cars each year in more than 100 countries. Lyft operates in 190 U.S. cities, although it recently formed partnerships with ride-sharing services in China and India.\u003c/p>\n\u003cp>Together, the companies plan to open a network of U.S. hubs where Lyft drivers can rent GM vehicles. That could expand Lyft's business by giving people who don't own cars a way to drive and earn money through Lyft. It will also give GM a leg up on competitors like Daimler AG and Ford Motor Co., which are developing their own ride-sharing services.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Longer term, GM and Lyft will work together to develop a fleet of autonomous vehicles that city dwellers could summon using Lyft's mobile app. Partnering with GM could give Lyft a boost over its arch-rival, Uber Technologies Inc., which is working on its own driverless cars.\u003c/p>\n\u003cp>Lyft President John Zimmer and GM President Dan Ammann say the two companies began serious discussions about three months ago. Both see big changes coming in the traditional model of car ownership, and they had similar ideas about how to address it.\u003c/p>\n\u003cp>\"It felt very natural very quickly,\" Zimmer said.\u003c/p>\n\u003cp>Ammann said the resulting partnership is unlike any other in the auto and tech industries.\u003c/p>\n\u003cp>\"Do we want to deploy the resources and people to do everything ourselves, or get there faster by working in partnership?\" Ammann said. \"We see a really compelling, complementary set of capabilities.\"\u003c/p>\n\u003cp>Following its latest round of fundraising — which also included a $100 million investment from Saudi Arabia's Kingdom Holding Co. — privately held Lyft set its value at $5.5 billion. The company expects revenue of around $1 billion this year. By comparison, GM is valued at $53 billion and earned $153 billion in revenue in 2014.\u003c/p>\n\u003cp>But neither company can afford to rest. Uber's value could soon surpass GM's, and newcomers like Apple and Google are also eager to disrupt the traditional auto industry.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We see the world of mobility changing more in the next five years than it has in the last 50,\" Ammann said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "In S.F., 24 Pedestrians and 5 Cyclists Were Killed in 2015, Despite Safety Efforts",
"headTitle": "In S.F., 24 Pedestrians and 5 Cyclists Were Killed in 2015, Despite Safety Efforts | KQED",
"content": "\u003cp>San Francisco has been\u003ca href=\"http://www.sfmayor.org/index.aspx?recordid=1001&page=846\" target=\"_blank\" rel=\"noopener\"> making progress\u003c/a> fixing its most dangerous streets, but the number of people killed walking and biking did not decline in 2015, despite the city’s \u003ca href=\"http://ww2.kqed.org/news/2014/03/06/sf-takes-step-toward-goal-of-zero-traffic-deaths-in-10-years/\" target=\"_blank\" rel=\"noopener\">Vision Zero\u003c/a> goal to end all traffic deaths by 2024.\u003c/p>\n\u003cp>Twenty-four pedestrians and five bicyclists died in accidents in San Francisco in 2015, according to the San Francisco Medical Examiner (this excludes those ruled suicides and homicides). The number of deaths recorded by the medical examiner was higher than the Vision Zero count kept by the San Francisco Department of Public Health, which has a full-time epidemiologist who analyzes collision data.\u003c/p>\n\u003caside class=\"alignright pullquote\">Twenty-four pedestrians and five cyclists died in 2015.\u003c/aside>\n\u003cp>Three pedestrians were killed in collisions on highways, or highway ramps, in San Francisco in 2015, but public health officials don’t include those deaths in their count because they weren’t on city streets.\u003c/p>\n\u003cp>They also don’t officially count deaths involving collisions with light-rail vehicles, like the crash that \u003ca href=\"http://abc7news.com/traffic/memorial-grows-for-boy-hit-killed-by-sf-muni-train/716684/\" target=\"_blank\" rel=\"noopener\">claimed the life of 12-year-old Andrew Wu\u003c/a>, because they didn’t involve motorists. A health department spokeswoman said they hope to put deaths involving light-rail vehicles in the official Vision Zero count in the future.\u003c/p>\n\u003cp>In addition, two pedestrians injured in collisions on city streets in 2013 died from their injuries in 2015. Bruce Baird, 86, was hit by a driver near Geary and Webster Streets on April 4, 2013, and died on Feb. 22, 2015. Lai-Sim Lai, 79, was struck by a driver at Sunset Boulevard and Wawona Street on Oct. 4, 2013, and died on March 19, 2015.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The medical examiner also said a pedestrian, 66-year-old Gregory Rausch, was struck by a train in a Caltrain tunnel in a death that was ruled an accident.\u003c/p>\n\u003cp>Another bike rider, 57-year-old Terence Okuda of Kailua, Hawaii, died August 4, two days after a solo crash on Old Mason Street near Crissy Field. A deputy medical examiner said he crashed on the bike route after swerving to avoid a pedestrian.\u003c/p>\n\u003cp>As of November, the health department reported seven other traffic deaths in 2015: six people were killed while riding a motorcycle, and one person was killed while driving.\u003c/p>\n\u003cp>At least five drivers were arrested and charged with vehicular manslaughter. Spokesmen for the San Francisco District Attorney’s Office and the San Francisco Police Department could not immediately confirm the total number of drivers charged, or cited.\u003c/p>\n\u003cp>\u003cstrong>Vision Zero\u003c/strong>\u003c/p>\n\u003cp>In 2013, safe streets advocates were alarmed by the rising number of deaths and severe injury collisions, and lobbied city officials to adopt Vision Zero, taking a page from an initiative that began in Sweden. The program has spread to other cities around the United States.\u003c/p>\n\u003cp>The following year the city adopted the program, and transportation and public health officials began analyzing traffic deaths and injuries. They counted all traffic deaths, and determined that more than 70 percent of fatal and serious injury collisions occur on just 12 percent of city streets, now identified as high-injury corridors.\u003c/p>\n\u003cp>By their count, in 2015 20 pedestrians and four cyclists were killed by motorists. Of those, 13 pedestrian deaths and two bicyclist deaths were on high-injury corridors.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder.png\" rel=\"attachment wp-att-10816276\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"aligncenter size-medium wp-image-10816276\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-800x450.png\" alt=\"San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder\" width=\"800\" height=\"450\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-800x450.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-400x225.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-768x432.png 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-1180x664.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-960x540.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder.png 1280w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003c/p>\n\u003cp>“While one fatality is one too many, we have been working extremely hard to accomplish safety projects, more enforcement, and more education to ensure that we’re making these streets as safe as possible,” said Paul Rose, a spokesman for the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>Over the last year, the SFMTA completed “quick and cost-effective” safety projects at more than 200 intersections, amounting to 13 miles of roadway improvements on high-injury corridors. Transportation officials say a number of safety projects slated to start construction in 2016 should make a big difference.\u003c/p>\n\u003cp>Those projects include long-awaited street redesigns on \u003ca href=\"https://www.sfmta.com/projects-planning/projects/van-ness-corridor-transit-improvement-project\" target=\"_blank\" rel=\"noopener\">Van Ness Avenue \u003c/a>for bus rapid transit, \u003ca href=\"https://www.sfmta.com/projects-planning/projects/polk-streetscape-project\" target=\"_blank\" rel=\"noopener\">Polk Street\u003c/a> and \u003ca href=\"https://www.sfmta.com/projects-planning/projects/masonic-avenue-streetscape-project\" target=\"_blank\" rel=\"noopener\">Masonic Avenue\u003c/a>.\u003c/p>\n\u003cp>“It might not happen overnight, but one key accomplishment over the past year is that the city of San Francisco is on the same page in doing everything we all can to reach our goal of zero deaths by 2024,” said Rose.\u003c/p>\n\u003cp>\u003cstrong>Picking up the Pace\u003c/strong>\u003c/p>\n\u003cp>Safe streets advocates say they’ve seen positive change since Vision Zero was adopted, but they feel the city needs to pick up the pace if it’s going to reach its goal of zero traffic deaths.\u003c/p>\n\u003cp>Nicole Ferrara, the executive director of \u003ca href=\"http://walksf.org/\" target=\"_blank\" rel=\"noopener\">Walk San Francisco\u003c/a>, says the Vision Zero projects completed thus far were “pretty small” and “effective but only to a certain extent.”\u003c/p>\n\u003cfigure id=\"attachment_10815002\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/RS10474_IMG_5184.jpg\" rel=\"attachment wp-att-10815002\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-10815002\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/RS10474_IMG_5184-800x533.jpg\" alt=\"Pedestrians wait to cross 24th Street in the Mission. \" width=\"800\" height=\"533\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Pedestrians wait to cross 24th Street in the Mission. \u003ccite>(Mark Andrew Boyd/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To get a full picture of how the safety improvements are impacting deaths and injuries, Ferrara said you have to consider the total number of severe injury collisions in 2015. There are, on average, around 800 collisions a year, according to the SFMTA. City officials could not immediately provide the number of collisions for 2015.\u003c/p>\n\u003cp>“What we really need to do to see a change in the number of injuries is essentially to redesign our streets,” she said. “We need projects to be delivered quicker, more staff support to turn projects around and more leadership at a higher level.”\u003c/p>\n\u003cp>Most of the collisions, Ferrara said, are preventable.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“I speak with people who have lost loved ones, and the pain and sorrow they go through is just so unnecessary and avoidable,” she said.\u003cbr>\n\u003cem>\u003cbr>\nCorrection: This story has been changed to reflect that there were a total of 24 pedestrians killed in 2015, not 25, and that SFMTA officials say they count all traffic deaths.\u003c/em>\u003c/p>\n\n",
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"excerpt": "Safe streets advocates say improvements planned for 2016 should help reduce deaths and injuries.",
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"title": "In S.F., 24 Pedestrians and 5 Cyclists Were Killed in 2015, Despite Safety Efforts | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco has been\u003ca href=\"http://www.sfmayor.org/index.aspx?recordid=1001&page=846\" target=\"_blank\" rel=\"noopener\"> making progress\u003c/a> fixing its most dangerous streets, but the number of people killed walking and biking did not decline in 2015, despite the city’s \u003ca href=\"http://ww2.kqed.org/news/2014/03/06/sf-takes-step-toward-goal-of-zero-traffic-deaths-in-10-years/\" target=\"_blank\" rel=\"noopener\">Vision Zero\u003c/a> goal to end all traffic deaths by 2024.\u003c/p>\n\u003cp>Twenty-four pedestrians and five bicyclists died in accidents in San Francisco in 2015, according to the San Francisco Medical Examiner (this excludes those ruled suicides and homicides). The number of deaths recorded by the medical examiner was higher than the Vision Zero count kept by the San Francisco Department of Public Health, which has a full-time epidemiologist who analyzes collision data.\u003c/p>\n\u003caside class=\"alignright pullquote\">Twenty-four pedestrians and five cyclists died in 2015.\u003c/aside>\n\u003cp>Three pedestrians were killed in collisions on highways, or highway ramps, in San Francisco in 2015, but public health officials don’t include those deaths in their count because they weren’t on city streets.\u003c/p>\n\u003cp>They also don’t officially count deaths involving collisions with light-rail vehicles, like the crash that \u003ca href=\"http://abc7news.com/traffic/memorial-grows-for-boy-hit-killed-by-sf-muni-train/716684/\" target=\"_blank\" rel=\"noopener\">claimed the life of 12-year-old Andrew Wu\u003c/a>, because they didn’t involve motorists. A health department spokeswoman said they hope to put deaths involving light-rail vehicles in the official Vision Zero count in the future.\u003c/p>\n\u003cp>In addition, two pedestrians injured in collisions on city streets in 2013 died from their injuries in 2015. Bruce Baird, 86, was hit by a driver near Geary and Webster Streets on April 4, 2013, and died on Feb. 22, 2015. Lai-Sim Lai, 79, was struck by a driver at Sunset Boulevard and Wawona Street on Oct. 4, 2013, and died on March 19, 2015.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The medical examiner also said a pedestrian, 66-year-old Gregory Rausch, was struck by a train in a Caltrain tunnel in a death that was ruled an accident.\u003c/p>\n\u003cp>Another bike rider, 57-year-old Terence Okuda of Kailua, Hawaii, died August 4, two days after a solo crash on Old Mason Street near Crissy Field. A deputy medical examiner said he crashed on the bike route after swerving to avoid a pedestrian.\u003c/p>\n\u003cp>As of November, the health department reported seven other traffic deaths in 2015: six people were killed while riding a motorcycle, and one person was killed while driving.\u003c/p>\n\u003cp>At least five drivers were arrested and charged with vehicular manslaughter. Spokesmen for the San Francisco District Attorney’s Office and the San Francisco Police Department could not immediately confirm the total number of drivers charged, or cited.\u003c/p>\n\u003cp>\u003cstrong>Vision Zero\u003c/strong>\u003c/p>\n\u003cp>In 2013, safe streets advocates were alarmed by the rising number of deaths and severe injury collisions, and lobbied city officials to adopt Vision Zero, taking a page from an initiative that began in Sweden. The program has spread to other cities around the United States.\u003c/p>\n\u003cp>The following year the city adopted the program, and transportation and public health officials began analyzing traffic deaths and injuries. They counted all traffic deaths, and determined that more than 70 percent of fatal and serious injury collisions occur on just 12 percent of city streets, now identified as high-injury corridors.\u003c/p>\n\u003cp>By their count, in 2015 20 pedestrians and four cyclists were killed by motorists. Of those, 13 pedestrian deaths and two bicyclist deaths were on high-injury corridors.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder.png\" rel=\"attachment wp-att-10816276\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"aligncenter size-medium wp-image-10816276\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-800x450.png\" alt=\"San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder\" width=\"800\" height=\"450\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-800x450.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-400x225.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-768x432.png 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-1180x664.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-960x540.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder.png 1280w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003c/p>\n\u003cp>“While one fatality is one too many, we have been working extremely hard to accomplish safety projects, more enforcement, and more education to ensure that we’re making these streets as safe as possible,” said Paul Rose, a spokesman for the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>Over the last year, the SFMTA completed “quick and cost-effective” safety projects at more than 200 intersections, amounting to 13 miles of roadway improvements on high-injury corridors. Transportation officials say a number of safety projects slated to start construction in 2016 should make a big difference.\u003c/p>\n\u003cp>Those projects include long-awaited street redesigns on \u003ca href=\"https://www.sfmta.com/projects-planning/projects/van-ness-corridor-transit-improvement-project\" target=\"_blank\" rel=\"noopener\">Van Ness Avenue \u003c/a>for bus rapid transit, \u003ca href=\"https://www.sfmta.com/projects-planning/projects/polk-streetscape-project\" target=\"_blank\" rel=\"noopener\">Polk Street\u003c/a> and \u003ca href=\"https://www.sfmta.com/projects-planning/projects/masonic-avenue-streetscape-project\" target=\"_blank\" rel=\"noopener\">Masonic Avenue\u003c/a>.\u003c/p>\n\u003cp>“It might not happen overnight, but one key accomplishment over the past year is that the city of San Francisco is on the same page in doing everything we all can to reach our goal of zero deaths by 2024,” said Rose.\u003c/p>\n\u003cp>\u003cstrong>Picking up the Pace\u003c/strong>\u003c/p>\n\u003cp>Safe streets advocates say they’ve seen positive change since Vision Zero was adopted, but they feel the city needs to pick up the pace if it’s going to reach its goal of zero traffic deaths.\u003c/p>\n\u003cp>Nicole Ferrara, the executive director of \u003ca href=\"http://walksf.org/\" target=\"_blank\" rel=\"noopener\">Walk San Francisco\u003c/a>, says the Vision Zero projects completed thus far were “pretty small” and “effective but only to a certain extent.”\u003c/p>\n\u003cfigure id=\"attachment_10815002\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/RS10474_IMG_5184.jpg\" rel=\"attachment wp-att-10815002\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-10815002\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/RS10474_IMG_5184-800x533.jpg\" alt=\"Pedestrians wait to cross 24th Street in the Mission. \" width=\"800\" height=\"533\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Pedestrians wait to cross 24th Street in the Mission. \u003ccite>(Mark Andrew Boyd/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To get a full picture of how the safety improvements are impacting deaths and injuries, Ferrara said you have to consider the total number of severe injury collisions in 2015. There are, on average, around 800 collisions a year, according to the SFMTA. City officials could not immediately provide the number of collisions for 2015.\u003c/p>\n\u003cp>“What we really need to do to see a change in the number of injuries is essentially to redesign our streets,” she said. “We need projects to be delivered quicker, more staff support to turn projects around and more leadership at a higher level.”\u003c/p>\n\u003cp>Most of the collisions, Ferrara said, are preventable.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“I speak with people who have lost loved ones, and the pain and sorrow they go through is just so unnecessary and avoidable,” she said.\u003cbr>\n\u003cem>\u003cbr>\nCorrection: This story has been changed to reflect that there were a total of 24 pedestrians killed in 2015, not 25, and that SFMTA officials say they count all traffic deaths.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Your New Year's Eve Bay Area Transportation Guide",
"title": "Your New Year's Eve Bay Area Transportation Guide",
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"content": "\u003cp>If your New Year's resolution is to drive less, or if you're still looking for a designated driver to help you celebrate New Year's Eve, transportation services around the Bay Area are hoping to help you out.\u003c/p>\n\u003cp>Muni, Caltrain and AC Transit are just a few transportation options offering free rides and extended operations on New Year's Eve to carry celebrants into the wee hours of the new year.\u003c/p>\n\u003cp>Here's a breakdown of Bay Area transportation options to take you around \u003ca href=\"#sf\">San Francisco\u003c/a>, \u003ca href=\"#sm\">San Mateo\u003c/a>, \u003ca href=\"#sc\">Santa Clara\u003c/a> and the \u003ca href=\"#eb\">East Bay\u003c/a> this New Year's Eve.\u003c/p>\n\u003cp>\u003cstrong>BART:\u003c/strong> While BART is not offering free rides, extended service will be offered until approximately 3 a.m. Friday. Extra trains will be prepared for crowds after the fireworks show at the Embarcadero and will run every 20 minutes.\u003c/p>\n\u003cp>\"One of the most exciting things that San Franciscans and Bay Area residents get to do every year is go down and enjoy the fireworks at Embarcadero, so we want to be able to provide that service,\" said BART spokesman Taylor Huckaby.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>For those heading into the city after 8 p.m and those leaving the city after midnight, BART will begin utilizing \"skip-stop\" service in and out of the city. \u003ca href=\"http://www.bart.gov/news/articles/2015/news20151208-0\" target=\"_blank\">Some lines will skip\u003c/a> Embarcadero, Montgomery and West Oakland stations to ease the crowds at the most popular platforms.\u003c/p>\n\u003cp>BART will operate on a Sunday/holiday schedule on New Year's Day, with service beginning at 8 a.m.\u003c/p>\n\u003cp>\u003ca href=\"http://sf.funcheap.com/1231-free-cheap-nye-public-transportation-bartmunisamtranscaltrainvta/\">FuncheapSF\u003c/a> recommends buying round-trip tickets and loading Clipper cards in advance to avoid long lines.\u003c/p>\n\u003cp>\u003cstrong>Caltrain:\u003c/strong> Caltrain will begin offering free rides at 8 p.m. Thursday until 5 a.m. Friday. An extra four trains will leave from the \u003ca href=\"http://www.caltrain.com/stations/sanfranciscostation.html\" target=\"_blank\">San Francisco station\u003c/a> after the midnight fireworks show at the Embarcadero. Trains will operate on a \u003ca href=\"http://www.caltrain.com/schedules/weekend-timetable.html\" target=\"_blank\">Sunday/holiday schedule\u003c/a> on New Year's Day.\u003c/p>\n\u003cp>\u003cstrong>Lyft and Uber: \u003c/strong>Lyft prices are capped at 200 percent this New Year's Eve, one of its \u003ca href=\"http://www.sfgate.com/bayarea/article/Uber-Lyft-vs-taxis-in-New-Year-s-Eve-fare-war-5984146.php\" target=\"_blank\">most competitive\u003c/a> business days of the year.\u003c/p>\n\u003cp>Uber is also taking part in \u003ca href=\"https://help.uber.com/h/6c8065cf-5535-4a8b-9940-d292ffdce119\" target=\"_blank\">surge pricing\u003c/a>. Uber \u003ca href=\"https://newsroom.uber.com/new-years-guide/\" target=\"_blank\">suggests \u003c/a>using the service early or catching a ride after midnight to avoid high fares.\u003c/p>\n\u003cp>On New Year's Eve last year, some Uber rides cost as much as $100. Lyft set a \"prime-time limit\" at a \u003ca href=\"http://www.ibtimes.com/uber-lyft-new-years-eve-2015-surge-pricing-cost-riders-1771582\" target=\"_blank\">controversial\u003c/a> 400 percent. You can decide if 200 percent is a steal.\u003ca name=\"sf\">\u003c/a>\u003c/p>\n\u003ch3>San Francisco\u003c/h3>\n\u003cp>\u003cstrong>Muni:\u003c/strong> You can hop on any Muni bus for free starting at 8 p.m. on Thursday through 5 a.m. on Friday.\u003c/p>\n\u003cp>There will also be extended service until 4 a.m. on Muni Metro lines between West Portal and Embarcadero stations. Service will run until 2:15 a.m. to Fourth and King streets.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/calendar/alerts/ride-muni-free-extra-service-new-years-eve\" target=\"_blank\">Extra Owl route \u003c/a>service will be offered from 1 a.m. to 5 a.m. on New Year's Day.\u003c/p>\n\u003cp>Clipper cards, Muni Mobile passes and Metro fares will not be necessary on Muni buses during free service hours. SFMTA asks that passengers do not tag their Clipper cards during free service hours. If tagged, cards will be charged. Muni Metro fare gates will be set to allow free access.\u003c/p>\n\u003cp>\u003cstrong>Cab:\u003c/strong> Luxor Cabs in partnership with Berg Injury Lawyers' \u003ca href=\"http://www.berginjurylawyers.com/about-us/community/safe-and-sober/\" target=\"_blank\">Safe and Sober Free Cab Ride Home Program\u003c/a> is offering free cab rides home from 10 p.m. on Thursday through 4 a.m. Friday.\u003c/p>\n\u003cp>Riders must be picked up at a restaurant, hotel or bar and dropped off to a residency to qualify for a free ride. Free rides do not count if the cab is hailed from the street. Each ride is limited to $35.\u003c/p>\n\u003cp>For a free cab, you can arrange a ride with Luxor Cab by calling \u003cspan style=\"line-height: 1.5\">(415) 282-4141. Patrons can tell the driver to send the taxi receipt to \u003ca href=\"http://www.berginjurylawyers.com/wp-content/uploads/2015/12/BIL_PressRelease_NYE-2015.pdf\" target=\"_blank\">Berg Injury Lawyers. \u003c/a>Berg Injury encourages riders to tip their taxi drivers.\u003cbr>\n\u003ca name=\"eb\">\u003c/a> \u003c/span>\u003c/p>\n\u003ch3>Alameda-Contra Consta County\u003c/h3>\n\u003cp>\u003cstrong>AC Transit: \u003c/strong>Free rides will be offered on all AC Transit lines from 8 p.m. Thursday until 5 a.m. Friday.\u003c/p>\n\u003cp>\"We want people to be safe and we care about our community,\" said Michele Joseph, director of marketing and communications at AC Transit. \"We care about our customers. And it's really important for everybody to realize the implication of driving while intoxicated.\"\u003c/p>\n\u003cp>\u003ca href=\"http://www.actransit.org/2015/12/23/ac-transit-offers-free-rides-on-new-year%E2%80%99s-eve/\" target=\"_blank\">All Nighter service\u003c/a> will be available to those traveling after midnight.\u003c/p>\n\u003cfigure id=\"attachment_10812200\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003cimg class=\"wp-image-10812200 size-thumbnail\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/existing-map-400x176.png\" alt=\"Oakland’s Free B Shuttle bus will be running on New Year’s Eve every 10-15 minutes from 7 p.m. to 1 a.m.\" width=\"400\" height=\"176\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/existing-map-400x176.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/existing-map-800x352.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/existing-map-768x338.png 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/existing-map.png 856w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003cfigcaption class=\"wp-caption-text\">Oakland’s Free B Shuttle bus will be running on New Year’s Eve every 10-15 minutes from 7 p.m. to 1 a.m. \u003ccite>(City of Oakland's Economic & Workforce Development Department)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Broadway Shuttle:\u003c/strong> The green\u003ca href=\"http://www.meetdowntownoak.com/shuttle.php\"> bus\u003c/a> taking passengers along Broadway from Jack London Square to 27th Street in Oakland will offer free rides from 7 a.m. on Thursday to 1 a.m. Friday every 10 to 15 minutes.\u003cbr>\n\u003ca name=\"sm\">\u003c/a>\u003c/p>\n\u003ch3>San Mateo County\u003c/h3>\n\u003cp>\u003cstrong>SamTrans:\u003c/strong> Free rides on\u003ca href=\"http://www.samtrans.com/about/MediaRelations/news/SamTrans_to_Offer_Free_Service_on_New_Year_s_Eve__Sunday_Schedule_on_New_Year_s_Day_4274.html\"> SamTrans\u003c/a> buses begin at 8 p.m. Thursday until 5 a.m. Friday. Buses will operate on a Sunday schedule on New Year's Day.\u003c/p>\n\u003cp>\u003cstrong>Redi-Wheels:\u003c/strong> The district's paratransit service will offer free rides starting at 8 p.m. Thursday.\u003cbr>\n\u003ca name=\"sc\">\u003c/a>\u003c/p>\n\u003ch3>Santa Clara County\u003c/h3>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>VTA:\u003c/strong> Santa Clara County's Valley Transportation Authority is offering free rides from 8 p.m. Thursday until 5 a.m. Friday. \u003ca href=\"http://www.vta.org/News-and-Media/Connect-with-VTA/Ride-VTA-on-Us-This-New-Years-Eve#.VoGGrPmANHx\">Extended service\u003c/a> will be offered for the Mountain View-Winchester and Alum Rock-Santa Teresa light-rail lines.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>If your New Year's resolution is to drive less, or if you're still looking for a designated driver to help you celebrate New Year's Eve, transportation services around the Bay Area are hoping to help you out.\u003c/p>\n\u003cp>Muni, Caltrain and AC Transit are just a few transportation options offering free rides and extended operations on New Year's Eve to carry celebrants into the wee hours of the new year.\u003c/p>\n\u003cp>Here's a breakdown of Bay Area transportation options to take you around \u003ca href=\"#sf\">San Francisco\u003c/a>, \u003ca href=\"#sm\">San Mateo\u003c/a>, \u003ca href=\"#sc\">Santa Clara\u003c/a> and the \u003ca href=\"#eb\">East Bay\u003c/a> this New Year's Eve.\u003c/p>\n\u003cp>\u003cstrong>BART:\u003c/strong> While BART is not offering free rides, extended service will be offered until approximately 3 a.m. Friday. Extra trains will be prepared for crowds after the fireworks show at the Embarcadero and will run every 20 minutes.\u003c/p>\n\u003cp>\"One of the most exciting things that San Franciscans and Bay Area residents get to do every year is go down and enjoy the fireworks at Embarcadero, so we want to be able to provide that service,\" said BART spokesman Taylor Huckaby.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>For those heading into the city after 8 p.m and those leaving the city after midnight, BART will begin utilizing \"skip-stop\" service in and out of the city. \u003ca href=\"http://www.bart.gov/news/articles/2015/news20151208-0\" target=\"_blank\">Some lines will skip\u003c/a> Embarcadero, Montgomery and West Oakland stations to ease the crowds at the most popular platforms.\u003c/p>\n\u003cp>BART will operate on a Sunday/holiday schedule on New Year's Day, with service beginning at 8 a.m.\u003c/p>\n\u003cp>\u003ca href=\"http://sf.funcheap.com/1231-free-cheap-nye-public-transportation-bartmunisamtranscaltrainvta/\">FuncheapSF\u003c/a> recommends buying round-trip tickets and loading Clipper cards in advance to avoid long lines.\u003c/p>\n\u003cp>\u003cstrong>Caltrain:\u003c/strong> Caltrain will begin offering free rides at 8 p.m. Thursday until 5 a.m. Friday. An extra four trains will leave from the \u003ca href=\"http://www.caltrain.com/stations/sanfranciscostation.html\" target=\"_blank\">San Francisco station\u003c/a> after the midnight fireworks show at the Embarcadero. Trains will operate on a \u003ca href=\"http://www.caltrain.com/schedules/weekend-timetable.html\" target=\"_blank\">Sunday/holiday schedule\u003c/a> on New Year's Day.\u003c/p>\n\u003cp>\u003cstrong>Lyft and Uber: \u003c/strong>Lyft prices are capped at 200 percent this New Year's Eve, one of its \u003ca href=\"http://www.sfgate.com/bayarea/article/Uber-Lyft-vs-taxis-in-New-Year-s-Eve-fare-war-5984146.php\" target=\"_blank\">most competitive\u003c/a> business days of the year.\u003c/p>\n\u003cp>Uber is also taking part in \u003ca href=\"https://help.uber.com/h/6c8065cf-5535-4a8b-9940-d292ffdce119\" target=\"_blank\">surge pricing\u003c/a>. Uber \u003ca href=\"https://newsroom.uber.com/new-years-guide/\" target=\"_blank\">suggests \u003c/a>using the service early or catching a ride after midnight to avoid high fares.\u003c/p>\n\u003cp>On New Year's Eve last year, some Uber rides cost as much as $100. Lyft set a \"prime-time limit\" at a \u003ca href=\"http://www.ibtimes.com/uber-lyft-new-years-eve-2015-surge-pricing-cost-riders-1771582\" target=\"_blank\">controversial\u003c/a> 400 percent. You can decide if 200 percent is a steal.\u003ca name=\"sf\">\u003c/a>\u003c/p>\n\u003ch3>San Francisco\u003c/h3>\n\u003cp>\u003cstrong>Muni:\u003c/strong> You can hop on any Muni bus for free starting at 8 p.m. on Thursday through 5 a.m. on Friday.\u003c/p>\n\u003cp>There will also be extended service until 4 a.m. on Muni Metro lines between West Portal and Embarcadero stations. Service will run until 2:15 a.m. to Fourth and King streets.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/calendar/alerts/ride-muni-free-extra-service-new-years-eve\" target=\"_blank\">Extra Owl route \u003c/a>service will be offered from 1 a.m. to 5 a.m. on New Year's Day.\u003c/p>\n\u003cp>Clipper cards, Muni Mobile passes and Metro fares will not be necessary on Muni buses during free service hours. SFMTA asks that passengers do not tag their Clipper cards during free service hours. If tagged, cards will be charged. Muni Metro fare gates will be set to allow free access.\u003c/p>\n\u003cp>\u003cstrong>Cab:\u003c/strong> Luxor Cabs in partnership with Berg Injury Lawyers' \u003ca href=\"http://www.berginjurylawyers.com/about-us/community/safe-and-sober/\" target=\"_blank\">Safe and Sober Free Cab Ride Home Program\u003c/a> is offering free cab rides home from 10 p.m. on Thursday through 4 a.m. Friday.\u003c/p>\n\u003cp>Riders must be picked up at a restaurant, hotel or bar and dropped off to a residency to qualify for a free ride. Free rides do not count if the cab is hailed from the street. Each ride is limited to $35.\u003c/p>\n\u003cp>For a free cab, you can arrange a ride with Luxor Cab by calling \u003cspan style=\"line-height: 1.5\">(415) 282-4141. Patrons can tell the driver to send the taxi receipt to \u003ca href=\"http://www.berginjurylawyers.com/wp-content/uploads/2015/12/BIL_PressRelease_NYE-2015.pdf\" target=\"_blank\">Berg Injury Lawyers. \u003c/a>Berg Injury encourages riders to tip their taxi drivers.\u003cbr>\n\u003ca name=\"eb\">\u003c/a> \u003c/span>\u003c/p>\n\u003ch3>Alameda-Contra Consta County\u003c/h3>\n\u003cp>\u003cstrong>AC Transit: \u003c/strong>Free rides will be offered on all AC Transit lines from 8 p.m. Thursday until 5 a.m. Friday.\u003c/p>\n\u003cp>\"We want people to be safe and we care about our community,\" said Michele Joseph, director of marketing and communications at AC Transit. \"We care about our customers. And it's really important for everybody to realize the implication of driving while intoxicated.\"\u003c/p>\n\u003cp>\u003ca href=\"http://www.actransit.org/2015/12/23/ac-transit-offers-free-rides-on-new-year%E2%80%99s-eve/\" target=\"_blank\">All Nighter service\u003c/a> will be available to those traveling after midnight.\u003c/p>\n\u003cfigure id=\"attachment_10812200\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003cimg class=\"wp-image-10812200 size-thumbnail\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/existing-map-400x176.png\" alt=\"Oakland’s Free B Shuttle bus will be running on New Year’s Eve every 10-15 minutes from 7 p.m. to 1 a.m.\" width=\"400\" height=\"176\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/existing-map-400x176.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/existing-map-800x352.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/existing-map-768x338.png 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/existing-map.png 856w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003cfigcaption class=\"wp-caption-text\">Oakland’s Free B Shuttle bus will be running on New Year’s Eve every 10-15 minutes from 7 p.m. to 1 a.m. \u003ccite>(City of Oakland's Economic & Workforce Development Department)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Broadway Shuttle:\u003c/strong> The green\u003ca href=\"http://www.meetdowntownoak.com/shuttle.php\"> bus\u003c/a> taking passengers along Broadway from Jack London Square to 27th Street in Oakland will offer free rides from 7 a.m. on Thursday to 1 a.m. Friday every 10 to 15 minutes.\u003cbr>\n\u003ca name=\"sm\">\u003c/a>\u003c/p>\n\u003ch3>San Mateo County\u003c/h3>\n\u003cp>\u003cstrong>SamTrans:\u003c/strong> Free rides on\u003ca href=\"http://www.samtrans.com/about/MediaRelations/news/SamTrans_to_Offer_Free_Service_on_New_Year_s_Eve__Sunday_Schedule_on_New_Year_s_Day_4274.html\"> SamTrans\u003c/a> buses begin at 8 p.m. Thursday until 5 a.m. Friday. Buses will operate on a Sunday schedule on New Year's Day.\u003c/p>\n\u003cp>\u003cstrong>Redi-Wheels:\u003c/strong> The district's paratransit service will offer free rides starting at 8 p.m. Thursday.\u003cbr>\n\u003ca name=\"sc\">\u003c/a>\u003c/p>\n\u003ch3>Santa Clara County\u003c/h3>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>VTA:\u003c/strong> Santa Clara County's Valley Transportation Authority is offering free rides from 8 p.m. Thursday until 5 a.m. Friday. \u003ca href=\"http://www.vta.org/News-and-Media/Connect-with-VTA/Ride-VTA-on-Us-This-New-Years-Eve#.VoGGrPmANHx\">Extended service\u003c/a> will be offered for the Mountain View-Winchester and Alum Rock-Santa Teresa light-rail lines.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Sidecar, Onetime Uber Competitor, to Shut Down New Year's Eve",
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"content": "\u003cp>It's the end of the road for Sidecar. The ride-service company's co-founders announced today it would cease operations on New Year's Eve.\u003c/p>\n\u003cp>At one point, Sidecar -- along with Uber and Lyft -- was one of the Big 3 ride-hailing firms. When we \u003ca href=\"http://ww2.kqed.org/news/2013/11/07/taxis-lyft-ride-service-war-on-streets-of-san-francisco\" target=\"_blank\">first started covering the industry\u003c/a> in November 2013, we spoke to a driver who said he made an average of $30 an hour driving 20-25 hours per week for the company.\u003c/p>\n\u003cp>“I just had my 1,000th ride this year and I love it,” he said.\u003c/p>\n\u003cp>But the good times didn't last. In 2014 I talked to one driver who simultaneously worked for all three companies; he said he received nary a customer from Sidecar over a weeklong period. Eventually, the media stopped mentioning the company alongside Uber and Lyft.\u003c/p>\n\u003cp>Today Sidecar co-founders Sunil Paul and Jahan Khanna said in a \u003ca href=\"https://medium.com/@SunilPaul/so-long-sidecar-and-thanks-74c8a0955064#.nfaz9z4oh\" target=\"_blank\">post on Medium\u003c/a> that the company would end both its ride and \u003ca href=\"https://www.side.cr/delivery/\" target=\"_blank\">delivery service\u003c/a>, the latter of which it \u003ca href=\"http://www.geekwire.com/2015/packages-people-sidecar-launches-day-delivery-service-partners-eat24/\" target=\"_blank\">launched in February\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"Today is a turning point for Sidecar as we prepare to end our ride and delivery service so we can work on strategic alternatives and lay the groundwork for the next big thing,\" Paul and Khanna wrote. \"We will cease ride and delivery operations at 2 p.m. Pacific Time, December 31.\"\u003c/p>\n\u003cp>Perhaps it's an indication of just how little business Sidecar was doing that it will terminate its ride-service hours before the rush of New Year's Eve, perhaps the biggest transportation-for-hire night of the year.\u003c/p>\n\u003cp>Paul and Khanna did not specify what \"the next big thing\" might be.\u003c/p>\n\u003cp>\"This is the end of the road for the Sidecar ride and delivery service,\" they wrote, \"but it’s by no means the end of the journey for the company.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>After beta testing in San Francisco in 2011, Sidecar formally \u003ca href=\"https://www.side.cr/sidecar-connects-drivers-and-passengers-one-ride-at-a-time/\" target=\"_blank\">launched in 2012\u003c/a>, portraying itself as \"the first on-demand rideshare community.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It's the end of the road for Sidecar. The ride-service company's co-founders announced today it would cease operations on New Year's Eve.\u003c/p>\n\u003cp>At one point, Sidecar -- along with Uber and Lyft -- was one of the Big 3 ride-hailing firms. When we \u003ca href=\"http://ww2.kqed.org/news/2013/11/07/taxis-lyft-ride-service-war-on-streets-of-san-francisco\" target=\"_blank\">first started covering the industry\u003c/a> in November 2013, we spoke to a driver who said he made an average of $30 an hour driving 20-25 hours per week for the company.\u003c/p>\n\u003cp>“I just had my 1,000th ride this year and I love it,” he said.\u003c/p>\n\u003cp>But the good times didn't last. In 2014 I talked to one driver who simultaneously worked for all three companies; he said he received nary a customer from Sidecar over a weeklong period. Eventually, the media stopped mentioning the company alongside Uber and Lyft.\u003c/p>\n\u003cp>Today Sidecar co-founders Sunil Paul and Jahan Khanna said in a \u003ca href=\"https://medium.com/@SunilPaul/so-long-sidecar-and-thanks-74c8a0955064#.nfaz9z4oh\" target=\"_blank\">post on Medium\u003c/a> that the company would end both its ride and \u003ca href=\"https://www.side.cr/delivery/\" target=\"_blank\">delivery service\u003c/a>, the latter of which it \u003ca href=\"http://www.geekwire.com/2015/packages-people-sidecar-launches-day-delivery-service-partners-eat24/\" target=\"_blank\">launched in February\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Today is a turning point for Sidecar as we prepare to end our ride and delivery service so we can work on strategic alternatives and lay the groundwork for the next big thing,\" Paul and Khanna wrote. \"We will cease ride and delivery operations at 2 p.m. Pacific Time, December 31.\"\u003c/p>\n\u003cp>Perhaps it's an indication of just how little business Sidecar was doing that it will terminate its ride-service hours before the rush of New Year's Eve, perhaps the biggest transportation-for-hire night of the year.\u003c/p>\n\u003cp>Paul and Khanna did not specify what \"the next big thing\" might be.\u003c/p>\n\u003cp>\"This is the end of the road for the Sidecar ride and delivery service,\" they wrote, \"but it’s by no means the end of the journey for the company.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>After beta testing in San Francisco in 2011, Sidecar formally \u003ca href=\"https://www.side.cr/sidecar-connects-drivers-and-passengers-one-ride-at-a-time/\" target=\"_blank\">launched in 2012\u003c/a>, portraying itself as \"the first on-demand rideshare community.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Southwest Airlines Jet Forced to Return to Oakland After Suffering Mechanical Problem",
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"content": "\u003cp>\u003cem>Updated 12:05 p.m.\u003c/em>\u003c/p>\n\u003cp>A Southwest Airlines 737 with 139 passengers aboard landed safely Wednesday after experiencing a landing-gear problem and being forced into a holding pattern over the Central Valley for 3½ hours.\u003c/p>\n\u003cp>Flight 2547, to Chicago's Midway Airport, took off at 6:13 a.m. The pilot immediately notified tower personnel in Oakland that \"we're having an issue with the aircraft ... we're going to need to return to the Oakland airport if we can get emergency return instructions.\"\u003c/p>\n\u003cp>When the tower asked the nature of the emergency, the pilot said, \"It's an issue with our landing gear -- we don't know what it is yet.\"\u003c/p>\n\u003cp>Later reports suggested the problem was with the aircraft's landing gear -- and news reports suggested the issue may have been a blown tire.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But the return was not as simple as it sounds. Because of the potential fire risk involved in landing a plane with a full load of jet fuel, the crew flew a long oval circuit over the Central Valley to burn off fuel before landing. The normal flight time to Chicago's Midway airport is normally about 3½ hours, so it took a while to consume the fuel on board.\u003c/p>\n\u003cp>The 737 made one low pass past the Oakland airport tower at about 9:55 a.m. so that ground personnel could confirm the status of the landing gear. After an air controller told the pilot \"it looks good from our view\" -- an opinion confirmed by another Southwest Airlines crew that watched Flight 2547 make its low fly-by -- the 737 executed one final approach circuit and touched down at 10:12 a.m.\u003c/p>\n\u003cp>In all, the flight was in the air for 3 hours and 59 minutes. The landing was covered live by several local TV outlets and carried nationwide on cable news channels.\u003c/p>\n\u003cp>Here's the full statement from Southwest Airlines, issued as the incident unfolded.\u003c/p>\n\u003cblockquote>\u003cp>Flight 2547 departed Oakland for Chicago Midway with 139 passengers onboard. After takeoff, the Captain in Command made the decision to return to Oakland to check a maintenance item on the aircraft. With everything we do, Safety is of paramount importance and we appreciate our Customers’ patience while we work to get them to their final destinations for the holiday.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>The airline said the jet would be taken out of service for an inspection.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 12:05 p.m.\u003c/em>\u003c/p>\n\u003cp>A Southwest Airlines 737 with 139 passengers aboard landed safely Wednesday after experiencing a landing-gear problem and being forced into a holding pattern over the Central Valley for 3½ hours.\u003c/p>\n\u003cp>Flight 2547, to Chicago's Midway Airport, took off at 6:13 a.m. The pilot immediately notified tower personnel in Oakland that \"we're having an issue with the aircraft ... we're going to need to return to the Oakland airport if we can get emergency return instructions.\"\u003c/p>\n\u003cp>When the tower asked the nature of the emergency, the pilot said, \"It's an issue with our landing gear -- we don't know what it is yet.\"\u003c/p>\n\u003cp>Later reports suggested the problem was with the aircraft's landing gear -- and news reports suggested the issue may have been a blown tire.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But the return was not as simple as it sounds. Because of the potential fire risk involved in landing a plane with a full load of jet fuel, the crew flew a long oval circuit over the Central Valley to burn off fuel before landing. The normal flight time to Chicago's Midway airport is normally about 3½ hours, so it took a while to consume the fuel on board.\u003c/p>\n\u003cp>The 737 made one low pass past the Oakland airport tower at about 9:55 a.m. so that ground personnel could confirm the status of the landing gear. After an air controller told the pilot \"it looks good from our view\" -- an opinion confirmed by another Southwest Airlines crew that watched Flight 2547 make its low fly-by -- the 737 executed one final approach circuit and touched down at 10:12 a.m.\u003c/p>\n\u003cp>In all, the flight was in the air for 3 hours and 59 minutes. The landing was covered live by several local TV outlets and carried nationwide on cable news channels.\u003c/p>\n\u003cp>Here's the full statement from Southwest Airlines, issued as the incident unfolded.\u003c/p>\n\u003cblockquote>\u003cp>Flight 2547 departed Oakland for Chicago Midway with 139 passengers onboard. After takeoff, the Captain in Command made the decision to return to Oakland to check a maintenance item on the aircraft. With everything we do, Safety is of paramount importance and we appreciate our Customers’ patience while we work to get them to their final destinations for the holiday.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp>The airline said the jet would be taken out of service for an inspection.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "SpaceX Achieves 'Revolutionary' Landing of Rocket Booster",
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"content": "\u003cp>SpaceX sent a Falcon rocket soaring toward orbit Monday night with 11 small satellites, its first mission since an accident last summer. Then, in an even more astounding feat, it landed the 15-story leftover booster back on Earth safely.\u003c/p>\n\u003cp>It was the first time an unmanned rocket returned to land vertically at Cape Canaveral, Florida, and represented a tremendous success for SpaceX. The company led by billionaire Elon Musk is striving for reusability to drive launch costs down and open up space to more people.\u003c/p>\n\u003cp>\"Welcome back, baby!\" Musk tweeted after touchdown.\u003c/p>\n\u003cp>\"It's a revolutionary moment,\" Musk later told reporters. \"No one has ever brought a booster, an orbital-class booster, back intact.\"\u003c/p>\n\u003cp>What's significant is that this was a useful mission, Musk noted, not merely a practice flight. \"We achieved recovery of the rocket in a mission that actually deployed 11 satellites,\" he said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>SpaceX employees broke into cheers and chants, some of them jumping up and down, following the smooth touchdown nine minutes after liftoff. Previous landing attempts ended in fiery blasts, but those aimed for an ocean platform.\u003c/p>\n\u003cfigure id=\"attachment_10803939\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/GettyImages-502234880.jpg\" rel=\"attachment wp-att-10803939\">\u003cimg class=\"size-thumbnail wp-image-10803939\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/GettyImages-502234880-400x533.jpg\" alt=\"A handout picture made available by SpaceX shows its Falcon 9 rocket after it had landed at Cape Canaveral on Monday night. \" width=\"400\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-502234880-400x533.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-502234880-800x1067.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-502234880-768x1024.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-502234880-1440x1920.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-502234880-1180x1573.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-502234880-960x1280.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-502234880.jpg 1512w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A handout picture made available by SpaceX shows its Falcon 9 rocket after it had landed at Cape Canaveral on Monday night. \u003ccite>(SpaceX via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Thought Rocket Had Exploded \u003c/strong>\u003c/p>\n\u003cp>Musk said he ran outside and heard the sonic boom of the returning booster just as it landed; he assumed it had exploded. He learned the happy truth when he went back into Launch Control and saw video of the standing rocket.\u003c/p>\n\u003cp>\"I can't quite believe it,\" he said. \"It's quite shocking.\"\u003c/p>\n\u003cp>Musk said the landing appeared close to perfect and the company \"could not have asked for a better mission or a better day.\"\u003c/p>\n\u003cp>The top officer at Cape Canaveral Air Force Station, Brig. Gen. Wayne Monteith, noted that the returning booster \"placed the exclamation mark on 2015.\"\u003c/p>\n\u003cp>\"This was a first for us at Cape Canaveral Air Force Station, and I can't even begin to describe the excitement the team feels right now having been a part of this historic first-stage rocket landing,\" Monteith said in a statement.\u003c/p>\n\u003cp>Across the country, SpaceX employees jammed company headquarters in Hawthorne, California, anxiously awaiting success. They cheered at full throttle when the first stage separated cleanly two minutes into flight and reoriented itself for an unprecedented return to Cape Canaveral. Then the roar became deafening, as TV cameras showed the first-stage booster landing on extended legs at its new, dedicated landing zone. SpaceX commentators called it \"incredibly exciting\" and were visibly moved by the feat.\u003c/p>\n\u003cp>\"This has been a wildly successful return to flight for SpaceX,\" said one SpaceX launch commentator. \"We made history today.\"\u003c/p>\n\u003cp>Blue Origin, another billionaire's rocket company, successfully landed a booster last month in West Texas. That rocket, though, had been used for a suborbital flight. The SpaceX booster was more powerful and flying faster in order to put satellites into orbit.\u003c/p>\n\u003cp>\u003cstrong>Ultimate Goal: Colonizing Mars\u003c/strong>\u003c/p>\n\u003cp>The touchdown was a secondary objective for SpaceX. The first was hoisting the satellites for OrbComm, a New Jersey-based communication company. All 11 were successfully deployed.\u003c/p>\n\u003cp>OrbComm chief executive officer Marc Eisenberg seemed just as excited about the booster landing as about his satellites reaching orbit.\u003c/p>\n\u003cp>\"Here she comes back,\" Eisenberg said via Twitter, sharing a photo of the returning booster. Then: \"Bullseye.\"\u003c/p>\n\u003cp>The booster-landing zone, a former Atlas missile-launching site, is about 6 miles from the launch pad. SpaceX is leasing the touchdown area — marked by a giant X — from the Air Force. The reinforced concrete provides a stable surface, unlike the barges used for the initial attempts, primarily for increased safety.\u003c/p>\n\u003cp>On its previous flight back in June, SpaceX's Falcon 9 rocket failed shortly after liftoff, destroying a supply ship intended for the International Space Station. A snapped strut in the upper stage was to blame. SpaceX spent months correcting the problem and improving the unmanned rocket. It hopes to resume supply runs for NASA in February.\u003c/p>\n\u003cp>Musk, who also runs the Tesla electric car company, said he can drastically reduce launch costs by reusing rocket parts. Three tries at vertical landings of the first-stage boosters earlier this year failed; in each case, the segment aimed for a modified barge off the coast of Jacksonville, Florida. This time, Musk opted for a true land landing.\u003c/p>\n\u003cp>Musk said it will take a few more years to iron everything out, for actual reusability of his rockets. In the meantime, he's working to transform the SpaceX Dragon capsules from cargo ships into real spaceships for crews traveling to and from the orbiting station.\u003c/p>\n\u003cp>His ultimate goal, for human missions, is Mars.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"This was a critical step along the way to being able to establish a city on Mars,\" he said. \"That's what all this is about.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>SpaceX sent a Falcon rocket soaring toward orbit Monday night with 11 small satellites, its first mission since an accident last summer. Then, in an even more astounding feat, it landed the 15-story leftover booster back on Earth safely.\u003c/p>\n\u003cp>It was the first time an unmanned rocket returned to land vertically at Cape Canaveral, Florida, and represented a tremendous success for SpaceX. The company led by billionaire Elon Musk is striving for reusability to drive launch costs down and open up space to more people.\u003c/p>\n\u003cp>\"Welcome back, baby!\" Musk tweeted after touchdown.\u003c/p>\n\u003cp>\"It's a revolutionary moment,\" Musk later told reporters. \"No one has ever brought a booster, an orbital-class booster, back intact.\"\u003c/p>\n\u003cp>What's significant is that this was a useful mission, Musk noted, not merely a practice flight. \"We achieved recovery of the rocket in a mission that actually deployed 11 satellites,\" he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>SpaceX employees broke into cheers and chants, some of them jumping up and down, following the smooth touchdown nine minutes after liftoff. Previous landing attempts ended in fiery blasts, but those aimed for an ocean platform.\u003c/p>\n\u003cfigure id=\"attachment_10803939\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/GettyImages-502234880.jpg\" rel=\"attachment wp-att-10803939\">\u003cimg class=\"size-thumbnail wp-image-10803939\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/GettyImages-502234880-400x533.jpg\" alt=\"A handout picture made available by SpaceX shows its Falcon 9 rocket after it had landed at Cape Canaveral on Monday night. \" width=\"400\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-502234880-400x533.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-502234880-800x1067.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-502234880-768x1024.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-502234880-1440x1920.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-502234880-1180x1573.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-502234880-960x1280.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/GettyImages-502234880.jpg 1512w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A handout picture made available by SpaceX shows its Falcon 9 rocket after it had landed at Cape Canaveral on Monday night. \u003ccite>(SpaceX via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Thought Rocket Had Exploded \u003c/strong>\u003c/p>\n\u003cp>Musk said he ran outside and heard the sonic boom of the returning booster just as it landed; he assumed it had exploded. He learned the happy truth when he went back into Launch Control and saw video of the standing rocket.\u003c/p>\n\u003cp>\"I can't quite believe it,\" he said. \"It's quite shocking.\"\u003c/p>\n\u003cp>Musk said the landing appeared close to perfect and the company \"could not have asked for a better mission or a better day.\"\u003c/p>\n\u003cp>The top officer at Cape Canaveral Air Force Station, Brig. Gen. Wayne Monteith, noted that the returning booster \"placed the exclamation mark on 2015.\"\u003c/p>\n\u003cp>\"This was a first for us at Cape Canaveral Air Force Station, and I can't even begin to describe the excitement the team feels right now having been a part of this historic first-stage rocket landing,\" Monteith said in a statement.\u003c/p>\n\u003cp>Across the country, SpaceX employees jammed company headquarters in Hawthorne, California, anxiously awaiting success. They cheered at full throttle when the first stage separated cleanly two minutes into flight and reoriented itself for an unprecedented return to Cape Canaveral. Then the roar became deafening, as TV cameras showed the first-stage booster landing on extended legs at its new, dedicated landing zone. SpaceX commentators called it \"incredibly exciting\" and were visibly moved by the feat.\u003c/p>\n\u003cp>\"This has been a wildly successful return to flight for SpaceX,\" said one SpaceX launch commentator. \"We made history today.\"\u003c/p>\n\u003cp>Blue Origin, another billionaire's rocket company, successfully landed a booster last month in West Texas. That rocket, though, had been used for a suborbital flight. The SpaceX booster was more powerful and flying faster in order to put satellites into orbit.\u003c/p>\n\u003cp>\u003cstrong>Ultimate Goal: Colonizing Mars\u003c/strong>\u003c/p>\n\u003cp>The touchdown was a secondary objective for SpaceX. The first was hoisting the satellites for OrbComm, a New Jersey-based communication company. All 11 were successfully deployed.\u003c/p>\n\u003cp>OrbComm chief executive officer Marc Eisenberg seemed just as excited about the booster landing as about his satellites reaching orbit.\u003c/p>\n\u003cp>\"Here she comes back,\" Eisenberg said via Twitter, sharing a photo of the returning booster. Then: \"Bullseye.\"\u003c/p>\n\u003cp>The booster-landing zone, a former Atlas missile-launching site, is about 6 miles from the launch pad. SpaceX is leasing the touchdown area — marked by a giant X — from the Air Force. The reinforced concrete provides a stable surface, unlike the barges used for the initial attempts, primarily for increased safety.\u003c/p>\n\u003cp>On its previous flight back in June, SpaceX's Falcon 9 rocket failed shortly after liftoff, destroying a supply ship intended for the International Space Station. A snapped strut in the upper stage was to blame. SpaceX spent months correcting the problem and improving the unmanned rocket. It hopes to resume supply runs for NASA in February.\u003c/p>\n\u003cp>Musk, who also runs the Tesla electric car company, said he can drastically reduce launch costs by reusing rocket parts. Three tries at vertical landings of the first-stage boosters earlier this year failed; in each case, the segment aimed for a modified barge off the coast of Jacksonville, Florida. This time, Musk opted for a true land landing.\u003c/p>\n\u003cp>Musk said it will take a few more years to iron everything out, for actual reusability of his rockets. In the meantime, he's working to transform the SpaceX Dragon capsules from cargo ships into real spaceships for crews traveling to and from the orbiting station.\u003c/p>\n\u003cp>His ultimate goal, for human missions, is Mars.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"This was a critical step along the way to being able to establish a city on Mars,\" he said. \"That's what all this is about.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Facebook's 10-Mile, $10,000 Solution to Workers' Long Commutes",
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"content": "\u003cp>We know all about the legions of tech workers who live in fun, urbane San Francisco and commute to work in Silicon Valley. They’ve been blamed for driving up rents in the city. And the luxury buses that carry them to and from Google, Apple, Yahoo and other tech campuses \u003ca href=\"http://www.lrb.co.uk/v35/n03/rebecca-solnit/diary\" target=\"_blank\" rel=\"noopener\">have been likened\u003c/a> to “spaceships on which our alien overlords have landed” to rule over the locals.\u003c/p>\n\u003cp>Now, one big Silicon Valley company is trying to get its employees to move closer to work. Facebook is offering payments of $10,000 and up to workers who relocate to within 10 miles of its main campus, just off Highway 84 at the western end of the Dumbarton Bridge.\u003c/p>\n\u003cp>Reuters \u003ca href=\"http://www.reuters.com/article/facebook-benefits-idUSKBN0U02PC20151218\">reports\u003c/a> that the company will also pay employees the extra cash depending on their family status. Single employees would get less than an employee with kids, for example.\u003c/p>\n\u003cp>Reuters reporter Sarah McBride broke the story, and she notes Facebook’s move could help relieve some congestion and traffic, and it could give employees a better work/life balance. But it also threatens residents in nearby communities — East Palo Alto, Menlo Park and Redwood City, for instance — who find themselves competing for housing with well-paid Facebook workers.\u003c/p>\n\u003cp>McBride joined me in the studio on Friday, Dec. 18, to talk about the story.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[soundcloud url=”https://api.soundcloud.com/tracks/238209376″ 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>What incentives are there for Facebook to do this?\u003c/strong>\u003c/p>\n\u003cp>If you’re a Facebook employee you may be one of the many, many people who are bused down every morning from San Francisco. That used to be not a great commute, but it was OK — maybe an hour during rush hour. That commute has risen dramatically in the last few years.\u003c/p>\n\u003cp>You could be wasting three hours a day sitting on the bus. The bus has Wi-Fi and you can work on the bus, but still the bus is a giant time suck. That’s not great for Facebook. They prefer people to be sitting in the office.\u003c/p>\n\u003cp>\u003cstrong>There’s also tension between these tech companies and people in San Francisco who feel that they’re driving up housing prices.\u003c/strong>\u003c/p>\n\u003cp>Exactly, that tension came to head a couple of years ago. People living in San Francisco \u003ca href=\"http://ww2.kqed.org/news/2013/12/20/eviction-protesters-oakland-san-francisco-target-silicon-valley-buses\">remember these bus protests\u003c/a> where people threw themselves in front of buses and stopped them from being able to get down to Silicon Valley. That’s died down a little bit.\u003c/p>\n\u003cp>But the buses became the symbol of the resentment that a lot of people feel about the tech community. And people blame tech workers for all kinds of ills. Probably the biggest one is rising rents.\u003c/p>\n\u003cp>\u003cstrong>What’s the possible impact that this will have on either cities or families within this 10-mile radius?\u003c/strong>\u003c/p>\n\u003cp>Despite the fact that there are many new companies and thousands of new jobs, this is causing a bit of a housing crunch. And the people who are hardest hit are the poorest people in Silicon Valley. And they used to be able to live in Redwood City and East Palo Alto, both of which \u003ca href=\"http://ww2.kqed.org/news/2015/12/21/redwood-city-renters-officials-face-off-as-housing-crisis-intensifies\" target=\"_blank\" rel=\"noopener\">are getting much more expensive\u003c/a> than previously.\u003c/p>\n\u003cp>\u003cstrong>Did you get a sense that employees felt pressured to make this move? Because at the end of the day, $10,000 doesn’t go that far when you’re talking about $3,500 rent. \u003c/strong>\u003c/p>\n\u003cp>If you’re a young single Facebook employee you probably don’t want to live in Silicon Valley. It’s pretty boring. There are a lot of strip malls. It’s a little bland. San Francisco is much better. So $10,000, for some people with active social lives, that would barely cover their Lyft rides to and from San Francisco in a year.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>I spoke to a lot of people who said no way, they don’t care how much they’re going to get paid, they’re going to keep living in San Francisco. So I get the feeling a lot of people who are taking these incentive payments would be living down there anyway.\u003c/p>\n\n",
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"headline": "Facebook's 10-Mile, $10,000 Solution to Workers' Long Commutes",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>We know all about the legions of tech workers who live in fun, urbane San Francisco and commute to work in Silicon Valley. They’ve been blamed for driving up rents in the city. And the luxury buses that carry them to and from Google, Apple, Yahoo and other tech campuses \u003ca href=\"http://www.lrb.co.uk/v35/n03/rebecca-solnit/diary\" target=\"_blank\" rel=\"noopener\">have been likened\u003c/a> to “spaceships on which our alien overlords have landed” to rule over the locals.\u003c/p>\n\u003cp>Now, one big Silicon Valley company is trying to get its employees to move closer to work. Facebook is offering payments of $10,000 and up to workers who relocate to within 10 miles of its main campus, just off Highway 84 at the western end of the Dumbarton Bridge.\u003c/p>\n\u003cp>Reuters \u003ca href=\"http://www.reuters.com/article/facebook-benefits-idUSKBN0U02PC20151218\">reports\u003c/a> that the company will also pay employees the extra cash depending on their family status. Single employees would get less than an employee with kids, for example.\u003c/p>\n\u003cp>Reuters reporter Sarah McBride broke the story, and she notes Facebook’s move could help relieve some congestion and traffic, and it could give employees a better work/life balance. But it also threatens residents in nearby communities — East Palo Alto, Menlo Park and Redwood City, for instance — who find themselves competing for housing with well-paid Facebook workers.\u003c/p>\n\u003cp>McBride joined me in the studio on Friday, Dec. 18, to talk about the story.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\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/238209376″&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/238209376″'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>\u003cstrong>What incentives are there for Facebook to do this?\u003c/strong>\u003c/p>\n\u003cp>If you’re a Facebook employee you may be one of the many, many people who are bused down every morning from San Francisco. That used to be not a great commute, but it was OK — maybe an hour during rush hour. That commute has risen dramatically in the last few years.\u003c/p>\n\u003cp>You could be wasting three hours a day sitting on the bus. The bus has Wi-Fi and you can work on the bus, but still the bus is a giant time suck. That’s not great for Facebook. They prefer people to be sitting in the office.\u003c/p>\n\u003cp>\u003cstrong>There’s also tension between these tech companies and people in San Francisco who feel that they’re driving up housing prices.\u003c/strong>\u003c/p>\n\u003cp>Exactly, that tension came to head a couple of years ago. People living in San Francisco \u003ca href=\"http://ww2.kqed.org/news/2013/12/20/eviction-protesters-oakland-san-francisco-target-silicon-valley-buses\">remember these bus protests\u003c/a> where people threw themselves in front of buses and stopped them from being able to get down to Silicon Valley. That’s died down a little bit.\u003c/p>\n\u003cp>But the buses became the symbol of the resentment that a lot of people feel about the tech community. And people blame tech workers for all kinds of ills. Probably the biggest one is rising rents.\u003c/p>\n\u003cp>\u003cstrong>What’s the possible impact that this will have on either cities or families within this 10-mile radius?\u003c/strong>\u003c/p>\n\u003cp>Despite the fact that there are many new companies and thousands of new jobs, this is causing a bit of a housing crunch. And the people who are hardest hit are the poorest people in Silicon Valley. And they used to be able to live in Redwood City and East Palo Alto, both of which \u003ca href=\"http://ww2.kqed.org/news/2015/12/21/redwood-city-renters-officials-face-off-as-housing-crisis-intensifies\" target=\"_blank\" rel=\"noopener\">are getting much more expensive\u003c/a> than previously.\u003c/p>\n\u003cp>\u003cstrong>Did you get a sense that employees felt pressured to make this move? Because at the end of the day, $10,000 doesn’t go that far when you’re talking about $3,500 rent. \u003c/strong>\u003c/p>\n\u003cp>If you’re a young single Facebook employee you probably don’t want to live in Silicon Valley. It’s pretty boring. There are a lot of strip malls. It’s a little bland. San Francisco is much better. So $10,000, for some people with active social lives, that would barely cover their Lyft rides to and from San Francisco in a year.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>I spoke to a lot of people who said no way, they don’t care how much they’re going to get paid, they’re going to keep living in San Francisco. So I get the feeling a lot of people who are taking these incentive payments would be living down there anyway.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>There was little to be done by the time they arrived at the accident scene. “Heavy, heavy traffic, absolutely going nowhere,” reported Capt. Seth Johnson as he struggled to find alternate routes to southbound Highway 101, just north of Embarcadero, in San Mateo County. The crew discussed how to quickly transport the victim to nearby Stanford Hospital. Tragically, they never got the chance to execute the agreed-upon plan. Over the radio, the dispatcher pronounced: “patient is in full arrest — not breathing.”\u003c/p>\n\u003cp>Ronald Barbaran Garcia, 27, died after his motorcycle struck a vehicle at 5:47 p.m. on Sept. 22. A Highway Patrol officer was the first to arrive, and emergency responders reached the scene more than 10 minutes after the first 911 calls, missing their seven-minute goal by a wide margin.\u003c/p>\n\u003caside class=\"pullquote alignleft\">'Our duty is to show up, make a difference and save lives. When that’s impeded by traffic, it is pretty tragic.'\u003c/aside>\n\u003cp>“We failed to be where we needed to be within a period of time,” Menlo Park Fire Chief Harold Schapelhouman told the San Jose Mercury News on the day of the accident. “Whether that would have made a difference in this incident, I’m not sure.”\u003c/p>\n\u003cp>The delay experienced by first responders that day wasn’t an exception. The response time for San Mateo County’s emergency personnel arriving at the scenes of accidents, heart attacks and other serious incidents has slowed in recent years, which Schapelhouman said is largely because of inescapable traffic.\u003c/p>\n\u003cp>“Our job is often a race against time and right now, at certain times of the workday, [the delays] are ridiculous and I can’t accept that,” Schapelhouman said in an interview earlier this month.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>To call the community’s attention to the problem, the Menlo Park Fire Protection District has released a series of dramatic audio and video recordings showing how traffic congestion is snarling emergency vehicles. The district receives fire dispatches from Menlo Park, Atherton, East Palo Alto and unincorporated areas of San Mateo — an estimated population of 90,000.\u003c/p>\n\u003cp>One of the videos was shot after an Aug. 27 multi-vehicle collision on the Dumbarton Bridge. A dashboard camera shows a fire truck traveling into incoming traffic for six minutes — almost the entire length of East Palo Alto along University Avenue — because of gridlock. The crew took 16 minutes to reach the emergency, where three victims awaited medical attention. You can hear the frustration in the voices of firefighters trying to get to the scene.\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=CQfzZOLPbAc\u003c/p>\n\u003cp>“When traffic is as bad as it was that day, we can’t physically get to the patient in a timely manner,” said Battalion Chief Dan Coyle of the occurrence. “Our duty is to show up, make a difference and save lives. When that’s impeded by traffic, it is pretty tragic.” The three victims were taken to the hospital for wounds, all in good condition.\u003c/p>\n\u003cp>On average, the district responds to 8,200 calls per year. “Many victims are alive today because of our timely response,” Coyle said. They are the reason firefighters adhere so strongly to the motto: “Every second counts.” Yet response times have worsened over the last decade, with a significant tipping point in 2014, according to Coyle. “It happens almost every day now. We often have vehicle accidents on the freeway or on the Dumbarton Bridge and we literally can’t get there,” he said.\u003c/p>\n\u003cp>Despite the use of devices that automatically change traffic signals from red to green, there is no room for firefighters to advance. “We sometimes sit on a [traffic] light watching it turn green, yellow and red three or four times, and we can’t move 10 feet,” Coyle said. Traffic shoulders, when available, are too narrow in many stretches of the road for fire trucks to pass, and cars too often block their path.\u003c/p>\n\u003cp>As the Peninsula’s economy booms, the situation is expected to worsen. According to the Silicon Valley Institute for Regional Studies, the Menlo Park District alone is projected to grow by nearly 20,000 residents over the next 25 years.\u003c/p>\n\u003caside class=\"pullquote alignright\">'People can’t afford to live here so they drive to get here. The result is that now it takes longer for people to get to hospitals. They’re backed up at traffic, in ambulances, just as you are.'\u003c/aside>\n\u003cp>For Schapelhouman, the combination of inadequate public transportation and skyrocketing housing prices, which forces people to live farther away from work, is the main reason for growing response times. “Until we fix mass transit, until we offer alternatives for people to get out of their cars, traffic will only get busier,” he said. “People can’t afford to live here so they drive to get here. The result is that now it takes longer for people to get to hospitals. They’re backed up at traffic, in ambulances, just as you are.”\u003c/p>\n\u003cp>Both Schapelhouman and Coyle mentioned Google’s mobile app Waze, which provides alternate routes to escape busy boulevards and packed freeways, as a “huge technological backlash.” With the app, more cars are now using shortcuts through residential neighborhood streets that are not designed to accommodate the volume and speed of cut-through traffic. Routes previously known only to first-responders and used to save critical seconds are now often clogged by new waves of traffic.\u003c/p>\n\u003cp>Beyond bumper-to-bumper traffic on those streets, the traffic directed by Waze is causing residents to request more calming devices, such as speed bumps, curb extensions and chicanes, which narrow the road so that traffic in one direction has to give way to opposing traffic. While they can help neighborhood traffic, these approaches often make things worse for first responders.\u003c/p>\n\u003cp>“Some of our big trucks can’t get past these devices. People are trying to do things to make themselves feel safer, but by slowing the cars down, they also slow us down,” Coyle said. There are no official efforts to have Waze remove these routes from the app, “just the police department writing a lot of tickets” for careless drivers, Schapelhouman added.\u003c/p>\n\u003ch3>Every minute counts\u003c/h3>\n\u003cp>The firefighters aim to respond to emergencies within seven minutes: one minute for receiving the 911 call; two minutes for the fire crew to get equipment ready and load the truck; and four minutes drive time in the most populated areas.\u003c/p>\n\u003cfigure id=\"attachment_10799703\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/Chief1-1024x574.jpg\" rel=\"attachment wp-att-10799703\">\u003cimg class=\"size-thumbnail wp-image-10799703\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/Chief1-1024x574-400x224.jpg\" alt=\"Menlo Park Fire Chief Harold Schapelhouman is concerned with the rise of emergency response time because of inescapable traffic on the Peninsula.\" width=\"400\" height=\"224\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/Chief1-1024x574-400x224.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/Chief1-1024x574-800x448.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/Chief1-1024x574-768x431.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/Chief1-1024x574-960x538.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/Chief1-1024x574.jpg 1024w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Menlo Park Fire Chief Harold Schapelhouman is concerned with the rise of emergency response time because of inescapable traffic on the Peninsula. \u003ccite>(Ana Santos/Peninsula Press)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Such a rigid protocol is especially crucial in medical incidents, which amount to 71 percent of Menlo Park District’s calls. In a heart attack, a respiratory emergency or a trauma that causes severe blood loss, the brain can only live 8-10 minutes without oxygen. A small fire can grow to involve the entire room in the same time frame. Keeping the response time goal is thus a vital concern for members of the community, who expect that when they make the call for help, it will come quickly.\u003c/p>\n\u003cp>Fire trucks rush to medical emergencies because of limited resources: In San Mateo County, there are 52 fire engines and 10 ambulances, according to Coyle. “Sometimes we wait for an ambulance to arrive for over 20 minutes,” he said. The firefighters are dual certified as either an emergency medical technician or paramedic, and they are able to stabilize patients while medical personnel are on the way.\u003c/p>\n\u003cp>The Menlo District is not certain of the number of calls that exceed the time goal, but the increasing number of delays has prompted the fire chief to adopt a monitoring system for all emergencies, closely keeping track of time performance. The results will be reported to the District’s board of directors.\u003c/p>\n\u003ch3>Can roads designed for cars be safe for bikes?\u003c/h3>\n\u003cp>A proposal in Menlo Park to add bike lanes to part of El Camino Real raised concerns for firefighters, as the road is their primary route for emergencies. They believe that the addition of bike lanes will narrow the space for vehicles and further back up traffic.\u003c/p>\n\u003cp>The city, they argue, is not taking into account the existing Willow Place Bicycle Bridge to Palo Alto and how that route connects with bike lanes on Willow Road, Middlefield, Laurel and Alma Streets. “Are these routes as convenient for bikers to ride on? No, but they’re a heck of a lot safer,” Schapelhouman said. “The last thing I want is to have our people go out and interact with someone who was hit by a vehicle, because typically the cyclist loses. The bigger the vehicle, the worse it is.”\u003c/p>\n\u003cp>Kristiann Choy, Menlo Park’s senior transportation engineer, believes firefighters wouldn’t be impacted by the change, as most bike lanes will be placed in spaces currently reserved for parking. On stretches without parking space, the city plans to narrow travel lanes. “Still, we wouldn’t go narrower than 10 feet, which fire trucks can maneuver in,” Choy assured. But Schapelhouman isn’t convinced: “All these narrower paths do one thing for response: Slow us down,” he said.\u003c/p>\n\u003cp>Plans to address traffic congestion as a whole seem more inchoate. “We have planned a road transportation study to identify potential solutions for Willow Road that could provide some capacity relief,” Choy said. She doesn’t know when the study will be released, but believes it is “budgeted for this fiscal year.”\u003c/p>\n\u003cp>Meanwhile, firefighters fear for residents’ safety. “Bad things happen when we can’t get to where we need to go and lives hang in the balance,” Schapelhouman said. “Trust me, if we have a bad day, other people will have a worse day. It may not seem like a huge deal, but, in our world, seconds matter.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>https://www.youtube.com/watch?time_continue=3&v=xuLOVUWq0XE\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>There was little to be done by the time they arrived at the accident scene. “Heavy, heavy traffic, absolutely going nowhere,” reported Capt. Seth Johnson as he struggled to find alternate routes to southbound Highway 101, just north of Embarcadero, in San Mateo County. The crew discussed how to quickly transport the victim to nearby Stanford Hospital. Tragically, they never got the chance to execute the agreed-upon plan. Over the radio, the dispatcher pronounced: “patient is in full arrest — not breathing.”\u003c/p>\n\u003cp>Ronald Barbaran Garcia, 27, died after his motorcycle struck a vehicle at 5:47 p.m. on Sept. 22. A Highway Patrol officer was the first to arrive, and emergency responders reached the scene more than 10 minutes after the first 911 calls, missing their seven-minute goal by a wide margin.\u003c/p>\n\u003caside class=\"pullquote alignleft\">'Our duty is to show up, make a difference and save lives. When that’s impeded by traffic, it is pretty tragic.'\u003c/aside>\n\u003cp>“We failed to be where we needed to be within a period of time,” Menlo Park Fire Chief Harold Schapelhouman told the San Jose Mercury News on the day of the accident. “Whether that would have made a difference in this incident, I’m not sure.”\u003c/p>\n\u003cp>The delay experienced by first responders that day wasn’t an exception. The response time for San Mateo County’s emergency personnel arriving at the scenes of accidents, heart attacks and other serious incidents has slowed in recent years, which Schapelhouman said is largely because of inescapable traffic.\u003c/p>\n\u003cp>“Our job is often a race against time and right now, at certain times of the workday, [the delays] are ridiculous and I can’t accept that,” Schapelhouman said in an interview earlier this month.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>To call the community’s attention to the problem, the Menlo Park Fire Protection District has released a series of dramatic audio and video recordings showing how traffic congestion is snarling emergency vehicles. The district receives fire dispatches from Menlo Park, Atherton, East Palo Alto and unincorporated areas of San Mateo — an estimated population of 90,000.\u003c/p>\n\u003cp>One of the videos was shot after an Aug. 27 multi-vehicle collision on the Dumbarton Bridge. A dashboard camera shows a fire truck traveling into incoming traffic for six minutes — almost the entire length of East Palo Alto along University Avenue — because of gridlock. The crew took 16 minutes to reach the emergency, where three victims awaited medical attention. You can hear the frustration in the voices of firefighters trying to get to the scene.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/CQfzZOLPbAc'\n title='//www.youtube.com/embed/CQfzZOLPbAc'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>“When traffic is as bad as it was that day, we can’t physically get to the patient in a timely manner,” said Battalion Chief Dan Coyle of the occurrence. “Our duty is to show up, make a difference and save lives. When that’s impeded by traffic, it is pretty tragic.” The three victims were taken to the hospital for wounds, all in good condition.\u003c/p>\n\u003cp>On average, the district responds to 8,200 calls per year. “Many victims are alive today because of our timely response,” Coyle said. They are the reason firefighters adhere so strongly to the motto: “Every second counts.” Yet response times have worsened over the last decade, with a significant tipping point in 2014, according to Coyle. “It happens almost every day now. We often have vehicle accidents on the freeway or on the Dumbarton Bridge and we literally can’t get there,” he said.\u003c/p>\n\u003cp>Despite the use of devices that automatically change traffic signals from red to green, there is no room for firefighters to advance. “We sometimes sit on a [traffic] light watching it turn green, yellow and red three or four times, and we can’t move 10 feet,” Coyle said. Traffic shoulders, when available, are too narrow in many stretches of the road for fire trucks to pass, and cars too often block their path.\u003c/p>\n\u003cp>As the Peninsula’s economy booms, the situation is expected to worsen. According to the Silicon Valley Institute for Regional Studies, the Menlo Park District alone is projected to grow by nearly 20,000 residents over the next 25 years.\u003c/p>\n\u003caside class=\"pullquote alignright\">'People can’t afford to live here so they drive to get here. The result is that now it takes longer for people to get to hospitals. They’re backed up at traffic, in ambulances, just as you are.'\u003c/aside>\n\u003cp>For Schapelhouman, the combination of inadequate public transportation and skyrocketing housing prices, which forces people to live farther away from work, is the main reason for growing response times. “Until we fix mass transit, until we offer alternatives for people to get out of their cars, traffic will only get busier,” he said. “People can’t afford to live here so they drive to get here. The result is that now it takes longer for people to get to hospitals. They’re backed up at traffic, in ambulances, just as you are.”\u003c/p>\n\u003cp>Both Schapelhouman and Coyle mentioned Google’s mobile app Waze, which provides alternate routes to escape busy boulevards and packed freeways, as a “huge technological backlash.” With the app, more cars are now using shortcuts through residential neighborhood streets that are not designed to accommodate the volume and speed of cut-through traffic. Routes previously known only to first-responders and used to save critical seconds are now often clogged by new waves of traffic.\u003c/p>\n\u003cp>Beyond bumper-to-bumper traffic on those streets, the traffic directed by Waze is causing residents to request more calming devices, such as speed bumps, curb extensions and chicanes, which narrow the road so that traffic in one direction has to give way to opposing traffic. While they can help neighborhood traffic, these approaches often make things worse for first responders.\u003c/p>\n\u003cp>“Some of our big trucks can’t get past these devices. People are trying to do things to make themselves feel safer, but by slowing the cars down, they also slow us down,” Coyle said. There are no official efforts to have Waze remove these routes from the app, “just the police department writing a lot of tickets” for careless drivers, Schapelhouman added.\u003c/p>\n\u003ch3>Every minute counts\u003c/h3>\n\u003cp>The firefighters aim to respond to emergencies within seven minutes: one minute for receiving the 911 call; two minutes for the fire crew to get equipment ready and load the truck; and four minutes drive time in the most populated areas.\u003c/p>\n\u003cfigure id=\"attachment_10799703\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/Chief1-1024x574.jpg\" rel=\"attachment wp-att-10799703\">\u003cimg class=\"size-thumbnail wp-image-10799703\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/Chief1-1024x574-400x224.jpg\" alt=\"Menlo Park Fire Chief Harold Schapelhouman is concerned with the rise of emergency response time because of inescapable traffic on the Peninsula.\" width=\"400\" height=\"224\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/Chief1-1024x574-400x224.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/Chief1-1024x574-800x448.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/Chief1-1024x574-768x431.jpg 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/Chief1-1024x574-960x538.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/Chief1-1024x574.jpg 1024w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Menlo Park Fire Chief Harold Schapelhouman is concerned with the rise of emergency response time because of inescapable traffic on the Peninsula. \u003ccite>(Ana Santos/Peninsula Press)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Such a rigid protocol is especially crucial in medical incidents, which amount to 71 percent of Menlo Park District’s calls. In a heart attack, a respiratory emergency or a trauma that causes severe blood loss, the brain can only live 8-10 minutes without oxygen. A small fire can grow to involve the entire room in the same time frame. Keeping the response time goal is thus a vital concern for members of the community, who expect that when they make the call for help, it will come quickly.\u003c/p>\n\u003cp>Fire trucks rush to medical emergencies because of limited resources: In San Mateo County, there are 52 fire engines and 10 ambulances, according to Coyle. “Sometimes we wait for an ambulance to arrive for over 20 minutes,” he said. The firefighters are dual certified as either an emergency medical technician or paramedic, and they are able to stabilize patients while medical personnel are on the way.\u003c/p>\n\u003cp>The Menlo District is not certain of the number of calls that exceed the time goal, but the increasing number of delays has prompted the fire chief to adopt a monitoring system for all emergencies, closely keeping track of time performance. The results will be reported to the District’s board of directors.\u003c/p>\n\u003ch3>Can roads designed for cars be safe for bikes?\u003c/h3>\n\u003cp>A proposal in Menlo Park to add bike lanes to part of El Camino Real raised concerns for firefighters, as the road is their primary route for emergencies. They believe that the addition of bike lanes will narrow the space for vehicles and further back up traffic.\u003c/p>\n\u003cp>The city, they argue, is not taking into account the existing Willow Place Bicycle Bridge to Palo Alto and how that route connects with bike lanes on Willow Road, Middlefield, Laurel and Alma Streets. “Are these routes as convenient for bikers to ride on? No, but they’re a heck of a lot safer,” Schapelhouman said. “The last thing I want is to have our people go out and interact with someone who was hit by a vehicle, because typically the cyclist loses. The bigger the vehicle, the worse it is.”\u003c/p>\n\u003cp>Kristiann Choy, Menlo Park’s senior transportation engineer, believes firefighters wouldn’t be impacted by the change, as most bike lanes will be placed in spaces currently reserved for parking. On stretches without parking space, the city plans to narrow travel lanes. “Still, we wouldn’t go narrower than 10 feet, which fire trucks can maneuver in,” Choy assured. But Schapelhouman isn’t convinced: “All these narrower paths do one thing for response: Slow us down,” he said.\u003c/p>\n\u003cp>Plans to address traffic congestion as a whole seem more inchoate. “We have planned a road transportation study to identify potential solutions for Willow Road that could provide some capacity relief,” Choy said. She doesn’t know when the study will be released, but believes it is “budgeted for this fiscal year.”\u003c/p>\n\u003cp>Meanwhile, firefighters fear for residents’ safety. “Bad things happen when we can’t get to where we need to go and lives hang in the balance,” Schapelhouman said. “Trust me, if we have a bad day, other people will have a worse day. It may not seem like a huge deal, but, in our world, seconds matter.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>A San Francisco federal judge has ordered Uber to limit communication with drivers who are part of a class-action lawsuit against the company, saying he had \"grave concerns\" about arbitration agreements the company sent out last week.\u003c/p>\n\u003cp>U.S. District Court Judge Edward Chen said the agreements are \"likely to engender confusion\" and that he would issue an order preventing them from taking effect for drivers who are part of the lawsuit. However, Chen added that he wasn't sure he had the \"complete authority\" to ban arbitration agreements.\u003c/p>\n\u003cp>The tentative rulings are the latest in the class action against Uber, which argues the company misclassifies drivers as independent contractors instead of employees. The drivers are also seeking reimbursement for expenses, including gas and car maintenance, along with tips they claim were advertised to customers as part of the fares but not given to drivers.\u003c/p>\n\u003cp>Chen said he was directing Uber not to communicate \"with class members or anything that might affect the prosecution of this case without clearing it through counsel or coming to the court if there's a disagreement.\"\u003c/p>\n\u003cp>Uber sent out the new arbitration agreements last Friday, two days after Chen issued a ruling expanding the class of drivers who could be part of the lawsuit. He ruled 2014 and 2015 arbitration agreements were unenforceable, which meant drivers who opted out of those clauses could be included in the lawsuit. Uber is appealing the ruling.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Theodore Boutrous, the attorney for Uber, estimated that up to 100,000 drivers were added to the class, joining 8,000 drivers \u003ca href=\"http://ww2.kqed.org/news/2015/09/01/judge-certifies-uber-drivers-lawsuit-as-a-class-action\" target=\"_blank\">certified by Chen on Sept. 1\u003c/a>. The case could affect up to 160,000 Uber drivers in California, and Chen said he would rule later on how last week's agreements might affect other drivers.\u003c/p>\n\u003cp>The attorney for the drivers, Shannon Liss-Riordan, said the agreement and email sent to drivers last week was an attempt by Uber to curtail its liability in pending lawsuits. She argued \u003ca href=\"http://ww2.kqed.org/news/2015/12/14/controversy-surrounds-ubers-new-arbitration-agreement-for-drivers\" target=\"_blank\">Uber was trying to \"potentially trick\" drivers\u003c/a> into opting out of the class-action suit.\u003c/p>\n\u003cp>In legal briefs, Liss-Riordan wrote that her firm received more than 800 inquiries from Uber drivers \"who have expressed confusion and dismay about the new agreement, and do not know if they need to opt out of the agreement to participate in the case.\"\u003c/p>\n\u003cp>Boutrous argued that the new agreement was a reaction to Chen's concerns about the arbitration clauses in Uber's earlier driver contracts.\u003c/p>\n\u003cp>\"[An] agreement was sent out that this court was troubled by, and it fixes those things,\" Boutrous told Chen. \"These aren't some nefarious, evil agreements that must be stopped.\"\u003c/p>\n\u003cp>In his legal briefs, Boutrous wrote that \"there is nothing deceptive, coercive, or misleading about the agreements Uber has implemented (and drivers voluntarily accepted). Indeed, Uber did not amend, in any substantive way, any of the notice provisions or opt-out mechanisms that this court previously approved.\"\u003c/p>\n\u003cp>Boutrous said that a higher number of drivers have opted out of the new arbitration agreement compared with earlier contracts. Liss-Riordan attributes that to widespread news coverage and drivers finding out about the lawsuit from her firm.\u003c/p>\n\u003cp>Chen suggested that Uber provide more \"robust disclosure\" by providing a hyperlink on the first page of the agreement that clearly gives drivers an opt-out option.\u003c/p>\n\u003cp>\"If it's to truly implement a fair model, why not have a simple click the box and not have it on page 21?\" Chen asked.\u003c/p>\n\u003cp>Liss-Riordan also challenged a recent effort by Uber to prove its drivers believe they're independent contractors.\u003c/p>\n\u003cp>The company has begun offering money to drivers for proof they also work for other ride services, such as Lyft. Liss-Riordan called the payments part of a \"deceptive attempt by Uber to gather evidence in support of its defense in this case -- and against the interests of the class -- in exchange for payment.\"\u003c/p>\n\u003cp>Boutrous told Chen the driver information is being gathered for market research.\u003c/p>\n\u003cp>\"The company gathers information about its competitor, and this email was sent to a fraction of California drivers seeking information about their experience with Lyft,\" he told Chen.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Meanwhile, Liss-Riordan filed a motion Thursday seeking to have the case tried by the judge instead of a jury.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A San Francisco federal judge has ordered Uber to limit communication with drivers who are part of a class-action lawsuit against the company, saying he had \"grave concerns\" about arbitration agreements the company sent out last week.\u003c/p>\n\u003cp>U.S. District Court Judge Edward Chen said the agreements are \"likely to engender confusion\" and that he would issue an order preventing them from taking effect for drivers who are part of the lawsuit. However, Chen added that he wasn't sure he had the \"complete authority\" to ban arbitration agreements.\u003c/p>\n\u003cp>The tentative rulings are the latest in the class action against Uber, which argues the company misclassifies drivers as independent contractors instead of employees. The drivers are also seeking reimbursement for expenses, including gas and car maintenance, along with tips they claim were advertised to customers as part of the fares but not given to drivers.\u003c/p>\n\u003cp>Chen said he was directing Uber not to communicate \"with class members or anything that might affect the prosecution of this case without clearing it through counsel or coming to the court if there's a disagreement.\"\u003c/p>\n\u003cp>Uber sent out the new arbitration agreements last Friday, two days after Chen issued a ruling expanding the class of drivers who could be part of the lawsuit. He ruled 2014 and 2015 arbitration agreements were unenforceable, which meant drivers who opted out of those clauses could be included in the lawsuit. Uber is appealing the ruling.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Theodore Boutrous, the attorney for Uber, estimated that up to 100,000 drivers were added to the class, joining 8,000 drivers \u003ca href=\"http://ww2.kqed.org/news/2015/09/01/judge-certifies-uber-drivers-lawsuit-as-a-class-action\" target=\"_blank\">certified by Chen on Sept. 1\u003c/a>. The case could affect up to 160,000 Uber drivers in California, and Chen said he would rule later on how last week's agreements might affect other drivers.\u003c/p>\n\u003cp>The attorney for the drivers, Shannon Liss-Riordan, said the agreement and email sent to drivers last week was an attempt by Uber to curtail its liability in pending lawsuits. She argued \u003ca href=\"http://ww2.kqed.org/news/2015/12/14/controversy-surrounds-ubers-new-arbitration-agreement-for-drivers\" target=\"_blank\">Uber was trying to \"potentially trick\" drivers\u003c/a> into opting out of the class-action suit.\u003c/p>\n\u003cp>In legal briefs, Liss-Riordan wrote that her firm received more than 800 inquiries from Uber drivers \"who have expressed confusion and dismay about the new agreement, and do not know if they need to opt out of the agreement to participate in the case.\"\u003c/p>\n\u003cp>Boutrous argued that the new agreement was a reaction to Chen's concerns about the arbitration clauses in Uber's earlier driver contracts.\u003c/p>\n\u003cp>\"[An] agreement was sent out that this court was troubled by, and it fixes those things,\" Boutrous told Chen. \"These aren't some nefarious, evil agreements that must be stopped.\"\u003c/p>\n\u003cp>In his legal briefs, Boutrous wrote that \"there is nothing deceptive, coercive, or misleading about the agreements Uber has implemented (and drivers voluntarily accepted). Indeed, Uber did not amend, in any substantive way, any of the notice provisions or opt-out mechanisms that this court previously approved.\"\u003c/p>\n\u003cp>Boutrous said that a higher number of drivers have opted out of the new arbitration agreement compared with earlier contracts. Liss-Riordan attributes that to widespread news coverage and drivers finding out about the lawsuit from her firm.\u003c/p>\n\u003cp>Chen suggested that Uber provide more \"robust disclosure\" by providing a hyperlink on the first page of the agreement that clearly gives drivers an opt-out option.\u003c/p>\n\u003cp>\"If it's to truly implement a fair model, why not have a simple click the box and not have it on page 21?\" Chen asked.\u003c/p>\n\u003cp>Liss-Riordan also challenged a recent effort by Uber to prove its drivers believe they're independent contractors.\u003c/p>\n\u003cp>The company has begun offering money to drivers for proof they also work for other ride services, such as Lyft. Liss-Riordan called the payments part of a \"deceptive attempt by Uber to gather evidence in support of its defense in this case -- and against the interests of the class -- in exchange for payment.\"\u003c/p>\n\u003cp>Boutrous told Chen the driver information is being gathered for market research.\u003c/p>\n\u003cp>\"The company gathers information about its competitor, and this email was sent to a fraction of California drivers seeking information about their experience with Lyft,\" he told Chen.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Meanwhile, Liss-Riordan filed a motion Thursday seeking to have the case tried by the judge instead of a jury.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Bay Bridge Traffic Update: Span Returns to Slow, Slow Normal After Spill",
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"content": "\u003cp> \u003c/p>\n\u003cp>https://twitter.com/BungerKCBS/status/677859578634043392\u003c/p>\n\u003cp>\u003cstrong>Update, 9:20 a.m.: \u003c/strong>Traffic continues to return to normal on the East Bay commute to the Bay Bridge after this morning's materials spill at the span's west end.\u003c/p>\n\u003cp>But wait. Normal? Yes -- that means it's just pretty slow getting to the bridge. According to \u003ca href=\"http://traffic.511.org/index#TRIP?\" target=\"_blank\">511.org travel estimates\u003c/a>, the drive time is now 41 minutes from University Avenue in Berkeley to Fremont Street in downtown San Francisco. The trip from the Highway 24/I-580 merge in North Oakland is 37 minutes. From West Oakland on I-880, it's 38 minutes.\u003c/p>\n\u003cp>This will be our final update on this morning's mini-carmageddon. Please enjoy your commute.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Update, 7:30 a.m.:\u003c/strong> Traffic has actually improved dramatically on the Bay Bridge itself after Friday's early-morning spill. Now the issue is getting to the bridge. The \u003ca href=\"http://511.org/default.asp\" target=\"_blank\">511.org\u003c/a> estimated drive time to downtown San Francisco from University Avenue in Berkeley and from the Highway 24-Interstate 580 merge in Oakland is still more than an hour. The trip along the westbound Nimitz, I-880, from West Oakland, appears to be a little faster, with 511.org reporting a travel time of 25 minutes to downtown S.F.\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong> Something you know already if you've attempted your usual morning commute across the Bay Bridge: An early-morning materials spill -- the material involved is apparently dry-wall compound -- has all but shut down westbound traffic across the span while crews scramble to clean up the mess.\u003c/p>\n\u003cp>The good news: The California Highway Patrol reopened all lanes at 6:45 a.m. Unknown is how long it will take for the epic Friday-morning traffic jam to clear.\u003c/p>\n\u003cp>https://twitter.com/BungerKCBS/status/677854896847106049\u003c/p>\n\u003cp>California Highway Patrol Officer T.J. Shively told KQED's Ted Goldberg that a truck spilled the dry-way compound just before 4 a.m., just west of the Fremont Street off-ramp. Cars that rolled through the slick substance skidded out, leading the CHP and Caltrans to close all but one of the lanes exiting the span.\u003c/p>\n\u003cp>Needless to say, the Bay Bridge approaches have turned into a parking lot. Traffic on other bridges, especially the Richmond-San Rafael and San Mateo spans, has been heavily impacted.\u003c/p>\n\u003cp>On the other hand, BART and San Francisco Bay ferries are running on time:\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Best source of information on traffic conditions right now: \u003ca href=\"http://www.511.org/\" target=\"_blank\">511.org\u003c/a>.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>\u003cstrong>Update, 9:20 a.m.: \u003c/strong>Traffic continues to return to normal on the East Bay commute to the Bay Bridge after this morning's materials spill at the span's west end.\u003c/p>\n\u003cp>But wait. Normal? Yes -- that means it's just pretty slow getting to the bridge. According to \u003ca href=\"http://traffic.511.org/index#TRIP?\" target=\"_blank\">511.org travel estimates\u003c/a>, the drive time is now 41 minutes from University Avenue in Berkeley to Fremont Street in downtown San Francisco. The trip from the Highway 24/I-580 merge in North Oakland is 37 minutes. From West Oakland on I-880, it's 38 minutes.\u003c/p>\n\u003cp>This will be our final update on this morning's mini-carmageddon. Please enjoy your commute.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Update, 7:30 a.m.:\u003c/strong> Traffic has actually improved dramatically on the Bay Bridge itself after Friday's early-morning spill. Now the issue is getting to the bridge. The \u003ca href=\"http://511.org/default.asp\" target=\"_blank\">511.org\u003c/a> estimated drive time to downtown San Francisco from University Avenue in Berkeley and from the Highway 24-Interstate 580 merge in Oakland is still more than an hour. The trip along the westbound Nimitz, I-880, from West Oakland, appears to be a little faster, with 511.org reporting a travel time of 25 minutes to downtown S.F.\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong> Something you know already if you've attempted your usual morning commute across the Bay Bridge: An early-morning materials spill -- the material involved is apparently dry-wall compound -- has all but shut down westbound traffic across the span while crews scramble to clean up the mess.\u003c/p>\n\u003cp>The good news: The California Highway Patrol reopened all lanes at 6:45 a.m. Unknown is how long it will take for the epic Friday-morning traffic jam to clear.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>California Highway Patrol Officer T.J. Shively told KQED's Ted Goldberg that a truck spilled the dry-way compound just before 4 a.m., just west of the Fremont Street off-ramp. Cars that rolled through the slick substance skidded out, leading the CHP and Caltrans to close all but one of the lanes exiting the span.\u003c/p>\n\u003cp>Needless to say, the Bay Bridge approaches have turned into a parking lot. Traffic on other bridges, especially the Richmond-San Rafael and San Mateo spans, has been heavily impacted.\u003c/p>\n\u003cp>On the other hand, BART and San Francisco Bay ferries are running on time:\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Best source of information on traffic conditions right now: \u003ca href=\"http://www.511.org/\" target=\"_blank\">511.org\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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